Today's Message Index:
----------------------
1. 01:10 AM - Re: Dynon D-10 (Jeff Point)
2. 04:41 AM - Re: Re: floor mods (was: Atitude Indicator Interference?) (Mark Phillips)
3. 04:58 AM - Re: Eng. Instrument redundancy (Jim Norman)
4. 05:49 AM - Re: Vans Oil Pressure Gauge (Doug Rozendaal)
5. 06:30 AM - Any builders/flyers in Switzerland?? (Dana Overall)
6. 07:59 AM - Re: Rocket-List: passenger (Tom Gummo)
7. 08:48 AM - Re: Re: Rocket-List: passenger (Bruce Gray)
8. 09:12 AM - Re: Dynon D-10 (Larry Bowen)
9. 09:48 AM - Re: Dynon D-10 (N67BT@aol.com)
10. 11:25 AM - Re: Dynon D-10 (Jeff Point)
11. 02:30 PM - Oil Pressure Connection (Richard Dudley)
12. 03:01 PM - Re: Lyc. Eng. parts (WernerOL)
13. 03:07 PM - Re: cowl preparation & Superfil (Tommy Walker)
14. 04:15 PM - Re: cowl preparation & Superfil (Gert)
15. 04:25 PM - Re: Oil Pressure Connection (Brian Denk)
16. 04:29 PM - Re: Van's Tachometer (DEREK REED)
17. 04:50 PM - Re: Dynon D-10 (Paul Besing)
18. 06:43 PM - NEW jABIRU 8 CYL ENGINE FLOWN IN rv6 (MICK MULLER)
19. 07:30 PM - Re: Dynon D-10 (Jim Jewell)
20. 09:24 PM - Re: Re: Rocket-List: passenger (RV6 Flyer)
21. 09:44 PM - Re: Re: Rocket-List: passenger (Tom Gummo)
22. 10:28 PM - Oil Pressure Gauge (long) (Meketa)
Message 1
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--> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
For both Larry and Doug, what are your delivery numbers? I just ordered
last week, and am number 337. They have been saying for 2 years that
signing up for their list gave you priority, which seems not to be the
case now. Unless the entire univerrse of potential buyers also got on
the list.
Jeff Point
RV-6 FWF
Milwaukee WI
Larry Bowen wrote:
>--> RV-List message posted by: "Larry Bowen" <Larry@bowenaero.com>
>
>I am late July too. Haven't heard anything otherwise....
>
>-
>Larry Bowen
>Larry@BowenAero.com
>http://BowenAero.com
>2003 - The year of flight!
>Do not archive
>
>
>
>>-----Original Message-----
>>From: owner-rv-list-server@matronics.com
>>[mailto:owner-rv-list-server@matronics.com] On Behalf Of Doug
>>Rozendaal
>>Sent: Saturday, June 07, 2003 8:01 PM
>>To: rv-list@matronics.com
>>Subject: RV-List: Dynon D-10
>>
>>
>>--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
>>
>>I see some new software on the Dynon site, anybody loaded it?
>> Does it make the heading work?
>>
>>They told me I had a July shipping date, are others getting
>>units as promised or are the shipping dates lagging????
>>
>>Tailwinds,
>>Doug Rozendaal
>>
>>
>
>
>
>
Message 2
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| Subject: | Re: floor mods (was: Atitude Indicator Interference?) |
--> RV-List message posted by: Mark Phillips <ripsteel@edge.net>
Done the same thing, just with the hinges & latches similar to Laird's, expect
to get much use out of these- thoroughly wrung out on the Tool Time Torsional
Triangulation Torture Test to a certified value of .003 Binfords- not a problem,
ya see! Did yer Yahoo buddy rivet or screw down his floors? 8-O
Do Not Archive agin'
Mark
Dan Checkoway wrote:
> --> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
>
> > Awright Bucko- whadja do to the floor? Better fess up now or we'll
> > reveal what primer you're usin'...
>
> Let's not go there (prim3r). The floor modification -- well, I decided that
> I wanted a hole to drop stuff through, so I made a big trap door. Just
> kidding!
>
> I just made a little sub-compartment between two ribs in the right side
> baggage floor. 99% of the rationale was to make running wire conduit
> through there possible (I didn't realize I should have done it before
> riveting the baggage skins down), and 1% of the rationale was to have a
> place to put a quart of oil, tools, severed limbs, etc. I've seen it on
> other RVs, so it ain't my idea!
>
> http://www.rvproject.com/20030604.html
>
> A guy on the RV7and7A Yahoo group started talking about how I'm inviting the
> possibility of "premature cabin collapse" and affecting "the torsional
> stability" of the aircraft at high G forces.
