Today's Message Index:
----------------------
1. 02:21 AM - Re: windscreen fairing cracks/vibrations (Arthur and Christine)
2. 06:18 AM - Re: Pop rivet dimpler -- nail size? (Phil Birkelbach)
3. 06:39 AM - Fw: Whelen Strobe Location (Elsa & Henry)
4. 07:06 AM - Re: Whelen Strobe Location (Ralph E. Capen)
5. 09:11 AM - 700th Flight (John)
6. 10:06 AM - Re: 700th Flight (Konrad Werner)
7. 10:26 AM - Re: 700th Flight (Alex Peterson)
8. 11:14 AM - Air Drill? (Chris W)
9. 12:13 PM - Re: Air Drill? (Kenneth Beene)
10. 12:33 PM - RV-10 Pix (Jerry2DT@aol.com)
11. 01:14 PM - Re: RV-10 Pix (KostaLewis)
12. 01:18 PM - porposing (Dr. Leathers)
13. 01:34 PM - Re: RV-10 Pix (Kevin Horton)
14. 02:19 PM - Re: porposing (James Jula)
15. 02:24 PM - Re: RV-10 Pix (Scott B. Corey)
16. 02:33 PM - Re: RV-10 Pix (Chris W)
17. 03:04 PM - Re: porposing (Dr. Leathers)
18. 03:07 PM - Re: Pop rivet dimpler -- nail size? (Dan Checkoway)
19. 03:28 PM - Re: porposing (Robert Miller)
20. 03:34 PM - 6113 Canopy deck & 6105 Sub panel angel connection. (BillRVSIX@aol.com)
21. 03:43 PM - Re: porposing (Canyon)
22. 03:50 PM - Archives ()
23. 04:42 PM - Re: porposing (Alex Peterson)
24. 05:19 PM - Re: 6113 Canopy deck & 6105 Sub panel angel connection. (Jeff Orear)
25. 05:41 PM - Green Bay RVers (Kevin Horton)
26. 05:43 PM - Re: Archives (Jim Jewell)
27. 05:46 PM - Re: Archives (Paul Besing)
28. 05:49 PM - Re: porposing (SportAV8R@aol.com)
29. 06:24 PM - Re: porposing (Aircraft Technical Book Company)
30. 06:27 PM - Re: porpoising (Sam Buchanan)
31. 06:37 PM - engine primer system (chris m)
32. 07:23 PM - Re: porpoising (Dr. Leathers)
33. 08:05 PM - Re: Air Drill? (Jeff Dowling)
34. 08:41 PM - Re: regulator wiring and mixture cable question (Larygagnon@aol.com)
35. 08:47 PM - [ Len Leggette ] : New Email List Photo Share Available! (Email List Photo Shares)
36. 08:53 PM - [ Wayne Petrus ] : New Email List Photo Share Available! (Email List Photo Shares)
37. 09:03 PM - [ Dave Pohl ] : New Email List Photo Share Available! (Email List Photo Shares)
38. 09:09 PM - [ Cash Copeland ] : New Email List Photo Share Available! (Email List Photo Shares)
39. 09:21 PM - [ Tom Garner ] : New Email List Photo Share Available! (Email List Photo Shares)
40. 09:36 PM - [ Bill Gunn ] : New Email List Photo Share Available! (Email List Photo Shares)
41. 10:52 PM - Re: RV-10 Pix (Tedd McHenry)
42. 10:53 PM - Re: Air Drill? (Chris W)
Message 1
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| Subject: | Re: windscreen fairing cracks/vibrations |
--> RV-List message posted by: "Arthur and Christine" <act1@reap.org.nz>
Our fairing was made seperate from the windscreen and fuse then glued to
both with PRC (fuel tank sealant). I have managed to crack the paint in this
area through pushing down on the skin with one hand when cleaning the
windshield. Cracked the paint in two places as I am a slow learner!
See no noticable flexing in this area when starting. O-360 with sensenich
prop.
Arthur Whitehead
RV-8 ZK-KCA
----- Original Message -----
From: "Brian Denk" <akroguy@hotmail.com>
Subject: RV-List: windscreen fairing cracks/vibrations
> --> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
>
> Listers,
>
> I have been living with several cracks in my paint along the base of my
> windscreen fairing where it blends into the fuselage deck. This happened
> early after I had the plane painted and I am pretty much convinced it's
from
> that Lycosaur wet-dog rattle that it always does upon startup. I mean,
the
> whole front end of the airplane just gets wracked when it fires off. Have
> any of you folks had this same problem?
>
> I used carbon fiber and glass tape to lay up the fairing, and it was
filled
> with Vari prime before final paint application. Nothing terribly unusual
> there. I put almost 100 hours on the airplane before paint, and the
fairing
> showed no signs at all of stress. Maybe the paint is too thick or
brittle,
> primer wasn't applied properly, or not adhering? (PPG metallic urethane
with
> clearcoat.) It's not truly a "fairing", I suppose, as it's permanently
> adhered to the windshield and fuse. I scuffed up both surfaces plenty
well
> and cleaned before applying the resin and carbon/glass tapes.
>
> The windscreen is quite securely attached to the airplane, but that
twisting
> motion must have been just enough to tweak the paint. It's not all that
> noticeable from a distance (not at all actually) but looks crappy up
close.
> My engine is O-360 with a metal 72FM Sensenich prop. Yeah, I know...a
shaky
> combination.
