Today's Message Index:
----------------------
1. 03:37 AM - Re: Prop testing data posted (Kevin Horton)
2. 05:02 AM - Re: Headsets - Opinions Wanted (Miller Robert)
3. 06:00 AM - Re: N2GX First Flight (Larry Bowen)
4. 06:05 AM - Re: Re: Wiring Hobbs and 12Volt (Bob Hartley)
5. 06:13 AM - Re: Headsets - Opinions Wanted (SCOTT MORGAN)
6. 06:17 AM - Re: N2GX First Flight (WPAerial@aol.com)
7. 06:18 AM - Re: IFR Prof.Check Ride, was IFR in RV's (mstewart@qa.butler.com)
8. 06:32 AM - fuel primer circuit on O-360 (DWENSING@aol.com)
9. 06:43 AM - Whistle Slot vs. Oil on Belly (Randy Compton)
10. 06:53 AM - Re: Headsets - Opinions Wanted (Bill VonDane)
11. 06:56 AM - Re: Re: Wiring Hobbs and 12Volt (Mike Plecenik)
12. 07:15 AM - Re: IFR Prof.Check Ride, was IFR in RV's (C. Rabaut)
13. 07:38 AM - Re: Re: Wiring Hobbs and 12Volt (mstewart@qa.butler.com)
14. 07:42 AM - Re: Re: Wiring Hobbs and 12Volt (Stein Bruch)
15. 08:15 AM - Re: Re: Wiring Hobbs and 12Volt (Bill Dube)
16. 08:40 AM - Re: Whistle Slot vs. Oil on Belly (Tim Bryan)
17. 08:53 AM - Re: Whistle Slot vs. Oil on Belly (Randy Lervold)
18. 09:09 AM - Re: IFR Prof.Check Ride, was IFR in RV's (Dave von Linsowe)
19. 09:30 AM - Re: Whistle Slot vs. Oil on Belly (Bill Marvel)
20. 09:54 AM - Re: N2GX First Flight (Mark Antenbring)
21. 10:00 AM - Re: Re: Wiring Hobbs and 12Volt (Konrad Werner)
22. 10:02 AM - Re: IFR Prof.Check Ride, was IFR in RV's (Thomas McCausland)
23. 10:13 AM - Re: N2GX First Flight (Dan Checkoway)
24. 10:21 AM - Re: fuel primer circuit on O-360 (HCRV6@aol.com)
25. 10:24 AM - IFR Prof.Check Ride, was IFR in RV's (Stucklen, Frederic IFC)
26. 10:32 AM - Re: IFR Prof.Check Ride, was IFR in RV's (Dave von Linsowe)
27. 10:38 AM - Re: IFR Prof.Check Ride, was IFR in RV's (mstewart@qa.butler.com)
28. 10:52 AM - Re: IFR Prof.Check Ride, was IFR in RV's (Laird Owens)
29. 11:12 AM - Re: Re: IFR Prof.Check Ride, was IFR in RV's (Stein Bruch)
30. 11:22 AM - Re: N2GX First Flight (Jim Jewell)
31. 11:25 AM - IFR Prof.Check Ride, was IFR in RV's (Stucklen, Frederic IFC)
32. 11:34 AM - Re: Re: IFR Prof.Check Ride, was IFR in RV's (mstewart@qa.butler.com)
33. 11:37 AM - Re: Re: IFR Prof.Check Ride, was IFR in RV's (Brad Benson)
34. 12:02 PM - Air Box/cowl Interference? (Scott Bilinski)
35. 12:26 PM - Re: Air Box/cowl Interference? (Rob Miller)
36. 12:50 PM - Re: Re: IFR Prof.Check Ride, was IFR in RV's (Thomas McCausland)
37. 01:03 PM - Garmin GPS (John)
38. 01:18 PM - Re: Re: Wiring Hobbs and 12Volt (Mike Plecenik)
39. 01:23 PM - Re: IFR Prof.Check Ride, was IFR in RV's (mstewart@qa.butler.com)
40. 01:33 PM - Re: Garmin GPS ()
41. 01:34 PM - Re: Air Box/cowl Interference? (Randy Lervold)
42. 01:40 PM - Re: Re: Wiring Hobbs and 12Volt (Richard Dudley)
43. 01:41 PM - Re: N2GX First Flight (Charles Rowbotham)
44. 01:44 PM - RV-10 and a Sensenich F/P Prop (P M Condon)
45. 01:50 PM - Re: Garmin GPS (mstewart@qa.butler.com)
46. 02:34 PM - Re: IFR Prof.Check Ride, was IFR in RV's (Dana Overall)
47. 02:41 PM - Re: Headsets (N8292W@aol.com)
48. 03:09 PM - Re: RV-10 and a Sensenich F/P Prop (Brian Denk)
49. 03:19 PM - Re: Re: Wiring Hobbs and 12Volt (Wayne R. Couture)
50. 03:24 PM - Re: Flying IFR in RVs WAS: Air Box Advisory/IFR Prof.Check (Dick Pettigrew)
51. 03:30 PM - Re: RV-10 and a Sensenich F/P Prop (eregensburg)
52. 03:48 PM - Re: Headsets (Kysh)
53. 03:48 PM - Re: IFR Prof.Check Ride, was IFR in RV's (mstewart@qa.butler.com)
54. 03:54 PM - Re: RV-10 and a Sensenich F/P Prop (mstewart@qa.butler.com)
55. 04:18 PM - Re: RV-10 and a Sensenich F/P Prop (Aircraft Technical Book Company)
56. 05:09 PM - Use of GPS (Was: IFR Prof.Check Ride) (Jim Brownfield)
57. 05:10 PM - Re: Re: Wiring Hobbs and 12Volt (Bill Dube)
58. 05:20 PM - Re: RV-10 and a Sensenich F/P Prop (John Huft)
59. 05:55 PM - Re: RV-10 and a Sensenich F/P Prop (Larry Pardue)
60. 06:26 PM - Headsets (Russ Alnutt)
61. 06:33 PM - Gyro overhaul vendor (Brian Denk)
62. 06:52 PM - Re: Re: Wiring Hobbs and 12Volt (Dave Bristol)
63. 06:58 PM - Re: N2GX First Flight (Dave Bristol)
64. 08:47 PM - Fw: Re: Wiring Hobbs and 12Volt (mark phillips)
65. 09:43 PM - Holes in firewall (Shemp)
66. 09:54 PM - lycoming fuel pump capacity? (Shemp)
67. 10:04 PM - Re: Bose Headsets (Shemp)
68. 10:04 PM - Re: IFR Prof.Check Ride, was IFR in RV's (Dave von Linsowe)
69. 10:16 PM - Re: IFR Prof.Check Ride, was IFR in RV's ()
70. 10:32 PM - Re: Holes in firewall (Jim Jewell)
71. 10:55 PM - Re: fuel primer circuit on O-360 (George McNutt)
Message 1
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| Subject: | Re: Prop testing data posted |
--> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
Randy,
I was laying in bed this morning thinking "I wish I knew what
altimeter setting Randy was using for those tests".
Density altitude - Yeah, the different conditions will be more
comparable if you do them at the same density altitude. I would
still want to know what indicated altitude and altimeter setting was
used, as the power charts use pressure altitude and temperature, not
density altitude. From a data analysis point of view, it is simpler
if you set the altimeter setting to 29.92, so you are reading
pressure altitude directly.
The data you have appears to be reasonable, so I think it gives a
fair picture. My only concern is that we only have data from one day
for each prop. On any given day, there can always be something
strange going on with the atmosphere that can affect the tests.
Depending on the winds, and where you are with respect to the
mountains, you could easily be in a very, very slight wave condition.
If the air is rising or falling just a few feet per minute, that
would have a significant effect on the speeds. I am always happier
when I see data from several days that tells the same story.
Kevin
>--> RV-List message posted by: "Randy Lervold" <randy@rv-8.com>
>
>Kevin,
>
>We knew we could count on you! Thanks for the analysis, very interesting
>even though I only understand about half of it, but I guess that's what we
>get when we ask a real test pilot (not a wannabe) a question in this area...
>;-) As I understand the bottom line you believe my data, while not exact,
>does show a fair approximation of the relative differences, correct?
>
>Question for the future reference. I have been using msl altitude for my
>tests so far. The good news is that the local barometer setting both days
>just happened to be between 30.1 and 30.2, at least close. My Air Data
>Computer computes real time density altitude. Should I be using that instead
>of the msl?
>
>Thanks,
>Randy
Message 2
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| Subject: | Re: Headsets - Opinions Wanted |
--> RV-List message posted by: Miller Robert <rmiller3@earthlink.net>
I'm also pleased with my Lightspeed QFR Cross Country ANR headset.
Have not yet had a chance to try them in an RV, but they perform very well in a
variety of rentals.
Lightspeed customer service has been excellent.
And you can buy four sets for the price of a Bose!
Try 'em.
Robert
Bill VonDane wrote:
> --> RV-List message posted by: Bill VonDane <bill@vondane.com>
>
> George...
>
> I had a set of LightSPEED 20K's for about a year and the only think I didn't
> like was the bulkiness and the fact that they were somewhat fragile in the
> cold... Last June or so, I traded then in for a pair of LightSPEED QFR
> Cross Country's and LOVE them!
> http://www.anrheadsets.com/productsqfrx.html
>
> You can get then right now for $260 from Marv Golden.
> http://www.marvgolden.com/headsets/LIGHTSPE.HTM
>
> These guys did a test of ANR headsets and like the QFR also.
> http://www.b4.ca/raa_85/story/ANRHeadsets/index.htm
>
> hope this helps...
>
> -Bill
> www.vondane.com
>
> ----- Original Message -----
> From: "George McNutt" <gmcnutt@intergate.ca>
> To: "Rv-List@Matronics.Com" <rv-list@matronics.com>
> Subject: RV-List: Headsets - Opinions Wanted
>
> --> RV-List message posted by: "George McNutt" <gmcnutt@intergate.ca>
>
> Opinions Wanted
>
> I have been looking at ANR headsets listed on E-bay and was wondering if the
> Bose headsets are worth the extra money they go for. I have not tried any of
> the ANR headsets and wondered if anyone on the List has first hand
> experience comparing the Bose against Lightspeed or the other ANR sets in
> their RV.
>
> Thanks
>
> George McNutt
> Langley B.C.
>
Message 3
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| Subject: | N2GX First Flight |
--> RV-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
Remember, someone tested this a while back. I believe the conclusion
was to lower the flaps to aid in closing the canopy.
-
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
2003 - The year of flight!
> -----Original Message-----
>
> --> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
>
> Are you saying 3/4 inch or three quarters of the way open?
> I guarantee you it won't open 3/4 of the way open unless he was in a
> unusual attitude. They normally open about 4-6 inches. Been
> there done that.
>
> Jerry
>
> Mr Christopher McGough wrote:
> > --> RV-List message posted by: "Mr Christopher McGough"
> > --> <vhmum@bigpond.com>
> >
> > Gabe Good on you and very very lucky boy. I knew someone in Denver
> > that didn't lock his tipup. It opened about 3/4 open and
> spoiled the
> > air over the tail. He lost a lot of height trying to reach
> and close
> > canopy. Luckily he was high enough to sort things out otherwise he
> > would be dead. Because of him I double check . Enjoy N2GX
> >
> > Chris and Susie
> > VH-MUM
> >
> > ----- Original Message -----
> >
> >>--> RV-List message posted by: "Gabe and Marisol Ferrer"
> >
> > <ferrergm@bellsouth.net>
> >
> >>First flight of RV6 N2GX today.
> >>Uneventful, except that I forgot to lock my tipup canopy.
> >>Not terribly smart. I now have a written checklist.
> >>The canopy stayed open about 4 to 5 inches while I flew around the
> >>pattern to land. Locked canopy and took off again.
> >>
> >>My thanks to all in the RV List. I've learned a lot from you.
> >>
> >>Gabe A Ferrer
> >>RV6 N2GX. 2 hours. South Florida.
> >>ferrergm@bellsouth.net
Message 4
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| Subject: | Re: Wiring Hobbs and 12Volt |
--> RV-List message posted by: "Bob Hartley" <rv9a_9@hotmail.com>
Is this switch Lycoming specific or can it be used with any engine (i.e.
Subaru)?
Bob Hartley
RV9A
CA
>From: Richard Dudley <rhdudley@att.net>
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: Re: RV-List: Re: Wiring Hobbs and 12Volt
>Date: Tue, 25 Feb 2003 21:33:42 -0500
>
>--> RV-List message posted by: Richard Dudley <rhdudley@att.net>
>
>Dave,
>The pressure switch is available from Van's. EI-4006-4 for $23.79. It is
>the SPDT switch which can also provide a low oil pressure signal.
>
>Regards,
>
>Richard Dudley
>-6A FWF
>
>David Wentzell wrote:
> >
> > --> RV-List message posted by: David Wentzell <wntzl@execpc.com>
> >
> > Hello,
> > I have an hour meter without a pressure switch. I can certainly see
> > the value of such a switch. Is this someting that can be purchased
> > seperately?? Where??
> > Thanks,
> > DW
> > RV6 Racine, Wisconsin, Finishing
> >
>
>
Message 5
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| Subject: | Re: Headsets - Opinions Wanted |
--> RV-List message posted by: SCOTT MORGAN <sdmorgan@prodigy.net>
I have to vote for Lightspeed too! I purchased the 20K then later the 25K and still
own both. I had a noise problem in my 25Ks which Lightspeed fixed free. I
had a second noise problem and they sent me a totally refurbished set to replace
my existing set, no charge. GREAT customer service.
Miller Robert <rmiller3@earthlink.net> wrote: --> RV-List message posted by: Miller
Robert
I'm also pleased with my Lightspeed QFR Cross Country ANR headset.
Have not yet had a chance to try them in an RV, but they perform very well in a
variety of rentals.
