Today's Message Index:
----------------------
1. 12:55 AM - Re: RV Turboprop (Mills, Trevor R)
2. 03:08 AM - Re: RV Turboprop (Kevin Horton)
3. 04:55 AM - Re: RV Turboprop do not archive (WALTER KERR)
4. 05:42 AM - Re: RV Turboprop do not archive (John Huft)
5. 06:04 AM - Alternator Mount (RV6AOKC@aol.com)
6. 07:06 AM - Re: Fw: F-688 ? for slider. (Doug Gray)
7. 07:19 AM - Re: Alternator Mount (Mark Phillips)
8. 07:54 AM - Re: RV Turboprop (kempthornes)
9. 08:21 AM - EFI was RV Turboprop (Chris W)
10. 08:54 AM - tip-up canopy frame (thomas a. sargent)
11. 08:55 AM - Re: RV Turboprop/proving speed claims (Boyd C. Braem)
12. 08:57 AM - WAS>>> RV Turboprop NOW >>>[How do we define BETTER?] (James E. Clark)
13. 09:03 AM - Re: Alternator Mount (Vanremog@aol.com)
14. 09:15 AM - Re: Alternator Mount (Kyle Boatright)
15. 09:40 AM - Clear wingwalk material? (Emmanuelle Richard)
16. 09:55 AM - Re: EFI was RV Turboprop (kempthornes)
17. 10:01 AM - Re: tip-up canopy frame (Dan Checkoway)
18. 10:47 AM - Re: EFI was RV Turboprop (Charlie & Tupper England)
19. 11:33 AM - Collins Avionics stack on Ebay (Dana Overall)
20. 11:41 AM - RPM Limitations (DPrestonsr@aol.com)
21. 11:44 AM - TEL (Wheeler North)
22. 12:11 PM - Re: Alternator Mount (Mark Phillips)
23. 12:26 PM - Re: EFI was RV Turboprop (Konrad Werner)
24. 12:41 PM - Re: WAS>>> RV Turboprop NOW >>>[How do we define BETTER?] (Tedd McHenry)
25. 12:56 PM - Re: RPM Limitations (Dwpetrus@aol.com)
26. 01:42 PM - Turbo Prop (Norman)
27. 02:31 PM - Re: TEL (Art Glaser)
28. 03:23 PM - Re: LED light source (Flexible Electroluminescent Lighting, 888 457-0117)
29. 03:26 PM - Re: RPM Limitations (Randall Henderson)
30. 03:29 PM - Re: RPM Limitations (Dougpsr@aol.com)
31. 04:28 PM - RV6 Wings Install (J. R. Dial)
32. 06:04 PM - Q. - ElectroAir ignition mounting (Fred Stucklen)
33. 06:06 PM - Non RV message to our veterans. (Pete Elia)
34. 07:52 PM - Fuel Valve Concerns (Eustace Bowhay)
35. 08:01 PM - Re: RPM Limitations (Alex Peterson)
36. 09:20 PM - Re: Non RV message to our veterans. (Tom Gummo)
37. 09:34 PM - Re: Non RV message to our veterans. (Jerry Springer)
38. 09:41 PM - Re: RPM Limitations (James E. Clark)
39. 10:06 PM - Re: WAS>>> RV Turboprop NOW >>>[How do we define BETTER?] (James E. Clark)
40. 10:31 PM - Re: Alternator Mount (Vanremog@aol.com)
Message 1
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RV Turboprop |
--> RV-List message posted by: "Mills, Trevor R" <MillsTR@az1.bp.com>
can anyone tell me about the new V6 from Rotax, re h/p
Trevor Mills
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RV Turboprop |
--> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
>--> RV-List message posted by: Rob Prior <rv7@b4.ca>
>
>Kevin Horton wrote:
>> --> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
>> I do agree
>> that I would love to have a modern replacement for the Lycosaur.
>
>And:
>
>> But, I'd sure want to see some good service history before I bought
>> an engine,
>
>Am I the only one who sees these as being almost mutually exclusive? If you
>have an engine that's "modern" compared to a Lycoming, it's unlikely to have
>the service history to show it being as reliable. And if it's got the
>service history to show it being as reliable, it's unlikely to be very
>"modern", if you look closely at it.
>
>I'm all for an alternative to a Lycoming engine. But I also accept that I
>will have to assume that my aircraft will have a different set of teething
>pains if I end up with a non-Lycoming powerplant. That's not to say it will
>be more or less reliable, but it will have it's own set of problems/benefits
>that will be different from a Lycoming installation.
>
>--
>---------
>Rob Prior
It all depends on your definition of modern. I would be happy with
liquid cooling, electronic ignition and electronic fuel injection.
This technology has been around for decades. I don't expect to see
variable valve timing, or oval pistons, etc.
The first batches of a new engine design from a small company is
pretty much guaranteed to have teething pains. That is the price you
pay for trying something new. I'm more worried about questions such
as how frequent the engine failures are, how many hours the engines
can go before overhaul, and whether the company can provide
reasonable support. I'd sure like to see five years of service
history on a good number of engines before I head out over the trees
in one.
If everyone had the same perspective I have, then any new engine
design would be doomed to failure. The small companies that come up
with these new engine ideas are counting on the optimistic risk-taker
types to buy the first engines, to produce the service history that
the cautious guys like me want to see.
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RV Turboprop do not archive |
--> RV-List message posted by: "WALTER KERR" <kerrjb@msn.com>
I'd sure like to see five years of service
> history on a good number of engines before I head out over the trees
> in one.