>
> Thanks for any input you may have.
>
> Brian Denk
> RV8 N94BD
> the -10 flies! Uh oh...where's my credit card
>
>
Message 2
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| Subject: | Re: Pop rivet dimpler -- nail size? |
--> RV-List message posted by: "Phil Birkelbach" <phil@petrasoft.net>
Hey Dan,
I just went out and checked and I am using 6D 2" finish nails. I guess
there is some variation from brand to brand. If you want I can send you a
bunch of mine.
BTW I got the T. Thanks a million that will help a lot
Godspeed,
Phil
----- Original Message -----
From: "Dan Checkoway" <dan@rvproject.com>
Subject: RV-List: Pop rivet dimpler -- nail size?
> --> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
>
> This is probably a stupid question, but I finally ran out of the nails
that
> came with my Avery 3/32" pop rivet dimple die set. I find that 5D nails
are
> a bit too small for the task, and 6D nails are definitely too big. The
> nails that came with the dies are some 'tweener size. Can anybody point
me
> at a source for these nails? Lowe's was stumped, and I'm no carpenter --
I
> can barely build an airframe... 8-)
>
> Thanks in advance,
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
>
>
Message 3
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| Subject: | Whelen Strobe Location |
--> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
> --> RV-List message posted by: "Chuck Weyant" <chuck@chuckdirect.com>
>
> I'd like to mount the power supply forward of the Panel next to the radio
stack. Has anyone any experience with this location? Any EMF, buzzing or
interference with the radios or any other systems from the strobe power
supply mounted here?
> Chuck Weyant
I think you would be taking a big risk to put it there. Remember that you
will have transitions of shielded to non- shielded wires where you splice
them to the pig-tails on the Whelen connectors and they can sure radiate
RFI. Also the antenna and wiring connections to your avionics would be close
by. Not good!
I tried my Whelen power supply in the basement of my house with just one of
the three strobes connected with a length of sielded cable that came with
the kit and boy, I could hear clics on my Icom hand -held anywhere in the
house! that decided me to do what I did.--I mounted the power supply under
the right seat skins and the shielded wires from the three strobes come
through from the wings and tail and are completely enclosed and don't see
the light of day. No sign of interference on my radios, etc.
Cheers!!----Henry Hore
Message 4
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| Subject: | Re: Whelen Strobe Location |
--> RV-List message posted by: "Ralph E. Capen" <recapen@earthlink.net>
For a bunch of reasons, I put mine out at the wingtips nutplated to the
sparcaps....long low-power run, short high-power run...no antennae...yet.
Ralph Capen
Still building!
----- Original Message -----
From: "Elsa & Henry" <elsa-henry@darlor-watch.com>
Subject: Fw: RV-List: Whelen Strobe Location
> --> RV-List message posted by: "Elsa & Henry"
<elsa-henry@darlor-watch.com>
>
>
> > --> RV-List message posted by: "Chuck Weyant" <chuck@chuckdirect.com>
> >
> > I'd like to mount the power supply forward of the Panel next to the
radio
> stack. Has anyone any experience with this location? Any EMF, buzzing or
> interference with the radios or any other systems from the strobe power
> supply mounted here?
> > Chuck Weyant
>
> I think you would be taking a big risk to put it there. Remember that you
> will have transitions of shielded to non- shielded wires where you splice
> them to the pig-tails on the Whelen connectors and they can sure radiate
> RFI. Also the antenna and wiring connections to your avionics would be
close
> by. Not good!
>
> I tried my Whelen power supply in the basement of my house with just one
of
> the three strobes connected with a length of sielded cable that came with
> the kit and boy, I could hear clics on my Icom hand -held anywhere in the
> house! that decided me to do what I did.--I mounted the power supply under
> the right seat skins and the shielded wires from the three strobes come
> through from the wings and tail and are completely enclosed and don't see
> the light of day. No sign of interference on my radios, etc.
>
> Cheers!!----Henry Hore
>
>
Message 5
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--> RV-List message posted by: "John" <n1cxo320@salidaco.com>
DO NOT ARCHIVE
This is just for "inspiration" for builders that feel their project will
never be finished....
Today I flew my 700th flight in my RV6A. It is one month short of being
8-years since its first flight back in 1995. The machine has survived 1,125
landings and 'touch and goes' during that time, and in spite of a rather
ham-handed pilot the machine continues to do just fine.
John at Salida, CO
Message 6
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| Subject: | Re: 700th Flight |
--> RV-List message posted by: "Konrad Werner" <Connywerner@wans.net>
Dear John,
Congratulations on your achievement!
----- Original Message -----
From: John
To: rv-list@matronics.com
Sent: Sunday, June 01, 2003 10:07 AM
Subject: RV-List: 700th Flight
--> RV-List message posted by: "John" <n1cxo320@salidaco.com>
DO NOT ARCHIVE
This is just for "inspiration" for builders that feel their project will
never be finished....
Today I flew my 700th flight in my RV6A. It is one month short of being
8-years since its first flight back in 1995. The machine has survived 1,125
landings and 'touch and goes' during that time, and in spite of a rather
ham-handed pilot the machine continues to do just fine.
John at Salida, CO
Message 7
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--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
>
> DO NOT ARCHIVE
>
> This is just for "inspiration" for builders that feel their
> project will never be finished....
