Today's Message Index:
----------------------
1. 12:13 AM - DIY Intercoms (Neil Henderson)
2. 05:55 AM - Re: DIY Intercoms (Robert Miller)
3. 06:26 AM - Re: RV-8 Accident (Scott Bilinski)
4. 06:28 AM - Re: RV-8 Accident (Scott Bilinski)
5. 06:28 AM - Re: RV-List Digest: 30 Msgs - 06/22/03 (DFaile@aol.com)
6. 06:51 AM - pattern advice (Sam Buchanan)
7. 06:57 AM - Re: RV-8 Accident (John Helms)
8. 07:02 AM - RV-7A Quickbuild For Sale!! (JCTV)
9. 07:21 AM - Mattituck engines (Greg Young)
10. 07:27 AM - Re: DIY Intercoms ()
11. 07:41 AM - Re: Power failure with a constant speed prop (Vanremog@aol.com)
12. 07:47 AM - RV-6/7(A) flip over accidents (Chris W)
13. 08:05 AM - Re: GPS - RAIM Prediction (Jim Oke)
14. 08:10 AM - Antimatter and the FAA (Louis Willig)
15. 08:21 AM - Fw: Follow Up - June 22, 2003 (flamini2)
16. 08:28 AM - Re: slipping to land - was RV-8 Accident (Gene Polenske)
17. 09:05 AM - Re: Antimatter and the FAA (Rob Prior)
18. 09:18 AM - Re: Antimatter and the FAA (Tedd McHenry)
19. 10:19 AM - Re: DIY Intercoms (N13eer@aol.com)
20. 10:32 AM - Re: pattern advice (Aircraft Technical Book Company)
21. 10:33 AM - Re: RV-6/7(A) flip over accidents (Jim Jewell)
22. 10:40 AM - Re: DIY Intercoms (RV6 Flyer)
23. 10:52 AM - Re: RV-8 Accident (Brian Denk)
24. 11:03 AM - Re: pattern advice (Scott Brumbelow)
25. 11:09 AM - Re: RV-6/7(A) flip over accidents (SportAV8R@aol.com)
26. 11:22 AM - Re: EGT Thermocouple Locations (Richard Dudley)
27. 11:42 AM - Re: RV-6/7(A) flip over accidents (Rob Prior)
28. 11:50 AM - Brian's Flame Out (Laird Owens)
29. 01:13 PM - Re: Antimatter and the FAA (Jerry Springer)
30. 01:24 PM - Re: EGT Thermocouple Locations (Elsa & Henry)
31. 01:44 PM - Re: Antimatter and the FAA (kempthornes)
32. 02:28 PM - Re: EGT Thermocouple Locations (Richard Dudley)
33. 02:33 PM - Re: Antimatter and the FAA (glenn williams)
34. 02:54 PM - Re: EGT Thermocouple Locations (Scott Bilinski)
35. 02:57 PM - Re: Antimatter and the FAA (Chris W)
36. 03:03 PM - RMRFI Formation Forum (Stuart B McCurdy)
37. 03:06 PM - Re: Antimatter and the FAA (Tedd McHenry)
38. 03:08 PM - Re: RV-6/7(A) flip over accidents (Kyle Boatright)
39. 03:23 PM - improper Cleveland brake caliper assembly (Sam Buchanan)
40. 04:08 PM - Re: RV-6/7(A) flip over accidents (Tedd McHenry)
41. 04:32 PM - Re: RV-6/7(A) flip over accidents (Mike Robertson)
42. 04:36 PM - Re: EGT Thermocouple Locations (John Starn)
43. 04:46 PM - Re: Dynon D-10 Encoder Question (LarryRobertHelming)
44. 05:27 PM - Re: Dynon D-10 Encoder Question (Dan Checkoway)
45. 05:30 PM - Re: Wives Tales and Engine Failure Data (was antimatter) (Rob A)
46. 05:39 PM - Re: Dynon D-10 Encoder Question (Noel & Yoshie Simmons)
47. 06:03 PM - Starter install on O-360 (DWENSING@aol.com)
48. 06:16 PM - Carb heat control on O-360 carb (DWENSING@aol.com)
49. 06:21 PM - Re: improper Cleveland brake caliper assembly (Bobby Hester)
50. 06:32 PM - >improper Cleveland brake caliper assembly (Oldsfolks@aol.com)
51. 06:55 PM - RV-8's (Jerry Springer)
52. 06:55 PM - Re: improper Cleveland brake caliper assembly (SportAV8R@aol.com)
53. 07:01 PM - Re: RV-6/7(A) flip over accidents (SportAV8R@aol.com)
54. 07:02 PM - Re: Carb heat control on O-360 carb (Jerry Springer)
55. 07:05 PM - Re: improper Cleveland brake caliper assembly (Chris W)
