Today's Message Index:
----------------------
1. 05:45 AM - Re: Tubing spacers or washers between elevator control horns? (Dana Overall)
2. 07:27 AM - Re: Re: Pre-drilled hole misalignment (Gary Zilik)
3. 08:17 AM - Re: Tubing spacers or washers between elevator control horns? (Elsa & Henry)
4. 08:41 AM - tank attach angle fit criticality (lucky macy)
5. 09:52 AM - Re: tank attach angle fit criticality (Dan Checkoway)
6. 10:59 AM - Fuel valve bracket RV8A (Al Grajek)
7. 11:34 AM - Re: tank attach angle fit criticality (LarryRobertHelming)
8. 11:54 AM - Re: tank attach angle fit criticality (Jim Oke)
9. 12:14 PM - Re: F-1 accident preliminary report (RV_8 Pilot)
10. 12:53 PM - Trim/Flaps connection + trim speed (Mark Phillips)
11. 01:48 PM - Re: F-1 accident preliminary report (Dave von Linsowe)
12. 01:49 PM - Re: Trim/Flaps connection + trim speed (Jerry Springer)
13. 02:18 PM - Re: Trim/Flaps connection + trim speed (Sam Buchanan)
14. 05:01 PM - Re: Fuel valve bracket RV8A (Charles Rowbotham)
15. 05:28 PM - O-320 leaning (Martin Hone)
16. 05:43 PM - Re: Trim/Flaps connection + trim speed (Vanremog@aol.com)
17. 05:57 PM - Return to Phase 1 test period (Randy Lervold)
18. 06:01 PM - Re: tank attach angle fit criticality (Randall Henderson)
19. 06:07 PM - RV-3s For sale? WANTED! (ULflyer86@aol.com)
20. 06:18 PM - Electric flaps drawint EF6-1 (Jeff Orear)
21. 06:31 PM - Re: Yaw stability ramblings, was F-1 accident (Kevin Horton)
22. 06:33 PM - Re: O-320 leaning (Ed Bundy)
23. 06:35 PM - Re: Cowl prep (JDaniel343@aol.com)
24. 06:53 PM - Re: RV7 to 7A conversion (Gary)
25. 06:58 PM - Re: Return to Phase 1 test period (John Huft)
26. 07:03 PM - Re: Electric flaps drawint EF6-1 (Pat Hatch)
27. 07:19 PM - Re: O-320 leaning (Vanremog@aol.com)
28. 07:27 PM - RV2 (Norman)
29. 08:11 PM - Re: Return to Phase 1 test period (Dan Checkoway)
30. 08:11 PM - Re: Return to Phase 1 test period (Dan Checkoway)
31. 08:11 PM - Re: RV2 (Cy Galley)
32. 08:33 PM - Re: RV2 (Norman)
33. 08:36 PM - Where to find RV's for sale (Norman)
34. 08:51 PM - For Sale: EI gauges & RV-8A exhaust (Matthew Gelber)
35. 10:22 PM - Re: RV2 (Jim Jewell)
36. 10:31 PM - Re: Where to find RV's for sale (Vanremog@aol.com)
Message 1
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Tubing spacers or washers between elevator control horns? |
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
I just pulled my emp out this morning and did some measuring. It looks like
there is right at an inch between elevator horns. The rod end bearings I
have for AN3 bolts are right at 7/16" wide leaving 9/16" remaining fill
total. This leaves us about 9/32 per side of the bolt. This seems a little
like no mans land...........too wide to fill with washers and an awfully
narrow spacer cut to leave room for a washer on the REB side or one on each
side. It would seem to me here, all you are looking for is a non binding,
or flexing attachment, so as to allow the REB to do it's thing.
Now food for thought............Some have said don't use just an alum
spacer. I know some materials are better than others but on drawing 13A for
the RV-7 it shows an alum spacer (size as required), with no washers,
between the outboard aileron bracket and the face of the pressed bearing in
the bracket mounted to the rear spar of the wing. My alum. spacer is 1/4".
The kit only supplies alum stock spacer material, not SS for this AN3 bolt
spacer. The wall thickness of the spacers is such that the outer casing of
the REBs cannot touch the spacer at full rotation.
What are various thoughts, or does it really matter in this application?
Dana Overall
Richmond, KY
http://rvflying.tripod.com
do not archive
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: Pre-drilled hole misalignment |
--> RV-List message posted by: Gary Zilik <zilik@direcpc.com>
Lets see, we're talking about riveting on a .016" aileron gap faring and
worrying about elongated holes and structural problems. Make the hole
in the fairing match the one in the rear spar, rivet it and keep on
building. It's only a faring folks.
Gary
Rick Galati wrote:
>--> RV-List message posted by: "Rick Galati" <rick07x@earthlink.net>
>
>
>I would suggest that your idea to use the misaligned hole as a drill
>guide is sound.
>
>The resultant elongated hole through the spar should be worked (with
>pattern file) slightly to
>
>break all sharp edges. Based upon a center to center rivet spacing of
>
>
>1.8" (on my RV-6A gap fairings) I would fabricate an .032 aluminum
>doubler approx. 2" long.
>
>Center this doubler over the bad hole on the rear spar, lay out a .098 hole
>on each end
>
>of doubler maintaining .35-.40 e.d.. Doubler to be
>installed on the forward surface of the
>
>rear spar using two 1097AD3 rivets with the shop heads on the
>rear surface
>
>of the spar countersunk to maintain flushness. After doubler is
>installed onto the rear spar,
>
>drill the subject hole full size through aileron gap fairing.