>
> Today I flew my 700th flight in my RV6A. It is one month
> short of being 8-years since its first flight back in 1995.
> The machine has survived 1,125 landings and 'touch and goes'
> during that time, and in spite of a rather ham-handed pilot
> the machine continues to do just fine.
>
> John at Salida, CO
John, congrats! I am curious about the extra 425 landings, though.....
most flights end with about one landing :
)
Alex Peterson
Maple Grove, MN
RV6-A N66AP 309 hours, same number of takeoffs, landings and flights.
www.usfamily.net/web/alexpeterson
Message 8
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--> RV-List message posted by: Chris W <chrisw3@cox.net>
I was planning on getting either the Sioux 1410 or 1412 air drill. The
only difference I can see between the two is the RPM, 1410 is 2,600 rpm
and the 1412 3,600 rpm. Is there any reason why I would want one over
the other?
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 9
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--> RV-List message posted by: "Kenneth Beene" <kbeene@citilink.com>
>
> I was planning on getting either the Sioux 1410 or 1412 air
> drill. The only difference I can see between the two is the
> RPM, 1410 is 2,600 rpm and the 1412 3,600 rpm. Is there any
> reason why I would want one over the other?
> --
> Chris Woodhouse
>
Chris,
I have the 1412. The extra RPMs help when drilling with small #40 or
#30 bits in soft metal.
It is really nice. I didn't have it on my first airplane.
Ken
Message 10
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--> RV-List message posted by: Jerry2DT@aol.com
Rv-ers
I was at Van's for parts the morning of first flight and was able to get a
few pix of the RV-10. It's a beauty, and big compared to ours. Pix are posted
here: http://groups.yahoo.com/group/E-SubieForum/
Jerry Cochran
Message 11
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--> RV-List message posted by: "KostaLewis" <mikel@dimensional.com>
Too bad we can't access them unless we belong to the group :>(
>I was at Van's for parts the morning of first flight and was able to
get a
>few pix of the RV-10. It's a beauty, and big compared to ours. Pix are
>posted
>here: http://groups.yahoo.com/group/E-SubieForum/
do not archive
Message 12
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--> RV-List message posted by: "Dr. Leathers" <DrLeathers@822heal.com>
Hey Fellas,
I recently experienced a bad landing (in a C172) which resulted in a "porpoise"
situation. This was my first experience with this phenomenon. It was a "non-event"
because, being a student pilot, my instinct for self preservation took over,
and I automatically aborted the landing and went around for a normal touchdown.
However, as I taxied past the hangers and shops enduring the good-natured jeers
of my fellow ramp rats and the mechanics, the realization began to sink in that
this had been a potentially very serious situation. What if I had touched down
with inadequate runway between me and the power lines at the end? What if
I had a prop strike? Ouch!! My instructor taught me to always go around if I
don't touch down in the first 1/3 of the runway, "even if you think you can stick
it". I'm glad for that. Good training apparently works even for a newbie like
me. No damage was done to me or the nosegear, just a little ego bruise and
a red face.
The thing that is bothering me now is that I do not know what caused the problem.
I was not carrying any extra airspeed. There was no wind on final. I touched
the mains down first and had plenty of back elevator in. Maybe a sudden gust
of headwind caused a ballooning and I momentarily released back pressure? What
other causes are possible?
Thanks
Doc (or "Flipper" as I may be know for a while ;-) Do not archive
Message 13
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--> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
You don't need to receive the group e-mails if you sign up, as you
can set the Message Delivery option to "No email".
Kevin Horton
>--> RV-List message posted by: "KostaLewis" <mikel@dimensional.com>
>
>Too bad we can't access them unless we belong to the group :>(
>
>>I was at Van's for parts the morning of first flight and was able to
>get a
>>few pix of the RV-10. It's a beauty, and big compared to ours. Pix are
>>posted
>>here: http://groups.yahoo.com/group/E-SubieForum/
>
>do not archive
>
Message 14
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--> RV-List message posted by: "James Jula" <jmjula@attbi.com>
What you described is dangerous if one attempts to fix it and finish the
landing. The only recovery is to power up and get out of it. Our instincts,
other than powering up, result in inputs that will make the problem worse,
much worse. The bounce puts energy in the gear which springs the plane back
into the air below stall. So, the plane will be coming down again shortly.
By the time one puts the up elevator in for the descent, its too little and
too late so the plane will bounce again. The subsequent bounce is usually as
hard or more so than the first. If it continues in a nose dragger,
eventually the nose will touch first, and in some aircraft this can cause it
to collapse. It can also cause damage to the firewall and engine mount in
less extreme cases. Knowing this makes one look at the firewall during
preflights in rentals.
There can be many causes, but the primary factor is a high enough decent
rate at touchdown to cause the plane to bounce back into the air. It could
be landing technique, a steep approach, forcing the plane on the ground,
approaching stall a bit too high, or a wind gust. All my students learn that
if they bounce, go-around.
Don't feel too bad about the observers. It can not be worse than my
experience. I received a plaque for the worst landing at a fly-in when I did
the same thing at around 90 hours TT. There were at least 100 pilots, most
of whom I knew, watching. One told me that he had never been sea sick at an
airport before, but that I had changed all that...