Lightspeed customer service has been excellent.
And you can buy four sets for the price of a Bose!
Try 'em.
Robert
Bill VonDane wrote:
> --> RV-List message posted by: Bill VonDane
>
> George...
>
> I had a set of LightSPEED 20K's for about a year and the only think I didn't
> like was the bulkiness and the fact that they were somewhat fragile in the
> cold... Last June or so, I traded then in for a pair of LightSPEED QFR
> Cross Country's and LOVE them!
> http://www.anrheadsets.com/productsqfrx.html
>
> You can get then right now for $260 from Marv Golden.
> http://www.marvgolden.com/headsets/LIGHTSPE.HTM
>
> These guys did a test of ANR headsets and like the QFR also.
> http://www.b4.ca/raa_85/story/ANRHeadsets/index.htm
>
> hope this helps...
>
> -Bill
> www.vondane.com
>
> ----- Original Message -----
> From: "George McNutt"
> To: "Rv-List@Matronics.Com"
> Subject: RV-List: Headsets - Opinions Wanted
>
> --> RV-List message posted by: "George McNutt"
>
> Opinions Wanted
>
> I have been looking at ANR headsets listed on E-bay and was wondering if the
> Bose headsets are worth the extra money they go for. I have not tried any of
> the ANR headsets and wondered if anyone on the List has first hand
> experience comparing the Bose against Lightspeed or the other ANR sets in
> their RV.
>
> Thanks
>
> George McNutt
> Langley B.C.
>
Message 6
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| Subject: | Re: N2GX First Flight |
--> RV-List message posted by: WPAerial@aol.com
Isn't it a kick! You build it and it flies.
I've left my canopy on locked. I think it didn't even open up to the safety
handle. pulled it tight and locked it. It was a non event. thought they would
all act this way. I guess that's why it says experimental.
Jerry wilken
Albany Oregon
RV6A 42 hours
going to sun & fun :-)
Message 7
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| Subject: | IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: mstewart@qa.butler.com
Dave I do not have an ADF. I can barely spell ADF.
I have only 2 real helpful instruments for precision navigation.
Garmin 295 mounted to panel. And an ICS Plus Nav/Com/Loc/gs
ICS covers the FAA requirements for shooting the approach, the 295 is what I
use to shoot it with.
I look at the instruments like this. There are those that the FAA says I
must have, and there are those that work well for me. Also remember, as a
previous poster said, use ALL THE AVAILABLE information in your cockpit to
stay aware and on top of the plane. If you happen to be able to hold a rock
steady wing with your whiskey compass, then by all means use it.
Extra weight of stuff I don't use? Well of course I would love to oust my
ICS 6lb weight off my panel and over to my house as a door stop. But The
reg's require me to have it, or something like it to shoot a precision
approach. Since the 295 "officially" does not provide vertical guidance,
then I need something else on the panel to provide it.
If the examiner says perform the hold off the needles, then dial her up with
the needles. But don't stop there, use your whiskey compass, or your
handheld gps, or whatever works for you to perform the function. You can and
should use all available features of your brain and plane to get it right.
I hope this answers your question. Too many posts don't.
Mike Stewart
6A 730hrs.
-----Original Message-----
From: Dave von Linsowe [mailto:davevon@tir.com]
Subject: Re: RV-List: IFR Prof.Check Ride, was IFR in RV's
--> RV-List message posted by: "Dave von Linsowe" <davevon@tir.com>
Mike,
Do you have an ADF in your 6?
Dave
RV-6
> --> RV-List message posted by: mstewart@qa.butler.com
>
>
> I took all of my IFR training and my checkride in my 6a.
> I guess it went well since I am still here to talk about it.
>
> Mike Stewart
> 6A, 730 hours 14 months.
> Do not archive
Message 8
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| Subject: | fuel primer circuit on O-360 |
--> RV-List message posted by: DWENSING@aol.com
Have searched the archive on this and found no answer so seeking help from
some knowlegeable/experinced builders.
Is there a reason why almost all of the primer lines I see on O-360 and O-320
powered RVs are on the bottom ports of the heads and the lines are routed on
the outside of the baffling. I would like to put the primer on the top of the
engine and run the lines off from an aluminum distribution manifold mounted
on the top of the engine behind the lift ring.
Dale Ensing
Message 9
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| Subject: | Whistle Slot vs. Oil on Belly |
--> RV-List message posted by: "Randy Compton" <rdcompton@earthlink.net>
I wrote a month or two back that I was seeing higher oil consumption than I
should on an engine with 50 hours since overhaul, with a good (bad?) amount
of oil on the belly. The disconcerting oil "splotch" on the belly
originated directly in-line with the breather hose end, which is located
just above an exhaust pipe. Over-servicing had been ruled out. I was
thinking that maybe I had a glazed cylinder(s) and that the oil loss was due
to blowby and subsequent crankcase pressurization. I was upset as I had
followed the break-in procedures exactly. I even fussed at the overhaul
shop about this mess.
A mechanic buddy did a compression check. The cylinders were in the 74/80
to 76/80 range, and no escaping air sounds could be heard from the dipstick
or breather line. Hmmm...He then suggested that oil siphoning might be the
cause of the leak. About this time I also read in an aviation magazine
about oil siphoning out of the breather hose. Since my RV-3's breather hose
opening is where all that air is leaving the cowl and joining 160 knots of
slipstream air, a suction here seemed possible. My buddy checked for a
whistle slot, and there was none. Seems as though that when new hoses were
installed as part of my post-overhaul engine reinstallation, the whistle
slot was overlooked. (The old hose did have a whistle slot.)
Making a short story long, a whistle slot was added and the oil blowby
ceased. I now have minimal, and I do mean minimal, oil on the belly now.
In fact, after a flight where I've done some aggressive manuevering at high
power settings, I might have what I would call a barely noticable mist of
oil just aft of the breather hose outlet. All I can figure is that there
was indeed siphoning going on. Adding the slot must have broken the siphon,
and as a benefit for the engine shop, has broken me of fussing at them.
Randy Compton
RV-3 N84VF
Gulf Breeze, FL
----- Original Message -----
From: <Lenleg@aol.com>
Subject: RV-List: Oil on Belly
> --> RV-List message posted by: Lenleg@aol.com
>
> Kyle & List:
>
> In the article posted earlier on your oil loss that Lycoming said your
> breather was beveled the wrong way - creating a vacumn. What is the
correct
> way?
>
> I am getting more oil on the belly than I feel is normal ... yet there are
no
> leaks in the engine compartment and the dip stick is tight. I think this
> could possibly be my problem.
>
> Thanks !!
>
> Len Leggette, RV-8A
> Greensboro, NC N910LL
> 56 hours
Message 10
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| Subject: | Re: Headsets - Opinions Wanted |
--> RV-List message posted by: Bill VonDane <bill@vondane.com>
The QFR Cross Country's are physically very much like Peltors...
They have GREAT passive noise reduction, and with the ANR turned on, they
are AWESOME... They are also very light and comfortable on long trips...
I took a guy for a ride the other day and he kept commenting on how quiet my
airplane was...
-Bill
www.vondane.com
----- Original Message -----
From: "Miller Robert" <rmiller3@earthlink.net>
Subject: Re: RV-List: Headsets - Opinions Wanted
--> RV-List message posted by: Miller Robert <rmiller3@earthlink.net>
I'm also pleased with my Lightspeed QFR Cross Country ANR headset.
Have not yet had a chance to try them in an RV, but they perform very well
in a
variety of rentals.
Lightspeed customer service has been excellent.
And you can buy four sets for the price of a Bose!
Try 'em.
Robert
Bill VonDane wrote:
> --> RV-List message posted by: Bill VonDane <bill@vondane.com>
>
> George...
>
> I had a set of LightSPEED 20K's for about a year and the only think I
didn't
> like was the bulkiness and the fact that they were somewhat fragile in the
> cold... Last June or so, I traded then in for a pair of LightSPEED QFR
> Cross Country's and LOVE them!
> http://www.anrheadsets.com/productsqfrx.html
>
> You can get then right now for $260 from Marv Golden.
> http://www.marvgolden.com/headsets/LIGHTSPE.HTM
>
> These guys did a test of ANR headsets and like the QFR also.
> http://www.b4.ca/raa_85/story/ANRHeadsets/index.htm
>
> hope this helps...
>
> -Bill
> www.vondane.com
>
> ----- Original Message -----
> From: "George McNutt" <gmcnutt@intergate.ca>
> To: "Rv-List@Matronics.Com" <rv-list@matronics.com>
> Subject: RV-List: Headsets - Opinions Wanted
>
> --> RV-List message posted by: "George McNutt" <gmcnutt@intergate.ca>
>
> Opinions Wanted
>
> I have been looking at ANR headsets listed on E-bay and was wondering if
the
> Bose headsets are worth the extra money they go for. I have not tried any
of
> the ANR headsets and wondered if anyone on the List has first hand
> experience comparing the Bose against Lightspeed or the other ANR sets in
> their RV.
>
> Thanks
>
> George McNutt
> Langley B.C.
Message 11
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| Subject: | Re: Wiring Hobbs and 12Volt |
--> RV-List message posted by: "Mike Plecenik" <nanchang@zipnet.us>
Another option - I wire my Hobbs to the strobe light switch which I turn on
as I take the active runway and turn off after leaving the active when
landing. No extra switches involved and only logs flying time.
Message 12
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|
| Subject: | Re: IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: "C. Rabaut" <crabaut@coalinga.com>
Dana,
Whatever you do, don't bring up the "insurance" thing again.... Man
I've got scorch marks on my asbestos boxer that even the cleaners can't get
out.
Chuck
do not archive
----- Original Message -----
From: Dana Overall <bo124rs@hotmail.com>
Subject: Re: RV-List: IFR Prof.Check Ride, was IFR in RV's
> --> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
>
> Ollie, that's why I should have just kept my mouth shut and went on my
way.
> The opinion was you should have an instrument ticket to fly at night, not
> "you should have an instrument ticket to fly off runway 23 at Ceder Key on
a
> dark night without instruments". I understand what you are saying and
like
> I said, I should have kept my mouth shut and pounded some more rivets.
>
> Boy, I could bring up the prime/not prime thread again.........or
nosewheel
> vs. tailwheel............or, well you get the drift.
>
>
> Dana Overall
> Richmond, KY
> http://rvflying.tripod.com
> do not archive
>
>
> >From: "Ollie Washburn" <skybolt-aviator@msn.com>
> >Reply-To: rv-list@matronics.com
> >To: "RV-List Matronics" <rv-list@matronics.com>
> >Subject: Re: RV-List: IFR Prof.Check Ride, was IFR in RV's
> >Date: Tue, 25 Feb 2003 20:23:50 -0500
> >
> >--> RV-List message posted by: "Ollie Washburn" <skybolt-aviator@msn.com>
> >
> >
> >----- Original Message -----
> >From: Dana Overall
> >To: rv-list@
> >
> >Don't try taking off on runway 23 at Ceder Key Fl.on a darknight without
> >some kind of instruments as 23 ends at the Gulf and it can be very dark
> >over the water and there is no horizon visible and no lights.More than
one
> >aircraft has found out that water is very hard.
> >Ollie 6A
> >
> >I hate to get into these types of discussions but that opinion about an
> >instrument ticket being needed to fly at night just doesn't hold water
with
> >me. VFR at night, some of the most beautiful and peaceful flying there
is.
> >
> >Center that localizer, hit "go to", couple to experimental autopilot and
> >track straight in. Not much too it.
> >
> >
> >Dana Overall
> >Richmond, KY
> >http://rvflying.tripod.com
> >do not archive
> >
> >
>
>
Message 13
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| Subject: | Re: Wiring Hobbs and 12Volt |
--> RV-List message posted by: mstewart@qa.butler.com
Unless you plan on flying formation, then only tail end Charlie (the last
guy) flies strobes on. The 20 rv's in my area would not like their hobbs
wired to the strobes.
Oh my , so many things to consider when your building.
Mike Stewart
Do not archive
<snip>
Another option - I wire my Hobbs to the strobe light switch
<snip>
Message 14
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| Subject: | Re: Wiring Hobbs and 12Volt |
--> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
I'm just curious as to those of you (seem to be several)who are using the
Hobbs to records "Air Time".
What are you using to record engine time???
Cheers,
Stein Bruch
RV6, Minneapolis
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Mike Plecenik
Subject: Re: RV-List: Re: Wiring Hobbs and 12Volt
--> RV-List message posted by: "Mike Plecenik" <nanchang@zipnet.us>
Another option - I wire my Hobbs to the strobe light switch which I turn on
as I take the active runway and turn off after leaving the active when
landing. No extra switches involved and only logs flying time.
Message 15
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| Subject: | Re: Wiring Hobbs and 12Volt |
--> RV-List message posted by: Bill Dube <bdube@boulder.nist.gov>
At 07:54 AM 2/26/2003, you wrote:
>--> RV-List message posted by: "Mike Plecenik" <nanchang@zipnet.us>
>
>Another option - I wire my Hobbs to the strobe light switch which I turn on
>as I take the active runway and turn off after leaving the active when
>landing. No extra switches involved and only logs flying time.
I am not intimately familiar will aircraft alternators, but a do
know car alternators pretty well. Typically, there is a wire that runs from
the ignition switch to the alternator to turn on the field windings. The
same wire operates the "ALT" idiot light on the dash. (The light is in
series between the alternator and the keyswitch.) Are aircraft alternators
typically wired the same way? If so, you could probably connect the Hobbs
meter to this terminal on the alternator. This terminal is live when the
alternator is running and is pulled to ground when the alternator is not
producing power. At least that is the way it works on car alternators.
Message 16
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|
| Subject: | Re: Whistle Slot vs. Oil on Belly |
--> RV-List message posted by: "Tim Bryan" <tim@bryantechnology.com>
Randy, I must ask about the whistle slot. Where is it located in the hose
and how big/long is this slot?