>
> This guy has obviously never seen RV-6s with removable panels on the front
> deck for avionics access, sub-baggage-floor compartments, etc. I'm
> admittedly straying from the design, but we're building experimental
> aircraft after all, right?
>
> do not archive
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
>
Message 3
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| Subject: | Eng. Instrument redundancy |
--> RV-List message posted by: "Jim Norman" <jgnorman@tampabay.rr.com>
SNIP>>>>>>>>>>>>>>>>>>...
I have a VM1000 which I am going to install in my 6A and which I think is
probably a fine unit. However, if it were to
fail - which it surely will some day - I would lose ALL of my engine
instruments at once; the infamous 'single point failure.' Many of us are
using all-in-one engine instruments like the VM1000."
SNIP>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
This is one of the reasons I have touted the IK-2000 over and over. It is a
GREAT instrument, does everything the VM1000 does and a LOT more (altitude,
airspeed, etc, etc), AND... it has 4 separate systems inside, so any one
failure does not mean a loss of every engine perameter.
I love this unit, and can't tell you how easy it is to monitor the engine
with just one glance!
For those unfamiliar... see it here
http://www.i-ktechnologies.com/
Jim
Tampa
Not affiliated in any way with this company... just a very happy owner like
all other owners.
Message 4
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| Subject: | Re: Vans Oil Pressure Gauge |
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
The relationship between oil pressure and oil temp is the secret. If you
have a failure in progress, typically oil temp will increase as oil pressure
decreases. A major leak can cause a drop in pressure without a rise in
temp, but that will become a failure in progress shortly. Broken parts can
hold the pressure relief valve open. This may or may not result in rising
oil temp.
Many WWII airplanes have a compass fluid transmitter system to keep fuel out
of the cockpit and facilitates accurate oil pressure indications at
extrememly low ambient temps. This system uses a small accumlator type
device with a diaphragm in the middle. An oil line runs to one side and the
oil pressure gauge line runs to the other side. The gauge side is filled
with compass fluid or 5606 fluid. These systems are prone to leak and when
the diaphragm reaches the end of it's travel the oil pressure gauge starts
dropping off. I have had oil pressure indication problems with these
systems including two in-flight shutdowns. The kicker is we got so
complacent about low oil pressure we did not shutdown once, it was not an
indicaiton problem, the nose case was coming apart and it could have been
catastrophic. After the latter, we were able to get our mechanics to
install a backup system. With anything other than a direct reading
mechanical gauge, I would be a strong proponent of a backup. An idiot
light is the best backup because it is simple, light weight, does not add
clutter or confusion to your panel, and will draw imeadiate attention to the
problem.
To answer your question, my OPINION follows. I get to think about this a
lot flying the old, and expensive, stuff. A friend of mine, Mike Burke,
lost an oil cooler and got to land the Cavenaugh Flight Museum Corsair in
the weeds a few weeks ago.
If the temp is not rising and you have NO OTHER indications of a problem, I
would continue for an airport. If the pressure is low and the temp is
rising, I would get on the ground in any "suitable" (no damage) landing
spot while you still have some power. If you are over rocks or trees,
obviously you keep trying for something "suitable."
Once this begins, maintain your altitude, or even climb. Some will say
reduce power, some will say don't touch the power, but what ever you do, DO
NOT pull the power off completely. If the bearings are melting, reducing
power may cause them to seize. Fly over the airport at the initial altitude
for a dead stick overhead 360 approach. pull the power to idle and don't
touch the throttle again.
Tailwinds,
Doug Rozendaal
> My original question stands: What will you do when your electrical oil
> pressure gauge shows zero when you are flying? No one tried to answer
> this question yet. Next time you are flying, think about it.
>
> Alex Peterson
> Maple Grove, MN
> RV6-A N66AP 309 hours
> www.usfamily.net/web/alexpeterson
Message 5
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| Subject: | Any builders/flyers in Switzerland?? |
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
I'll be in Lauterbrunnen, Kandersteg, Zermatt and Zerich later on this
month. Any builders/fliers on the list? I'll see your beautiful Alps
everyday, but can't get enough viewing of airplanes!!
Contact me off the list.
Thanks,
Dana Overall
Richmond, KY
RV-7 slider/fuselage
http://rvflying.tripod.com
do not archive
Message 6
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| Subject: | Re: Rocket-List: passenger |
--> RV-List message posted by: "Tom Gummo" <t.gummo@verizon.net>
Tom,
I too had a interesting passenger yesterday. We are having a small air fair
at my local airport, APV, and have several CAF aircraft on display. A SNJ,
Navy version of the AT-6, arrived a day early to give some promotional
rides. One of the high rollers cancelled and my building partner Jack, or
KABONG, as he like to call himself got to take his place. I asked the pilot
if he would mind if I flew a little formation with him to get a couple of
pictures. Anyway, besides the pilot a lady crew chief came along and as a
joke I asked her if she wanted to come along, she did. At first, she didn't
believe that I could keep up with the SNJ.