James
--> RV-List message posted by: "Dr. Leathers" <DrLeathers@822heal.com>
Hey Fellas,
I recently experienced a bad landing (in a C172) which resulted in a
"porpoise" situation. This was my first experience with this phenomenon. It
was a "non-event" because, being a student pilot, my instinct for self
preservation took over, and I automatically aborted the landing and went
around for a normal touchdown.
However, as I taxied past the hangers and shops enduring the good-natured
jeers of my fellow ramp rats and the mechanics, the realization began to
sink in that this had been a potentially very serious situation. What if I
had touched down with inadequate runway between me and the power lines at
the end? What if I had a prop strike? Ouch!! My instructor taught me to
always go around if I don't touch down in the first 1/3 of the runway, "even
if you think you can stick it". I'm glad for that. Good training apparently
works even for a newbie like me. No damage was done to me or the nosegear,
just a little ego bruise and a red face.
The thing that is bothering me now is that I do not know what caused the
problem. I was not carrying any extra airspeed. There was no wind on final.
I touched the mains down first and had plenty of back elevator in. Maybe a
sudden gust of headwind caused a ballooning and I momentarily released back
pressure? What other causes are possible?
Thanks
Doc (or "Flipper" as I may be know for a while ;-) Do not archive
Message 15
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--> RV-List message posted by: "Scott B. Corey" <scott@coreyair.com>
Way to much information to see some pictures.
I didn't find that "No email" option.
Would of like to have seen them
do not archive
Scott
Kevin Horton wrote:
> --> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
>
> You don't need to receive the group e-mails if you sign up, as you
> can set the Message Delivery option to "No email".
>
> Kevin Horton
>
>
>>--> RV-List message posted by: "KostaLewis" <mikel@dimensional.com>
>>
>>Too bad we can't access them unless we belong to the group :>(
>>
>>
>>>I was at Van's for parts the morning of first flight and was able to
>>
>>get a
>>
>>>few pix of the RV-10. It's a beauty, and big compared to ours. Pix are
>>>posted
>>>here: http://groups.yahoo.com/group/E-SubieForum/
>>
>>do not archive
Message 16
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--> RV-List message posted by: Chris W <chrisw3@cox.net>
"Scott B. Corey" wrote:
> --> RV-List message posted by: "Scott B. Corey" <scott@coreyair.com>
>
> Way to much information to see some pictures.
> I didn't find that "No email" option.
> Would of like to have seen them
>
> do not archive
I agree. If someone will email them to me, I will be happy to put them on my
web server where everyone can view them with out having to be a member of
anything.
--
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
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--> RV-List message posted by: "Dr. Leathers" <DrLeathers@822heal.com>
Thanks James!
I appreciate the input! I believe I did have one nose first bounce before I
initiated the go around. Thankfully, the oileo strut held up and no damage
ocurred. It was a 180 HP C172 with only 30 degrees of flaps available (not
sure why that is the case on this plane). Live and learn!!
Thanks Again!
Doc
----- Original Message -----
From: "James Jula" <jmjula@attbi.com>
Subject: RE: RV-List: porposing
> --> RV-List message posted by: "James Jula" <jmjula@attbi.com>
>
> What you described is dangerous if one attempts to fix it and finish the
> landing. The only recovery is to power up and get out of it. Our
instincts,
> other than powering up, result in inputs that will make the problem worse,
> much worse. The bounce puts energy in the gear which springs the plane
back
> into the air below stall. So, the plane will be coming down again shortly.
> By the time one puts the up elevator in for the descent, its too little
and
> too late so the plane will bounce again. The subsequent bounce is usually
as
> hard or more so than the first. If it continues in a nose dragger,
> eventually the nose will touch first, and in some aircraft this can cause
it
> to collapse. It can also cause damage to the firewall and engine mount in
> less extreme cases. Knowing this makes one look at the firewall during
> preflights in rentals.
>
> There can be many causes, but the primary factor is a high enough decent
> rate at touchdown to cause the plane to bounce back into the air. It could
> be landing technique, a steep approach, forcing the plane on the ground,
> approaching stall a bit too high, or a wind gust. All my students learn
that
> if they bounce, go-around.
>
> Don't feel too bad about the observers. It can not be worse than my
> experience. I received a plaque for the worst landing at a fly-in when I
did
> the same thing at around 90 hours TT. There were at least 100 pilots, most
> of whom I knew, watching. One told me that he had never been sea sick at
an
> airport before, but that I had changed all that...
>
> James
>
>
> --> RV-List message posted by: "Dr. Leathers" <DrLeathers@822heal.com>
>
> Hey Fellas,
>
> I recently experienced a bad landing (in a C172) which resulted in a
> "porpoise" situation. This was my first experience with this phenomenon.
It
> was a "non-event" because, being a student pilot, my instinct for self
> preservation took over, and I automatically aborted the landing and went
> around for a normal touchdown.
>
> However, as I taxied past the hangers and shops enduring the good-natured
> jeers of my fellow ramp rats and the mechanics, the realization began to
> sink in that this had been a potentially very serious situation. What if I
> had touched down with inadequate runway between me and the power lines at
> the end? What if I had a prop strike? Ouch!! My instructor taught me to
> always go around if I don't touch down in the first 1/3 of the runway,
"even
> if you think you can stick it". I'm glad for that. Good training
apparently
> works even for a newbie like me. No damage was done to me or the nosegear,
> just a little ego bruise and a red face.
>
> The thing that is bothering me now is that I do not know what caused the
> problem. I was not carrying any extra airspeed. There was no wind on
final.