56. 07:07 PM - Re: Carb heat control on O-360 carb (Curt Reimer)
57. 07:08 PM - Re: improper Cleveland brake caliper assembly (Sam Buchanan)
58. 07:11 PM - Re: >improper Cleveland brake caliper assembly (Alex Peterson)
59. 07:11 PM - Re: Overspray on Canopy (emrath)
60. 07:17 PM - Re: >improper Cleveland brake caliper assembly (Sam Buchanan)
61. 07:20 PM - Re: improper Cleveland brake caliper assembly (SportAV8R@aol.com)
62. 07:28 PM - Re: RV-8 Accident (DEREK REED)
63. 07:35 PM - Re: Dynon D-10 Encoder Question (Dan Checkoway)
64. 07:52 PM - Re: EGT Thermocouple Locations (Cy Galley)
65. 08:20 PM - Re: Starter install on O-360 (Gil Alexander)
66. 09:17 PM - Re: Antimatter and the FAA (kempthornes)
Message 1
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "Neil Henderson" <neil.mo51@btopenworld.com>
Listers
Some time back whilst browsing the Internet I remember a manufactures web site
offering a kit of parts to build a Intercom. I made a note for future reference
but guess what, I can't find it. Can anyone help.Thanks
Neil Henderson RV9A (Wiring) Aylesbury UK
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: DIY Intercoms |
--> RV-List message posted by: Robert Miller <rmiller3@earthlink.net>
You probably mean:
http://www.rst-engr.com/
Robert
Neil Henderson wrote:
> --> RV-List message posted by: "Neil Henderson" <neil.mo51@btopenworld.com>
>
> Listers
>
> Some time back whilst browsing the Internet I remember a manufactures web site
offering a kit of parts to build a Intercom. I made a note for future reference
but guess what, I can't find it. Can anyone help.Thanks
>
> Neil Henderson RV9A (Wiring) Aylesbury UK
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-8 Accident |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
Brian Denk
RV8 N94BD
survived a dead stick RV8 landing
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
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: | Re: RV-8 Accident |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
Brian Denk
RV8 N94BD
survived a dead stick RV8 landing
Is this in the archives? When, where, why?
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RV-List Digest: 30 Msgs - 06/22/03 |
--> RV-List message posted by: DFaile@aol.com
In a message dated 6/23/2003 2:59:08 AM Eastern Standard Time,
rv-list-digest@matronics.com writes:
> I always fly a high tight pattern and always slip the last couple hundred
> feet. (learned this from flying ultralights). And with every bienniel,
> I'm always given a hard time about this from the instructor. "Plan your
> pattern better" they say "I want to see a smooth stabilized approach."
>
Pattern altitude, is pattern altitude. It is either what AFD says or 1,000
feet AGL (single engine). To fly at another altitude increases the risk of a
midair.
Almost all General Aviation pilots fly way to large a traffic pattern. Down
wind is way to far from the runway, base is way to far from the runway and they
descend when on extended final. Traffic patterns do get strung out. When that
happens, slow your aircraft down (remember all that slow flight you
practiced) and bring the pattern back to more manageable size. Minimum flaps and
trim
opposite the numbers and no more flaps until you need them to adjust your
descent to the touchdown point. Don't give up altitude until you can make the
airport.