>
> If everyone had the same perspective I have, then any new engine
> design would be doomed to failure. The small companies that come up
> with these new engine ideas are counting on the optimistic risk-taker
> types to buy the first engines, to produce the service history that
> the cautious guys like me want to see.
> --
> Kevin Horton RV-8 (finishing kit)
> Ottawa, Canada
> http://go.phpwebhosting.com/~khorton/rv8/
Hi Kevin,
You are the type that should be out there testing new "STUFF" with your
background! (GRIN)
Seriously we owe what we in the world of homebuilt aircraft to folks that
were willing to step out on a limb and do new things and you have all the
qualifications to do it in a sane manner.
Bernie Kerr, 6A flying, 9A rotary building
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | RV Turboprop do not archive |
--> RV-List message posted by: "John Huft" <aflyer@direcway.com>
One thing I have noticed in my years of flying (34 in Sept.), is that the
more experienced a pilot is, the more conservative he is in all aspects of
his flying. When we are young and invincible, we are risk takers, but after
we have had a few good scares, we back off a little (or a lot). So maybe it
is up to the young among us to try the new stuff.
One observation I have made is that with the low stall speed and wide
envelope of the RVs, you couldn't ask for a better test platform.
The opening for new engine manufacturers is to follow in Tracy Crook's
footsteps. Get out there and fly it. Put some hours on it. Enter events like
the Sun 100 and prove that the engine is producing rated power.
One thing that is cracking me up lately is the number of people who CLAIM to
have O-so-fast airplanes, but never seem to enter a race. The Sun 100 is a
great BS filter. I can even think of a couple of listers who live in
Florida....
John Huft RV8
Pagosa Springs, CO
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of WALTER KERR
Subject: Re: RV-List: RV Turboprop do not archive
--> RV-List message posted by: "WALTER KERR" <kerrjb@msn.com>
I'd sure like to see five years of service
> history on a good number of engines before I head out over the trees
> in one.
>
> If everyone had the same perspective I have, then any new engine
> design would be doomed to failure. The small companies that come up
> with these new engine ideas are counting on the optimistic risk-taker
> types to buy the first engines, to produce the service history that
> the cautious guys like me want to see.
> --
> Kevin Horton RV-8 (finishing kit)
> Ottawa, Canada
> http://go.phpwebhosting.com/~khorton/rv8/
Hi Kevin,
You are the type that should be out there testing new "STUFF" with your
background! (GRIN)
Seriously we owe what we in the world of homebuilt aircraft to folks that
were willing to step out on a limb and do new things and you have all the
qualifications to do it in a sane manner.
Bernie Kerr, 6A flying, 9A rotary building
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Alternator Mount |
--> RV-List message posted by: RV6AOKC@aol.com
A few quick questions for the wise that the archives couldn't help me with.
Im mounting a B and C L40 on an Aerosport 0-360. I have removed the flywheel
and mounted and safety wired the main mount and associated bolts. Have a few
other questions...
1. The directions indicate that the two bolts that attach the alt tension
arm are to be safety wired. Makes sense...but not sure what they should be
safety wired to...nothing close by...do I just run the safety around the
tension
arm? Drill a hole??
2. What is the correct way to adjust the tension on the belt?
3. When running the field wire and main wire where is the best place to run
it? Can it be run just under the intake manifold supported by some C-clamps
(from the back to the front) or do I need to run all the way under the
engine?
Thanks for the help.....
Kurt in OKC...
Engine Stuff...
Do Not Archive
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Fwd: F-688 ? for slider. |
--> RV-List message posted by: Doug Gray <dgra1233@bigpond.net.au>
Bill,
SC-4 does have the F-688 part illustrated, but not identified. Only
shown edgewise, so corresponds to an extra line on the elevation in the
TRH corner. Look closely on the full size plan.
Doug Gray
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternator Mount |
--> RV-List message posted by: Mark Phillips <ripsteel@edge.net>
Hi Kurt- Just installed mine but not safetied yet as I don't see a way to wire
the tension adjustment bolt, or if this is necessary- somebody chime in on this
one-
It looks like the two mounting bolts just wire to each other, I believe (mine is
the "U" shaped bracket). I ran the wires to an adel clamp on the front right
corner of the sump, then down between the intake tubes to another pair of adel
clamps on the lower engine mount tube that connects the lower right engine
vibration damper to the FW. The wires clear the intake tubes nicely. I've
noticed some builders have added firesleeve around these wires & may do the same.
From the PossumWorks
Mark
RV6AOKC@aol.com wrote:
> --> RV-List message posted by: RV6AOKC@aol.com
>
> A few quick questions for the wise that the archives couldn't help me with.
> Im mounting a B and C L40 on an Aerosport 0-360. I have removed the flywheel
> and mounted and safety wired the main mount and associated bolts. Have a few
> other questions...
>
> 1. The directions indicate that the two bolts that attach the alt tension
> arm are to be safety wired. Makes sense...but not sure what they should be
> safety wired to...nothing close by...do I just run the safety around the
> tension
> arm? Drill a hole??
>
> 2. What is the correct way to adjust the tension on the belt?
>
> 3. When running the field wire and main wire where is the best place to run
> it? Can it be run just under the intake manifold supported by some C-clamps
> (from the back to the front) or do I need to run all the way under the
> engine?
>
> Thanks for the help.....
>
> Kurt in OKC...
> Engine Stuff...
>
> Do Not Archive
>
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RV Turboprop |
--> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
At 06:02 AM 5/26/2003 -0400, you wrote:
>--> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
It all depends on your definition of modern. I would be happy with
liquid cooling, electronic ignition and electronic fuel injection.