Thanks
Tim
RV-6 Flying late this summer
-------Original Message-------
From: rv-list@matronics.com
Subject: RV-List: Whistle Slot vs. Oil on Belly
--> RV-List message posted by: "Randy Compton" <rdcompton@earthlink.net>
I wrote a month or two back that I was seeing higher oil consumption than I
should on an engine with 50 hours since overhaul, with a good (bad?) amount
of oil on the belly. The disconcerting oil "splotch" on the belly
originated directly in-line with the breather hose end, which is located
just above an exhaust pipe. Over-servicing had been ruled out. I was
thinking that maybe I had a glazed cylinder(s) and that the oil loss was due
to blowby and subsequent crankcase pressurization. I was upset as I had
followed the break-in procedures exactly. I even fussed at the overhaul
shop about this mess.
A mechanic buddy did a compression check. The cylinders were in the 74/80
to 76/80 range, and no escaping air sounds could be heard from the dipstick
or breather line. Hmmm...He then suggested that oil siphoning might be the
cause of the leak. About this time I also read in an aviation magazine
about oil siphoning out of the breather hose. Since my RV-3's breather hose
opening is where all that air is leaving the cowl and joining 160 knots of
slipstream air, a suction here seemed possible. My buddy checked for a
whistle slot, and there was none. Seems as though that when new hoses were
installed as part of my post-overhaul engine reinstallation, the whistle
slot was overlooked. (The old hose did have a whistle slot.)
Making a short story long, a whistle slot was added and the oil blowby
ceased. I now have minimal, and I do mean minimal, oil on the belly now.
In fact, after a flight where I've done some aggressive manuevering at high
power settings, I might have what I would call a barely noticable mist of
oil just aft of the breather hose outlet. All I can figure is that there
was indeed siphoning going on. Adding the slot must have broken the siphon,
and as a benefit for the engine shop, has broken me of fussing at them.
Randy Compton
RV-3 N84VF
Gulf Breeze, FL
Message 17
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|
| Subject: | Re: Whistle Slot vs. Oil on Belly |
--> RV-List message posted by: "Randy Lervold" <randy@rv-8.com>
Randy,
Thanks for the post, good hard data. I think it's about time I tried this
technique so can you tell us what sort of slot you put in the hose: how big,
what shape, etc.? And does it ever spit oil out of the whistle slot into the
engine compartment?
Thanks,
Randy Lervold
RV-8, 295 hrs
----- Original Message -----
From: "Randy Compton" <rdcompton@earthlink.net>
Subject: RV-List: Whistle Slot vs. Oil on Belly
> --> RV-List message posted by: "Randy Compton" <rdcompton@earthlink.net>
>
> I wrote a month or two back that I was seeing higher oil consumption than
I
> should on an engine with 50 hours since overhaul, with a good (bad?)
amount
> of oil on the belly. The disconcerting oil "splotch" on the belly
> originated directly in-line with the breather hose end, which is located
> just above an exhaust pipe. Over-servicing had been ruled out. I was
> thinking that maybe I had a glazed cylinder(s) and that the oil loss was
due
> to blowby and subsequent crankcase pressurization. I was upset as I had
> followed the break-in procedures exactly. I even fussed at the overhaul
> shop about this mess.
>
> A mechanic buddy did a compression check. The cylinders were in the 74/80
> to 76/80 range, and no escaping air sounds could be heard from the
dipstick
> or breather line. Hmmm...He then suggested that oil siphoning might be
the
> cause of the leak. About this time I also read in an aviation magazine
> about oil siphoning out of the breather hose. Since my RV-3's breather
hose
> opening is where all that air is leaving the cowl and joining 160 knots of
> slipstream air, a suction here seemed possible. My buddy checked for a
> whistle slot, and there was none. Seems as though that when new hoses
were
> installed as part of my post-overhaul engine reinstallation, the whistle
> slot was overlooked. (The old hose did have a whistle slot.)
>
> Making a short story long, a whistle slot was added and the oil blowby
> ceased. I now have minimal, and I do mean minimal, oil on the belly now.
> In fact, after a flight where I've done some aggressive manuevering at
high
> power settings, I might have what I would call a barely noticable mist of
> oil just aft of the breather hose outlet. All I can figure is that there
> was indeed siphoning going on. Adding the slot must have broken the
siphon,
> and as a benefit for the engine shop, has broken me of fussing at them.
>
> Randy Compton
> RV-3 N84VF
> Gulf Breeze, FL
>
> ----- Original Message -----
> From: <Lenleg@aol.com>
> To: <rv-list@matronics.com>
> Subject: RV-List: Oil on Belly
>
>
> > --> RV-List message posted by: Lenleg@aol.com
> >
> > Kyle & List:
> >
> > In the article posted earlier on your oil loss that Lycoming said your
> > breather was beveled the wrong way - creating a vacumn. What is the
> correct
> > way?
> >
> > I am getting more oil on the belly than I feel is normal ... yet there
are
> no
> > leaks in the engine compartment and the dip stick is tight. I think
this
> > could possibly be my problem.
> >
> > Thanks !!
> >
> > Len Leggette, RV-8A
> > Greensboro, NC N910LL
> > 56 hours
>
>
Message 18
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|
| Subject: | Re: IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: "Dave von Linsowe" <davevon@tir.com>
Hi Mike,
I'm just starting into the IFR world. That was one of the reasons I bought
the RV, to get my IFR rating and eventually my instructors ticket. My plan
is to get another Pitts S-2 and teach aerobatics when I retire :-)
My airplane is setup now for IFR, but when I've mentioned getting the rating
in the airplane, I'm asked if it's ADF equipped. Evidently they all had to
demonstrate ADF navigation. So the question is, Is ADF a requirement during
the check ride? Or is that up to individual examiners?
Thanks,
Dave
RV-6
----- Original Message -----
From: <mstewart@qa.butler.com>
Subject: RE: RV-List: IFR Prof.Check Ride, was IFR in RV's
> --> RV-List message posted by: mstewart@qa.butler.com
>
> Dave I do not have an ADF. I can barely spell ADF.
> I have only 2 real helpful instruments for precision navigation.
> Garmin 295 mounted to panel. And an ICS Plus Nav/Com/Loc/gs
> ICS covers the FAA requirements for shooting the approach, the 295 is what
I
> use to shoot it with.
>
> I hope this answers your question. Too many posts don't.
>
> Mike Stewart
> 6A 730hrs.
Message 19
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|
| Subject: | Re: Whistle Slot vs. Oil on Belly |
--> RV-List message posted by: Bill Marvel <bmarvel@cox.net>
Hi all:
Regarding whistle slots, two items:
1. Breaking the suction is only a secondary function. The primary function,
and the reason all installations should have one, is that in the event something
should close off the breather (like ice either in flight or from moisture on the
ground overnight), there is a vent for case pressure to be relieved. Absent
this, the next choice is the nose seal, which can dump all of your oil in a few
minutes at best, seconds at worst.
Important trouble shooting point for your bag of tricks. The mechanical fuel
pump in Lycs opens to the case. Therefore, one of the first indications of
building case pressure (plugged breather) is an increase in fuel pressure. The
case pressure augments the springs in the pump and creates this outcome.
2. Easiest way to make a whistle slot is to have the flex hose from your
breather terminate onto a short aluminum tube that either protrudes through the
bottom of the cowling through a grommet or angles back along the exhaust pipe.
Mine in the RV is about a foot long and runs parallel to the exhaust. The one
in the Tiger goes through the cowl and protrudes about an inch. Then, cut a
slot a third to a half way through the diameter of the aluminum tube -- just
like cutting off a piece of it but not all the way through. This cut has to be
at a location that is inside of the cowling, and near the tube inlet. (You
don't want it so close to the outlet of the tube that it experiences the same
pressure the outlet does or it will not act as a suction break). Finally, put
the tube in a vise and gradually squeeze it on one side of the cut so as to
flatten this portion of the tube somewhat. What this does is to open up the cut
to create a larger opening.
3. As far as I know, no dimensions are critical.
Bill Marvel
Randy Lervold wrote:
> --> RV-List message posted by: "Randy Lervold" <randy@rv-8.com>
>
> Randy,
>
> Thanks for the post, good hard data. I think it's about time I tried this
> technique so can you tell us what sort of slot you put in the hose: how big,
> what shape, etc.? And does it ever spit oil out of the whistle slot into the
> engine compartment?
>
> Thanks,
> Randy Lervold
> RV-8, 295 hrs
>
> ----- Original Message -----
> From: "Randy Compton" <rdcompton@earthlink.net>
> To: <rv-list@matronics.com>
> Subject: RV-List: Whistle Slot vs. Oil on Belly
>
> > --> RV-List message posted by: "Randy Compton" <rdcompton@earthlink.net>
> >
> > I wrote a month or two back that I was seeing higher oil consumption than
> I
> > should on an engine with 50 hours since overhaul, with a good (bad?)
> amount
> > of oil on the belly. The disconcerting oil "splotch" on the belly
> > originated directly in-line with the breather hose end, which is located
> > just above an exhaust pipe. Over-servicing had been ruled out. I was
> > thinking that maybe I had a glazed cylinder(s) and that the oil loss was
> due
> > to blowby and subsequent crankcase pressurization. I was upset as I had
> > followed the break-in procedures exactly. I even fussed at the overhaul
> > shop about this mess.
> >
> > A mechanic buddy did a compression check. The cylinders were in the 74/80
> > to 76/80 range, and no escaping air sounds could be heard from the
> dipstick
> > or breather line. Hmmm...He then suggested that oil siphoning might be
> the
> > cause of the leak. About this time I also read in an aviation magazine
> > about oil siphoning out of the breather hose. Since my RV-3's breather
> hose
> > opening is where all that air is leaving the cowl and joining 160 knots of
> > slipstream air, a suction here seemed possible. My buddy checked for a
> > whistle slot, and there was none. Seems as though that when new hoses
> were
> > installed as part of my post-overhaul engine reinstallation, the whistle
> > slot was overlooked. (The old hose did have a whistle slot.)
> >
> > Making a short story long, a whistle slot was added and the oil blowby
> > ceased. I now have minimal, and I do mean minimal, oil on the belly now.
> > In fact, after a flight where I've done some aggressive manuevering at
> high
> > power settings, I might have what I would call a barely noticable mist of
> > oil just aft of the breather hose outlet. All I can figure is that there
> > was indeed siphoning going on. Adding the slot must have broken the
> siphon,
> > and as a benefit for the engine shop, has broken me of fussing at them.
> >
> > Randy Compton
> > RV-3 N84VF
> > Gulf Breeze, FL
> >
> > ----- Original Message -----
> > From: <Lenleg@aol.com>
> > To: <rv-list@matronics.com>
> > Subject: RV-List: Oil on Belly
> >
> >
> > > --> RV-List message posted by: Lenleg@aol.com
> > >
> > > Kyle & List:
> > >
> > > In the article posted earlier on your oil loss that Lycoming said your
> > > breather was beveled the wrong way - creating a vacumn. What is the
> > correct
> > > way?
> > >
> > > I am getting more oil on the belly than I feel is normal ... yet there
> are
> > no
> > > leaks in the engine compartment and the dip stick is tight. I think
> this
> > > could possibly be my problem.
> > >
> > > Thanks !!
> > >
> > > Len Leggette, RV-8A
> > > Greensboro, NC N910LL
> > > 56 hours
> >
> >
>
--
Bill Marvel Home/office 310 832 7617
P.O. Box 784 Cell 310 293 2013
San Pedro, CA 90733 Fax 310 832 5334
One good deed beats 100 good intentions...
Message 20
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|
| Subject: | Re: N2GX First Flight |
--> RV-List message posted by: Mark Antenbring <mantenbring@pangaeainc.com>
I would have thought that the air pressure on a tip-up canopy would keep it
down if you've forgotten to lock it. If there is neutral pressure, or
actually negative pressure, could one (in theory) bail out of a tip-up
canopy in flight? I've been shying away from the tip-up because of the
inability to egress from the aircraft. I may re-think this if this is not
so.
BTW, With all these people flying around with unlocked canopies, maybe a
warning light on the dash wired to a microswitch on the lock lever would be
prudent.
Regards,
Mark
Do not archive
Time: 09:39:24 PM PST US
From: Jerry Springer <jsflyrv@earthlink.net>
Subject: Re: RV-List: N2GX First Flight
--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
Are you saying 3/4 inch or three quarters of the way open?
I guarantee you it won't open 3/4 of the way open unless he was in a
unusual attitude. They normally open about 4-6 inches. Been there done that.
Jerry
do not archive
Mr Christopher McGough wrote:
> --> RV-List message posted by: "Mr Christopher McGough"
<vhmum@bigpond.com>
>
> Gabe Good on you and very very lucky boy. I knew someone in Denver that
> didn't lock his tipup. It opened about 3/4 open and spoiled the air over
the
> tail. He lost a lot of height trying to reach and close canopy. Luckily he
> was high enough to sort things out otherwise he would be dead. Because of
> him I double check .
> Enjoy N2GX
>
> Chris and Susie
> VH-MUM
Message 21
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| Subject: | Re: Wiring Hobbs and 12Volt |
--> RV-List message posted by: "Konrad Werner" <Connywerner@wans.net>
I disagree on the Alternator Setup mentioned, as the ALT can be shut off
whilst the engine is running, and therefore will not provide what the Hobbs
is really intended for: "To count engine time for maintenance purposes". So
why not simply use the readily available (Engine-)Oil-Pressure Switch to run
the (Engine-Hobbs, as is common practice in Aircraft-Engines. It's kind of
fool proof: When one starts turning, the other one starts ticking
(automatic, not Pilot Controlled).
An Engine producing Oil Pressure is *somewhat* equal to an Engine rotating,
therefore:
ZERO Oil Press.= ZERO R.P.M. (these two values may differ slightly, but not
very much, nor very long!)