I fly with a lot of pilots. I wish I flew with more Airmen! The pilot adds
first flap and descends on downwind, next flap and more descent on base, and
final flap and more descent on final, regardless of where the aircraft is located
relative to the runway. The Airmen, use all their resources, including flaps
and slips to adjust their descent to the touchdown point while maintaining a
stabilized approach. The Airmen is also the one who takes responsibility for
bringing the pattern in to a more normal size by using his/her Airman skills
effectively.
We see to many accidents where the pilot lost control of the aircraft while
trying to stretch the glide or just lost control. Short of a structural
failure, most off airport landings should be survivable if the aircraft is landed
at
the slowest possible speed under control.
David Faile, MCFI A&P
1999 National Flight Instructor of the Year
Aviation Consultant
FAA Aviation Safety Counselor
EAA Technical Counselor & Flight Advisor
Fairfield CT 06824-2831
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 |
|
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
<repost for archive>
DFaile@aol.com wrote:
>
> Pattern altitude, is pattern altitude. It is either what AFD says or 1,000
> feet AGL (single engine). To fly at another altitude increases the risk of a
> midair.
>
> Almost all General Aviation pilots fly way to large a traffic pattern. Down
> wind is way to far from the runway, base is way to far from the runway and they
> descend when on extended final. Traffic patterns do get strung out. When that
> happens, slow your aircraft down (remember all that slow flight you
> practiced) and bring the pattern back to more manageable size. Minimum flaps
and trim
> opposite the numbers and no more flaps until you need them to adjust your
> descent to the touchdown point. Don't give up altitude until you can make the
> airport.
>
> I fly with a lot of pilots. I wish I flew with more Airmen! The pilot adds
> first flap and descends on downwind, next flap and more descent on base, and
> final flap and more descent on final, regardless of where the aircraft is located
> relative to the runway. The Airmen, use all their resources, including flaps
> and slips to adjust their descent to the touchdown point while maintaining a
> stabilized approach. The Airmen is also the one who takes responsibility for
> bringing the pattern in to a more normal size by using his/her Airman skills
> effectively.
>
> We see to many accidents where the pilot lost control of the aircraft while
> trying to stretch the glide or just lost control. Short of a structural
> failure, most off airport landings should be survivable if the aircraft is landed
at
> the slowest possible speed under control.
>
> David Faile, MCFI A&P
> 1999 National Flight Instructor of the Year
> Aviation Consultant
> FAA Aviation Safety Counselor
> EAA Technical Counselor & Flight Advisor
> Fairfield CT 06824-2831
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: RV-8 Accident |
--> RV-List message posted by: "John Helms" <jhelms@i1.net>
Condolences to the family.
Anyone know what engine type it was? The FAA didn't listed engine as
Unknown.
do not archive
JT
----- Original Message -----
From: "DEREK REED" <dreed@cdsnet.net>
Subject: Re: RV-List: RV-8 Accident
--> RV-List message posted by: "DEREK REED" <dreed@cdsnet.net>
Sad to say my friend Farn Reed, did not survive a dead stick landing Friday
afternoon in his RV8.
He reported engine problems on down wind but didn't quite make the runway.
Damage to the craft tore half the left wing off and broke the right wing
away from the fuselage. The break away front attach wing bracket did it's
job and there was no fire.
The cockpit area remained virtually intact,
Sad days.
Take care you guys, keep those shoulder harnesses tight!
Derek Reed [great friend, not related]
----- Original Message -----
From: <BBreckenridge@att.net>
Subject: RV-List: RV-8 Accident
> --> RV-List message posted by: BBreckenridge@att.net
>
> Dear Listers;
> I've heard a nasty rumor of the loss of an 8 with one soul on board near
Grants
> Pass, OR. Can anyone confirm?