I don't feel a need for modern so much as I do a need for :
1 - lower price
2 - less vibration
3 - more reliability
Something like the 350 V8 in my 1972 Chevy pickup would be wonderful.
EI and EFI are available for the Chevy and the Lycoming, of course.
K. H. (Hal) Kempthorne
RV6-a N7HK flying!
PRB (El Paso de Robles, CA)
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: Chris W <chrisw3@cox.net>
kempthornes wrote:
> EI and EFI are available for the Chevy and the Lycoming, of course.
I knew you could get EI from a few different vendors for a Lycoming but I
didn't know about the EFI for Lycoming. Do you have any web links for this?
do not archive
--
Chris Woodhouse
3147 SW 127th St.
Oklahoma City, OK 73170
405-691-5206
chrisw@programmer.net
N35 20.492'
W97 34.342'
"They that can give up essential liberty
to obtain a little temporary safety
deserve neither liberty nor safety."
-- Benjamin Franklin, 1759 Historical Review of Pennsylvania
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | tip-up canopy frame |
--> RV-List message posted by: "thomas a. sargent" <sarg314@earthlink.net>
I am starting on the tip-up canopy rame for my 6A. The 2 halves of the forward
channel of the frame are spliced together and the width matches the fuselage well.
The WD-625 side rails are bent so that they match the curvature of the fuselage
and are 1/8" above the main longeron. The problem is where the side rails
and the forward frame (WD-616) meet and are supposed to be spliced together.
There is a mismatch in 2 dimensions. With the forward frame clamped in place against
the sub panel (F-668), the bottom flanges of the side rail and the side
support of the frame are off by about 1/4" (the side support being higher one).
Secondly, the side rail sticks straight up, but the side support of the
frame is curving inboard. Dwg # 51 C-C' shows these 2 pieces laying against each
other, but I have a 1/2" gap between them. What has to give here?
Thanks for any ideas/experience.
--
Tom Sargent
RV-6A
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RV Turboprop/proving speed claims |
--> RV-List message posted by: "Boyd C. Braem" <bcbraem@comcast.net>
John--
I am very lucky to still be alive, because when I was young I was
concerned about trying to "impress" people with myself or my airplane.
For what? If I enter a race and beat somebody that I know is slower
than I am or lose to someone I know is faster than I am, what does that
prove?--assuming pilot skills are relatively equal--and, going from
there, in 'planes with close performance, if I beat a less experiened
pilot or get beat by a more experienced pilot, what does that prove?
The only person I care about impressing is ME. If I do something better
or faster than I did yesterday, I am a happy man and I sleep very well
that night. I really don't give a flying rat's ass what you or anyone
else think--it just really doesn't matter. I still takes risks, esp.
when I fly low and fast, but I consider them controlled risks, these
days--because I practice for them--for example, I practice saying "Oh,
shit!!!" a lot.
Boyd.
Venice, FL
do not archive
John Huft wrote:
>--> RV-List message posted by: "John Huft" <aflyer@direcway.com>
>
>One thing I have noticed in my years of flying (34 in Sept.), is that the
>more experienced a pilot is, the more conservative he is in all aspects of
>his flying. When we are young and invincible, we are risk takers,<snip>
>
>One thing that is cracking me up lately is the number of people who CLAIM to
>have O-so-fast airplanes, but never seem to enter a race. The Sun 100 is a
>great BS filter. I can even think of a couple of listers who live in
>Florida....
>
>John Huft RV8
>Pagosa Springs, CO
>
>
>
>
>
>
>
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | WAS>>> RV Turboprop NOW >>>[How do we define BETTER?] |
--> RV-List message posted by: "James E. Clark" <james@nextupventures.com>
First, I am no engine expert in the least bit. I am just a "consumer">
I concur with Kevin but his comments about electronic ignition and fuel
injection got me to thinking about the decison process I just went through
... and wonder what is the decision criteria people are using when they wax
and wane about the new "turbo-fireblaster Model 0.5" (due out next month)
engines.
[I, like anyone else would love to have a "plug replacement engine" that
delivered 10x the reliability, 2x the performance for 1/10 the the cost of a
Lyc/clone. So please take this with the notion of "thinking out loud"]
What characteristics do you want your engine to have from a functional, you
cannot touch it or see it standpoint. What is it that you want it to do that
the Lycoming and its "clones" don't do our cannot be made to do?
+ More evenly measured fuel as in Fuel Injection?? See Airflow Performance
and other options
+ Better spark for a little more gitty-up and better "mileage"?? See
ElectroAir and Lightspeed.
Burn autogas?? They do already.
Burn Jet-A?? Can't help on that one. :-)
Be cheaper?? Don't we all wish. (But Lycoming could reduce their price
anytime. Don't know if their financials could handle it but if theirs
cannot, why should we think someone else could?)
How does one seriously define "better" as opposed to "different" and
supposedly "modern and better"?
I suspect if we REALLY listed in the REAL priority the things that are
important and took an unbiased look at the Lyc's and clones, we would
probably be impressed. I think it would be an interesting exercise.
James
... ramblings
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of Kevin Horton
> Sent: Monday, May 26, 2003 6:02 AM
> To: rv-list@matronics.com
> Subject: Re: RV-List: RV Turboprop
>
>
> --> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
>
> >--> RV-List message posted by: Rob Prior <rv7@b4.ca>
> >
> >Kevin Horton wrote:
> >> --> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
> >> I do agree
> >> that I would love to have a modern replacement for the Lycosaur.