> I touched the mains down first and had plenty of back elevator in. Maybe a
> sudden gust of headwind caused a ballooning and I momentarily released
back
> pressure? What other causes are possible?
>
> Thanks
> Doc (or "Flipper" as I may be know for a while ;-) Do not archive
>
>
Message 18
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| Subject: | Re: Pop rivet dimpler -- nail size? |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
> I just went out and checked and I am using 6D 2" finish nails. I guess
> there is some variation from brand to brand. If you want I can send you a
> bunch of mine.
Thanks for the offer. It's all squared away now.
> BTW I got the T. Thanks a million that will help a lot
If anybody else may be looking for an AN824-6-6-4D reducer tee, I got it
from http://www.bonacoinc.com (they're local).
do not archive
)_( Dan
RV-7 N714D
http://www.rvproject.com
Message 19
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--> RV-List message posted by: Robert Miller <rmiller3@earthlink.net>
I have had a quite similar experience. Maybe more than once. :~l
The cause, at least in my case, was carrying way too much airspeed on final. Landing
a plane is a matter of managing energy. My best landings always occur
when I've got the desired numbers nailed. If I'm faster.... bounce, go around,
sweat, ... well, you get the point.
Less energy to expend on touchdown results in easier, smoother, and for sure safer
landings.
Robert
"Dr. Leathers" wrote:
> --> RV-List message posted by: "Dr. Leathers" <DrLeathers@822heal.com>
>
> Hey Fellas,
>
> I recently experienced a bad landing (in a C172) which resulted in a "porpoise"
situation. This was my first experience with this phenomenon. It was a "non-event"
because, being a student pilot, my instinct for self preservation took
over, and I automatically aborted the landing and went around for a normal touchdown.
>
> However, as I taxied past the hangers and shops enduring the good-natured jeers
of my fellow ramp rats and the mechanics, the realization began to sink in
that this had been a potentially very serious situation. What if I had touched
down with inadequate runway between me and the power lines at the end? What
if I had a prop strike? Ouch!! My instructor taught me to always go around if
I don't touch down in the first 1/3 of the runway, "even if you think you can
stick it". I'm glad for that. Good training apparently works even for a newbie
like me. No damage was done to me or the nosegear, just a little ego bruise and
a red face.
>
> The thing that is bothering me now is that I do not know what caused the problem.
I was not carrying any extra airspeed. There was no wind on final. I touched
the mains down first and had plenty of back elevator in. Maybe a sudden gust
of headwind caused a ballooning and I momentarily released back pressure? What
other causes are possible?
>
> Thanks
> Doc (or "Flipper" as I may be know for a while ;-) Do not archive
>
Message 20
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| Subject: | 6113 Canopy deck & 6105 Sub panel angel connection. |
--> RV-List message posted by: BillRVSIX@aol.com
Hello IM building A RV-6 with a sliding canopy when I put the 6113 deck rail
down on the main longeron to attach it to the 6105 sub panel it slants down.
The loneron starts to twist a this point just forward of the 604 bulkhead as
per drawing. that's what causes it to slant but on the drawing it shows the 6113
attaching to the 6105 sub panel level i can give the 6113 a kink were the
loneron sits but than the angle that attaches to the 6105 sub panel will not sit
flat on the 6113 Deck rail. if any one has pictures or info i would appreciate
Bill Higgins
Message 21
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--> RV-List message posted by: Canyon <steve.canyon@verizon.net>
Dr. Leathers wrote:
>I believe I did have one nose first bounce before I
>initiated the go around. Thankfully, the oileo strut held up and no
>damage
>ocurred. It was a 180 HP C172 with only 30 degrees of flaps available
>(not
>sure why that is the case on this plane). Live and learn!!
---
Hmm... did you happen to be slipping a bit of a cross wind or was it
really a no wind condition. IIRC, you really, really don't want to
slip a 172 with flaps down -- you'll put that nose wheel down first for
sure. :-)
On a similar note, are there any side effects or prohibitions from
slipping an RV6/7 to a landing?
Steve
Message 22
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--> RV-List message posted by: <ktlkrn@cox.net>
Okay guys, I can't take it anymore. Why are so many putting "Do Not Archive?" Is
it cool, trendy, or what? Why not let the moderator decide what should go into
the archives. I have observed many very good pieces of information with this
tag. It is not fair to those who may join later or those now that may need this
information. It is only space so let everything go in.
I feel better now. Back out to fit the $!*%ing wing tips.
Darwin N. Barrie
Chandler AZ
Message 23
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--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
> On a similar note, are there any side effects or prohibitions from
> slipping an RV6/7 to a landing?
>
> Steve
Just be careful if you are pulling fuel from the down wing when it is
low on fuel. I tested this once at altitude, and the engine will croak
when a serious slip is done long enough with low fuel, something like 3
or 4 gallons or less. These do get an RV down nicely when needed,
though.
Alex Peterson
Maple Grove, MN
RV6-A N66AP 309 hours
www.usfamily.net/web/alexpeterson
Message 24
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|
| Subject: | Re: 6113 Canopy deck & 6105 Sub panel angel connection. |
--> RV-List message posted by: "Jeff Orear" <jorear@new.rr.com>
Bill:
The slant of the canopy deck you refer to is normal and should be left as
is. What I did (very recently I might add) is just let the 6113's go where
the longeron twist dictated. If you look at your instrument panel blank, the
marks for the cutouts for the 6113's are also angled. So don't bend the
canopy decks to make them level to the 605's.