>Chip chase to remove all debris,
>
> then install gap fairing normally with longer 470AD rivet to
>accommodate increased thickness.
>
>Rick Galati
>
>
>Subject:
>
>Pre-drilled hole
>misalignment
>
>From:
>
>Geoff Evans (gwevans@attbi.com )
>
>Date:
>
>Fri Jan 10 - 6:22
>PM
>-- RV-List message posted by: "Geoff Evans" gwevans@attbi.com
>
>One of the pre-drilled holes in one of my aileron gap fairings doesn't line up
with the hole in the rear spar. It's about 2/3 diameter out of whack.
>
>I'd like to solve the problem without drilling more holes in the fairing/spar.
Can I use the misaligned hole in the fairing as a drill guide (thereby elongating
the hole in the spar and making it unsuitable to back a rivet) and put an
extra small piece of aluminum on the other side of the spar for the shop head
of the rivet to set against? Or is this a bad thing to do?
>
>The other option is to drill a hole next to the misaligned one and put a rivet
in the good hole. Of course, this leaves a misaligned empty hole visible.
>
>Thanks.
>-Geoff Evans
>RV-8 QB wings
>
>
>
>
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: Tubing spacers or washers between elevator control horns? |
--> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
Hi Dana, to fill the 9/32 gap, you could fabricate a spacer from 1/4" matl,
(doesn't have to be round) and add a 10-L washer to complete the fill
between the spacer and rod-end bearing
Cheers!!------Henry
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 |
|
"rv8list rv8list" <rv8list@yahoogroups.com>
| Subject: | tank attach angle fit criticality |
--> RV-List message posted by: "lucky macy" <luckymacy@hotmail.com>
I need a sanity check before drilling some holes. For those who have attached
the tank to the fuselage, how critical is the fit you had to do way back when
you attached the tank attach angle to the leading edge of the inboard rib? The
plans sort of show the angle slid all the way forward to the flanges on the
rib leading edge. However, that can't be because of the skin to rib rivets that
will be in the way. But one has to predrill the angle, rib, rib reinforcement
plate before attaching the wing to the rib.
What does one do?
thanks in advance and do not archive,
lucky
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: | Re: tank attach angle fit criticality |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
Pretty sure I positioned my T-405 (I think...don't hold me to that part #)
so that it was as far forward as possible but still left just enough room
for some rivet bucktails in there.
In the end, you have quite a bit of flexibility because the steel bracket
that goes on the fuselage side can be bent as required to mate up perfectly
with the tank bracket. I think the plans call for a 5 degree bend (RV-7),
but you can customize it to match what you've got. A single simple bend
worked for me, but I assume absolute worst case, you could joggle it if you
had to.
But point is, don't sweat it when positioning/drilling the bracket on the
tank. Just get it as forward as possible.
)_( Dan
RV-7 N714D (fuselage)
http://www.rvproject.com
----- Original Message -----
From: "lucky macy" <luckymacy@hotmail.com>
<rv8list@yahoogroups.com>
Subject: RV-List: tank attach angle fit criticality
> --> RV-List message posted by: "lucky macy" <luckymacy@hotmail.com>
>
> I need a sanity check before drilling some holes. For those who have
attached the tank to the fuselage, how critical is the fit you had to do way
back when you attached the tank attach angle to the leading edge of the
inboard rib? The plans sort of show the angle slid all the way forward to
the flanges on the rib leading edge. However, that can't be because of the
skin to rib rivets that will be in the way. But one has to predrill the
angle, rib, rib reinforcement plate before attaching the wing to the rib.
>
> What does one do?
>
> thanks in advance and do not archive,
> lucky
>
>
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 |
|
"VansAirForce" <vansairforce@yahoogroups.com>,
"RV8ListVANS" <rv8list@yahoogroups.com>
| Subject: | Fuel valve bracket RV8A |
--> RV-List message posted by: "Al Grajek" <algrajek@msn.com>
Listers:
I can not find a location measurement to locate the F883 fuel selector mount bracket.
The drawing shows a measurement for the 8 but not the 8A. They are not
the same. Am I missing it? Thanks for the help.
Al Grajek
RV8A
Fuselage
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: tank attach angle fit criticality |
--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
I have my attach bracket set 2" back from the leading edge. It is important
to get as right as possible IMHO. I have mounted the wings already and they
fit perfectly with just what you would expect in needing to bind the
fuselage attach angle. The plans are very good as drawn on this.
Indiana Larry with 3XG reserved
----- Original Message -----
From: "lucky macy" <luckymacy@hotmail.com>
<rv8list@yahoogroups.com>
Subject: RV-List: tank attach angle fit criticality
> --> RV-List message posted by: "lucky macy" <luckymacy@hotmail.com>
>
> I need a sanity check before drilling some holes. For those who have
attached the tank to the fuselage, how critical is the fit you had to do way
back when you attached the tank attach angle to the leading edge of the
inboard rib? The plans sort of show the angle slid all the way forward to
the flanges on the rib leading edge. However, that can't be because of the
skin to rib rivets that will be in the way. But one has to predrill the
angle, rib, rib reinforcement plate before attaching the wing to the rib.
>
> What does one do?
>
> thanks in advance and do not archive,
> lucky
>
>
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 |
|
| Subject: | Re: tank attach angle fit criticality |
--> RV-List message posted by: Jim Oke <wjoke@shaw.ca>
You don't mention which brand of RV this will apply to (although since you
are posting to the RV-8 list too perhaps that's a hint).