> >
> >And:
> >
> >> But, I'd sure want to see some good service history before I bought
> >> an engine,
> >
> >Am I the only one who sees these as being almost mutually
> exclusive? If you
> >have an engine that's "modern" compared to a Lycoming, it's
> unlikely to have
> >the service history to show it being as reliable. And if it's got the
> >service history to show it being as reliable, it's unlikely to be very
> >"modern", if you look closely at it.
> >
> >I'm all for an alternative to a Lycoming engine. But I also
> accept that I
> >will have to assume that my aircraft will have a different set
> of teething
> >pains if I end up with a non-Lycoming powerplant. That's not to
> say it will
> >be more or less reliable, but it will have it's own set of
> problems/benefits
> >that will be different from a Lycoming installation.
> >
> >--
> >---------
> >Rob Prior
>
> It all depends on your definition of modern. I would be happy with
> liquid cooling, electronic ignition and electronic fuel injection.
> This technology has been around for decades. I don't expect to see
> variable valve timing, or oval pistons, etc.
>
> The first batches of a new engine design from a small company is
> pretty much guaranteed to have teething pains. That is the price you
> pay for trying something new. I'm more worried about questions such
> as how frequent the engine failures are, how many hours the engines
> can go before overhaul, and whether the company can provide
> reasonable support. I'd sure like to see five years of service
> history on a good number of engines before I head out over the trees
> in one.
>
> If everyone had the same perspective I have, then any new engine
> design would be doomed to failure. The small companies that come up
> with these new engine ideas are counting on the optimistic risk-taker
> types to buy the first engines, to produce the service history that
> the cautious guys like me want to see.
> --
> Kevin Horton RV-8 (finishing kit)
> Ottawa, Canada
> http://go.phpwebhosting.com/~khorton/rv8/
>
>
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternator Mount |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 5/26/2003 6:05:39 AM Pacific Daylight Time,
RV6AOKC@aol.com writes:
> 1. The directions indicate that the two bolts that attach the alt tension
> arm are to be safety wired. Makes sense...but not sure what they should be
> safety wired to...nothing close by...do I just run the safety around the
> tension
> arm? Drill a hole??
To one another.
>
> 2. What is the correct way to adjust the tension on the belt?
So there is about 1/4" deflection midspan with normal finger pressure.
>
> 3. When running the field wire and main wire where is the best place to run
>
> it? Can it be run just under the intake manifold supported by some C-clamps
>
>
C-clamps are not the right thing. Adel clamps are.
-GV (RV-6A N1GV 605hrs)
"Two hands working together can do more than a thousand clasped in prayer." -
- anonymous
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternator Mount |
--> RV-List message posted by: "Kyle Boatright" <kyle.boatright@adelphia.net>
----- Original Message -----
From: <RV6AOKC@aol.com>
Subject: RV-List: Alternator Mount
> --> RV-List message posted by: RV6AOKC@aol.com
>
> A few quick questions for the wise that the archives couldn't help me
with.
> Im mounting a B and C L40 on an Aerosport 0-360. I have removed the
flywheel
> and mounted and safety wired the main mount and associated bolts. Have a
few
> other questions...
>
> 1. The directions indicate that the two bolts that attach the alt tension
> arm are to be safety wired. Makes sense...but not sure what they should
be
> safety wired to...nothing close by...do I just run the safety around the
> tension
> arm? Drill a hole??
>
> 2. What is the correct way to adjust the tension on the belt?
>
> 3. When running the field wire and main wire where is the best place to
run
> it? Can it be run just under the intake manifold supported by some
C-clamps
> (from the back to the front) or do I need to run all the way under the
> engine?
>
> Thanks for the help.....
>
> Kurt in OKC...
> Engine Stuff...
>
Kurt,
I found a location on the engine to safety the "top" bolt and drilled a hole
in the mounting bracket for the "bottom" bolt. 200 hours now with no
problems.
As you suggested, I ran the wires under the intake manifold.
From the archives on belt tension:
>>>begin quote<<<<
Glenn,
Service Instruction 1129A gives the methods:
1. Torque method for 3/8 " belt; 11 to 13 ft. lbs. torque at the nut
that holds the pulley on the alternator for a new belt and 7-9 ft. lbs for a
used belt.
2. Deflection method; attach a small spring scale to the belt 1/2 way
between the ring gear and alternator pulley and pull 14 lbs for a new belt
and 10 lbs for a used belt. The deflection should be 5/16". If less your
belt it too tight."
Hope you can find a copy, if not, reply and I'll get you a copy
John Holmgreen
Clinton, SC -6A flying
>>endquote<<<
KB
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Clear wingwalk material? |
--> RV-List message posted by: Emmanuelle Richard <frenchflyer21@yahoo.com>
I used some clear bathtub antiskid strips from Home
Depot (also comes in white). My plane is hangared and
the tape hasn't yellowed after 6 months. It looks
good on a polished plane and doesn't stand out as much
as the black tape. It's true that if you step on the
tape with any dirt under your feet, it will show and
it's hard to clean it.
__________________________________
http://search.yahoo.com
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RV Turboprop |
--> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
Oops, so it is just FI
hal
At 10:19 AM 5/26/2003 -0500, you wrote:
>--> RV-List message posted by: Chris W <chrisw3@cox.net>
>
>kempthornes wrote:
>
> > EI and EFI are available for the Chevy and the Lycoming, of course.
>
>I knew you could get EI from a few different vendors for a Lycoming but I
>didn't know about the EFI for Lycoming. Do you have any web links for this?