I let the SNJ get completely airborne before I took the runway. After my
normal TO, at the end of the runway, the rocket was already several hundred
feet above the SNJ and about a 1/2 mile back. The rocket quickly closed the
gap and I was able to fly formation for a couple of minutes on the SNJ.
Once the photos were taken, we departed the formation and I decided to show
her the plane. I did a couple of aileron rolls to check out her system (I
don't try to get people sick) and she was doing nice. Next she asked to do
a loop. So, I showed her one. Then she asked if she could do one. I said
OK but that I would be guarding the stick to make sure things don't go
wrong. Of course, she didn't pull hard enough at the start of the loop and
we got a little slow at the top. At the top, the plane stalled and did that
little shake it does under those conditions. I helped her recover and
finished the loop. While this was happening, she said that both she and the
plane had just had an orgasm.
She is a nurse, a pilot, a CAF member, not bad looking, and single. She is
even thinking about getting a RV after the ride.
Tom Gummo
Apple Valley, CA
Air Boss for today's Air Fair
Come and see us.
Message 7
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| Subject: | Re: Rocket-List: passenger |
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Those crotch straps really work wonders, don't they.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Tom Gummo
Subject: RV-List: Re: Rocket-List: passenger
--> RV-List message posted by: "Tom Gummo" <t.gummo@verizon.net>
Tom,
I too had a interesting passenger yesterday. We are having a small air
fair
at my local airport, APV, and have several CAF aircraft on display. A
SNJ,
Navy version of the AT-6, arrived a day early to give some promotional
rides. One of the high rollers cancelled and my building partner Jack,
or
KABONG, as he like to call himself got to take his place. I asked the
pilot
if he would mind if I flew a little formation with him to get a couple
of
pictures. Anyway, besides the pilot a lady crew chief came along and as
a
joke I asked her if she wanted to come along, she did. At first, she
didn't
believe that I could keep up with the SNJ.
I let the SNJ get completely airborne before I took the runway. After
my
normal TO, at the end of the runway, the rocket was already several
hundred
feet above the SNJ and about a 1/2 mile back. The rocket quickly closed
the
gap and I was able to fly formation for a couple of minutes on the SNJ.
Once the photos were taken, we departed the formation and I decided to
show
her the plane. I did a couple of aileron rolls to check out her system
(I
don't try to get people sick) and she was doing nice. Next she asked to
do
a loop. So, I showed her one. Then she asked if she could do one. I
said
OK but that I would be guarding the stick to make sure things don't go
wrong. Of course, she didn't pull hard enough at the start of the loop
and
we got a little slow at the top. At the top, the plane stalled and did
that
little shake it does under those conditions. I helped her recover and
finished the loop. While this was happening, she said that both she and
the
plane had just had an orgasm.
She is a nurse, a pilot, a CAF member, not bad looking, and single. She
is
even thinking about getting a RV after the ride.
Tom Gummo
Apple Valley, CA
Air Boss for today's Air Fair
Come and see us.
Message 8
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--> RV-List message posted by: "Larry Bowen" <Larry@bowenaero.com>
Yeah, I was on that list too. Not sure it makes a difference or not.
Maybe it was to protect against a price increase that never happed
(yet).
I'm #245.
-
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
2003 - The year of flight!
> -----Original Message-----
> --> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
>
> For both Larry and Doug, what are your delivery numbers? I
> just ordered
> last week, and am number 337. They have been saying for 2 years that
> signing up for their list gave you priority, which seems not
> to be the
> case now. Unless the entire univerrse of potential buyers
> also got on
> the list.
>
> Jeff Point
> RV-6 FWF
> Milwaukee WI
>
> Larry Bowen wrote:
>
> >--> RV-List message posted by: "Larry Bowen" <Larry@bowenaero.com>
> >
> >I am late July too. Haven't heard anything otherwise....
> >
> >-
> >Larry Bowen
> >Larry@BowenAero.com
> >http://BowenAero.com
> >2003 - The year of flight!
> >Do not archive
> >
> >
> >
> >>-----Original Message-----
> >>From: owner-rv-list-server@matronics.com
> >>[mailto:owner-rv-list-server@matronics.com] On Behalf Of Doug
> >>Rozendaal
> >>Sent: Saturday, June 07, 2003 8:01 PM
> >>To: rv-list@matronics.com
> >>Subject: RV-List: Dynon D-10
> >>
> >>
> >>--> RV-List message posted by: "Doug Rozendaal"
> <dougr@petroblend.com>
> >>
> >>I see some new software on the Dynon site, anybody loaded it?