Hope this helps
Regards,
Jeff Orear
RV6A (slider)
fuselage (waiting on finishing kit)
Peshtigo, WI
----- Original Message -----
From: <BillRVSIX@aol.com>
Subject: RV-List: 6113 Canopy deck & 6105 Sub panel angel connection.
> --> RV-List message posted by: BillRVSIX@aol.com
>
> Hello IM building A RV-6 with a sliding canopy when I put the 6113 deck
rail
> down on the main longeron to attach it to the 6105 sub panel it slants
down.
> The loneron starts to twist a this point just forward of the 604 bulkhead
as
> per drawing. that's what causes it to slant but on the drawing it shows
the 6113
> attaching to the 6105 sub panel level i can give the 6113 a kink were the
> loneron sits but than the angle that attaches to the 6105 sub panel will
not sit
> flat on the 6113 Deck rail. if any one has pictures or info i would
appreciate
>
> Bill Higgins
>
>
Message 25
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--> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
Listers,
I will probably be heading down to Green Bay, WI for a several day
visit sometime in the next couple of weeks. I may have some time to
kill, so I would be interested in meeting any local RVers.
Mark Nielsen and Dick Martin - are you guys still on these lists?
Any interested parties, please contact me off-list. khorto1537@rogers.com
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
do not archive
Message 26
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--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
Hi Darwin,
I expect that many of the do not archives are used because the responder
knows that the topic and the current answer have been covered adequately and
already exist in the archives.
This is not to say that people use the DNA appropriately at all times. You
are not alone in hoping that fellow listers develop understanding and skill
in using the handy and useful device.
do no archive Jim in Kelowna .. just yet (;}
----- Original Message -----
From: <ktlkrn@cox.net>
Subject: RV-List: Archives
> --> RV-List message posted by: <ktlkrn@cox.net>
>
> Okay guys, I can't take it anymore. Why are so many putting "Do Not
Archive?" Is it cool, trendy, or what? Why not let the moderator decide what
should go into the archives. I have observed many very good pieces of
information with this tag. It is not fair to those who may join later or
those now that may need this information. It is only space so let everything
go in.
>
> I feel better now. Back out to fit the $!*%ing wing tips.
>
> Darwin N. Barrie
> Chandler AZ
>
>
Message 27
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|
--> RV-List message posted by: "Paul Besing" <azpilot@extremezone.com>
It does precisely that, it keeps the archives from filling up. Whenever
there is a post that should be posted in the archives, someone may send it
back to the list with the "Do not archive" removed so that it may be
archived. I think that most know how to use it. It is not just a space
issue, but a relevance issue when searching for keywords. For example, if
you were searching for "Flaps" and one was talking about the paintjob on the
flaps at an airshow, it would save time to not have to see that post while
searching for something genuinely helpful to the person searching.
Paul Besing
RV-6A Sold (Waiting on RV-10)
http://www.lacodeworks.com/besing
Kitlog Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: <ktlkrn@cox.net>
Subject: RV-List: Archives
> --> RV-List message posted by: <ktlkrn@cox.net>
>
> Okay guys, I can't take it anymore. Why are so many putting "Do Not
Archive?" Is it cool, trendy, or what? Why not let the moderator decide what
should go into the archives. I have observed many very good pieces of
information with this tag. It is not fair to those who may join later or
those now that may need this information. It is only space so let everything
go in.
>
> I feel better now. Back out to fit the $!*%ing wing tips.
>
> Darwin N. Barrie
> Chandler AZ
>
>
Message 28
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--> RV-List message posted by: SportAV8R@aol.com
I've had nore than my share of bouncy landings in the RV before I learned to
manage the flare a bit better. They can still happed from time to time if a
turf bump imparts a bit of energy at just the right time in the natural flexing
of the gear on roll-out. I nearly often find that the burst of power to
initiate the go-around quickly stabilized the pitch excursions (as long as you
hold the stick still) and usually renders a go-around unnecessary. Much depends
on distance remaining and how unnerved you are already. The others are right
when they say that the pilot's instinctive control inputs in a tri-gear
porpoise situation are usulally wrongly-timed and become wildly divergent in a
hurry.
-Bill Boyd RV-6A
they don't call me Hopalong for nothing...
Message 29
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|
--> RV-List message posted by: "Aircraft Technical Book Company" <winterland@rkymtnhi.com>
I had one time when I had a good bounce in my 6A. I was coming in fast to
an uphill runway and just not paying attention. Next thing I knew it, I was
a good 5-6 feet back in the air and way too slow to try to flare again. I
jammed the power on hoping just to pick up enough speed to be able to touch
down again without damaging the airplane. What I got was a lot more than I
expected. It was like the prop just grabbed the air and pulled the plane
right back up. Instant positive climb.
...and the airport where this happened; Granby, CO at 8400' msl with a
density altitude well above 11K
Man, these are great airplanes.