>
>do not archive
>
>
>--
>Chris Woodhouse
>3147 SW 127th St.
>Oklahoma City, OK 73170
>405-691-5206
>chrisw@programmer.net
>N35 20.492'
>W97 34.342'
>
>"They that can give up essential liberty
>to obtain a little temporary safety
>deserve neither liberty nor safety."
>-- Benjamin Franklin, 1759 Historical Review of Pennsylvania
>
>
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: tip-up canopy frame |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
Same sort of deal on the RV-7 tip-up canopy frame:
http://images.rvproject.com/images/2003/20030309_skin_flap.jpg
In that picture (right side of the plane looking aft) you can see the
mismatch of shape of the side rail and the fwd frame.
And here are some photos of what I did to "blend" that top inboard
curve...starting from flat and straight up and down to a gentle inboard
rolling curve:
http://www.rvproject.com/20030324.html
On the RV-7, the instructions mentioned that you can take a hand rivet
squeezer with flat rivet sets and kind of work that area until you get the
curve you need. That's what I did, and in combination with some sanding
down, it's nice and smooth now.
Hope this helps,
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "thomas a. sargent" <sarg314@earthlink.net>
Subject: RV-List: tip-up canopy frame
> --> RV-List message posted by: "thomas a. sargent" <sarg314@earthlink.net>
>
> I am starting on the tip-up canopy rame for my 6A. The 2 halves of the
forward channel of the frame are spliced together and the width matches the
fuselage well. The WD-625 side rails are bent so that they match the
curvature of the fuselage and are 1/8" above the main longeron. The problem
is where the side rails and the forward frame (WD-616) meet and are supposed
to be spliced together.
>
> There is a mismatch in 2 dimensions. With the forward frame clamped in
place against the sub panel (F-668), the bottom flanges of the side rail and
the side support of the frame are off by about 1/4" (the side support
being higher one). Secondly, the side rail sticks straight up, but the side
support of the frame is curving inboard. Dwg # 51 C-C' shows these 2 pieces
laying against each other, but I have a 1/2" gap between them. What has to
give here?
>
> Thanks for any ideas/experience.
> --
> Tom Sargent
> RV-6A
>
>
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RV Turboprop |
--> RV-List message posted by: Charlie & Tupper England <cengland@netdoor.com>
Talk to Tracy Crook. He can adapt his EFI/EI to work on a Lyc.
kempthornes wrote:
>--> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
>
>Oops, so it is just FI
>
>hal
>At 10:19 AM 5/26/2003 -0500, you wrote:
>
>
>>--> RV-List message posted by: Chris W <chrisw3@cox.net>
>>
>>kempthornes wrote:
>>
>>
>>
>>>EI and EFI are available for the Chevy and the Lycoming, of course.
>>>
>>>
>>I knew you could get EI from a few different vendors for a Lycoming but I
>>didn't know about the EFI for Lycoming. Do you have any web links for this?
>>
>>do not archive
>>
>>
>>--
>>Chris Woodhouse
>>3147 SW 127th St.
>>Oklahoma City, OK 73170
>>405-691-5206
>>chrisw@programmer.net
>>N35 20.492'
>>W97 34.342'
>>
>>"They that can give up essential liberty
>>to obtain a little temporary safety
>>deserve neither liberty nor safety."
>>-- Benjamin Franklin, 1759 Historical Review of Pennsylvania
>>
>>
>>
>>
>
>
>
>
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Collins Avionics stack on Ebay |
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
The price is a little over $1200.00 right now. Dual nav/com, glideslope
box, DME plus transponer.
http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&item=2416462083
Dana Overall
Richmond, KY
RV-7 slider/fuselage
http://rvflying.tripod.com
do not archive
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: DPrestonsr@aol.com
HELP !!
We have purchased an RV8 with O-360A1A, AFP fuel injection, dual Lasar
ignition and Hartzell CS. It is placarded against continuous operation between
2000 & 2350 RPM. Can someone please tell me where I might find documentation to
support these limits. I have tried Hartzell but nothing definitive.
Thanks.
Doug Preston
RV8
BHM
DNA
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Although this has been beat to death...
The evidence is fairly straight forward. "Octane" is a rating system. Rating
systems means you are comparing to a standard. Examples are tire ply
ratings, and specific gravity. They compare to a standard, such as cotton
plys or the density of pure H2O.
Octane rating compares the detonation qualities of 100% pure iso-octane fuel
(I think its C8H18) to the blend being used. The original blends used to be
heptanes mixed with iso-octanes. They then found out they could cheat this
by using additives since the iso-octane was pricy and limited. Has has been
said, TEL was the best for the buck, but not drinkable. Hence the need for a
rating system that compared the anti-detonation characteristics of the fuel
with additives to that of the fuel made with only iso-octanes and heptanes.
But, the only way one could get get more then 100% iso-octane (ie 130/140,
etc.) was to add these additives.
Like asbestos is the best for brake linings, nothing works like TEL to
eliminate detonation, but fall out from both is kinda ichy.
In Diesel fuel they use a Cetane rating and this is almost the inverse of
the Octane rating (its the desire of the fuel to auto-boom) since Diesels
are self ignited.
And finally, knocking is detonation, it just isn't audible over the rest of
the aircraft noise, like it is in a car. The knock sensors used in cars are
listening for the high frequency shock wave that occurs during
pre-detonation and detonation. They then back off the timing a little until
it goes away.
do not archive
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternator Mount |
--> RV-List message posted by: Mark Phillips <ripsteel@edge.net>
So does the bolt on the adjustment arm (at the alternator) get safetied somehow?