P.S. I could care less about an engine with only 10hrs AIR-Time, if it also
has 2000hrs of low RPM Idle-Time on the ground.
My last thought on this subject: Anyone please feel free to put in
additional Hobbs Meter's of various activation techniques, to will-fully
measure the time of *Strobe-Light ON, *Pilot-Time ON(??),
*Alternator-Time ON, *Airspeed over "X" mph/kias ON (never park in a place
with a strong headwind and leave the Hobbs energized, though!), . . . but
don't mess with the Oil-Pressure activated ENGINE-TIME Meter!!
Yours truly,
Konrad
DO NOT ARCHIVE
> I am not intimately familiar will aircraft alternators, but a do
> know car alternators pretty well. Typically, there is a wire that runs
from
> the ignition switch to the alternator to turn on the field windings. The
> same wire operates the "ALT" idiot light on the dash. (The light is in
> series between the alternator and the keyswitch.) Are aircraft alternators
> typically wired the same way? If so, you could probably connect the Hobbs
> meter to this terminal on the alternator. This terminal is live when the
> alternator is running and is pulled to ground when the alternator is not
> producing power. At least that is the way it works on car alternators.
Message 22
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|
| Subject: | Re: IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: "Thomas McCausland" <acceltek@acceltekservice.com>
> --> RV-List message posted by: "Dave von Linsowe" <davevon@tir.com>
>
> Hi Mike,
>
> I'm just starting into the IFR world. That was one of the reasons I
> bought the RV, to get my IFR rating and eventually my instructors
> ticket. My plan is to get another Pitts S-2 and teach aerobatics when
> I retire :-)
>
> My airplane is setup now for IFR, but when I've mentioned getting the
> rating in the airplane, I'm asked if it's ADF equipped. Evidently
> they all had to demonstrate ADF navigation. So the question is, Is
> ADF a requirement during the check ride? Or is that up to individual
> examiners?
>
> Thanks,
>
> > 6A 730hrs.
>
I don't have my IFR ticket yet either, but from memory (often
flawed), I think the PTS says you need to demonstrate 3 types of
approaches. ADF 'CAN' be one of them, but it is not required. I
will probably get my rating in our Cherokee 140 once it is
upgraded. I plan on having VOR/ILS and an approach certified
GPS. That gives me 3 types of approaches. No ADF. I plan on
learning enough ADF to pass the written and the oral, but don't
plan on using the ADF in real life. I ran this concept by the DE that
I got my private with, and he said - No problemo.
I plan on using the same set-up in the RV7A I'm building.
Tom McCausland
PPASEL
N1576J PA-28-140
Message 23
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| Subject: | Re: N2GX First Flight |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
> BTW, With all these people flying around with unlocked canopies, maybe a
> warning light on the dash wired to a microswitch on the lock lever would
be
> prudent.
The ACS2002 has user-customizable alerts that are suited for this purpose.
http://www.advanced-control-systems.com
Still don't have mine in-hand yet, but I will very shortly!
)_( Dan
RV-7 N714D (canopy)
http://www.rvproject.com
Message 24
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|
| Subject: | Re: fuel primer circuit on O-360 |
--> RV-List message posted by: HCRV6@aol.com
In a message dated 2/26/03 6:38:37 AM Pacific Standard Time, DWENSING@aol.com
writes:
<< Have searched the archive on this and found no answer so seeking help from
some knowlegeable/experinced builders.
Is there a reason why almost all of the primer lines I see on O-360 and
O-320
powered RVs are on the bottom ports of the heads and the lines are routed on
the outside of the baffling. I would like to put the primer on the top of
the
engine and run the lines off from an aluminum distribution manifold mounted
on the top of the engine behind the lift ring.
Dale Ensing
>>
That is exactly what I am planning to do also Dale, so I'll be interested in
the feedback from your question. My plan is to use the four upper ports
(0-360 A1A from Van's) for priming and to take Manifold pressure off the
lower port in # 3.
Do not archive
Harry Crosby
Pleasanton, California
RV-6, firewall forward
Message 25
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| Subject: | IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: "Stucklen, Frederic IFC" <Fred.Stucklen@UTCFuelCells.com>
An IFR Approach Certified GPS can be substituted for an ADF and DME....
While an examiner may require you to shoot the ADF approach, equipment
substitution resolves the issue.......
Fred Stucklen
RV-6A N926RV Reserved
Hi Mike,
I'm just starting into the IFR world. That was one of the reasons I
bought
the RV, to get my IFR rating and eventually my instructors ticket.
My plan
is to get another Pitts S-2 and teach aerobatics when I retire :-)
My airplane is setup now for IFR, but when I've mentioned getting
the rating
in the airplane, I'm asked if it's ADF equipped. Evidently they all
had to
demonstrate ADF navigation. So the question is, Is ADF a
requirement during
the check ride? Or is that up to individual examiners?
Thanks,
Dave
RV-6
Message 26
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"'RV-List'" <rv-list@matronics.com>
| Subject: | Re: IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: "Dave von Linsowe" <davevon@tir.com>
That brings up another question. What does an IFR Approach Certified GPS
have that a Garmin 196 wouldn't have?
Dave
RV-6
----- Original Message -----
From: "Stucklen, Frederic IFC" <Fred.Stucklen@UTCFuelCells.com>
Subject: IFR Prof.Check Ride, was IFR in RV's
> An IFR Approach Certified GPS can be substituted for an ADF and DME....
> While an examiner may require you to shoot the ADF approach, equipment
> substitution resolves the issue.......
>
> Fred Stucklen
> RV-6A N926RV Reserved
>
>
> Hi Mike,
>
> I'm just starting into the IFR world. That was one of the reasons I
> bought
> the RV, to get my IFR rating and eventually my instructors ticket.
> My plan
> is to get another Pitts S-2 and teach aerobatics when I retire :-)
>
> My airplane is setup now for IFR, but when I've mentioned getting
> the rating
> in the airplane, I'm asked if it's ADF equipped. Evidently they all
> had to
> demonstrate ADF navigation. So the question is, Is ADF a
> requirement during
> the check ride? Or is that up to individual examiners?
>
> Thanks,
>
> Dave
> RV-6
>
>
Message 27
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| Subject: | IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: mstewart@qa.butler.com
Well I don't think it is a test requirement, as some IFR planes don't have
an ADF. HOWEVER, the issues is not weather you have an adf, the issue is
will you be flying IFR where it is required for navigation.
Now let's assume you are going to land at joe's airport, where the final
approach fix is an ADF, or NDB. In order to shoot that approach, you would
be required to have the equipment necessary to identify the fix and fly over
it. Notice I did not say you needed an ADF. Since the GPS can identify the
fix, and I can navigate my position relative to the fix, well then my gps is
quite legal for that operation. You see, just because my navigation device
says GPS on it instead of ADF, does not mean it can't be used for that
purpose.
Now actually shooting the approach via the handheld GPS is another FAA mater
all together and I'm not going there.
Mike Stewart
-----Original Message-----
From: Dave von Linsowe [mailto:davevon@tir.com]
Subject: Re: RV-List: IFR Prof.Check Ride, was IFR in RV's
--> RV-List message posted by: "Dave von Linsowe" <davevon@tir.com>
Hi Mike,
I'm just starting into the IFR world. That was one of the reasons I bought
the RV, to get my IFR rating and eventually my instructors ticket. My plan
is to get another Pitts S-2 and teach aerobatics when I retire :-)
My airplane is setup now for IFR, but when I've mentioned getting the rating
in the airplane, I'm asked if it's ADF equipped. Evidently they all had to
demonstrate ADF navigation. So the question is, Is ADF a requirement during
the check ride? Or is that up to individual examiners?
Thanks,
Dave
RV-6
----- Original Message -----
From: <mstewart@qa.butler.com>
Subject: RE: RV-List: IFR Prof.Check Ride, was IFR in RV's
> --> RV-List message posted by: mstewart@qa.butler.com
>
> Dave I do not have an ADF. I can barely spell ADF.
> I have only 2 real helpful instruments for precision navigation.
> Garmin 295 mounted to panel. And an ICS Plus Nav/Com/Loc/gs
> ICS covers the FAA requirements for shooting the approach, the 295 is what
I
> use to shoot it with.
>
> I hope this answers your question. Too many posts don't.
>
> Mike Stewart
> 6A 730hrs.
Message 28
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| Subject: | Re: IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: Laird Owens <owens@aerovironment.com>
Since I'm in the middle of my IFR training (in a C-172...blah), I
just happen to have the PTS in front of me.
Section VI. Area of Operation: Instrument Approach Procedures
A. Task: Nonprecision Instrument Approach
Note: Any reference to DME arcs, ADF, or GPS shall be disregarded if
the aircraft is not equipped with the above specified nav systems.
If the aircraft is equipped with any of the above nav systems, the
examiner may ask the applicant to demonstrate those types of
approaches. The examiner shall select two nonprecision approaches
utilizing different approach systems.
You'll also need to shoot an ILS for the third approach.
I know I'm taking a "Non Op" sticker and putting it on the ADF before
the checkride ;-)
Laird
RV-6 700 hrs
(will eventually put a SL-30 nav/comm in the RV to add to the VFR GPS)
SoCal
>--> RV-List message posted by: "Thomas McCausland"
><acceltek@acceltekservice.com>
>
>> --> RV-List message posted by: "Dave von Linsowe" <davevon@tir.com>
>>
>> Hi Mike,
>>
>> I'm just starting into the IFR world. That was one of the reasons I
>> bought the RV, to get my IFR rating and eventually my instructors
>> ticket. My plan is to get another Pitts S-2 and teach aerobatics when
>> I retire :-)
>>
>> My airplane is setup now for IFR, but when I've mentioned getting the
>> rating in the airplane, I'm asked if it's ADF equipped. Evidently
>> they all had to demonstrate ADF navigation. So the question is, Is
>> ADF a requirement during the check ride? Or is that up to individual
>> examiners?
>>
>> Thanks,
>>
>> > 6A 730hrs.
>>
>I don't have my IFR ticket yet either, but from memory (often
>flawed), I think the PTS says you need to demonstrate 3 types of
>approaches. ADF 'CAN' be one of them, but it is not required. I
>will probably get my rating in our Cherokee 140 once it is
>upgraded. I plan on having VOR/ILS and an approach certified
>GPS. That gives me 3 types of approaches. No ADF. I plan on
>learning enough ADF to pass the written and the oral, but don't
>plan on using the ADF in real life. I ran this concept by the DE that
>I got my private with, and he said - No problemo.
>I plan on using the same set-up in the RV7A I'm building.
>
>
>Tom McCausland
>PPASEL
>N1576J PA-28-140
>
>
Message 29
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| Subject: | Re: IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
Certification!
Sorry, couldn't resist!
Do Not Archive.
--> RV-List message posted by: "Dave von Linsowe" <davevon@tir.com>
That brings up another question. What does an IFR Approach Certified GPS
have that a Garmin 196 wouldn't have?
Dave
RV-6
----- Original Message -----
From: "Stucklen, Frederic IFC" <Fred.Stucklen@UTCFuelCells.com>
Subject: IFR Prof.Check Ride, was IFR in RV's
> An IFR Approach Certified GPS can be substituted for an ADF and DME....
> While an examiner may require you to shoot the ADF approach, equipment
> substitution resolves the issue.......
>
> Fred Stucklen
> RV-6A N926RV Reserved
>
>
> Hi Mike,
>
> I'm just starting into the IFR world. That was one of the reasons I
> bought
> the RV, to get my IFR rating and eventually my instructors ticket.
> My plan
> is to get another Pitts S-2 and teach aerobatics when I retire :-)
>
> My airplane is setup now for IFR, but when I've mentioned getting
> the rating
> in the airplane, I'm asked if it's ADF equipped. Evidently they all
> had to
> demonstrate ADF navigation. So the question is, Is ADF a
> requirement during
> the check ride? Or is that up to individual examiners?
>
> Thanks,
>
> Dave
> RV-6
>
>
Message 30
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|
| Subject: | Re: N2GX First Flight |
--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
Rocky Mountain Instrument units also have this programmable feature.
----- Original Message -----
From: "Dan Checkoway" <dan@rvproject.com>
Subject: Re: RV-List: N2GX First Flight
> --> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
>
> > BTW, With all these people flying around with unlocked canopies, maybe a
> > warning light on the dash wired to a microswitch on the lock lever would
> be
> > prudent.
>
> The ACS2002 has user-customizable alerts that are suited for this purpose.
>
> http://www.advanced-control-systems.com
>
> Still don't have mine in-hand yet, but I will very shortly!
>
> )_( Dan
> RV-7 N714D (canopy)
> http://www.rvproject.com
>
>
Message 31
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|
"Stucklen, Frederic IFC"
"'RV-List'" <rv-list@matronics.com>
| Subject: | IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: "Stucklen, Frederic IFC" <Fred.Stucklen@UTCFuelCells.com>
The Garmin 196 is non-certified, and therefore can not be a substitute for
the PRIMARY equipment for the approach. (The primary equipment for the
approach is defined in the approach plate). IF you are required to shoot an
NDB approach, don't have an NDB on board, the Garmin 196 can not legally be
used. If you have a certified GPS and/or NDB on board, by all means use what
ever equipment you have in the cockpit .
During my IFR check ride in my RV-6A, the examiner critized me for not
utilizing a non-certified GPS for an NDB approach. He expected me to use all
resources at my disposal. Unfortunately, most instructors will not teach you
that way.....
Fred Stucklen
RV-6A N926RV Reserved
-----Original Message-----
From: Dave von Linsowe [mailto:davevon@tir.com]
Subject: Re: IFR Prof.Check Ride, was IFR in RV's
That brings up another question. What does an IFR Approach Certified GPS
have that a Garmin 196 wouldn't have?