In a -6, the fuselage tank bracket ties into the lower fuselage longerons
with an added bit of 3/4 x 3/4 angle to support one of the bolts. There is
some fore and aft flexibility in where these bolt holes are drilled in the
longerons; perhaps +/- 1/2 in or so from the "ideal position". When building
the fuselage it is probably a good idea to leave the rivet holes for about a
3 inch range in this area undrilled until the tank bracket is located to
avoid awkward rivet-bolt hole interference problems. (Once the tank bracket
is in place then go back and add rivets in the intervening spaces).
My suggestion would be to move the bracket aft on the tank root rib to
leave extra room when doing the tank rib-to-skin rivets in this area then
adjust the fuselage bracket position as needed to make up the difference.
Check the fuselage drawings (if you have access) to see how much room you
have in this area.
Ease of manufacture should probably be the main consideration in this area
to help make sure you have a well sealed fuel tank at the end of the day.
Jim Oke
RV-6A
Wpg.,., MB
----- Original Message -----
From: "lucky macy" <luckymacy@hotmail.com>
<rv8list@yahoogroups.com>
Subject: RV-List: tank attach angle fit criticality
> --> RV-List message posted by: "lucky macy" <luckymacy@hotmail.com>
>
> I need a sanity check before drilling some holes. For those who have
attached the tank to the fuselage, how critical is the fit you had to do way
back when you attached the tank attach angle to the leading edge of the
inboard rib? The plans sort of show the angle slid all the way forward to
the flanges on the rib leading edge. However, that can't be because of the
skin to rib rivets that will be in the way. But one has to predrill the
angle, rib, rib reinforcement plate before attaching the wing to the rib.
>
> What does one do?
>
> thanks in advance and do not archive,
> lucky
>
>
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: | F-1 accident preliminary report |
--> RV-List message posted by: "RV_8 Pilot" <rv_8pilot@hotmail.com>
Mike -
Need another 1/4 scale P-51? Seriously, I have a framed out Nosen model
that's been collecting dust in my shop for the last couple of years and
would like to sell it.
Bryan Jones -8
Pearland, Texas
do not archive
--> RV-List message posted by: mstewart@qa.butler.com
>
>The description below by Gordon is a very good explanation.
>
>I was flying a 1/4 scale p-51(yes it was a monster) r/c doing inverted low
>passes over pavement, when I took the rudder and vert fin off the plane.
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: | Trim/Flaps connection + trim speed |
--> RV-List message posted by: Mark Phillips <ripsteel@edge.net>
For you side-by-side drivers:
1. For 6/6A's is the use of trim ALWAYS necessary when flaps are raised
or lowered (in flight, of course <g>), and is if so, is there a
relatively direct relationship between them? In other words, does it
make any sense to have the trim adjust whenever the flaps are operated,
providing the trim speed were set appropriately? Would varying gross
weights and different CG conditions alter this speed significantly? A
second set of contacts on the flap switch or relay could accomplish this
if it would not present any unsafe conditions and could reduce wordload
by somewhat "automating" trim adjustment. There would still be separate
trim adjust switches for normal use, or for fine-tuning after flap
adjustment.
2. After seeing a lot of discussion regarding dual-speed or adjustable
trim speed for different phases of flight and associated means of
dealing with this, would it not be simpler to just add a properly-sized
resistor in series with the motor to set a reasonable compromise
voltage/speed? Being a very low duty cycle circuit, PWM and wide
adjustability may be nice, but seem like overkill. If it is really
necessary or desirable to have two speeds, might the following work? A
simple SPST switch is installed in series with the trim motor with a
resistor across its contacts for low speed operation. Closing the
switch, shorting around the resistor would allow normal or "high" speed.
Obviously not-ready-for-prime-time-wiring at The PossumWorks in TN
Mark - do not archive -
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: F-1 accident preliminary report |
--> RV-List message posted by: "Dave von Linsowe" <davevon@tir.com>
Or how about a TOC airplane? I've got a 44% G202 and a couple of 42%
vonExtra 260's. I need to buy more stuff for my RV :-)
Dave von Linsowe
RV-6
>
> Mike -
>
> Need another 1/4 scale P-51? Seriously, I have a framed out Nosen model
> that's been collecting dust in my shop for the last couple of years and
> would like to sell it.
>
> Bryan Jones -8
> Pearland, Texas
> do not archive
>
>
> --> RV-List message posted by: mstewart@qa.butler.com
> >
> >The description below by Gordon is a very good explanation.
> >
> >I was flying a 1/4 scale p-51(yes it was a monster) r/c doing inverted
low
> >passes over pavement, when I took the rudder and vert fin off the plane.
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 |
|
| Subject: | Re: Trim/Flaps connection + trim speed |
--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
Mark Phillips wrote:
> --> RV-List message posted by: Mark Phillips <ripsteel@edge.net>
>
> For you side-by-side drivers:
>
> 1. For 6/6A's is the use of trim ALWAYS necessary when flaps are raised
> or lowered (in flight, of course <g>), and is if so, is there a
> relatively direct relationship between them? In other words, does it
> make any sense to have the trim adjust whenever the flaps are operated,
> providing the trim speed were set appropriately? Would varying gross
> weights and different CG conditions alter this speed significantly? A
> second set of contacts on the flap switch or relay could accomplish this
> if it would not present any unsafe conditions and could reduce wordload
> by somewhat "automating" trim adjustment. There would still be separate
> trim adjust switches for normal use, or for fine-tuning after flap
> adjustment.