Andy
----- Original Message -----
From: <SportAV8R@aol.com>
Subject: Re: RV-List: porposing
> --> RV-List message posted by: SportAV8R@aol.com
>
> I've had nore than my share of bouncy landings in the RV before I learned
to
> manage the flare a bit better. They can still happed from time to time if
a
> turf bump imparts a bit of energy at just the right time in the natural
flexing
> of the gear on roll-out. I nearly often find that the burst of power to
> initiate the go-around quickly stabilized the pitch excursions (as long as
you
> hold the stick still) and usually renders a go-around unnecessary. Much
depends
> on distance remaining and how unnerved you are already. The others are
right
> when they say that the pilot's instinctive control inputs in a tri-gear
> porpoise situation are usulally wrongly-timed and become wildly divergent
in a
> hurry.
>
> -Bill Boyd RV-6A
> they don't call me Hopalong for nothing...
>
>
Message 30
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--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
"Dr. Leathers" wrote:
>
> --> RV-List message posted by: "Dr. Leathers" <DrLeathers@822heal.com>
>
> Hey Fellas,
>
> I recently experienced a bad landing (in a C172) which resulted in a "porpoise"
situation. This was my first experience with this phenomenon. It was a "non-event"
because, being a student pilot, my instinct for self preservation took
over, and I automatically aborted the landing and went around for a normal touchdown.
>
> However, as I taxied past the hangers and shops enduring the good-natured jeers
of my fellow ramp rats and the mechanics, the realization began to sink in
that this had been a potentially very serious situation. What if I had touched
down with inadequate runway between me and the power lines at the end? What
if I had a prop strike? Ouch!! My instructor taught me to always go around if
I don't touch down in the first 1/3 of the runway, "even if you think you can
stick it". I'm glad for that. Good training apparently works even for a newbie
like me. No damage was done to me or the nosegear, just a little ego bruise and
a red face.
>snip<
> Thanks
> Doc (or "Flipper" as I may be know for a while ;-)
Doc, er... Flipper, we all live and learn! :-)
Unfortunately, after watching many, many landings at S-F-N and OSH, I
have come to the sad conclusion that a huge number of pilots don't have
a clue as to how to land on anything other than "the first 1/3 of the
runway" in spite of ATC's admonitions and pleadings to "land long" or on
a particular spot midway down the runway.
Your instructor has been prudent in admonishing you at this point in
your flying career to go-around if you don't make a successful landing
on the first third of the runway. However, before you progress to your
check ride, please request that your instructor teach you how to land
(and stop....) on the LAST third of the runway, provided the runway is
at least 5000' long. The inability to perform such a maneuver calls into
question the pilot's airmanship, and severely hampers his ability to
make a spot landing in case of an emergency.
I find such a landing to be useful at our airport. Our hangar is just
off the end of 18, so I routinely fly the RV-6 down the runway a couple
feet off the runway (air taxi?) and make a wheel landing when
approaching the 1000' marker on the south end of the runway. Not only
have I learned a lot about flying my plane at minimum controllable
airspeed, but I save wear and tear on the tires.
Sam Buchanan
"The RV Journal" http://thervjournal.com
Message 31
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|
| Subject: | engine primer system |
--> RV-List message posted by: chris m <vhmum@bigpond.com>
Does anyone know what size tube Vans is selling with the engine primer
system.
Have asked Vans but thought you lot might be quicker.
Chris and Susie
VH-MUM
----- Original Message -----
From: <ktlkrn@cox.net>
Subject: RV-List: Archives
> --> RV-List message posted by: <ktlkrn@cox.net>
>
> Okay guys, I can't take it anymore. Why are so many putting "Do Not
Archive?" Is it cool, trendy, or what? Why not let the moderator decide what
should go into the archives. I have observed many very good pieces of
information with this tag. It is not fair to those who may join later or
those now that may need this information. It is only space so let everything
go in.
>
> I feel better now. Back out to fit the $!*%ing wing tips.
>
> Darwin N. Barrie
> Chandler AZ
>
>
Message 32
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--> RV-List message posted by: "Dr. Leathers" <DrLeathers@822heal.com>
Thanks Sam,
I agree with you. Unfortunately, the field where I learned to fly is too
short, even for "touch and go" practice. It's not allowed there. I will make
it a point to fly to a larger field and practice spot landings. My
instructor has had me fly along the center line, nearly the full length of
the runway, from time to time. It's good crosswind practice too!
Doc
Do not archive
----- Original Message -----
From: "Sam Buchanan" <sbuc@hiwaay.net>
Subject: Re: RV-List: porpoising
> --> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
>
>
> "Dr. Leathers" wrote:
> >
> > --> RV-List message posted by: "Dr. Leathers" <DrLeathers@822heal.com>
> >
> > Hey Fellas,
> >
> > I recently experienced a bad landing (in a C172) which resulted in a
"porpoise" situation. This was my first experience with this phenomenon. It
was a "non-event" because, being a student pilot, my instinct for self
preservation took over, and I automatically aborted the landing and went
around for a normal touchdown.
> >
> > However, as I taxied past the hangers and shops enduring the
good-natured jeers of my fellow ramp rats and the mechanics, the realization
began to sink in that this had been a potentially very serious situation.
What if I had touched down with inadequate runway between me and the power
lines at the end? What if I had a prop strike? Ouch!! My instructor taught
me to always go around if I don't touch down in the first 1/3 of the runway,
"even if you think you can stick it". I'm glad for that. Good training
apparently works even for a newbie like me. No damage was done to me or the
nosegear, just a little ego bruise and a red face.