Mark
Vanremog@aol.com wrote:
> --> RV-List message posted by: Vanremog@aol.com
>
> In a message dated 5/26/2003 6:05:39 AM Pacific Daylight Time,
> RV6AOKC@aol.com writes:
>
> > 1. The directions indicate that the two bolts that attach the alt tension
> > arm are to be safety wired. Makes sense...but not sure what they should be
> > safety wired to...nothing close by...do I just run the safety around the
> > tension
> > arm? Drill a hole??
>
> To one another.
>
> >
> > 2. What is the correct way to adjust the tension on the belt?
>
> So there is about 1/4" deflection midspan with normal finger pressure.
>
> >
> > 3. When running the field wire and main wire where is the best place to run
>
> > it? Can it be run just under the intake manifold supported by some C-clamps
> >
> >
>
> C-clamps are not the right thing. Adel clamps are.
>
> -GV (RV-6A N1GV 605hrs)
>
> "Two hands working together can do more than a thousand clasped in prayer." -
> - anonymous
>
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RV Turboprop |
--> RV-List message posted by: "Konrad Werner" <Connywerner@wans.net>
See the Aerosance FADEC System that Vans offers for EFI!
Or go to: www.fadec.com and look under "Technical Description"
There it says:
. . . "Our advanced design includes SEQUENTIAL PORT FUEL INJECTION at each engine
cylinder. Each fuel injector is solenoid operated under precise computer control,
to insure correct mixture for each firing event under all operating conditions.
The amount of metered fuel matches the cylinder air charge whether operating
at best power or best economy conditions. The guesswork in setting fuel/air
mixture is a thing of the past." . . .
So, there is FI & EFI already available, if money is of no concern!
And a very sincere Thank You to all you Veterans and Soliders today.
Do not archive
From: kempthornes
To: rv-list@matronics.com
Sent: Monday, May 26, 2003 11:00 AM
Subject: Re: EFI was RV-List: RV Turboprop
--> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
Oops, so it is just FI
hal
At 10:19 AM 5/26/2003 -0500, you wrote:
>--> RV-List message posted by: Chris W <chrisw3@cox.net>
>
>kempthornes wrote:
>
> > EI and EFI are available for the Chevy and the Lycoming, of course.
>
>I knew you could get EI from a few different vendors for a Lycoming but I
>didn't know about the EFI for Lycoming. Do you have any web links for this?
>
>do not archive
>
>
>--
>Chris Woodhouse
>3147 SW 127th St.
>Oklahoma City, OK 73170
>405-691-5206
>chrisw@programmer.net
>N35 20.492'
>W97 34.342'
>
>"They that can give up essential liberty
>to obtain a little temporary safety
>deserve neither liberty nor safety."
>-- Benjamin Franklin, 1759 Historical Review of Pennsylvania
>
>
Message 24
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: WAS>>> RV Turboprop NOW >>>[How do we define BETTER?] |
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
On Mon, 26 May 2003, James E. Clark wrote:
--snip--
> I suspect if we REALLY listed in the REAL priority the things that are
> important and took an unbiased look at the Lyc's and clones, we would
> probably be impressed. I think it would be an interesting exercise.
I think you should do it and post the results you get, instead of just posting
the rhetorical questions.
Tedd McHenry
Surrey, BC
-6 wings
Message 25
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RPM Limitations |
--> RV-List message posted by: Dwpetrus@aol.com
Call Hartzell at 800-942-7767. I think that the appropriate limits for your
prop engine combo should say " avoid continuous operation between 2000 - 2250
rpm and above 2600 rpm."
Thanks,
Wayne Petrus
RV8A flying
Message 26
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "Norman" <nhunger@sprint.ca>
What is the smallest turboprop on the market?
Norman Hunger
Do not archive questions
Message 27
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: Art Glaser <airplane@megsinet.net>
The formula is correct, however the proper IUPAC name is
2,2,4 trimethyl pentane. It is a 5 carbon chain with two methyl groups on the
number two carbon and one methyl group on the number four carbon.
Wheeler North wrote:
> --> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
> Although this has been beat to death...
>
> The evidence is fairly straight forward. "Octane" is a rating system. Rating
> systems means you are comparing to a standard. Examples are tire ply
> ratings, and specific gravity. They compare to a standard, such as cotton
> plys or the density of pure H2O.
>
> Octane rating compares the detonation qualities of 100% pure iso-octane fuel
> (I think its C8H18) to the blend being used. The original blends used to be
> heptanes mixed with iso-octanes. They then found out they could cheat this
> by using additives since the iso-octane was pricy and limited. Has has been
> said, TEL was the best for the buck, but not drinkable. Hence the need for a
> rating system that compared the anti-detonation characteristics of the fuel
> with additives to that of the fuel made with only iso-octanes and heptanes.
>
> But, the only way one could get get more then 100% iso-octane (ie 130/140,
> etc.) was to add these additives.
>
> Like asbestos is the best for brake linings, nothing works like TEL to
> eliminate detonation, but fall out from both is kinda ichy.
>
> In Diesel fuel they use a Cetane rating and this is almost the inverse of
> the Octane rating (its the desire of the fuel to auto-boom) since Diesels
> are self ignited.
>
> And finally, knocking is detonation, it just isn't audible over the rest of
> the aircraft noise, like it is in a car. The knock sensors used in cars are
> listening for the high frequency shock wave that occurs during
> pre-detonation and detonation. They then back off the timing a little until
> it goes away.