>
> 2. After seeing a lot of discussion regarding dual-speed or adjustable
> trim speed for different phases of flight and associated means of
> dealing with this, would it not be simpler to just add a properly-sized
> resistor in series with the motor to set a reasonable compromise
> voltage/speed? Being a very low duty cycle circuit, PWM and wide
> adjustability may be nice, but seem like overkill. If it is really
> necessary or desirable to have two speeds, might the following work? A
> simple SPST switch is installed in series with the trim motor with a
> resistor across its contacts for low speed operation. Closing the
> switch, shorting around the resistor would allow normal or "high" speed.
>
> Obviously not-ready-for-prime-time-wiring at The PossumWorks in TN
> Mark - do not archive -
>
>
>======================================================================
>
These being Experimental aircraft you can and should set them up any
way you would like and be comfortable flying. In my opinion you do not
need a dual trim speed or any kind of automatic trim. I do not find the
trim speed to be a problem or trimming a little as speed/flap position
dictates. My trim switch is on the control stick grip and only needs to
be bumped with my thumb as needed, pretty easy. I feel the same way about
flap position indicators, the easiest way to tell where the flaps are
is to glance at them with your eyeballs. One of the neat things
about experimental aircraft though is you can build it as you like.
Jerry
do not archive
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 |
|
| Subject: | Re: Trim/Flaps connection + trim speed |
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
Mark Phillips wrote:
>
> --> RV-List message posted by: Mark Phillips <ripsteel@edge.net>
>snip<
> 2. After seeing a lot of discussion regarding dual-speed or adjustable
> trim speed for different phases of flight and associated means of
> dealing with this, would it not be simpler to just add a properly-sized
> resistor in series with the motor to set a reasonable compromise
> voltage/speed?
Simplest (and most reliable) thing is to use manual elevator trim.
Works great, too! ;-)
Sam Buchanan (RV-6)
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: Fuel valve bracket RV8A |
--> RV-List message posted by: "Charles Rowbotham" <crowbotham@hotmail.com>
Al,
We mounted our Andair fuel selector valve on the Left side floor panel. This
is the pael just ahead of the Left main ger weldment. We also mounted our
fuel gagues (Van's) just forward of the valve on the angled surface of the
same panel.
Good Building,
Chuck & Dave Rowbotham
RV-8A (160 hrs)
>From: "Al Grajek" <algrajek@msn.com>
>Reply-To: rv-list@matronics.com
>To: "RV List" <rv-list@matronics.com>, "VansAirForce"
><vansairforce@yahoogroups.com>, "RV8ListVANS" <rv8list@yahoogroups.com>
>Subject: RV-List: Fuel valve bracket RV8A
>Date: Sun, 12 Jan 2003 14:01:15 -0800
>
>--> RV-List message posted by: "Al Grajek" <algrajek@msn.com>
>
>Listers:
>I can not find a location measurement to locate the F883 fuel selector
>mount bracket. The drawing shows a measurement for the 8 but not the 8A.
>They are not the same. Am I missing it? Thanks for the help.
>Al Grajek
>RV8A
>Fuselage
>
>
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 |
|
--> RV-List message posted by: "Martin Hone" <martin.hone@tradergroup.com.au>
Hi Listers,
I have checked the archives and a little bit more confused.
I need to know which cylinder on an O-320 is considered to be the leanest-running
in cruise, so that I can rig it for a EGT probe.
All cylinders are getting CHT probes as I have made a closed plenum cooling system.
Can anyone offer advice based on their experience ? If it makes any difference,
I have a D1A fitted with Vetterman SS exhaust.
Thanks in anticipation
Martin in Oz
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: | Re: Trim/Flaps connection + trim speed |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 1/12/2003 12:54:18 PM Pacific Standard Time,
ripsteel@edge.net writes:
> For you side-by-side drivers:
>
> 1. For 6/6A's is the use of trim ALWAYS necessary when flaps are raised
> or lowered (in flight, of course <g>), and is if so, is there a
> relatively direct relationship between them? In other words, does it
> make any sense to have the trim adjust whenever the flaps are operated,
> providing the trim speed were set appropriately? Would varying gross
> weights and different CG conditions alter this speed significantly? A
> second set of contacts on the flap switch or relay could accomplish this
> if it would not present any unsafe conditions and could reduce workload
> by somewhat "automating" trim adjustment. There would still be separate
> trim adjust switches for normal use, or for fine-tuning after flap
> adjustment.
>
> 2. After seeing a lot of discussion regarding dual-speed or adjustable
> trim speed for different phases of flight and associated means of
> dealing with this, would it not be simpler to just add a properly sized
> resistor in series with the motor to set a reasonable compromise
> voltage/speed? Being a very low duty cycle circuit, PWM and wide
> adjustability may be nice, but seem like overkill. If it is really
> necessary or desirable to have two speeds, might the following work? A
> simple SPST switch is installed in series with the trim motor with a
> resistor across its contacts for low speed operation. Closing the
> switch, shorting around the resistor would allow normal or "high" speed.
Mark-
RVs have such light control forces that the airspeed vs servo speed vs flap
extension trimming issues are just nonstarters IMO. Yes, deploying flaps
will require some slight nose up trim and stowing them will require some
slight nose down trim. Trim settings will also be different depending on
changes to your weight and balance, but in all cases, it takes all of one to
two seconds to get it all done when transitioning from takeoff to flying to
landing. My trim tab trailing edge only needs to move 0.500" total to
accomplish its job. If it were any easier, the pilot would be superfluous.