Dave
RV-6
Message 32
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| Subject: | Re: IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: mstewart@qa.butler.com
Oh Geezz. Now you have done it Dave!
You had to ask didn't you? You just had to go and do it.
A hundred of us regulars on the list were praying you didn't ask that
question. But now you have gone and done it.
OK.. Whats done is done.
But don't say I didn't warn you!
Mike Stewart
Do not archive
-----Original Message-----
From: Dave von Linsowe [mailto:davevon@tir.com]
Subject: RV-List: Re: IFR Prof.Check Ride, was IFR in RV's
--> RV-List message posted by: "Dave von Linsowe" <davevon@tir.com>
That brings up another question. What does an IFR Approach Certified GPS
have that a Garmin 196 wouldn't have?
Dave
RV-6
----- Original Message -----
From: "Stucklen, Frederic IFC" <Fred.Stucklen@UTCFuelCells.com>
Subject: IFR Prof.Check Ride, was IFR in RV's
> An IFR Approach Certified GPS can be substituted for an ADF and DME....
> While an examiner may require you to shoot the ADF approach, equipment
> substitution resolves the issue.......
>
> Fred Stucklen
> RV-6A N926RV Reserved
>
>
> Hi Mike,
>
> I'm just starting into the IFR world. That was one of the reasons I
> bought
> the RV, to get my IFR rating and eventually my instructors ticket.
> My plan
> is to get another Pitts S-2 and teach aerobatics when I retire :-)
>
> My airplane is setup now for IFR, but when I've mentioned getting
> the rating
> in the airplane, I'm asked if it's ADF equipped. Evidently they all
> had to
> demonstrate ADF navigation. So the question is, Is ADF a
> requirement during
> the check ride? Or is that up to individual examiners?
>
> Thanks,
>
> Dave
> RV-6
>
>
Message 33
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| Subject: | Re: IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: "Brad Benson" <brad@cds-inc.com>
In four words - Receiver Autonomous Integrity Monitoring, or RAIM for short.
Your handheld could show you as a mile off course and you'd be none the wiser.
RAIM detects the error and informs you, and is the reason why I am putting
an IFR GPS in my panel.
Thanks!
Brad "Sharpie" Benson
RV6AQB underway...
"Please buy my Airport Insight software, it's funding my RV6A project!" - http://www.notamd.com
*********** REPLY SEPARATOR ***********
On 2/26/2003 at 1:36 PM Dave von Linsowe wrote:
>--> RV-List message posted by: "Dave von Linsowe" <davevon@tir.com>
>
>That brings up another question. What does an IFR Approach Certified GPS
>have that a Garmin 196 wouldn't have?
>
>Dave
>RV-6
>
>----- Original Message -----
>From: "Stucklen, Frederic IFC" <Fred.Stucklen@UTCFuelCells.com>
>To: "'RV-List'" <rv-list@matronics.com>
>Subject: IFR Prof.Check Ride, was IFR in RV's
>
>
>> An IFR Approach Certified GPS can be substituted for an ADF and DME....
>> While an examiner may require you to shoot the ADF approach, equipment
>> substitution resolves the issue.......
>>
>> Fred Stucklen
>> RV-6A N926RV Reserved
>>
>>
>> Hi Mike,
>>
>> I'm just starting into the IFR world. That was one of the reasons I
>> bought
>> the RV, to get my IFR rating and eventually my instructors ticket.
>> My plan
>> is to get another Pitts S-2 and teach aerobatics when I retire :-)
>>
>> My airplane is setup now for IFR, but when I've mentioned getting
>> the rating
>> in the airplane, I'm asked if it's ADF equipped. Evidently they all
>> had to
>> demonstrate ADF navigation. So the question is, Is ADF a
>> requirement during
>> the check ride? Or is that up to individual examiners?
>>
>> Thanks,
>>
>> Dave
>> RV-6
>>
>>
>
>
Message 34
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| Subject: | Air Box/cowl Interference? |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
I have a IO-360-C1A engine. It has a Superior Air Parts Sump which is the same
externally as the A1A. The problem is with my filtered airbox. It hits the side
of the cowl, so I remade the plate and moved the air intake hole over an inch
and everything is fine now. Is anyone else having this problem? I talked with
Vans and they have never heard of it. I have the Air Flow Performance injection
kit for a RV-8 and they have has never heard of it, Bart at AeroSport Power has
heard of this a few times. So what gives? Where is the problem? No one seems to
know.
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 35
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|
| Subject: | Re: Air Box/cowl Interference? |
--> RV-List message posted by: Rob Miller <rmill2000@yahoo.com>
Scott
My airbox and cowl make very slight contact on the left side with my
-A1A. I've shaved off a couple of rivets on the airbox and have been
monitoring the situation and watching for wear. I'm sure this is
relatively common, I can't believe that "they've never heard of it."
Rob Miller
-8 N262RM "Bad Cat" 47 hours
--- Scott Bilinski <bilinski@kyocera-wireless.com> wrote:
> --> RV-List message posted by: Scott Bilinski
> <bilinski@kyocera-wireless.com>
>
> I have a IO-360-C1A engine. It has a Superior Air Parts Sump which is
> the same
> externally as the A1A. The problem is with my filtered airbox. It hits
> the side
> of the cowl, so I remade the plate and moved the air intake hole over an
> inch
> and everything is fine now. Is anyone else having this problem? I talked
> with
> Vans and they have never heard of it. I have the Air Flow Performance
> injection
> kit for a RV-8 and they have has never heard of it, Bart at AeroSport
> Power has
> heard of this a few times. So what gives? Where is the problem? No one
> seems to
> know.
>
>
> Scott Bilinski
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
>
>
>
>
>
>
http://taxes.yahoo.com/
Message 36
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| Subject: | Re: IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: "Thomas McCausland" <acceltek@acceltekservice.com>
> --> RV-List message posted by: "Brad Benson" <brad@cds-inc.com>
>
>
> In four words - Receiver Autonomous Integrity Monitoring, or RAIM for
> short. Your handheld could show you as a mile off course and you'd
> be none the wiser. RAIM detects the error and informs you, and is
> the reason why I am putting an IFR GPS in my panel.
>
> Thanks!
> Brad "Sharpie" Benson
> RV6AQB underway...
In addition to RAIM it steps up the sensitivity of the CDI head in the
approach mode.
Tom McCausland
PPASEL
N1576J PA-28-140
Message 37
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--> RV-List message posted by: "John" <n1cxo320@salidaco.com>
Does anyone have the pin out for the Garmin GPS 35? I need to know that
in/out is carried on what color wire. Thanks for any help.
John
Message 38
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| Subject: | Re: Wiring Hobbs and 12Volt |
--> RV-List message posted by: "Mike Plecenik" <nanchang@zipnet.us>
Sounds like a case of "it wasn't invented here" therefore, it can't be any
good. My last word on the subject.
----- Original Message -----
From: "Konrad Werner" <Connywerner@wans.net>
Subject: Re: RV-List: Re: Wiring Hobbs and 12Volt
> --> RV-List message posted by: "Konrad Werner" <Connywerner@wans.net>
>
> I disagree on the Alternator Setup mentioned, as the ALT can be shut off
> whilst the engine is running, and therefore will not provide what the
Hobbs
> is really intended for: "To count engine time for maintenance purposes".
So
> why not simply use the readily available (Engine-)Oil-Pressure Switch to
run
> the (Engine-Hobbs, as is common practice in Aircraft-Engines. It's kind of
> fool proof: When one starts turning, the other one starts ticking
> (automatic, not Pilot Controlled).
>
> An Engine producing Oil Pressure is *somewhat* equal to an Engine
rotating,
> therefore:
> ZERO Oil Press.= ZERO R.P.M. (these two values may differ slightly, but
not
> very much, nor very long!)
> P.S. I could care less about an engine with only 10hrs AIR-Time, if it
also
> has 2000hrs of low RPM Idle-Time on the ground.
>
> My last thought on this subject: Anyone please feel free to put in
> additional Hobbs Meter's of various activation techniques, to will-fully
> measure the time of *Strobe-Light ON, *Pilot-Time ON(??),
> *Alternator-Time ON, *Airspeed over "X" mph/kias ON (never park in a
place
> with a strong headwind and leave the Hobbs energized, though!), . . . but
> don't mess with the Oil-Pressure activated ENGINE-TIME Meter!!
>
> Yours truly,
> Konrad
> DO NOT ARCHIVE
>
> > I am not intimately familiar will aircraft alternators, but a
do
> > know car alternators pretty well. Typically, there is a wire that runs
> from
> > the ignition switch to the alternator to turn on the field windings. The
> > same wire operates the "ALT" idiot light on the dash. (The light is in
> > series between the alternator and the keyswitch.) Are aircraft
alternators
> > typically wired the same way? If so, you could probably connect the
Hobbs
> > meter to this terminal on the alternator. This terminal is live when the
> > alternator is running and is pulled to ground when the alternator is not
> > producing power. At least that is the way it works on car alternators.
>
>
Message 39
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| Subject: | IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: mstewart@qa.butler.com
I like Freds response, and he is correct. Here is what the EAA said recently
in a memo released.
"It is important to note that the GPS is approved for "supplemental"
navigation only. A primary system based on ground facilities must be
installed in the aircraft as well. This requirement is
found in Part 91.205(d), by way of the following statement:
"Two-way radio communications system and navigational equipment appropriate
to the ground facilities to be used."
Now I have neither DME, ADF, or NDB units in my plane. My examiner allowed
the use of my panel mounted handheld for identification of the fix, as a
primary instrument saying "That thing (garmin 295) is more accurate than the
ndb ever though about being." I preformed NDB hold with only the 295.
Further, he also said that the reference to "by reference to ground based
equipment", to him meant that if the 295 identified the ground based fix,
then by all means use it.
I thought that was pretty good for a 77 year old man.
Still, although the EAA memo says you need an NDB to do an NDB approach,
still others disagree. The only ones that count are you, your instructor,
and your DER. Oh and maybe the FAA during the accident investigation.
Mike Stewart
Do not archive
Full EAA memo here:
http://members.eaa.org/home/homebuilders/faq/Equipping%20a%20Homebuilt%20for
%20IFR%20operations.html
-----Original Message-----
From: Stucklen, Frederic IFC [mailto:Fred.Stucklen@UTCFuelCells.com]
Subject: RV-List: IFR Prof.Check Ride, was IFR in RV's
--> RV-List message posted by: "Stucklen, Frederic IFC"
<Fred.Stucklen@UTCFuelCells.com>
The Garmin 196 is non-certified, and therefore can not be a substitute for
the PRIMARY equipment for the approach. (The primary equipment for the
approach is defined in the approach plate). IF you are required to shoot an
NDB approach, don't have an NDB on board, the Garmin 196 can not legally be
used. If you have a certified GPS and/or NDB on board, by all means use what
ever equipment you have in the cockpit .
During my IFR check ride in my RV-6A, the examiner critized me for not
utilizing a non-certified GPS for an NDB approach. He expected me to use all
resources at my disposal. Unfortunately, most instructors will not teach you
that way.....
Fred Stucklen
RV-6A N926RV Reserved
-----Original Message-----
From: Dave von Linsowe [mailto:davevon@tir.com]
Subject: Re: IFR Prof.Check Ride, was IFR in RV's
That brings up another question. What does an IFR Approach Certified GPS
have that a Garmin 196 wouldn't have?
Dave
RV-6
Message 40
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--> RV-List message posted by: <315@cox.net>
John,
I tried to send directly to you an attachement of a scan of the manual that
has the wiring listed. I think that the White wire is the NMEA 0183 output
the Blue is the input the Red is the power (3.6 - 6 volt) and the Black is
ground.
Ned
----- Original Message -----
From: "John" <n1cxo320@salidaco.com>
Subject: RV-List: Garmin GPS
> --> RV-List message posted by: "John" <n1cxo320@salidaco.com>
>
> Does anyone have the pin out for the Garmin GPS 35? I need to know that
> in/out is carried on what color wire. Thanks for any help.
>
> John
>
>
Message 41
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| Subject: | Re: Air Box/cowl Interference? |
--> RV-List message posted by: "Randy Lervold" <randy@rv-8.com>
Scott,
Yes, I've heard of it. I even posted a "Builder's tip" on it on my web site.
See about halfway down the page at http://www.rv-8.com/Cowl.htm
Regards,
Randy Lervold
RV-8, 295 hrs
----- Original Message -----
From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
Subject: RV-List: Air Box/cowl Interference?
> --> RV-List message posted by: Scott Bilinski
<bilinski@kyocera-wireless.com>
>
> I have a IO-360-C1A engine. It has a Superior Air Parts Sump which is the
same
> externally as the A1A. The problem is with my filtered airbox. It hits the
side
> of the cowl, so I remade the plate and moved the air intake hole over an
inch
> and everything is fine now. Is anyone else having this problem? I talked
with
> Vans and they have never heard of it. I have the Air Flow Performance
injection
> kit for a RV-8 and they have has never heard of it, Bart at AeroSport
Power has
> heard of this a few times. So what gives? Where is the problem? No one
seems to
> know.
>
>
> Scott Bilinski
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
>
>
Message 42
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|
| Subject: | Re: Wiring Hobbs and 12Volt |
--> RV-List message posted by: Richard Dudley <rhdudley@att.net>
Bob,
The switch responds to oil pressure. So, it should be generic. If you
can bring out a line from any engine that is under pressure from the oil
system the switch should operate.
Richard Dudley
-6A
Bob Hartley wrote:
>
> --> RV-List message posted by: "Bob Hartley" <rv9a_9@hotmail.com>
>
> Is this switch Lycoming specific or can it be used with any engine (i.e.
> Subaru)?