> >> Does it make the heading work?
> >>
> >>They told me I had a July shipping date, are others getting
> >>units as promised or are the shipping dates lagging????
> >>
> >>Tailwinds,
> >>Doug Rozendaal
Message 9
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--> RV-List message posted by: N67BT@aol.com
I was #90 and received my D-10 last week. The estimated shipping date was
April 11th. Considering my initial impression of the unit, it was worth the
wait.
Bob Trumpfheller
Building a RV7A QB in western Colorado
N67BT (reserved)
Message 10
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--> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
FWIW, Gillian told me that they have no plans to increase the price
anytime soon, even for those who are not "locked in."
Jeff Point
Larry Bowen wrote:
>--> RV-List message posted by: "Larry Bowen" <Larry@bowenaero.com>
>
>Yeah, I was on that list too. Not sure it makes a difference or not.
>Maybe it was to protect against a price increase that never happed
>(yet).
>
>
>
Message 11
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| Subject: | Oil Pressure Connection |
--> RV-List message posted by: Richard Dudley <rhdudley@att.net>
Listers,
In my -6A, I have a 1/4" restrictor fitting installed in the upper
right rear, just below the engine mount of my O-320 D1A for taking off
the oil pressure to a sensor. Though I can get the Aeroquip tube fitting
onto the restrictor fitting and finger tight, my open end wrenches will
not fit into the space. So, I have yet to discover how to finally
tighten the joint.
If you used that location for the oil pressure connection, how did you
tighten that fitting? Is there a wrench that fits in the space? Did you
modify a wrench for that task? I'm thinking that modifying a box end
wrench as did for the vacuum pump might work.
I'd appreciate any information on your solution.
Richard Dudley
-6A FWF
Message 12
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|
| Subject: | Re: Lyc. Eng. parts |
--> RV-List message posted by: "WernerOL" <spenner@olimpo.com.br>
Progressive Air Services LTD.
2965 Airport Drv.
Kamloops, B.C. V2B 7W8
(250) 3766226
Mr. Brad Ford
Aircraft Specialities Services, Inc.
Tulsa, OK
1-800-826-9252
Best Prices I found in an reserch done in 2001.
Werner RV-6A
----- Original Message -----
From: "Bell, Bruce B." <rv4bell@door.net>
Subject: RV-List: Lyc. Eng. parts
> --> RV-List message posted by: "Bell, Bruce B." <rv4bell@door.net>
>
> Hi All,
> Where is a good place to buy O-320 parts. Rocker Arms and push rods.
> Regards,
> Bruce Bell
> Lubbock, Texas
> RV4 # 2888
>
>
> Do Not Archive
>
>
>
>
>
>
>
Message 13
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| Subject: | Re: cowl preparation & Superfil |
Seal-Send-Time: Sun, 8 Jun 2003 17:08:20 -0500
--> RV-List message posted by: "Tommy Walker" <twsurveyor@msn.com>
I had good results thinning Superfil with Epoxy resin. I just mixed up 1 squirt
from the "big can" and one from the "little can" and then blended it in with
a glob of premixed Superfil. You can play around with it to get the consistency
you want. Sands as easy as straight Superfil. I plan to try it in my cowl soon.
Tommy Walker
6A Finishing
Ridgetop, TN
----- Original Message -----
From: Dave Ford
To: rv list
Sent: Saturday, June 07, 2003 8:58 PM
Subject: RV-List: cowl preparation & Superfil
--> RV-List message posted by: "Dave Ford" <dford@michweb.net>
I will be using Superfil on the cowl but wondered if acetone is the best agent
to use as a thinner to get a nice consistency for spreading the stuff.
Dave Ford
RV6
Message 14
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| Subject: | Re: cowl preparation & Superfil |
--> RV-List message posted by: Gert <gert@execpc.com>
I just helped filling a Europa with superfil.
We found that the mixture goes on a lot smoother if you put a little
heat in the mixture with a heat gun.
A LITTLE heat here. We also got better results warming the surface to
be 'superfilled' with the heatgun. Again, warm not hot!
No thinning was neccesary.
Gert
Tommy Walker wrote:
> --> RV-List message posted by: "Tommy Walker" <twsurveyor@msn.com>
>
> I had good results thinning Superfil with Epoxy resin. I just mixed up 1 squirt
from the "big can" and one from the "little can" and then blended it in with
a glob of premixed Superfil. You can play around with it to get the consistency
you want. Sands as easy as straight Superfil. I plan to try it in my cowl
soon.