> Thanks,
> Bruce
>
>
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: | RV-7A Quickbuild For Sale!! |
--> RV-List message posted by: JCTV <jctv@yahoo.com>
Due to an unplanned move I either have to put my kit
in long term storage or sell it to someone who needs
it.
I have everything that comes with the standard
quickbuild. It's a 7A with a sliding canopy. I have
the tail 90% complete, but will sell the kit with or
without it depending on the buyers needs. The rest of
the kit was uncrated but has been untouched.
I live in Florida, so you could save a ton of money on
shipping costs if you live in the southeast. It cost
me $2,400 to get it here from Vans.
$18,000 for the kit w/o Empennage
$21,000 for kit with 90% complete Empennage
Plus shipping. (I can deliver it myself if you are
within driving range).
If interested, please email me directly for more
details.
Email: jctv@yahoo.com
Jeff Cook
-Very sad RV builder
__________________________________
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Mattituck engines |
--> RV-List message posted by: "Greg Young" <gyoung@cs-sol.com>
A friend of mine who is not on the list just ordered an experimental engine
from Mattituck. It's a fixed pitch 0-360 clone, all new parts, complete with
mags, carb, starter, fuel pump, assembled, tested with warranty for $17,300.
Their web site is not real clear about the accessories but he confirmed it
and got it in writing on the order. They have other variations with similar
pricing. He said their pricing will be good thru Oshkosh. Those interested
can check it out at http://www.mattituck.com then select "Experimental
Engs". If ECI gets into the whole engine business as well we might get some
real price competition going.
Regards,
Greg Young - Houston (DWH)
RV-6 N6GY ...project Phoenix
Navion N5221K - just an XXL RV-6A
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: | Re: DIY Intercoms |
--> RV-List message posted by: <315@cox.net>
This is Jim Weir's web site that has kits for several aviaonics including an
intercom:
http://www.rst-engr.com/
Looks like a fun project.
Good luck,
Ned
----- Original Message -----
From: "Robert Miller" <rmiller3@earthlink.net>
Subject: Re: RV-List: DIY Intercoms
> --> RV-List message posted by: Robert Miller <rmiller3@earthlink.net>
>
> You probably mean:
>
> http://www.rst-engr.com/
>
> Robert
>
> Neil Henderson wrote:
>
> > --> RV-List message posted by: "Neil Henderson"
<neil.mo51@btopenworld.com>
> >
> > Listers
> >
> > Some time back whilst browsing the Internet I remember a manufactures
web site offering a kit of parts to build a Intercom. I made a note for
future reference but guess what, I can't find it. Can anyone help.Thanks
> >
> > Neil Henderson RV9A (Wiring) Aylesbury UK
>
>
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: Power failure with a constant speed prop |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 6/22/2003 7:28:36 PM Pacific Daylight Time,
wooody04@bellsouth.net writes:
> The oil pimp doesn't care if
> the engine is driving the prop or the prop is driving the engine.
Are you referring to our vice president? ;o)
-GV (RV-6A N1GV 609hrs)
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: | RV-6/7(A) flip over accidents |
--> RV-List message posted by: Chris W <chrisw3@cox.net>
I have read a few stories about RV-6/7(A) flipping on landing for
whatever reason. An interesting similarity I have noticed is the pilot
ends up in the baggage area, even though they say they had the seat
belts on tight. This is something I want to prevent. Has anyone
addressed this? I was thinking some kind of retainer behind the seat
for the seat belt web to go through might do the trick. Any thoughts on
this?
For those of you who want to read about this, I didn't keep links to the
stories, but if you search the archives you should be able to find the
links, or maybe someone knows to find them.
--
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 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: GPS - RAIM Prediction |
--> RV-List message posted by: Jim Oke <wjoke@shaw.ca>
Hi George;
RAIM prediction in airborne GPS receivers is a rather big subject - and is
supposedly part of TSO C-129, so a bit surprising yours doesn't have it.
There is also a difference between predictive RAIM - what you figure will
happen at a particular location sometime in the future - and actual RAIM -
what is happen to the GPS signal[s] right now where you are. Then there is
the FDE (fault detection and exclusion) capability which allows some
receivers to pick out a bad satellite and drop it from the position solution
and thereby continue navigating by GPS.