>
> Bob Hartley
> RV9A
> CA
>
> >From: Richard Dudley <rhdudley@att.net>
> >Reply-To: rv-list@matronics.com
> >To: rv-list@matronics.com
> >Subject: Re: RV-List: Re: Wiring Hobbs and 12Volt
> >Date: Tue, 25 Feb 2003 21:33:42 -0500
> >
> >--> RV-List message posted by: Richard Dudley <rhdudley@att.net>
> >
> >Dave,
> >The pressure switch is available from Van's. EI-4006-4 for $23.79. It is
> >the SPDT switch which can also provide a low oil pressure signal.
> >
> >Regards,
> >
> >Richard Dudley
> >-6A FWF
> >
> >David Wentzell wrote:
> > >
> > > --> RV-List message posted by: David Wentzell <wntzl@execpc.com>
> > >
> > > Hello,
> > > I have an hour meter without a pressure switch. I can certainly see
> > > the value of such a switch. Is this someting that can be purchased
> > > seperately?? Where??
> > > Thanks,
> > > DW
> > > RV6 Racine, Wisconsin, Finishing
> > >
> >
> >
>
Message 43
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|
| Subject: | Re: N2GX First Flight |
--> RV-List message posted by: "Charles Rowbotham" <crowbotham@hotmail.com>
Gabe,
CONGRATULATIONS and WELL DONE !!
Chuck & Dave Rowbotham
RV-8A
>From: "Gabe and Marisol Ferrer" <ferrergm@bellsouth.net>
>Reply-To: rv-list@matronics.com
>To: <rv-list@matronics.com>
>Subject: RV-List: N2GX First Flight
>Date: Tue, 25 Feb 2003 22:23:44 -0500
>
>--> RV-List message posted by: "Gabe and Marisol Ferrer"
><ferrergm@bellsouth.net>
>
>First flight of RV6 N2GX today.
>Uneventful, except that I forgot to lock my tipup canopy.
>Not terribly smart. I now have a written checklist.
>The canopy stayed open about 4 to 5 inches while I flew around the pattern
>to land.
>Locked canopy and took off again.
>
>My thanks to all in the RV List. I've learned a lot from you.
>
>Gabe A Ferrer
>RV6 N2GX. 2 hours. South Florida.
>ferrergm@bellsouth.net
>Cell: 561 758 8894
>Night or FAX: 561 622 0960
>
>
Message 44
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|
| Subject: | RV-10 and a Sensenich F/P Prop |
--> RV-List message posted by: P M Condon <pcondon@mitre.org>
I was in contact with Ed Z. at Sensenich propeller to see if there was
any interest from Sensenich on producing a F/P prop for the RV-10.
Depending on the interest level from the RV building community, Ed would
entertain this if there was a demand for it. Its a few years from now as
far as Vans supplying a kit, and the first few builders start flying.
Does anyone have a opinion on a preference on a Hard$ell C/$ prop or
Sensenich F/P for the RV-10? I personally would go with the F/P because
of the cost savings and marginal performance gains, especially on a Vans
product. I know the C/S guys can shave 50 or 100 feet off my takeoff
distance, but 300 foot takeoffs are fine for me.....
Not looking to start a war over the merrit of one type over the other, I
am looking to see what kind of interest there would be for such a prop
from Sensenich from the potential RV-10 builders......
Message 45
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--> RV-List message posted by: mstewart@qa.butler.com
A quick search on google provided the following.
http://www.atd.ucar.edu/rtf/facilities/isff/PAM_pdf/Systems/garmin_gps.pdf
Wallah. The pin outs.
Mike Stewart
Do not archive
-----Original Message-----
From: John [mailto:n1cxo320@salidaco.com]
Subject: RV-List: Garmin GPS
--> RV-List message posted by: "John" <n1cxo320@salidaco.com>
Does anyone have the pin out for the Garmin GPS 35? I need to know that
in/out is carried on what color wire. Thanks for any help.
John
Message 46
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|
| Subject: | IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
Mike,
While the examiner may be correct in his assumption that the Garmin is
better than the ADF in identifing the fix, I hate to go straight to the
point here, but he was wrong. You must have the equipment on board
(certified) appropriate to the ground facilities to be used. In this case
it clearly would be the ADF. The Garmin could only be used for situational
awareness only. Another example was be a LOC/DME, if it says it in the
heading of the approach plate, you must have that equipment on board to
legally shoot the approach. The Garmin sure would give you a miles readout,
but it wouldn't be legal. With that said, in my Bonanza, I use the extended
centerline of the handheld GPS to approximate the time ATC will turn me for
my 30 degree intercept of the LOC or when I should be looking for the needle
to become active. This is even though I have an approach certified, moving
map GPS on board. To be legal, if it says you have to have it, it must me a
certified piece in the airplane.
Like someone else said, you can have a certified GPS on board but still not
have a approach certified GPS. The sensitivity of an approach certified GPS
steps "down" form inroute to terminal to approach. It also lets you know if
really knows where it's at (how's that for laymans terms).
Man, I got long winded.............gimme a beer and settle me down a bit.
Dana Overall
Richmond, KY
http://rvflying.tripod.com
do not archive
>From: mstewart@qa.butler.com
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RE: RV-List: IFR Prof.Check Ride, was IFR in RV's
>Date: Wed, 26 Feb 2003 16:27:52 -0500
>
>--> RV-List message posted by: mstewart@qa.butler.com
>
>I like Freds response, and he is correct. Here is what the EAA said
>recently
>in a memo released.
>
>"It is important to note that the GPS is approved for "supplemental"
>navigation only. A primary system based on ground facilities must be
>installed in the aircraft as well. This requirement is
>found in Part 91.205(d), by way of the following statement:
>"Two-way radio communications system and navigational equipment appropriate
>to the ground facilities to be used."
>
>Now I have neither DME, ADF, or NDB units in my plane. My examiner allowed
>the use of my panel mounted handheld for identification of the fix, as a
>primary instrument saying "That thing (garmin 295) is more accurate than
>the
>ndb ever though about being." I preformed NDB hold with only the 295.
>
>Further, he also said that the reference to "by reference to ground based
>equipment", to him meant that if the 295 identified the ground based fix,
>then by all means use it.
>
>I thought that was pretty good for a 77 year old man.
>
>Still, although the EAA memo says you need an NDB to do an NDB approach,
>still others disagree. The only ones that count are you, your instructor,
>and your DER. Oh and maybe the FAA during the accident investigation.
>
>
>Mike Stewart
>Do not archive
>Full EAA memo here:
>http://members.eaa.org/home/homebuilders/faq/Equipping%20a%20Homebuilt%20for
>%20IFR%20operations.html
>
>
>-----Original Message-----
>From: Stucklen, Frederic IFC [mailto:Fred.Stucklen@UTCFuelCells.com]
>To: 'Dave von Linsowe'; Stucklen, Frederic IFC" "'RV-List'
>Subject: RV-List: IFR Prof.Check Ride, was IFR in RV's
>
>--> RV-List message posted by: "Stucklen, Frederic IFC"
><Fred.Stucklen@UTCFuelCells.com>
>
>The Garmin 196 is non-certified, and therefore can not be a substitute for
>the PRIMARY equipment for the approach. (The primary equipment for the
>approach is defined in the approach plate). IF you are required to shoot an
>NDB approach, don't have an NDB on board, the Garmin 196 can not legally be
>used. If you have a certified GPS and/or NDB on board, by all means use
>what
>ever equipment you have in the cockpit .
> During my IFR check ride in my RV-6A, the examiner critized me for not
>utilizing a non-certified GPS for an NDB approach. He expected me to use
>all
>resources at my disposal. Unfortunately, most instructors will not teach
>you
>that way.....
>
>Fred Stucklen
>RV-6A N926RV Reserved
>
>
>-----Original Message-----
>From: Dave von Linsowe [mailto:davevon@tir.com]
>To: Stucklen, Frederic IFC; 'RV-List'
>Subject: Re: IFR Prof.Check Ride, was IFR in RV's
>
>
>That brings up another question. What does an IFR Approach Certified GPS
>have that a Garmin 196 wouldn't have?
>
>Dave
>RV-6
>
>
Message 47
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|
--> RV-List message posted by: N8292W@aol.com
I have Dave Clark 13.4 headsets with the 'self installed' Headsets
Incorporated ANR's. I liked them so much, I even ordered another complete
set up for my wife.....
I ordered the 9V panel mount jack and installed that into my RV-4 so I don't
have the extra box laying around either. Great set-up and work excellent.
Sometimes I just turn them off so I can appreciate them more!
For me, I liked these way better than the Lightspeed ANR's my friend uses....
-Mike Kraus
N223RV RV-4
Message 48
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| Subject: | Re: RV-10 and a Sensenich F/P Prop |
--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
>--> RV-List message posted by: P M Condon <pcondon@mitre.org>
>
>I was in contact with Ed Z. at Sensenich propeller to see if there was
>any interest from Sensenich on producing a F/P prop for the RV-10.
>Depending on the interest level from the RV building community, Ed would
>entertain this if there was a demand for it. Its a few years from now as
>far as Vans supplying a kit, and the first few builders start flying.
>Does anyone have a opinion on a preference on a Hard$ell C/$ prop or
>Sensenich F/P for the RV-10? I personally would go with the F/P because
>of the cost savings and marginal performance gains, especially on a Vans
>product. I know the C/S guys can shave 50 or 100 feet off my takeoff
>distance, but 300 foot takeoffs are fine for me.....
>
>Not looking to start a war over the merrit of one type over the other, I
>am looking to see what kind of interest there would be for such a prop
>from Sensenich from the potential RV-10 builders......
>
For the RV-10, I would do all I can to fund the constant speed. It's simply
the best option for a touring/family wagon type of flying machine. You get
best utilization of available engine power, climb rate, and lowest noise
from dialing back the rpm in cruise. To install a fixed pitch on the RV-10
I liken to having a fixed speed transmission in a Cadillac. Yeah, it'll
drive, but won't be much fun. The FP is fine for the majority of the
current RV models, and I've been most happy with the Sensenich on my RV8.
If I choose to build a -10, the constant speed will be top on my wishlist.
Still, I fully support Sensenich in coming up with a FP for the airplane.
I'm sure they would do a terrific job.
Brian Denk
RV8 N94BD
Message 49
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| Subject: | Re: Wiring Hobbs and 12Volt |
--> RV-List message posted by: "Wayne R. Couture" <commando@cox-internet.com>
Sorry, I don't understand what flying time has to do with anything! A
Hobb's meter is used for engine run time for proper service intervals. The
oil pressure switch is the best indicator for this and the way I will run my
Hobb's. I would be extreamly worried about purchasing a plane with a Hobb's
connected like you describe. It could have hundreds of hours more than the
Hobb's meter indicates!
Flame on!
Wayne
do not archive
----- Original Message -----
From: "Mike Plecenik" <nanchang@zipnet.us>
Subject: Re: RV-List: Re: Wiring Hobbs and 12Volt
> --> RV-List message posted by: "Mike Plecenik" <nanchang@zipnet.us>
>
> Another option - I wire my Hobbs to the strobe light switch which I turn
on
> as I take the active runway and turn off after leaving the active when
> landing. No extra switches involved and only logs flying time.
>
>
Message 50
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|
| Subject: | Re: Flying IFR in RVs WAS: Air Box Advisory/IFR Prof.Check |
Ride
--> RV-List message posted by: Dick Pettigrew <davepetrv6@comcast.net>
I built my RV6A originally as a VFR aircraft with King 135A GPS/COM but all of
the other IFR required Instruments. When I decided to get an instrument rating
I added a KX155 Navcom and an audio panel. I did all my training in the RV
and when it came time to take the check ride I had the instructor ask the examiner
if he would do this . He was OK with it and I sat the check ride and passed
. I was allowed to use anything in the plane as supporting instruments. I
think that the RV makes you work in real IFR, I have no autopilot , and compared
to flying Cherokees and such it is easy to get off the altitude if you get
distracted. I would check around and make sure that both the Instructor and Examiner
are comfortable with doing this .
Message 51
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|
| Subject: | Re: RV-10 and a Sensenich F/P Prop |
--> RV-List message posted by: eregensburg <eregensburg@triad.rr.com>
f/p prop sounds good to me !!I believe...As the saying goes... KISS Keep It
Simple S...
Ed
RV6A &
buying the RV 10 kit when available!!!
On Wed, 26 Feb 2003 23:07:03 0000 "Brian Denk" <akroguy@hotmail.com> wrote.
>--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
>
>
>>--> RV-List message posted by: P M Condon <pcondon@mitre.org>
>>
>>I was in contact with Ed Z. at Sensenich propeller to see if there was
>>any interest from Sensenich on producing a F/P prop for the RV-10.
>>Depending on the interest level from the RV building community, Ed would
>>entertain this if there was a demand for it. Its a few years from now as
>>far as Vans supplying a kit, and the first few builders start flying.
>>Does anyone have a opinion on a preference on a Hard$ell C/$ prop or
>>Sensenich F/P for the RV-10? I personally would go with the F/P because
>>of the cost savings and marginal performance gains, especially on a Vans
>>product. I know the C/S guys can shave 50 or 100 feet off my takeoff
>>distance, but 300 foot takeoffs are fine for me.....
>>
>>Not looking to start a war over the merrit of one type over the other, I
>>am looking to see what kind of interest there would be for such a prop
>>from Sensenich from the potential RV-10 builders......
>>
>
>For the RV-10, I would do all I can to fund the constant speed. It's
simply
>the best option for a touring/family wagon type of flying machine. You get
>best utilization of available engine power, climb rate, and lowest noise
>from dialing back the rpm in cruise. To install a fixed pitch on the RV-10
>I liken to having a fixed speed transmission in a Cadillac. Yeah, it'll
>drive, but won't be much fun. The FP is fine for the majority of the
>current RV models, and I've been most happy with the Sensenich on my RV8.
>
> If I choose to build a -10, the constant speed will be top on my
wishlist.
> Still, I fully support Sensenich in coming up with a FP for the airplane.
>I'm sure they would do a terrific job.