>
> Tommy Walker
> 6A Finishing
> Ridgetop, TN
> ----- Original Message -----
> From: Dave Ford
> To: rv list
> Sent: Saturday, June 07, 2003 8:58 PM
> Subject: RV-List: cowl preparation & Superfil
>
>
> --> RV-List message posted by: "Dave Ford" <dford@michweb.net>
>
> I will be using Superfil on the cowl but wondered if acetone is the best agent
to use as a thinner to get a nice consistency for spreading the stuff.
>
> Dave Ford
> RV6
>
>
>
>
>
>
>
>
--
is subject to a download and archival fee in the amount of $500
Message 15
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| Subject: | Re: Oil Pressure Connection |
--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
--> RV-List message posted by: Richard Dudley <rhdudley@att.net>
>
>Listers,
>
>In my -6A, I have a 1/4" restrictor fitting installed in the upper
>right rear, just below the engine mount of my O-320 D1A for taking off
>the oil pressure to a sensor. Though I can get the Aeroquip tube fitting
>onto the restrictor fitting and finger tight, my open end wrenches will
>not fit into the space. So, I have yet to discover how to finally
>tighten the joint.
>
>If you used that location for the oil pressure connection, how did you
>tighten that fitting? Is there a wrench that fits in the space? Did you
>modify a wrench for that task? I'm thinking that modifying a box end
>wrench as did for the vacuum pump might work.
>
>I'd appreciate any information on your solution.
>
>Richard Dudley
Chop, grind, tweak, bend, hack, mutilate, spindle and otherwise modify an el
cheapo wrench from Harbor Freight to suit the application. Sometimes you
just have to get ugly with these things!
Brian Denk
RV8 N94BD
Message 16
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| Subject: | Re: Van's Tachometer |
--> RV-List message posted by: "DEREK REED" <dreed@cdsnet.net>
I have the cable connected on my 6A with 90 degree bend to generator on
firewall for 150hrs ,no problem.
Derek Reed
----- Original Message -----
From: <Parker43rp@aol.com>
Subject: RV-List: Van's Tachometer
> --> RV-List message posted by: Parker43rp@aol.com
>
> Listers:
>
> Has anyone installed Van's tach with the 12in. extension cable? I have
found
> that in the installation on my RV-8A, the cable with the tach generator
> attached is at least 4in. longer than the distance from the back of the
engine to
> the firewall. A straight installation would put it 4in. into the front
baggage
> compartment. Installation of the generator on the firewall would seem to
> require nearly a 90 degree bend in the cable, which in my opinion would
probably
> cause premature cable failure. I am considering having the cable
shortened
> at an auto shop that repairs speedometers.
>
> Ray
>
>
Message 17
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--> RV-List message posted by: "Paul Besing" <azpilot@extremezone.com>
What is the price?
----- Original Message -----
From: "Jeff Point" <jpoint@mindspring.com>
Subject: Re: RV-List: Dynon D-10
> --> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
>
> FWIW, Gillian told me that they have no plans to increase the price
> anytime soon, even for those who are not "locked in."
>
> Jeff Point
>
> Larry Bowen wrote:
>
> >--> RV-List message posted by: "Larry Bowen" <Larry@bowenaero.com>
> >
> >Yeah, I was on that list too. Not sure it makes a difference or not.
> >Maybe it was to protect against a price increase that never happed
> >(yet).
> >
> >
> >
>
>
>
>
>
>
Message 18
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| Subject: | NEW jABIRU 8 CYL ENGINE FLOWN IN rv6 |
--> RV-List message posted by: "MICK MULLER" <MULLERPHARM@bigpond.com>
For those who are interested, Jabiru have put 5 hours test flying in their
8 cylinder jabiru powered RV6. Another engine option for RVers.
http://www.jabiru.net.au/engines/8cylin.html
Mick Muller RV9A empennage done, awaiting wings
Message 19
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--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
Hi Paul,
It is still $1995.00 USD for the foreseeable future. Worth every penny, get
it with the on board back up battery $129.00 unless you have already got, or
plan on a backup battery scheme incorporated into your system.
With the internal battery you can turn it on as you pull it out of it's box.
No biggy aside from having a hassle free getting familiar session right up
front.
Check out their site at Http://www.dynonavionics.com
Jim in Kelowna
----- Original Message -----
From: "Paul Besing" <azpilot@extremezone.com>
Subject: Re: RV-List: Dynon D-10
> --> RV-List message posted by: "Paul Besing" <azpilot@extremezone.com>
>
> What is the price?
>
> ----- Original Message -----
> From: "Jeff Point" <jpoint@mindspring.com>
> To: <rv-list@matronics.com>
> Subject: Re: RV-List: Dynon D-10
>
>
> > --> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
> >
> > FWIW, Gillian told me that they have no plans to increase the price
> > anytime soon, even for those who are not "locked in."