If you are looking for satellite location information, then a google search
for "GPS satellite prediction" will turn up lots of sites such as China
Lake's site at http://sirius.chinalake.navy.mil/satpred/ which will tell you
what satellites should be visible at a certain time/place. "Visible" in this
sense does not mean that they are available for navigation - this gets into
health bits in the almanac and such stuff. Even having lots of visible
satellites is not enough if they line up poorly, then the so-called
"dilution of precision" spoils the navigation precision needed for apps.
Your method of checking the USAF NOTAMS for "GPS app not avail" is probably
as good as any. I do not belive the USAF's software is available to others
nor do I know of any equivilant software or service for civil
users/locations.
If you have the chance to browse through a Universal UNS-1C or similar
product handbook, this should explain the RAIM trivia better than I can
here.
Jim Oke
RV-6A
Winnipeg, MB
Do Not Archive
----- Original Message -----
From: "George McNutt" <gmcnutt@intergate.ca>
Subject: RV-List: GPS - RAIM Prediction
> --> RV-List message posted by: "George McNutt" <gmcnutt@intergate.ca>
>
>
> Question re my IFR certified GPS, - anyone know of a web site where I can
> get GPS RAIM predictions.
>
> At the present time I look up Notams for a nearby U.S military
> airport(KNUW)they show times when GPS approaches are not approved and
> correspond very closly to when I get terminal RAIM alarms here at Langley.
I
> would like to be able to find RAIM info for civil airports for cross
country
> flights. My GPS does not have RAIM prediction.
>
> Thanks,
>
> George McNutt
> Langley, B.C.
> 6A - 156 hrs.
>
>
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: | Antimatter and the FAA |
--> RV-List message posted by: Louis Willig <larywil@comcast.net>
It has now been disclosed that the FAA has surreptitiously installed
Antimatter and Anti-Electromagnetic wave devices at nearly all airports in
the US. These devices make the probability of an engine failure in the
vicinity of an airport much, much greater than when flying in normal VFR
and IFR conditions. :>)
Actually, I have never completely understood the idea of being more
prepared for an engine failure when in the landing pattern configuration
vs. the rest of our flying routes. However,I have never been a fan of extra
wide patterns (especially since I fly out of busy class C and D all day
long) so I have a tendency to be a hair close and high. And I'm always
turning final at 100-120 mph. But I almost never have to slip in to loose
altitude. However, when the controller asks if I can squeeze in front of a
jet on 5 mile final and I'm on a mid-field downwind, I am able to yank,
bank and slip when I'm abreast the numbers and get it on the ground in the
first 500 feet of the runway. Its good practice to know what the aircraft
is capable of, and what we are capable of. The landing may not be a
greaser, but the controller and I have saved 3 or 4 minutes of fooling around.
I am a firm believer of practicing engine out landings in the A/P
environment or from the pattern so that I can get an honest feel for a true
dead stick landing. Remember, most of the time, if the engine quits we
often have one or two decent landing spots. The problem is actually getting
to the spot at a controlled rate of descent. So, try all kinds of maneuvers
at your airport. Or better yet, try them at an unfamiliar grass strip to
improve the realism.
But I am still not convinced that there is a greater probability for an
engine problem when landing than when in the normal cross country mode.
Now, TAKE-OFF is a whole 'nother story. That's when we have too few good
options. I wish I could improve my take-off options at small airports. My
home A/P of 7,000 ft. gives me enough options to abort or turn 90 deg. to a
cross runway. But my $50 hamburger strip is 1,700 ft with high tension
towers at both ends. Talk about Electromagnet waves.....
-
Louis I Willig
1640 Oakwood Dr.
Penn Valley, PA 19072
610 668-4964
RV-4, N180PF
190HP IO-360, C/S prop
310 exciting Hrs.