>
>Brian Denk
>RV8 N94BD
>
>
Message 52
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|
--> RV-List message posted by: Kysh <vans-dragon@lapdragon.org>
Me, I've always just liked my DC 10-30s with the sheepskin headrest and the
gel earseals. A $1000 headset is a lot of flying for a poor sap like me.
-Kysh
--
| 'Life begins at 120kias' - http://www.lapdragon.org/flying |
| CBR-F4 streetbike - http://www.lapdragon.org/cbr |
| 1968 Mustang fastback - http://www.lapdragon.org/mustang |
| Got 'nix? - http://www.infrastructure.org/ |
| KG6FOB - http://www.lapdragon.org/ham |
| Give blood: Play Hockey! http://www.unixdragon.com/ |
Message 53
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|
| Subject: | IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: mstewart@qa.butler.com
Yes Dana you are correct, my instructor and DER were wrong.
Now that said, 2 out of three DER's(I only spoke to 3 so dont call it a
statisticacally significant sample), agreed on the point that they would be
happy to give the check ride with my equipment and allow me to do a DME arc
with no dme, and ndb hold with no ndb and so forth. So although they may be
technically wrong, I did complete all my training and my check ride without
the equipment and what amounts to less than 3k worth of new navigation
equipment to safely and accurately shoot an approach, fly a dme & ndb hold
etc. Thats really all I was getting at when the poster asked about equipment
for the check ride.
Now Im not going to bother with the day to day IFR that I fly cause it is a
personal choice I make, given my skills, the reg's, and the various
interpretations to them, with my equipment as to wether Im legal, or can
file /g for enroute with my 295 and so forth, wether ins will cover in an
accident and so forth. Its a whole other can of worms.
And Dave if your reading this. What did I tell you?
Mike Stewart
6A
-----Original Message-----
From: Dana Overall
Subject: RE: RV-List: IFR Prof.Check Ride, was IFR in RV's
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
Mike,
While the examiner may be correct in his assumption that the Garmin is
better than the ADF in identifing the fix, I hate to go straight to the
point here, but he was wrong. You must have the equipment on board
(certified) appropriate to the ground facilities to be used. In this
case
it clearly would be the ADF. The Garmin could only be used for
situational
awareness only. Another example was be a LOC/DME, if it says it in the
heading of the approach plate, you must have that equipment on board to
legally shoot the approach. The Garmin sure would give you a miles
readout,
but it wouldn't be legal. With that said, in my Bonanza, I use the
extended
centerline of the handheld GPS to approximate the time ATC will turn me
for
my 30 degree intercept of the LOC or when I should be looking for the
needle
to become active. This is even though I have an approach certified,
moving
map GPS on board. To be legal, if it says you have to have it, it must
me a
certified piece in the airplane.
Like someone else said, you can have a certified GPS on board but still
not
have a approach certified GPS. The sensitivity of an approach certified
GPS
steps "down" form inroute to terminal to approach. It also lets you
know if
really knows where it's at (how's that for laymans terms).
Man, I got long winded.............gimme a beer and settle me down a
bit.
Dana Overall
Richmond, KY
http://rvflying.tripod.com
do not archive
>From: mstewart@qa.butler.com
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RE: RV-List: IFR Prof.Check Ride, was IFR in RV's
>Date: Wed, 26 Feb 2003 16:27:52 -0500
>
>--> RV-List message posted by: mstewart@qa.butler.com
>
>I like Freds response, and he is correct. Here is what the EAA said
>recently
>in a memo released.
>
>"It is important to note that the GPS is approved for "supplemental"
>navigation only. A primary system based on ground facilities must be
>installed in the aircraft as well. This requirement is
>found in Part 91.205(d), by way of the following statement:
>"Two-way radio communications system and navigational equipment
appropriate
>to the ground facilities to be used."
>
>Now I have neither DME, ADF, or NDB units in my plane. My examiner
allowed
>the use of my panel mounted handheld for identification of the fix, as
a
>primary instrument saying "That thing (garmin 295) is more accurate
than
>the
>ndb ever though about being." I preformed NDB hold with only the 295.
>
>Further, he also said that the reference to "by reference to ground
based
>equipment", to him meant that if the 295 identified the ground based
fix,
>then by all means use it.
>
>I thought that was pretty good for a 77 year old man.
>
>Still, although the EAA memo says you need an NDB to do an NDB
approach,
>still others disagree. The only ones that count are you, your
instructor,
>and your DER. Oh and maybe the FAA during the accident investigation.
>
>
>Mike Stewart
>Do not archive
>Full EAA memo here:
>http://members.eaa.org/home/homebuilders/faq/Equipping%20a%20Homebuilt%
20for
>%20IFR%20operations.html
>
>
>-----Original Message-----
>From: Stucklen, Frederic IFC [mailto:Fred.Stucklen@UTCFuelCells.com]
>To: 'Dave von Linsowe'; Stucklen, Frederic IFC" "'RV-List'
>Subject: RV-List: IFR Prof.Check Ride, was IFR in RV's
>
>--> RV-List message posted by: "Stucklen, Frederic IFC"
><Fred.Stucklen@UTCFuelCells.com>
>
>The Garmin 196 is non-certified, and therefore can not be a substitute
for
>the PRIMARY equipment for the approach. (The primary equipment for the
>approach is defined in the approach plate). IF you are required to
shoot an
>NDB approach, don't have an NDB on board, the Garmin 196 can not
legally be
>used. If you have a certified GPS and/or NDB on board, by all means use
>what
>ever equipment you have in the cockpit .
> During my IFR check ride in my RV-6A, the examiner critized me for
not
>utilizing a non-certified GPS for an NDB approach. He expected me to
use
>all
>resources at my disposal. Unfortunately, most instructors will not
teach
>you
>that way.....
>
>Fred Stucklen
>RV-6A N926RV Reserved
>
>
>-----Original Message-----
>From: Dave von Linsowe [mailto:davevon@tir.com]
>To: Stucklen, Frederic IFC; 'RV-List'
>Subject: Re: IFR Prof.Check Ride, was IFR in RV's
>
>
>That brings up another question. What does an IFR Approach Certified
GPS
>have that a Garmin 196 wouldn't have?
>
>Dave
>RV-6
>
>
Message 54
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| Subject: | RV-10 and a Sensenich F/P Prop |
--> RV-List message posted by: mstewart@qa.butler.com
I will have a c/s on my -10
Mike Stewart
<snip>
Does anyone have a opinion on a preference on a Hard$ell C/$ prop or
Sensenich F/P for the RV-10? <snip
Message 55
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| Subject: | Re: RV-10 and a Sensenich F/P Prop |
--> RV-List message posted by: "Aircraft Technical Book Company" <winterland@rkymtnhi.com>
My leanings at this point are to an MT prop on the -10. The MT, (while
ridiculously expensive, is considerably lighter than the Hartzell. Lighter
enough to perhaps consider the heavier 290-300 hp 0-540s while maintaining
the same CG as a 260 hp Lycoming with a heavy Hartzell.
On the other hand, we'll wait and see until when a -10 actually exists.
Until then, while this conversation may be fun, its sort of meaningless.
Andy
> >>Does anyone have a opinion on a preference on a Hard$ell C/$ prop or
> >>Sensenich F/P for the RV-10? I personally would go with the F/P because
>
Message 56
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| Subject: | IFR Prof.Check Ride) |
--> RV-List message posted by: "Jim Brownfield" <Jim_Brownfield@radical.com>
Hi Guys,
I subscribed to the RV lists to research the possibility of building one,
but I have a thought relative to the current world situation and the use of
GPS. (note I didn't say it was necessarily a *good* thought :) ).
Although the military has said they will not encrypt GPS, there have been
some threats recently that relate to the use of GPS to guide terrorist
biological/chemical weapons. My guess is that there is a real possibility
of GPS going crypto soon for some indeterminate amount of time. Also, the
ease with which GPS can be jammed has been a news topic of late.
With this in mind, recent world events may cause GPS to become unusable for
some period of time.
You might want to keep this in mind if you heavily use GPS in IMC conditions
(especially non-certified units that may not indicate their failure as
readily).
Safe flying,
Jim
--
Jim Brownfield
(Still researching kits)
Message 57
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| Subject: | Re: Wiring Hobbs and 12Volt |
--> RV-List message posted by: Bill Dube <bdube@boulder.nist.gov>
At 04:17 PM 2/26/2003, you wrote:
>--> RV-List message posted by: "Wayne R. Couture" <commando@cox-internet.com>
>
>Sorry, I don't understand what flying time has to do with anything! A
>Hobb's meter is used for engine run time for proper service intervals. The
>oil pressure switch is the best indicator for this and the way I will run my
>Hobb's. I would be extreamly worried about purchasing a plane with a Hobb's
>connected like you describe. It could have hundreds of hours more than the
>Hobb's meter indicates!
>Flame on!
The fellow said he didn't have an oil pressure switch and asked
how else he could run the Hobbs meter. The alternator field enable wire is
a pretty good substitute. Why on earth would you fly (or even run) an RV
with the alternator turned off? It would be about the same as flying with
the master switch turned off with the oil pressure style set up. What is
the difference?
Message 58
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| Subject: | RV-10 and a Sensenich F/P Prop |
--> RV-List message posted by: "John Huft" <aflyer@direcway.com>
I used to rent an early model Cherokee 235 with a fixed pitch prop (O-540
Lyc 235 HP), so there is one out there already certified. Sorry I can't name
the prop.
John
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of P M Condon
Subject: RV-List: RV-10 and a Sensenich F/P Prop
--> RV-List message posted by: P M Condon <pcondon@mitre.org>
I was in contact with Ed Z. at Sensenich propeller to see if there was
any interest from Sensenich on producing a F/P prop for the RV-10.
Depending on the interest level from the RV building community, Ed would
entertain this if there was a demand for it. Its a few years from now as
far as Vans supplying a kit, and the first few builders start flying.
Does anyone have a opinion on a preference on a Hard$ell C/$ prop or
Sensenich F/P for the RV-10? I personally would go with the F/P because
of the cost savings and marginal performance gains, especially on a Vans
product. I know the C/S guys can shave 50 or 100 feet off my takeoff
distance, but 300 foot takeoffs are fine for me.....
Not looking to start a war over the merrit of one type over the other, I
am looking to see what kind of interest there would be for such a prop
from Sensenich from the potential RV-10 builders......
Message 59
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| Subject: | Re: RV-10 and a Sensenich F/P Prop |
--> RV-List message posted by: "Larry Pardue" <n5lp@carlsbad.net>
> --> RV-List message posted by: "John Huft" <aflyer@direcway.com>
>
> I used to rent an early model Cherokee 235 with a fixed pitch prop (O-540
> Lyc 235 HP), so there is one out there already certified. Sorry I can't
name
> the prop.
>
> John
It's certified for the Cherokee 235, but the question is, is it wise to
repitch that prop to what it would need to be for the RV-10. My strong
guess is no. After all, there are props certified for the O-320 powered
Cessna 172 that are manifestly unsuitable for an O-320 powered RV-7. In
fact you would be severely risking life and limb to use that prop on an RV.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://www.carlsbadnm.com/n5lp/index.htm
Message 60
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--> RV-List message posted by: "Russ Alnutt" <rsalnutt@inreach.com>
I've used David Clark headsets for around20 years and like them very much. I Tried
a set of Lightspeed 25XL and am very pleased. I can actually hear tones and
voices that other people can't hear. I ordered another set for my wife and she
won't let anyone else wear them.
Message 61
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|
| Subject: | Gyro overhaul vendor |
--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
Listers,
My vacuum attitude indicator is in dire need of overhaul. Do any of you
have a reputable, economical gyro overhaul vendor you like to deal with? I
just want to swap out my Edo Aire for a like model.
Thanks,
Brian Denk
RV8 N94BD
Message 62
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| Subject: | Re: Wiring Hobbs and 12Volt |
--> RV-List message posted by: Dave Bristol <bj034@lafn.org>
Yes, connecting the Hobbs to the alternator works just fine. Mine's been wired
like that since the beginning. If you have Van's 35A alternator, use the white
wire that they tell you to cut off. Works perfectly.
These are not rental aircraft so who cares if the Hobbs goes off with the
alternator switch? I don't fly with the alternator turned off, and I don't know
anyone who does.
Dave RV6, So. Cal
Bill Dube wrote:
>
> I am not intimately familiar will aircraft alternators, but a do
> know car alternators pretty well. Typically, there is a wire that runs from
> the ignition switch to the alternator to turn on the field windings. The
> same wire operates the "ALT" idiot light on the dash. (The light is in
> series between the alternator and the keyswitch.) Are aircraft alternators
> typically wired the same way? If so, you could probably connect the Hobbs
> meter to this terminal on the alternator. This terminal is live when the
> alternator is running and is pulled to ground when the alternator is not
> producing power. At least that is the way it works on car alternators.
>
Message 63
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| Subject: | Re: N2GX First Flight |
--> RV-List message posted by: Dave Bristol <bj034@lafn.org>
Mark Antenbring wrote:
>
> BTW, With all these people flying around with unlocked canopies, maybe a
> warning light on the dash wired to a microswitch on the lock lever would be
> prudent.
Or maybe a CHECK LIST?
Dave, been there done that with my slider.
Message 64
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| Subject: | Re: Wiring Hobbs and 12Volt |
--> RV-List message posted by: "mark phillips" <mphill@gcctv.com>
The majority of aircraft I rent has the Hobbs attached to a oil pressure
switch
----- Original Message -----
From: "Bill Dube" <bdube@boulder.nist.gov>
Subject: Re: RV-List: Re: Wiring Hobbs and 12Volt
> --> RV-List message posted by: Bill Dube <bdube@boulder.nist.gov>
>
> At 04:17 PM 2/26/2003, you wrote:
> >--> RV-List message posted by: "Wayne R. Couture"
<commando@cox-internet.com>
> >
> >Sorry, I don't understand what flying time has to do with anything! A
> >Hobb's meter is used for engine run time for proper service intervals.