;
)
I have a Matronics PWM servo governor adjusted to about half span (I've never
felt the need to change the setting), which is a nice speed for all
conditions.
-GV (RV-6A N1GV 586hrs)
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: | Return to Phase 1 test period |
--> RV-List message posted by: "Randy Lervold" <randy@rv-8.com>
I'm in the process of installing a new prop (Whirl Wind) which by anyone's
definition would constitute a "major change". I understand that I need to
put the plane back into a Phase 1 test period for 5 hours, then sign it back
out if all is well. Two questions:
1) What language have those before me used in the logbook for this?
2) Another local builder believes he heard that each flight must be logged
in the airfram log during this test period. Doesn't sound right to me, any
truth to it?
Thanks for any advice here,
Randy Lervold
RV-8, 287.4 hrs
www.rv-8.com
Home Wing VAF
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 |
|
| Subject: | Re: tank attach angle fit criticality |
--> RV-List message posted by: "Randall Henderson" <randallh@attbi.com>
My experience is with the -6 so I don't know what differences there might be
with the -8. But the RV-6 sounds similar, in that the angle is right up in
the leading edge. So assuming no significant differences between the -6 and
the -8, then I don't think its critical that it be pushed up all the way.
The fuselage mating parts are drilled in place with the wing on, so that'll
be adjusted to wherever it needs to be to mate up with the tank angle. In
my -6 I did push it up close to the rib but not quite all the way, and I
still ended up having to use some cherry rivets because I couldn't get a
bucking bar in between the rib and the angle (I know some people think pop
rivets are bad form but really who cares -- the thing is covered by a
fairing anyway.)
Probably better is to just rivet the skin to the rib first, then drill and
rivet the bracket. It probably isn't quite as easy to do the bracket after
the skin is riveted on, but certainly doable and probably easier than trying
to buck rivets with that angle in place.
Randall Henderson, RV-6 N6R (~450 hrs)
Portland, OR
www.vanshomewing.org
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: | RV-3s For sale? WANTED! |
--> RV-List message posted by: ULflyer86@aol.com
Hi there,
I am looking for an RV-3 Flying aircraft or close to it is preferable. Please
let me know if any of you know where one is! Thanks for your time.
Tailwinds,
Eric Farewell
Base Leg Aviation,
<A HREF="www.baselegaviation.com">www.baselegaviation.com
Aero Connections Magazine
<A HREF="www.aeroconnections.com">www.aeroconnections.com
(863) 605-2836
Lake Wales, Florida
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: | Electric flaps drawint EF6-1 |
--> RV-List message posted by: "Jeff Orear" <jorear@new.rr.com>
List:
Still working on my electric flaps.....There is a reference at the top of the supplemental
instruction page for the electric flaps to a Drawing EF6-1. I can't
find this drawing anywhere, nor do I see any entry of it in inventory lists.
Where is it???! Thing that I want to know is how far from the top edge of EF601
I should put my flap motor. Is this distance critical? Also, is the base of
the motor spaced off of the web of EF601 so that it can pivot as the flap weldment
rotates? I can visualize pretty much everything else.
Thanks
Regards,
Jeff Orear
RV6A
fuselage...starting to run out of parts...for the time being!
Peshtigo, WI
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: Yaw stability ramblings, was F-1 accident |
preliminary report
--> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
I've been on the road for several days, so I'm just getting back into
a huge pile of e-mail.
>--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
>
>Just to be sure I don't forget, Do not archive
>>
>> I wonder if varying the engine power would cause enough yaw to be
>> effective? At least in getting the aircraft back to it's base? The
>> landing may be awkward, but at least you'd be home...
>>
>> Do not archive.
>>
>> -RB4
>>
>
>One thing that is getting lost in this discussion is the difference between
>"stability" and "control"
>
>If the airplane was stable, even marginally so, then alternative methods of
>control, i.e. differential thrust in a multi-motor, could be employed to yaw
>the airplane. However, if the airplane was dynamically unstable, i.e., yaw
>oscillations increasing in amplitude, it is going to be a bad day. ( have I
>got this right Kevin?)
Yes, you are quite right that stability and control are two very
different things, and both are important. Your comments on dynamic
stability are right on. But, stability also has a couple of
important facets - static stability and dynamic stability are two
different beasts. Static stability refers to the tendency of the
object (an aircraft in this case) to return to its previous condition
if it is disturbed. So if an aircraft has positive directional
stability, and the nose is moved sideways for some reason, the nose
will point back into wind all by itself. Usually it will overshoot
the nominal condition a bit, and then come back at the original
condition from the other side in a series of oscillations. It has
positive dynamic stability if these osciallaitons tend to damp out by
themselves.
If the oscillations tend to get bigger, then it has negative dynamic
stability. However, if the aircraft had negative static stability,
then there are no oscillations at all, as it never attempts to return
back toward the original condition. Instead, it diverges away from
the original condition.
>
>Seaplanes have yaw stability issues because of the bow area of the floats or
>the hull. That is why many seaplanes have stakes on the belly or tri-tails
>when floats are added. The PBY Catalina is an extreme example with a very
>small vertical stabilizer and very little fuselage aft of the C.G. The bow
>is rather large, and the airplane is 105 feet wide and only 60 some feet
>long so what small vertical stabilizer there is has a short arm. This all
>makes for an interesting ride in turbulence.