> >
> > Jeff Point
> >
> > Larry Bowen wrote:
> >
> > >--> RV-List message posted by: "Larry Bowen" <Larry@bowenaero.com>
> > >
> > >Yeah, I was on that list too. Not sure it makes a difference or not.
> > >Maybe it was to protect against a price increase that never happed
> > >(yet).
> > >
> > >
> > >
> >
> >
> >
> >
> >
> >
>
>
Message 20
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| Subject: | Re: Rocket-List: passenger |
--> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
Tom:
The RV Flight was glad to particapate at the Air Fair. Maybe next year we
will have an Large RV and Pitts formation for you. Paul and I talked with
Jason when they were getting ready to leave.
Sounds like you should have introduced me to the young lady pilot.
Even my very slow 160 HP RV-6 can keep up with a T-6 / SNJ. The only place
that the T-6 / SNJ out performs the low HP RVs is on the down line as they
have a Vne of 260 mph compared to the 210 mph RV. They also will out do the
RV at the fuel pump taking on a LOT more gas they we use for the same
mission. At the Cable Air Fair, ATC told us (RV Flight) to follow the T-6
flight. They were 3 miles ahead of us and we caught them on downwind. We
cut them off on the inside of the turn to catch them but they could not lose
us after we were at their 6.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,285 + Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
----Original Message Follows----
From: "Tom Gummo" <t.gummo@verizon.net>
Subject: RV-List: Re: Rocket-List: passenger
--> RV-List message posted by: "Tom Gummo" <t.gummo@verizon.net>
Tom,
I too had a interesting passenger yesterday. We are having a small air fair
at my local airport, APV, and have several CAF aircraft on display. A SNJ,
Navy version of the AT-6, arrived a day early to give some promotional
rides. One of the high rollers cancelled and my building partner Jack, or
KABONG, as he like to call himself got to take his place. I asked the pilot
if he would mind if I flew a little formation with him to get a couple of
pictures. Anyway, besides the pilot a lady crew chief came along and as a
joke I asked her if she wanted to come along, she did. At first, she didn't
believe that I could keep up with the SNJ.
I let the SNJ get completely airborne before I took the runway. After my
normal TO, at the end of the runway, the rocket was already several hundred
feet above the SNJ and about a 1/2 mile back. The rocket quickly closed the
gap and I was able to fly formation for a couple of minutes on the SNJ.
Once the photos were taken, we departed the formation and I decided to show
her the plane. I did a couple of aileron rolls to check out her system (I
don't try to get people sick) and she was doing nice. Next she asked to do
a loop. So, I showed her one. Then she asked if she could do one. I said
OK but that I would be guarding the stick to make sure things don't go
wrong. Of course, she didn't pull hard enough at the start of the loop and
we got a little slow at the top. At the top, the plane stalled and did that
little shake it does under those conditions. I helped her recover and
finished the loop. While this was happening, she said that both she and the
plane had just had an orgasm.
She is a nurse, a pilot, a CAF member, not bad looking, and single. She is
even thinking about getting a RV after the ride.
Tom Gummo
Apple Valley, CA
Air Boss for today's Air Fair
Come and see us.
Message 21
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| Subject: | Re: Rocket-List: passenger |
--> RV-List message posted by: "Tom Gummo" <t.gummo@verizon.net>
Gary and ALL,
The Air Fair part of the day went very well. :-)
The "paying" crowd seemed much smaller this year. :-(
For those who came, I was very busy as Air Boss so didn't get to say hello.
The bad news is that the FAA said that I didn't a bad enough job to be
fired.
The good news is that I still have my medical and pilot cert.s
Thanks for coming.
Tom "NO Longer Air Boss"
Apple Valley, Ca
TWO FAA inspectors verse ONE Air Boss = a tie
do not archive
----- Original Message -----
From: "RV6 Flyer" <rv6_flyer@hotmail.com>
Subject: Re: RV-List: Re: Rocket-List: passenger
> --> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
>
> Tom:
>
> The RV Flight was glad to particapate at the Air Fair. Maybe next year we
> will have an Large RV and Pitts formation for you. Paul and I talked with
> Jason when they were getting ready to leave.
>
> Sounds like you should have introduced me to the young lady pilot.
>
> Even my very slow 160 HP RV-6 can keep up with a T-6 / SNJ. The only
place
> that the T-6 / SNJ out performs the low HP RVs is on the down line as they
> have a Vne of 260 mph compared to the 210 mph RV. They also will out do
the
> RV at the fuel pump taking on a LOT more gas they we use for the same
> mission. At the Cable Air Fair, ATC told us (RV Flight) to follow the T-6
> flight. They were 3 miles ahead of us and we caught them on downwind.