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: | Fw: Follow Up - June 22, 2003 |
--> RV-List message posted by: "flamini2" <flamini2@attbi.com>
This from the Chicago area, note the RV's and Twin Commance and Breezy all going
to breakfast together!!!
Dennis in Chicago
----- Original Message -----
From: Mark & Sue Wiencek
Subject: Follow Up - June 22, 2003
Well gang, I think it's safe to say yesterday was a solid 10! By this, I mean
we had absolutely the best weather combined with a great turn out and excellent
destinations! First and foremost was the weather. Light winds out of the
south, just some high level clouds to give the sky some definition, great visibility,
and warm temps! What a day! As for destinations, most the gang
headed over to Big Foot, with just a few crews heading over to Janesville or
Niles.
Big Foot...
Phil and myself in the RV6
Skip and Jim in the Cherokee
Rusty and Mike in the Cherokee
Gary L. in the C140
Steve B. in the Tiger
Steve M. in the Tiger
Mark B. in the RV3
Arnie Z. in the Breezy
Lee W. in the RV6A
Dick C. in the RV6
Gregg and Dan in the Tiger
Jack C, Chris, and Cait in the Sierra
Johnny Bob in the RV3
Kevin J and Bill R in the Twin Comanche
Russ and Juliet in the C140
Nick and Suzette in the Stinson
Pete and Kate in the C180
Janesville...
John A in the Glassair
Bob and John in the RV6A
Niles...
Leroy and Rosemary in the C172
Tom and Sharon in the Saratoga
QUITE the turn out, eh? This was one day.. if you were not flying.. you missed
out big time (sorry Joe!!). All told, we had 34 members flying 21 planes!
The day started out for me.. late! No, I did not oversleep.. there was a large
accident on Rt57 which closed all south bound lanes, and everyone was forced
to exit the highway. I did not get off till almost 8:30!
As Phil and I flew to Big Foot, we heard Tom and Sharon get up from Michigan.
I directed them to meet up with Leroy and Rosemary over at Niles. Have not seen
these two in some time!
As we neared Big Foot, it was obvious everyone was making it "the" destination
this day! Man, it was crowded. I heard some poor guys making their third attempt
at landing. The pattern was packed, and expanded! By the time we turned
final, we were well past 4 miles out! I slowed the RV down to keep up some
decent spacing, which I'm sure did not make the Twin Comanche too happy behind
me. But, I made it down OK, and did not have to do any severe "S" turns
on short final as the planes in front of me had to.
Once on the ground, and being late.. we were directed to park up close to the breakfast.
Once I shut down, I met up with Pete and Kate and a few others who
were forced to park way to the south, and were just then making it to the breakfast
area.
What a great Fly In. A real "grass roots" affair! Lots of planes, and good food
too! The line was long, but moved at a good pace. And hey.. we were shooting
the breeze as we waited!
After Big Foot, a lot of the crews headed over to Morris. A treat awaited us...
seems that Walter Payton's gun collection was being auctioned off starting
at noon. They held it at the Morris Airport due to the large crowd expected.
Well, I'm sure they were disappointed on that account.. as only about 200
people were there. He sure did have a huge collection of guns however! His
widow Connie was there too, thanking the crowd for turning up.
Since the auction crowd pretty much took over the restaurant, we decided to head
over to Griffith for some Tacos. As in the past, Jessie's crew treated us
like kings.. especially the never ending supply of chips and salsa! We were
joined there by Kenny in the C210 and Chuck in the RV6. After we spent some
time chowing down, we stopped over at Hobart to fill up on $1.99 gas, and got
to see the home of Rusty's Cherokee.
Then, it was home for all the crews to remove the considerable amount of bugs we
have accumulated over the day. What a great day!! Hope to see you next week!
Mark
PS:
The annual "DINNER FLIGHT" will be happening soon! It will be on a Saturday
evening and the destination will be, at least right now, either the Grand Geneva
or Strongbow's. Stay tuned, and get that suit or dress cleaned up!