>
>The PBY has 1400 sq ft of wing and the ailerons are about the size of the
>wings on a J-3. It has loads of adverse aileron yaw. So in moderate
>turbulence the airplane tries to swing back and forth in yaw. Holding the
>Rudder centered requires about the same amount of energy as a brisk walk or
>slow jog. If you take your feet of the pedals the airplane will start to
>yaw until the oscillations become so large that the rudder reaches full
>travel and then it stops and swings back the other way. At that point the
>airplane is statically unstable unstable in yaw. ( am I correct here too
>Kevin?) While this is going on, your Pax are in the back talking into
>plastic bags to a guy named "RALPH." Anybody want to hazard a guess what
>would happen if the rudder came off???
If it was statically unstable in yaw, the yaw would continue to
increase, and the nose wouldn't tend to come back into wind. So, it
sounds like it has positive static stability, but negative dynamic
stability if you take your feet off the pedals. If you keep your
feet on the pedals, and keep the rudder from moving, that probably
improves things a bit, as effectively forces the rudder to act like
an extension of the VS. If your feet are off the pedals, the rudder
tends to float in the wrong direction as the aircraft yaws (i.e. it
goes right when the aircraft's nose moves to the right) which tends
to make the aircraft act like it has a smaller VS than it really does.
>
>The rudder on the PBY also serves as a vertical stabilizer. I asked a WWII
>PBY pilot how they flew 24 hour missions in rough weather. It would kill
>anyone. He said the autopilot, which basically locked the rudder, was a "no
>go" item. The Fokker Tri-plane is also another example where the rudder
>serves as a vertical stabilizer. I have talked to the guys at Rhinebeck
>about the Tri-Plane. They say, "It takes some getting used to."
>
>Tailwinds,
>
>Doug Rozendaal
--
Kevin Horton RV-8 (baffles, induction air, oil cooler)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
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 |
|
| Subject: | Re: O-320 leaning |
--> RV-List message posted by: "Ed Bundy" <ebundy@velocitus.net>
I have an 0320-d1a and with my 4 cylinder EGT setup, #3 almost always peaks
first in cruise. Sometimes on hot days #1 will peak first, but very rarely,
and only slightly before #3. #4 is always the last to peak.
Your mileage may vary, but I know that most 0320's tend to have #3 running
the leanest.
Ed Bundy RV6a 500+ hours
> I need to know which cylinder on an O-320 is considered to be the
leanest-running in cruise, so that I can rig it for a EGT probe.
> All cylinders are getting CHT probes as I have made a closed plenum
cooling system.
> Can anyone offer advice based on their experience ? If it makes any
difference, I have a D1A fitted with Vetterman SS exhaust.
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 |
|
--> RV-List message posted by: JDaniel343@aol.com
You might try Smooth Prime. I used a roller to apply to my cowling and it
worked great at filling the pin holes. Put it on thick and then sand it all
off. I tried spraying it on but the did not have good results as the air
pressure tended to blow the material out of the pin holes.
There will still be much work left in preparing the cowl for painting but
this took care of my pinholes.
John Danielson
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 |
|
| Subject: | Re: RV7 to 7A conversion |
--> RV-List message posted by: "Gary" <rv9er@3rivers.net>
Ned.......I wonder if there are any differences in your spar carrythrough? Seems
you would at least need longer wing attach bolts, to go through the gear webs.
I would check with Van's, and also have a close look at the drawings for
the spar bulkhead for both types.
Gary
---
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: | Return to Phase 1 test period |
--> RV-List message posted by: "John Huft" <rv8tor@lazy8.net>
Randy, I am just finishing my phase 1 test period, so I have my Operating
Limitations in front of me.
It says...After incorporating a major change as described in 21.93, blah,
blah, The owner shall make a detailed log book entry describing the change,
then following completion of the test flying, , enter
"I certify that the prescribed flight test hours have been completed and the
aircraft is controllable throughout its normal range of speeds and
throughout all maneuvers to be executed, has no hazardous operating
characteristics or design features, and is safe for operation. The following
aircraft operation data has been demonstrated during the flight testing"
speeds Vso____, Vx____, Vy_____, and the weight_____, and CG location_____
at which they werer obtained."
Please be sure to let us know what you learn about your new prop.
John Huft, RV8 43 hours
Pagosa Springs, CO
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Randy Lervold
Subject: RV-List: Return to Phase 1 test period
--> RV-List message posted by: "Randy Lervold" <randy@rv-8.com>
I'm in the process of installing a new prop (Whirl Wind) which by anyone's
definition would constitute a "major change". I understand that I need to
put the plane back into a Phase 1 test period for 5 hours, then sign it back
out if all is well. Two questions:
1) What language have those before me used in the logbook for this?
2) Another local builder believes he heard that each flight must be logged
in the airfram log during this test period. Doesn't sound right to me, any
truth to it?
Thanks for any advice here,
Randy Lervold
RV-8, 287.4 hrs
www.rv-8.com
Home Wing VAF
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 |
|
| Subject: | Re: Electric flaps drawint EF6-1 |
--> RV-List message posted by: "Pat Hatch" <pat_hatch@msn.com>
Jeff,
I also could not find drawing EF6-1 (I don't think it exists), but I found
that the accompanying photos were adequate after studying them for awhile.