We
> cut them off on the inside of the turn to catch them but they could not
lose
> us after we were at their 6.
>
> Gary A. Sobek
> "My Sanity" RV-6 N157GS O-320 Hartzell,
> 1,285 + Flying Hours So. CA, USA
> http://SoCAL_WVAF.rvproject.com
>
>
> ----Original Message Follows----
> From: "Tom Gummo" <t.gummo@verizon.net>
> To: <rv-list@matronics.com>
> Subject: RV-List: Re: Rocket-List: passenger
> Date: Sun, 8 Jun 2003 07:49:00 -0700
>
> --> RV-List message posted by: "Tom Gummo" <t.gummo@verizon.net>
>
> Tom,
>
> I too had a interesting passenger yesterday. We are having a small air
fair
> at my local airport, APV, and have several CAF aircraft on display. A
SNJ,
> Navy version of the AT-6, arrived a day early to give some promotional
> rides. One of the high rollers cancelled and my building partner Jack, or
> KABONG, as he like to call himself got to take his place. I asked the
pilot
> if he would mind if I flew a little formation with him to get a couple of
> pictures. Anyway, besides the pilot a lady crew chief came along and as a
> joke I asked her if she wanted to come along, she did. At first, she
didn't
> believe that I could keep up with the SNJ.
>
> I let the SNJ get completely airborne before I took the runway. After my
> normal TO, at the end of the runway, the rocket was already several
hundred
> feet above the SNJ and about a 1/2 mile back. The rocket quickly closed
the
> gap and I was able to fly formation for a couple of minutes on the SNJ.
> Once the photos were taken, we departed the formation and I decided to
show
> her the plane. I did a couple of aileron rolls to check out her system (I
> don't try to get people sick) and she was doing nice. Next she asked to
do
> a loop. So, I showed her one. Then she asked if she could do one. I
said
> OK but that I would be guarding the stick to make sure things don't go
> wrong. Of course, she didn't pull hard enough at the start of the loop
and
> we got a little slow at the top. At the top, the plane stalled and did
that
> little shake it does under those conditions. I helped her recover and
> finished the loop. While this was happening, she said that both she and
the
> plane had just had an orgasm.
>
> She is a nurse, a pilot, a CAF member, not bad looking, and single. She
is
> even thinking about getting a RV after the ride.
>
> Tom Gummo
> Apple Valley, CA
> Air Boss for today's Air Fair
> Come and see us.
>
>
Message 22
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| Subject: | Oil Pressure Gauge (long) |
--> RV-List message posted by: "Meketa" <acgm@gvtc.com>
Hello Yall
There is definitely a relationship between oil temperature and pressure.
Temperature will increase because of a pressure problem also pressure can
decrease from a temperature problem. Either way there is often a direct
correlation between the two readings.
Having an IO360 I went thru a lot of trouble to keep oil temps down. I was
happy to have the temp around 200 in cruise and sometimes as high as 220 on
a hard climb in the Texas heat. Intermittantly the oil temp would climb
above 220 in cruise then drop to less than the normally seen 200 range. I
would try richening mixture, lowering the power setting or lowering the nose
for more indicated airspeed. None seemed to have any direct effect on the
temp. Now this did not happen often and only on longer trips with legs of
two or more hours duration. Inspections found no problems and not too much
thought was spent on the intermittant occurence. An even larger cooler was
planned and purchased.
On the way to SNF things changed. The temp would slowly climb to around 230
with the pressure dropping down into the top of the yellow before quickly
dropping to the 170's and the pressure going back to the mid 60's. This
cycle would occur about every 30 minutes. On landing the level was fine so I
kept a close eye on things and went on with the trip.