>
> do not archive
>
Message 28
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: LED light source |
--> RV-List message posted by: "Flexible Electroluminescent Lighting, 888 457-0117"
<beingseen@attbi.com>
Hello,
What are you using the LED s for?
Thanks
Ed
----- Original Message -----
From: "Robin Wessel" <Robin.Wessel@verizon.net>
Subject: RV-List: LED light source
> --> RV-List message posted by: "Robin Wessel" <Robin.Wessel@verizon.net>
>
> Listers-
>
> FYI I found a nice source of prepackaged LED light sources. I have not
> tried them yet but for $10 looks like it is worth a shot.
>
> http://www.8000mcd.com/sides.html
>
> robin wessel
> RV-6A
> Tigard, OR
>
>
>
>
>
>
Message 29
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RPM Limitations |
--> RV-List message posted by: "Randall Henderson" <randallh@attbi.com>
Go to:
http://www.airweb.faa.gov/REGULATORY_AND_GUIDANCE_LIBRARY/RGMAKEMODEL.NSF/MA
INFRAMENETSCAPE4X?OpenFrameSet
(you may have to "un-break" the above line if the stupid MS email program
breaks it into 2 lines)
Put "P-920" into the search window -- that's the number for particular TCDS
(Type Certificate Data Sheet) you're looking for.
Randall Henderson, RV-6 N6R (~450 hrs)
Portland, OR
www.vanshomewing.org
Message 30
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RPM Limitations |
--> RV-List message posted by: Dougpsr@aol.com
Thanks, Wayne. That is what I think also but unable to verify. I will call .
Doug
Message 31
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | RV6 Wings Install |
--> RV-List message posted by: "J. R. Dial" <jrdial@hal-pc.org>
I installed wings this weekend but have not torqued the
bolts. What are the torque settings for the wing bolts?
Thanks
DO NOT ARCHIVE
Message 32
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Q. - ElectroAir ignition mounting |
--> RV-List message posted by: "Fred Stucklen" <wstucklen1@cox.net>
Gil,
On the new plane, I mounted both of mine on either side of the firewall
indentation. I did add stiffeners behind the firewall.
I mounted a single unit (right side) in the same place on the RV i sold.
held up for 200+ Hrs and is still flying....
Fred Stucklen
RV-6A N926RV
Painting & Hope to be flying in a couple of months....
Time: 08:43:45 AM PST US
From: Gil Alexander <gilalex@earthlink.net>
Subject: Q. - ElectroAir ignition mounting
--> RV-List message posted by: Gil Alexander <gilalex@earthlink.net>
RV-6 Question (probably -7 and -9 too...)
Guys... can anyone out there with an ElectroAir ignition system
tell
me the best place to mount it?
It's pretty heavy, so needs some real stiffening on the
firewall.
I was thinking of mounting it on the top center firewall, with
2
horizontal stiffening angles riveted between the two F-646 parts. The
ElectroAir main unit could then bolt to these stiffeners.
For those of you with flying RV-6s, is this a good location, or
would you suggest another mounting spot?
...thanks for any help ... gil Alexander in hot Tucson
RV-6A, #20701
77 Tiger N28478 at 57AZ
Message 33
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Non RV message to our veterans. |
--> RV-List message posted by: "Pete Elia" <peteandsharon@earthlink.net>
Sorry this is non-RV, but I know there are a lot of veterans out there on the list.....
THANK YOU TO ALL OUR VETERANS AS WE REMEMBER YOU ON THIS HOLIDAY!! OUR FAMILY
FEELS PRIDE AND GRATITUDE FOR YOU ALL!
Pete, Sharon, and Grace Elia
do not archive
Message 34
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Fuel Valve Concerns |
--> RV-List message posted by: "Eustace Bowhay" <ebowhay@jetstream.net>
My original valve that was supplied with my kit (RV6)dated back to 1990, the old
style, tank tank off. It served me well for twelve years but was getting a bit
stiff to turn.
When I received my finishing kit for the 6A it had the newer valve, left off right
or vise versa as well as good crisp dedents. Installed one in the 6 and changed
the placard, really like it and the price is right.
Have tested it by changing tanks with and without the boost pump (fuel injected
0360). Standard procedure on all low wing a/c is boost pump on when changing
tanks.The momentary fuel interruption is a none issue. With the valve mounted
as it is and using visual reference as well as the dedents for verification of
the position time to change is at the most 3 seconds.
When I have a choice I prefer a valve without the both position. Had a cover come
off on a C185 on floats equipped with long range tanks, both sides reading
3/4 on take-off with the fuel selector on both and the engine quit 25 minutes
later, both tanks competely dry. Was an interesting ride, was at 6000 on top
and the surface elevation around 1100 ft with 300 and 1/2 for ceiling and vis.
Eustace Bowhay- Blind Bay, B.C.
Message 35
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
There is no 2600 limit on the C/S.
Alex Peterson
Maple Grove, MN
RV6-A N66AP 308 hours
www.rvforum.org
www.usfamily.net/web/alexpeterson
> Call Hartzell at 800-942-7767. I think that the appropriate
> limits for your
> prop engine combo should say " avoid continuous operation
> between 2000 - 2250
> rpm and above 2600 rpm."
Message 36
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Non RV message to our veterans. |
--> RV-List message posted by: "Tom Gummo" <t.gummo@verizon.net>
You are welcome,
Tom
Thomas L. Gummo
Major USAF Retired
do not archive
----- Original Message -----
From: "Pete Elia" <peteandsharon@earthlink.net>
Subject: RV-List: Non RV message to our veterans.
> --> RV-List message posted by: "Pete Elia" <peteandsharon@earthlink.net>
>
> Sorry this is non-RV, but I know there are a lot of veterans out there on
the list.....