I can't remember if the EF-606 angle came made or if I made it. Anyway I
show it in my little sketch that I made as being 2" long--this pretty much
sets the location of the flap motor from the end of the EF-601 channel. The
hole through the EF-601 channel and EF-605 was drilled 5/8" up from the
channel web. I don't really think it is that critical as long as the flap
motor actuator operates through its range without binding on anything.
There is supposed to be a little offset in the actuator bolt because the
motor is not centered in the channel. Play with it a little and it will
all come together OK.
Pat Hatch
RV-4, N17PH, 700 hrs
O-320, Hartzell C/S
RV-6, N44PH, 40 hrs
O-360, Hartzell C/S
Vero Beach, FL
----- Original Message -----
From: "Jeff Orear" <jorear@new.rr.com>
Subject: RV-List: Electric flaps drawint EF6-1
> --> RV-List message posted by: "Jeff Orear" <jorear@new.rr.com>
>
> List:
>
> Still working on my electric flaps.....There is a reference at the top of
the supplemental instruction page for the electric flaps to a Drawing EF6-1.
I can't find this drawing anywhere, nor do I see any entry of it in
inventory lists.
>
> Where is it???! Thing that I want to know is how far from the top edge of
EF601 I should put my flap motor. Is this distance critical? Also, is the
base of the motor spaced off of the web of EF601 so that it can pivot as the
flap weldment rotates? I can visualize pretty much everything else.
> Thanks
>
>
> Regards,
>
> Jeff Orear
> RV6A
> fuselage...starting to run out of parts...for the time being!
> Peshtigo, WI
>
>
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: O-320 leaning |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 1/12/2003 5:29:10 PM Pacific Standard Time,
martin.hone@tradergroup.com.au writes:
> I need to know which cylinder on an O-320 is considered to be the
> leanest-running in cruise, so that I can rig it for a EGT probe.
> All cylinders are getting CHT probes as I have made a closed plenum cooling
> system.
Martin-
Leo in OZ knows this too, but the hottest cylinder on the Lycoming engines
tends to be number three (the right rear cylinder as viewed by a seated pilot
in a tractor configuration a/c). That said, in the carbureted engine, the
hottest cylinder isn't necessarily always the same one, depending on your
altitude/throttle setting over the normal cruise range and when leaning, it
may be one cylinder or another that peaks first.
I would really encourage you to install a four probe real time EGT and CHT
monitoring system to ensure that you are not missing critical data over the
life of your engine. Avoid the CHT probes that mount under the spark plugs.
-GV (RV-6A N1GV 586hrs)
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 |
|
--> RV-List message posted by: "Norman" <nhunger@sprint.ca>
Any one know what the RV2 was?
Norman Hunger
RV6A Delta BC
Do not archive
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: Return to Phase 1 test period |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
Randy,
Can't wait to hear about the performance gain you get with this prop. I
assume it's a Whirlwind 150?
Please keep me in the loop if you don't mind...I'd love to hear any and
everything about that prop and how you like the company, installation,
performance, etc. Best of luck!
Hope everything is well with you.
I just got all the tail surfaces mounted on my fuselage and tonight I
drilled the engine mount to the firewall...hoping to have this thing on gear
in the next day or two so I can move it around more easily. Anyway, I'm
looking forward to flying vicariously through you. 8
)
)_( Dan
----- Original Message -----
From: "Randy Lervold" <randy@rv-8.com>
Subject: RV-List: Return to Phase 1 test period
> --> RV-List message posted by: "Randy Lervold" <randy@rv-8.com>
>
> I'm in the process of installing a new prop (Whirl Wind) which by anyone's
> definition would constitute a "major change". I understand that I need to
> put the plane back into a Phase 1 test period for 5 hours, then sign it
back
> out if all is well. Two questions:
>
> 1) What language have those before me used in the logbook for this?
>
> 2) Another local builder believes he heard that each flight must be logged
> in the airfram log during this test period. Doesn't sound right to me, any
> truth to it?
>
> Thanks for any advice here,
> Randy Lervold
> RV-8, 287.4 hrs
> www.rv-8.com
> Home Wing VAF
>
>
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: Return to Phase 1 test period |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
Sorry...didn't mean for that to go to the list!
DO NOT ARCHIVE
----- Original Message -----
From: "Dan Checkoway" <dan@rvproject.com>
Subject: Re: RV-List: Return to Phase 1 test period
> Randy,
>
> Can't wait to hear about the performance gain you get with this prop. I
> assume it's a Whirlwind 150?
>
> Please keep me in the loop if you don't mind...I'd love to hear any and
> everything about that prop and how you like the company, installation,
> performance, etc. Best of luck!
>
> Hope everything is well with you.
>
> I just got all the tail surfaces mounted on my fuselage and tonight I
> drilled the engine mount to the firewall...hoping to have this thing on
gear
> in the next day or two so I can move it around more easily. Anyway, I'm
> looking forward to flying vicariously through you. 8
)
>
> )_( Dan
>
> ----- Original Message -----
> From: "Randy Lervold" <randy@rv-8.com>
> To: <rv-list@matronics.com>; <vansairforce@yahoogroups.com>
> Sent: Sunday, January 12, 2003 5:57 PM
> Subject: RV-List: Return to Phase 1 test period
>
>
> > --> RV-List message posted by: "Randy Lervold" <randy@rv-8.com>
> >
> > I'm in the process of installing a new prop (Whirl Wind) which by
anyone's
> > definition would constitute a "major change". I understand that I need
to
> > put the plane back into a Phase 1 test period for 5 hours, then sign it
> back
> > out if all is well. Two questions:
> >
> > 1) What language have those before me used in the logbook for this?