On the way home things got interesting. The forecast was for low ceilings in
the Florida panhandle until noon and good weather to Texas after that. We
left early and flew to the Keys for lunch then back to the Lakeland area for
fuel. The next leg was to go as far West as possible before the next stop,
then home. Well things did not go as planned. First the weather was not as
forecast (what's new?) So we flew down the coast then had to go up through
a VFR corridor near Englin before turning west again. Things had been OK
until the turn west. Now the temp started to climb (230+), pressure dropped
to the middle of the yellow (around 40 psi), the oil warning lamp lit up and
the prop governor totally quit controlling the prop in about 5-10 minutes
time span. I figured I had little oil or some type of governor problem with
the throttle requiring serious retarding to prevent over speed. By then an
immediate deviation was made to the nearest airport which had no facilities
in the flight guide. On the way down the temperature went down, pressure up
and the governor started working normally. What to do? I rerouted to the
nearest moderately sized town which had facilities. Going over the maps it
was a long way over inhospitable terrain so the decision was made to go
direct to Mobil Alabama where there were people. I was in no mood to stay in
the air so informed them I had a possible engine problem and was given a
direct vector with lots of turning required to stay clear of clouds on the
way down. I am sure things looked interesting on radar and was asked if we
were OK and if assistance would be needed when I got there. I declined help,
but assured them I would let them know if anything changed. After landing I
expected to find little to no oil in the sump, but had 4 1/2 on the stick
with no oil leaks found. I theorized that the high temps had thinned the oil
causing higher than normal oil usage, lowering the pressure and preventing
prop operation. Not checking the oil level on the Florida fuel stop did not
help with a total of 6.2 hours flying time between checks. Thunderstorms
were looming so we paid for a hanger and spent the night. The next morning
two quarts were added and the plane test-flown solo for 15 minutes with
everything appearing normal. The decision was made to go on and stay over
I-10 for more choices in case there were any more problems.
Not oil related, but interesting. We only got as far as Hammond Louisiana
after flying at 1000 feet over I-10 from airport to airport checking weather
on the ground around half way, total flight time 1.2 hrs. Soon after landing
all hell broke loose with non-stop thunderstorms for over 24 hours then
ceilings so low a police helicopter going to Dallas came back twice. Stuck
with us was Doug's friend, Mike Burke, and the Corsair. He is a great guy.
After 30+ hours waiting we were happy to part company. On departure I
orbited off the airport waiting for the Corsair. Back over the highway at
around 1200 AGL and full throttle we flew formation with the him off the
right wing. Pretty cool. When he throttled up it did not take long to pull
away and out of sight. I hope all is well with the forced landing Mike had
to make in that same plane. Talking to him it is obvious he
knows what he is doing and takes no unneccessary chances.
Back to the oil problem. I was fairly certain there was an intermittant
vernitherm and inspected the oil relief valve. The vernitherm would not move
in boiling water and the check ball did not feel smooth so both were
replaced. Surprise, oil temps are now in the 170's except for long climbs
where it has barely hit 200. I had been happy with the temps after hearing
all the problems others have had with the 200 horse motors. The vernitherm
had been replaced at overhaul with about 400 hrs TTSN and seems to have
never worked correctly. Using 15w50 oil, the pressure was in the bottom of
the green (60-65) so last week I changed to straight 50wt figuring the now
too low temp may keep the oil in a lower viscosity range. Pressure is not
stable at 75psi. A way to raise the temperature will now need to be added.
A lot was learned on this trip. All the decisions made have been evaluated
over and over.
1. Should have checked the oil at the first fuel stop. Not too smart
knowing I had been having a problem. Things looking good
at the time kept it out of mind.
2. Should have deviated to the first runway, but I was high and had
more choices at Mobil. Glad I did not go for the other small strip
with the facilities. There were a lot of woods between us.
3. Not much could have been done for the oil temperature issue. It
is hard to trouble shoot on the road and took a while to
reproduce the problem. I believe the oil was thinned from the
heat with the low oil level making it worse.
4. Need a warning lamp with high enough threshold to be of real
use. Forget the 0-20 psi switches. Use a programmable engine
monitor, electronic gauge which has an adjustable threshold or
install the 35-40 psi switch. They will get your attention.
5. GPS and DG with a heading bug. I was really turning down
between the clouds. The heading bug gives great info on where
to go with the GPS keeping one aware of location.
6. I did not believe the engine was going to quit after the prop
control came back. No thought was made to put it on the
ground, but to make it to a runway. Do not be so scared of
an engine stoppage that you put down off airport unneccessarily.
7.Having mechanical knowledge of all systems is important in the
decision making process. I do not know enough about the fuel
servo and prop governor. I need to make it a point to learn
more on how they actually work.
7. Be prepared for the worse.
Sorry this was so long. I hate telling tales of my own misfortune
or poor decision making, but hope it will help someone.
George Meketa
RV8, N444TX, 324.7 hrs.
>Doug Rozendaal
>The relationship between oil pressure and oil temp is the secret. If you
> have a failure in progress, typically oil temp will increase as oil
pressure
> decreases. A major leak can cause a drop in pressure without a rise in
> temp, but that will become a failure in progress shortly. Broken parts
can
> hold the pressure relief valve open. This may or may not result in rising
> oil temp.
> To answer your question, my OPINION follows. I get to think about this a
> lot flying the old, and expensive, stuff. A friend of mine, Mike Burke,
> lost an oil cooler and got to land the Cavenaugh Flight Museum Corsair in
> the weeds a few weeks ago.
>
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