>
> THANK YOU TO ALL OUR VETERANS AS WE REMEMBER YOU ON THIS HOLIDAY!! OUR
FAMILY FEELS PRIDE AND GRATITUDE FOR YOU ALL!
>
> Pete, Sharon, and Grace Elia
>
> do not archive
>
>
Message 37
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Non RV message to our veterans. |
--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
Thank you Pete and family
Jerry
Vietnam 67-68
Pete Elia wrote:
> --> RV-List message posted by: "Pete Elia" <peteandsharon@earthlink.net>
>
> Sorry this is non-RV, but I know there are a lot of veterans out there on the
list.....
>
> THANK YOU TO ALL OUR VETERANS AS WE REMEMBER YOU ON THIS HOLIDAY!! OUR FAMILY
FEELS PRIDE AND GRATITUDE FOR YOU ALL!
>
> Pete, Sharon, and Grace Elia
>
do not archive
>
>
>
>
>
>
>
Message 38
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "James E. Clark" <james@nextupventures.com>
See Van's website ...
http://www.vansaircraft.com/cgi-bin/catalog.cgi?ident=1054010075-18-87&brows
e=props&product=csprop-hartzell
The following is an extract from that website.
I am sure this info is from Hartzell. So if you want to return with the same
number of blades, it is probably a good idea to give it consideration. I
suspect you have and was just wondering who said so. Right?? :-)
It has also been discussed here on this list I think. I even seem to recall
someone explaining some 4th (or 8th??) order harmonic that could rip that
big metal tuning fork in the front of our planes to pieces.
James
============================================================================
==========
*With the following restrictions:
1: When installed on a Lycoming O-360-A1A (180hp) avoid continuous operation
between 2000 and 2250 rpm.
Note: When installed on an engine with an aftermarket electronic ignition,
LASAR system, or FADEC system then the following additional restrictions
apply:
2: Operation above 2600 rpm is limited to takeoff. As soon as practical
after takeoff the rpm should be reduced to 2600 rpm or less.
3: The propeller blade life will be limited to 8,700 hours of operation.
**With the following restrictions:
Note: When installed on an engine with an aftermarket electronic ignition,
LASAR system, or FADEC system then the following restrictions apply:
1: Do not operate above 22" manifold pressure below 2350 rpm.
2: Operation above 2600 rpm is limited to takeoff. As soon as practical
after takeoff the rpm should be reduced to 2600 rpm or less.
3: FADEC equipped aircraft maximum engine RPM must
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of
> DPrestonsr@aol.com
> Sent: Monday, May 26, 2003 2:40 PM
> To: rv-list-digest@matronics.com
> Subject: RV-List: RPM Limitations
>
>
> --> RV-List message posted by: DPrestonsr@aol.com
>
> HELP !!
> We have purchased an RV8 with O-360A1A, AFP fuel injection, dual Lasar
> ignition and Hartzell CS. It is placarded against continuous
> operation between
> 2000 & 2350 RPM. Can someone please tell me where I might find
> documentation to
> support these limits. I have tried Hartzell but nothing definitive.
> Thanks.
> Doug Preston
> RV8
> BHM
>
> DNA
>
>
Message 39
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | WAS>>> RV Turboprop NOW >>>[How do we define BETTER?] |
--> RV-List message posted by: "James E. Clark" <james@nextupventures.com>
OK, I will give this a try. This is off the top of my head as I did NOT
document same. Still though, mine was somewhat simple ... <I reserve the
right to change my priorities :-) >
1. Known reliability
2. Relative ease of installation (a lot of other people having done it)
3. Known "repairability". I want to be able to call upon many others if
things happen that I don't understand.
4. The best documented (reliable) performance I can get for the money
5. Minimal experimentation (adding electronic ignition instead of one mag is
about the limit
Results:
1. RV6 (with a partner) flying with an O-320 <overhauled by Bart> +
ElectroAir Electronic Ignition
2. RV6A being built with new O-360 + Lightspeed ignition
In these cases, I feel I have the most common/reliable, best bang for the
buck engines I was comfortable with.
Looks like the "Subie" effort is going to prove itself particularly for item
#2 above. The other areas will take a bit more time for me on that engine.
Don't know of any others that would make the cut-off for consideration for
me. They may be great but I am simply not there yet.
James
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of Tedd McHenry
> Sent: Monday, May 26, 2003 3:43 PM
> To: rv-list@matronics.com
> Subject: Re: RV-List: WAS>>> RV Turboprop NOW >>>[How do we define
> BETTER?]
>
>
> --> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
>
> On Mon, 26 May 2003, James E. Clark wrote:
>
> --snip--
> > I suspect if we REALLY listed in the REAL priority the things that are
> > important and took an unbiased look at the Lyc's and clones, we would
> > probably be impressed. I think it would be an interesting exercise.
>
> I think you should do it and post the results you get, instead of
> just posting
> the rhetorical questions.
>
> Tedd McHenry
> Surrey, BC
> -6 wings
>
>
Message 40
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternator Mount |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 5/26/2003 12:13:33 PM Pacific Daylight Time,
ripsteel@edge.net writes:
> So does the bolt on the adjustment arm (at the alternator) get safetied
> somehow?
Sorry-
I thought the person was asking about the bracket bolts and not the
adjustment bolts. For safetying the adjustment bolt just drill a 1/16" diameter
hole
in the adjustment bracket near where the bolt ends up when properly adjusted.
-GV (RV-6A N1GV 605hrs)
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|