> >
> > 2) Another local builder believes he heard that each flight must be
logged
> > in the airfram log during this test period. Doesn't sound right to me,
any
> > truth to it?
> >
> > Thanks for any advice here,
> > Randy Lervold
> > RV-8, 287.4 hrs
> > www.rv-8.com
> > Home Wing VAF
> >
> >
> >
> >
> >
> >
>
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 |
|
--> RV-List message posted by: "Cy Galley" <cgalley@qcbc.org>
If I remember correctly from what Van told me many years ago, It was a
modified Stits!
Cy Galley - MVR-AACA www.aaca.org/mvr
----- Original Message -----
From: "Norman" <nhunger@sprint.ca>
Subject: RV-List: RV2
> --> RV-List message posted by: "Norman" <nhunger@sprint.ca>
>
> Any one know what the RV2 was?
>
> Norman Hunger
> RV6A Delta BC
> Do not archive
>
>
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 |
|
--> RV-List message posted by: "Norman" <nhunger@sprint.ca>
> If I remember correctly from what Van told me many years ago, It was a
> modified Stits!
It says here in paragraph #5 that that the modified Stits Playboy with Vans
new wing was the RV1.
http://www.vansaircraft.com/public/pers-van.htm
I'm still looking for info on what the RV2 might have been.
> > Any one know what the RV2 was?
> >
> > Norman Hunger
> > RV6A Delta BC
> > Do not archive
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 |
|
| Subject: | Where to find RV's for sale |
--> RV-List message posted by: "Norman" <nhunger@sprint.ca>
Here is a RV3 that has ben dammaged but the owner seems to have most of the parts
to rebuild it and soem of the work done. $8500
http://www.usaviation.com/aircraft/display3.asp?funcdisplay&resid855&tree133
Here is a great place to find RV's for sale:
http://www.aircraft.com/default.asp?guidkc0cl6z0
9 right now but no RV3's, sorry. Click on experimental, then VANS. Nice to see
a couple of RV8's above $100,000 with the highest at $125,000. See it at
http://www.aircraft.com/listings/forsale/detail.asp?guidxpbwlhm8&pcid1225037&etid1&OHID1052372&nh0
Here is another place where they currently have 43 RV's for sale.
http://www.globalplanesearch.com/
Scroll the side bar on the left all the way down to Vans.
Here the RV8's go right up to $135,000.
VFR 150 hp RV6's seem to be worth about $55,000 with the IFR 200hp RV6A's going
up to $80,000.
Another place which only has two RV's right now:
http://www.flyboytrader.com/index.cfm
Click on Experimental.
Here's another:
http://www.greatvehicles.com/airplanes/used.html
Nine pages to go through with everything mixed up.
Click on the cars at the bottom and hunt for anything.
Kind of fun looking at all the other stuff out there. Jets, helicopters, some thing
for every one. Heaps of stuff in flyable condition for under $15,000. In
all these sites I didn't see one Rocket for sale. They must go quick.
All prices mentioned are USD.
Norman Hunger'
RV6A Delta BC
This concludes your informational post of the evening.
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 |
|
| Subject: | For Sale: EI gauges & RV-8A exhaust |
--> RV-List message posted by: Matthew Gelber <n48pp@yahoo.com>
1) Complete set of EI gauges:
RPM, MP, Oil P/T, Volts/Amps, Dual Fuel Level, Fuel
Pressure w/Flow, Ultimate Bar Graph. Includes all
probes/sensors. Purchased new from Chief 18 months
ago, still in bubble wrap. Evertything in perfect
condition. WOuld prefer to sell all as a complete
set.
2) RV-8A exhaust from Van's, for IO-360 (200 HP
angle-valve). Purchased new from Van's 18 months ago.
Also in perfect shape; was mounted to engine but I've
since sold the engine to a RV-6 builder who couldn't
use the exhaust. The engine was never run so this too
is in perfect condition. Will ONLY work on 8A w/ 200
HP angle valve engine because of the way it routes
through the engine mount.
Asking price: 80% of whatever Van's current price is,
I pay shipping... or best offer if a lot of people
respond. I pay shipping within the USA.
Reason for sale: project is on indefinite hold until I
retire or move somewhere with an airport close by!
Contact Matthew Gelber at n48pp@yahoo.com .
DO NOT ARCHIVE.
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 |
|
--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
----- Original Message -----
From: "Norman" <nhunger@sprint.ca>
Subject: RV-List: RV2
> --> RV-List message posted by: "Norman" <nhunger@sprint.ca>
>
> Any one know what the RV2 was?
>
> Norman Hunger
> RV6A Delta BC
> Do not archive
>
Ok,!... Then the next question would have to be what was the RV-1? {;-]!!
Hi Norman,
If what I've been told is near the truth:
The RV-3 was the outcome of the final development stage of a highly modified
Stits Playboy.
If so?, the RV-2 would likely have been the modified wing on the Playboy
fuselage that preceeded the RV-3.
Am I close to the facts folks?
Jim in Kelowna
======================================================================
>
>
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: Where to find RV's for sale |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 1/12/2003 8:36:39 PM Pacific Standard Time,
nhunger@sprint.ca writes:
> Here is a RV3 that has ben dammaged
I assume he is a friend of Ben Dover. ;
)
Do not archive.
-GV (RV-6A N1GV 586hrs)
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! --
|