Interest is high for the canoe trip too. This will be at Niles Michigan on a
hot and sweltery Sunday. Stay tuned for more info.
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: slipping to land - was RV-8 Accident |
--> RV-List message posted by: "Gene Polenske" <Rv8tor@centurytel.net>
Hi Jerry,
I guess I didn't make myself clear enough, sorry. I am a low time pilot
just licensed to learn. I fly at pattern altitude and only slip if needed
(poor judgement on my part). My instructor wanted my landings power off,
and to try not to use the thottle. That way if the day comes that I need to
make and off airport emergency landing I would be more comfortable, and
better able to judge my glide path for landing. Practice, Practice, Practice
I was also taught to error on the high side and slip if necessary, so as not
to come up short.
Gene ( Just wanting to learn all I can) Polenske
RV-8 Wings
----- Original Message -----
From: "Jerry Springer" <jsflyrv@earthlink.net>
Subject: Re: RV-List: slipping to land - was RV-8 Accident
> --> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
>
> Aircraft Technical Book Company wrote:
> > --> RV-List message posted by: "Aircraft Technical Book Company"
<winterland@rkymtnhi.com>
> >
> > I always fly a high tight pattern and always slip the last couple
hundred
> > feet. (learned this from flying ultralights). And with every
bienniel,
> > I'm always given a hard time about this from the instructor. "Plan your
> > pattern better" they say "I want to see a smooth stabilized approach."
> > They make me do it over and over again, until I give them what they
want.
> > So I do, and go back to my slip as soon as they sign me off.
> >
> > Andy
> >
> >
>
> So what is wrong with just doing it right and planning your approach?
> What does it mean to fly a high tight pattern? Does that mean you are
flying
> above the established pattern altitude or above the rest of the aircraft
in the
> pattern? Flying an RV is NOT flying an ultralight, plan the approach IMO.
> Also it is not always possible to fly an approach or pattern that well get
you
> to the runway if an engine fails. Many times here at HIO I am number
3,4,or even
> 5 for the airport so if an engine fail on a long extended downwind you are
not
> going to make it to the runway.
>
> Jerry(flight instructor do it tell its right)Springer
>
> do not archive
>
>
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: Antimatter and the FAA |
--> RV-List message posted by: Rob Prior <rv7@b4.ca>
Louis Willig wrote:
> --> RV-List message posted by: Louis Willig <larywil@comcast.net>
>
> Actually, I have never completely understood the idea of being more
> prepared for an engine failure when in the landing pattern configuration
> vs. the rest of our flying routes.
This doesn't surprise me too much. I know that when I fly I am more
acutely aware of my "options" when i'm operating near an airport (ie.
when taking off and landing) than when I am enroute at 2-3000'. Not
that i'm not looking for potential landing sites on the way, but I know
subconsciously that I have a lot more time to set up and land when i'm
at altitude and at cruise than I do when i'm slowed down and in a circuit.
-RB4
rv7 "at" b4.ca
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: Antimatter and the FAA |
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
> But I am still not convinced that there is a greater probability for an
> engine problem when landing than when in the normal cross country mode.
As I said earlier, this is a bit of a straw man. I don't think anyone has yet
suggested that you should be more vigilant during the landing phase than during
any other phase, only that vigilance takes a slightly different form. In the
cross country phase, you look for alternate aerodromes or forced landing sites.
In the landing phase you plan--where pracitcal--to make the runway if the fire
goes out. Put another way, in the landing phase your alternate landing site
and your planned landing site have become the same runway.
Having said that, though, there may be reason to believe that a loss of power
is more likely during the landing phase of a flight (per unit time). My
understanding is that, in light planes, a loss-of-power incident is more likely
to be pilot induced than the result of a mechanical failure. You might switch
to the wrong tank, or slip heavily while on the low tank in an airplane whose
fuel system can't handle that. Or you might forget to put the carb heat on.
Also, engine failures are more likely to happen where there are throttle or RPM
changes, which are more common during the landing phase than during the
cross-country phase.