The
> >oil pressure switch is the best indicator for this and the way I will run
my
> >Hobb's. I would be extreamly worried about purchasing a plane with a
Hobb's
> >connected like you describe. It could have hundreds of hours more than
the
> >Hobb's meter indicates!
> >Flame on!
>
> The fellow said he didn't have an oil pressure switch and asked
> how else he could run the Hobbs meter. The alternator field enable wire is
> a pretty good substitute. Why on earth would you fly (or even run) an RV
> with the alternator turned off? It would be about the same as flying with
> the master switch turned off with the oil pressure style set up. What is
> the difference?
>
>
Message 65
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| Subject: | Holes in firewall |
--> RV-List message posted by: "Shemp" <shempdowling@earthlink.net>
Since reading the post yesterday regarding a new stainless steel heat box, Im a
little concerned about the holes I patched on my firewall with .032 AL. I removed
the two thru-firewall fittings used to bring vent air into the cockpit before
the NACA scoops arrived and had to patch the holes. I samwiched the firewall
with the 032 and riveted it on. Im wondering if I should have used stainless
instead. Any opinions?
Jeff Dowling
Message 66
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| Subject: | lycoming fuel pump capacity? |
--> RV-List message posted by: "Shemp" <shempdowling@earthlink.net>
Help, I have an 0-360 that Im trying to convert to fuel injection. I have a bendix
fuel injector and am wondering if I need to upgrade my engine fuel pump to
one of higher capacity. How about the electric pump requirements? Im thinking
about buying Vans kit but Im not sure if I need all of it. Has anyone else
done this?
Jeff Dowling
Message 67
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| Subject: | Re: Bose Headsets |
--> RV-List message posted by: "Shemp" <shempdowling@earthlink.net>
send em in to headsets inc!
----- Original Message -----
From: "George McNutt" <gmcnutt@intergate.ca>
Subject: RV-List: Bose Headsets
> --> RV-List message posted by: "George McNutt" <gmcnutt@intergate.ca>
>
>
> Thanks to everyone who replied to my question, are Bose headsets worth the
> extra money they go for (used) on E-bay? Answers indicate it's about a
50/50
> split between those who love their Bose headsets and those that have tried
> them and prefer other makes, or suprisingly other Bose models. For the
> archives here is a summary of the answers re Bose followed by some general
> headset answers.
>
> Bose heavy, prefer Sennheiser HMEC 400.
>
> Prefer Peltor 7005 with Headsets Inc ANR conversion, Bose puts pressure on
> ear.
>
> Tried Lightspeed, David Clark & Sennheiser, Bose best, wouldn't buy
anything
> else.
>
> Bose most comfortable, Denali a close second.
>
> Like 8 yr old Bose.
>
> Like Lightspeed better in RV, Bose can't handle the loud noise in RV
however
> prefer the Bose in my Cessna.
>
> Using Bose series I & II in RV, would not fly without them. Bose series X
> not comfortable for me.
> Tried & returned David Clark ANR.
>
> Using Lightspeed 25K, Do not think that friends Bose was worth the extra
> money.
> ---------------------------------
>
> General comments - David Clarks heavy & have too much clamping pressure,
> Lightspeed XL series have good electronics but too fat headband, DRE-6000
> best for money, David Clark ANR and Flightcom Classic ANR work really well
> in RV, traded Lightspeed 20XL's for QFR's and love them.
> All comments about Headsets Inc ANR kits were positive.
>
> Thanks guys, from all your feedback I have decided not to bid on the Bose
> headsets on E-bay. I currently have passive Peltor 7004's and find them
> comfortable, so, anyone have Peltor ANR's they want to sell?
>
> George McNutt
> Langley, BC
> 6A - flying
>
>
Message 68
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| Subject: | Re: IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: "Dave von Linsowe" <davevon@tir.com>
Thanks Mike.
There was a discussion on the list, not to long ago, about certified systems
in an experimental airplane. It became rather lengthy, but I don't think
it touched on the IFR certified GPS issue.
On a different topic.
I just mounted my Com, VOR/localizer, marker beacon and transponder antennas
internally and pickup about 5.5 mph. That's using pressure altitude and
same temp days. I'm using the Bob Archer antennas and so far they seem to
be working great!
Dave
RV-6
The need for (more) speed---->
----- Original Message -----
From: <mstewart@qa.butler.com>
Subject: RE: RV-List: IFR Prof.Check Ride, was IFR in RV's
> --> RV-List message posted by: mstewart@qa.butler.com
>
> Yes Dana you are correct, my instructor and DER were wrong.
>
> Now that said, 2 out of three DER's(I only spoke to 3 so dont call it a
> statisticacally significant sample), agreed on the point that they would
be
> happy to give the check ride with my equipment and allow me to do a DME
arc
> with no dme, and ndb hold with no ndb and so forth. So although they may
be
> technically wrong, I did complete all my training and my check ride
without
> the equipment and what amounts to less than 3k worth of new navigation
> equipment to safely and accurately shoot an approach, fly a dme & ndb hold
> etc. Thats really all I was getting at when the poster asked about
equipment
> for the check ride.
>
> Now Im not going to bother with the day to day IFR that I fly cause it is
a
> personal choice I make, given my skills, the reg's, and the various
> interpretations to them, with my equipment as to wether Im legal, or can
> file /g for enroute with my 295 and so forth, wether ins will cover in an
> accident and so forth. Its a whole other can of worms.
>
> And Dave if your reading this. What did I tell you?
>
> Mike Stewart
> 6A
Message 69
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| Subject: | IFR Prof.Check Ride, was IFR in RV's |
--> RV-List message posted by: "" <tx_jayhawk@excite.com>
FWIW...I just recently finished my IFR rating with the "minimum" IFR configuration.
My plane was a Cherokee with one com and one ILS (no DME, ADF, 2nd VOR,
etc). To meet the PTS, you have to be able to do three approaches (1 precision
and 2 non-precision). On my particular plane the precision was ILS, and the
non-precision were VOR and LOC BC. It was quite a workout identifying a VOR
radial as a FAF on the LOC BC with only one VOR head. I actually ended up doing
a VOR DME on the test, and he had me use my VFR GPS for distance information.
You do have to be prepared for anything on the verbal, as they don't necessarily
just ask questions pertinent to your plane.
Scott
--- On Wed 02/26, < mstewart@qa.butler.com > wrote:
From: [mailto: mstewart@qa.butler.com]
Subject: RE: RV-List: IFR Prof.Check Ride, was IFR in RV's
--> RV-List message posted by: mstewart@qa.butler.com
Yes Dana you are correct, my instructor and DER were wrong.
Now that said, 2 out of three DER's(I only spoke to 3 so dont call it a
statisticacally significant sample), agreed on the point that they would be
happy to give the check ride with my equipment and allow me to do a DME arc
with no dme, and ndb hold with no ndb and so forth. So although they may be
technically wrong, I did complete all my training and my check ride without
the equipment and what amounts to less than 3k worth of new navigation
equipment to safely and accurately shoot an approach, fly a dme & ndb hold
etc. Thats really all I was getting at when the poster asked about equipment
for the check ride.
Now Im not going to bother with the day to day IFR that I fly cause it is a
personal choice I make, given my skills, the reg's, and the various
interpretations to them, with my equipment as to wether Im legal, or can
file /g for enroute with my 295 and so forth, wether ins will cover in an
accident and so forth. Its a whole other can of worms.
And Dave if your reading this. What did I tell you?
Mike Stewart
6A
-----Original Message-----
From: Dana Overall
Subject: RE: RV-List: IFR Prof.Check Ride, was IFR in RV's
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
Mike,
While the examiner may be correct in his assumption that the Garmin is
better than the ADF in identifing the fix, I hate to go straight to the
point here, but he was wrong. You must have the equipment on board
(certified) appropriate to the ground facilities to be used. In this
case
it clearly would be the ADF. The Garmin could only be used for
situational
awareness only. Another example was be a LOC/DME, if it says it in the
heading of the approach plate, you must have that equipment on board to
legally shoot the approach. The Garmin sure would give you a miles
readout,
but it wouldn't be legal. With that said, in my Bonanza, I use the
extended
centerline of the handheld GPS to approximate the time ATC will turn me
for
my 30 degree intercept of the LOC or when I should be looking for the
needle
to become active. This is even though I have an approach certified,
moving
map GPS on board. To be legal, if it says you have to have it, it must
me a
certified piece in the airplane.
Like someone else said, you can have a certified GPS on board but still
not
have a approach certified GPS. The sensitivity of an approach certified
GPS
steps "down" form inroute to terminal to approach. It also lets you
know if
really knows where it's at (how's that for laymans terms).
Man, I got long winded.............gimme a beer and settle me down a
bit.
Dana Overall
Richmond, KY
http://rvflying.tripod.com
do not archive
>From: mstewart@qa.butler.com
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RE: RV-List: IFR Prof.Check Ride, was IFR in RV's
>Date: Wed, 26 Feb 2003 16:27:52 -0500
>
>--> RV-List message posted by: mstewart@qa.butler.com
>
>I like Freds response, and he is correct. Here is what the EAA said
>recently
>in a memo released.
>
>"It is important to note that the GPS is approved for "supplemental"
>navigation only. A primary system based on ground facilities must be
>installed in the aircraft as well. This requirement is
>found in Part 91.205(d), by way of the following statement:
>"Two-way radio communications system and navigational equipment
appropriate
>to the ground facilities to be used."
>
>Now I have neither DME, ADF, or NDB units in my plane. My examiner
allowed
>the use of my panel mounted handheld for identification of the fix, as
a
>primary instrument saying "That thing (garmin 295) is more accurate
than
>the
>ndb ever though about being." I preformed NDB hold with only the 295.
>
>Further, he also said that the reference to "by reference to ground
based
>equipment", to him meant that if the 295 identified the ground based
fix,
>then by all means use it.
>
>I thought that was pretty good for a 77 year old man.
>
>Still, although the EAA memo says you need an NDB to do an NDB
approach,
>still others disagree. The only ones that count are you, your
instructor,
>and your DER. Oh and maybe the FAA during the accident investigation.
>
>
>Mike Stewart
>Do not archive
>Full EAA memo here:
>http://members.eaa.org/home/homebuilders/faq/Equipping%20a%20Homebuilt%
20for
>%20IFR%20operations.html
>
>
>-----Original Message-----
>From: Stucklen, Frederic IFC [mailto:Fred.Stucklen@UTCFuelCells.com]
>To: 'Dave von Linsowe'; Stucklen, Frederic IFC" "'RV-List'
>Subject: RV-List: IFR Prof.Check Ride, was IFR in RV's
>
>--> RV-List message posted by: "Stucklen, Frederic IFC"
><Fred.Stucklen@UTCFuelCells.com>
>
>The Garmin 196 is non-certified, and therefore can not be a substitute
for
>the PRIMARY equipment for the approach. (The primary equipment for the
>approach is defined in the approach plate). IF you are required to
shoot an
>NDB approach, don't have an NDB on board, the Garmin 196 can not
legally be
>used. If you have a certified GPS and/or NDB on board, by all means use
>what
>ever equipment you have in the cockpit .
> During my IFR check ride in my RV-6A, the examiner critized me for
not
>utilizing a non-certified GPS for an NDB approach. He expected me to
use
>all
>resources at my disposal. Unfortunately, most instructors will not
teach
>you
>that way.....
>
>Fred Stucklen
>RV-6A N926RV Reserved
>
>
>-----Original Message-----
>From: Dave von Linsowe [mailto:davevon@tir.com]
>To: Stucklen, Frederic IFC; 'RV-List'
>Subject: Re: IFR Prof.Check Ride, was IFR in RV's
>
>
>That brings up another question. What does an IFR Approach Certified
GPS
>have that a Garmin 196 wouldn't have?
>
>Dave
>RV-6
>
>
Join Excite! - http://www.excite.com
The most personalized portal on the Web!
Message 70
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| Subject: | Re: Holes in firewall |
--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
Hi Jeff
Yes use the stainless. Also look for all those small holes and slits that
are not overly obvious and fill them with Silicone sealer, RTV or fireproof
what have you that will help to keep out nasty smells during day to day
flying and God forbid the nastier byproducts of fire!
Jim in Kelowna
----- Original Message -----
From: "Shemp" <shempdowling@earthlink.net>
Subject: RV-List: Holes in firewall
> --> RV-List message posted by: "Shemp" <shempdowling@earthlink.net>
>
> Since reading the post yesterday regarding a new stainless steel heat box,
Im a little concerned about the holes I patched on my firewall with .032 AL.
I removed the two thru-firewall fittings used to bring vent air into the
cockpit before the NACA scoops arrived and had to patch the holes. I
samwiched the firewall with the 032 and riveted it on. Im wondering if I
should have used stainless instead. Any opinions?
> Jeff Dowling
>
>
Message 71
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| Subject: | fuel primer circuit on O-360 |
--> RV-List message posted by: "George McNutt" <gmcnutt@intergate.ca>
--> RV-List message posted by: DWENSING@aol.com
Have searched the archive on this and found no answer so seeking help from
some knowlegeable/experinced builders.
Is there a reason why almost all of the primer lines I see on O-360 and
O-320
powered RVs are on the bottom ports of the heads and the lines are routed on
the outside of the baffling. I would like to put the primer on the top of
the
engine and run the lines off from an aluminum distribution manifold mounted
on the top of the engine behind the lift ring.
Dale Ensing
Hi Dale
For a picture of the primer setup you propose go to
www.vansairforce.org/airplanes click on the picture of C-GJTY (upper right),
this will lead to a bigger picture of my aircraft and at the bottom of page
a "click here" for more photos and info about C-GJTY. Use the "click here"
to take you to pictures of engine plumbing and the primer setup you propose.
George McNutt
Langley, B.C.
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