> >snip<
> > Thanks
> > Doc (or "Flipper" as I may be know for a while ;-)
>
>
> Doc, er... Flipper, we all live and learn! :-)
>
> Unfortunately, after watching many, many landings at S-F-N and OSH, I
> have come to the sad conclusion that a huge number of pilots don't have
> a clue as to how to land on anything other than "the first 1/3 of the
> runway" in spite of ATC's admonitions and pleadings to "land long" or on
> a particular spot midway down the runway.
>
> Your instructor has been prudent in admonishing you at this point in
> your flying career to go-around if you don't make a successful landing
> on the first third of the runway. However, before you progress to your
> check ride, please request that your instructor teach you how to land
> (and stop....) on the LAST third of the runway, provided the runway is
> at least 5000' long. The inability to perform such a maneuver calls into
> question the pilot's airmanship, and severely hampers his ability to
> make a spot landing in case of an emergency.
>
> I find such a landing to be useful at our airport. Our hangar is just
> off the end of 18, so I routinely fly the RV-6 down the runway a couple
> feet off the runway (air taxi?) and make a wheel landing when
> approaching the 1000' marker on the south end of the runway. Not only
> have I learned a lot about flying my plane at minimum controllable
> airspeed, but I save wear and tear on the tires.
>
> Sam Buchanan
> "The RV Journal" http://thervjournal.com
>
>
Message 33
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|
--> RV-List message posted by: "Jeff Dowling" <shempdowling@earthlink.net>
Invest in a couple of cordless drills. You'll use em a bunch and they're
quiet.
shemp
----- Original Message -----
From: Chris W <chrisw3@cox.net>
Subject: RV-List: Air Drill?
> --> RV-List message posted by: Chris W <chrisw3@cox.net>
>
> I was planning on getting either the Sioux 1410 or 1412 air drill. The
> only difference I can see between the two is the RPM, 1410 is 2,600 rpm
> and the 1412 3,600 rpm. Is there any reason why I would want one over
> the other?
>
> 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 34
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|
| Subject: | Re: regulator wiring and mixture cable question |
--> RV-List message posted by: Larygagnon@aol.com
My first engine runs have shown a problem with my charging system. I'm using
Van's small alternator with the adjustable regulator. Can anyone on the list
tell me what the wiring connections are for this setup? There are four wires
from the regulator, I have the black wire to ground, the red wire to the
alternator switch in the panel, the green wire to the field terminal on the
alternator and the yellow wire is not used. When we ran the engine this evening
it
was overcharging for a few minutes before showing a discharge.
My other question is a lack of throw on the mixture cable. I can't get more
then 1 3/4 inches of throw on the cable and the carb mixture arm requires 2"
to go from full rich to idle cutoff. The cable is Van's standard vernier
cable. Once I get these two gliches corrected I'm ready for my first flight.
Thanks in advance for any suggustions.
Larry Gagnon
RV 6 N6LG at the airport
Message 35
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|
| Subject: | [ Len Leggette ] : New Email List Photo Share Available! |
--> RV-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Len Leggette <Lenleg@aol.com>
Subject: Newly Painted RV-8A
http://www.matronics.com/photoshare/Lenleg@aol.com.06.01.2003/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures@matronics.com
Message 36
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|
| Subject: | [ Wayne Petrus ] : New Email List Photo Share Available! |
--> RV-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Wayne Petrus <Dwpetrus@aol.com>
Subject: RV8A pics
http://www.matronics.com/photoshare/Dwpetrus@aol.com.06.01.2003/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
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Message 37
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| Subject: | [ Dave Pohl ] : New Email List Photo Share Available! |
--> RV-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Dave Pohl <drpohl@comcast.net>
Subject: Ted Gauthier's RV6
http://www.matronics.com/photoshare/drpohl@comcast.net.06.01.2003/index.html
o Main Photo Share Index
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o Submitting a Photo Share
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Message 38
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| Subject: | [ Cash Copeland ] : New Email List Photo Share Available! |
--> RV-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Cash Copeland <JusCash@aol.com>
Subject: First Flight RV6 N46FC
http://www.matronics.com/photoshare/JusCash@aol.com.06.01.2003/index.html
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o Submitting a Photo Share
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Message 39
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| Subject: | [ Tom Garner ] : New Email List Photo Share Available! |
--> RV-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Tom Garner <jtgarner@shentel.net>
Subject: Oil cooler door
http://www.matronics.com/photoshare/jtgarner@shentel.net.06.01.2003/index.html
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Email the information above and your files and photos to:
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Message 40
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| Subject: | [ Bill Gunn ] : New Email List Photo Share Available! |
--> RV-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Bill Gunn <WGUNN@dot.state.tx.us>
Subject: Gear Fairings Source
http://www.matronics.com/photoshare/WGUNN@dot.state.tx.us.06.01.2003/index.html
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Message 41
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--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
I posted Jerry's photos on the Western Canada Wing web site.
http://www.vansairforce.org/misc/RV-10/
Tedd McHenry
Surrey, BC
-6 wings
Message 42
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--> RV-List message posted by: Chris W <chrisw3@cox.net>
Jeff Dowling wrote:
> --> RV-List message posted by: "Jeff Dowling" <shempdowling@earthlink.net>
>
> Invest in a couple of cordless drills. You'll use em a bunch and they're
> quiet.
They're also about 4 times heavier than the air drill I am getting. That may
not be a big deal for most guys but for me it is. There are other reasons I
want an air drill too but that is the main one.
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
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