I suspect this is a case of heated agreement. I'm sure we all agree that it's
prudent to be prepared for a loss of power at all times. And I expect we all
agree that there are times when it's not practical to maintain a gliding
profile to the runway while in the pattern. The disagreement, if any, is
probably just about which exact circumstances it's practical in and which not,
and whether or not planning to slip is an appropriate way to achieve it, in an
RV.
Even though I came out on the "pro slip" side, I admit that I don't generally
plan my pattern to require a slip when I fly an RV because I don't yet have
enough time in RVs to do it well (and I'm generally landing on short-ish
runways).
Tedd McHenry
Surrey, BC
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: | Re: DIY Intercoms |
--> RV-List message posted by: N13eer@aol.com
Neil,
Last week I just ripped out the RST build it yourself intercom. I put in a FlightTech
ITC-402P. The main reason I did the swap was the RST squelch would not
adjust up to block the wind noise in the back seat above about 180 MPH indicated.
It may have been something I did while building it, but I could not find
any thing wrong. The ITC-402P is a great system and recomend it to anyone looking
for a intercom.
Alan Kritzman
RV-8, 46 hours.
--> RV-List message posted by: "Neil Henderson" <neil.mo51@btopenworld.com>
Listers
Some time back whilst browsing the Internet I remember a manufactures web site
offering a kit of parts to build a Intercom. I made a note for future reference
but guess what, I can't find it. Can anyone help.Thanks
Neil Henderson RV9A (Wiring) Aylesbury UK
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: pattern advice |
--> RV-List message posted by: "Aircraft Technical Book Company" <winterland@rkymtnhi.com>
Gentlemen, Ladies,
I didn't mean to start a firestorm here about pattern practices; so let me
clarify.
1] Obviously directions from ATC or spacing issues of other aircraft in the
pattern supercede most other concerns.
2] The closeness of a slip to short final approach does not fall out of
bounds with the typical expected traffic flow, albeit it is on the closer
edge of what one would consider a normal pattern envelope. It also is not
so close so as not to define a proper base leg, nor is it so close that
tight turns present risk of accelerated stall.
3] Pattern entry does not deviate from normal 1000' (or whatever is called
for) published pattern altitudes. I merely initiate a slower descent around
the base and final turns, and then make up for that unlost altitude on
final.
4] Since every aiplane has a different glide profile. It is highly unlikely
that a slip induced 10% steeper glide on final puts me anywhere out of the
expected envelope of incoming traffic.
There are many reasons why an engine failure on approach is more likely than
in cruise flight. In cruise your engine is subject to constant conditions
of rpm, temperature, fuel flow, ignition conditions, and inertia. On
approach, all these factors are varying. How many people do you know who
have once or twice rolled out after touchdown to a dead engine. Its a far
more frequent occurance than a failure in cruise.
Andy
> DFaile@aol.com wrote:
>
> >
> > Pattern altitude, is pattern altitude. It is either what AFD says or
1,000
> > feet AGL (single engine). To fly at another altitude increases the risk
of a
> > midair.
> >
>
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RV-6/7(A) flip over accidents |
--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
Hi Chris,
I am guessing here;
It could be that the lack of a fifth point crotch belt or 'comfortably'
loose set seat belts might have something to do with it.
Seat belts can feel tight on first setting and will loosen up some after
settling in some. This could be quite noticeable in the colder weather or
climates. I think the newer heat sensitive foam upholstery would exaggerate
the effect
Jim in Kelowna
----- Original Message -----
From: "Chris W" <chrisw3@cox.net>
Subject: RV-List: RV-6/7(A) flip over accidents
> --> RV-List message posted by: Chris W <chrisw3@cox.net>
>
> I have read a few stories about RV-6/7(A) flipping on landing for
> whatever reason. An interesting similarity I have noticed is the pilot
> ends up in the baggage area, even though they say they had the seat
> belts on tight. This is something I want to prevent. Has anyone
> addressed this? I was thinking some kind of retainer behind the seat
> for the seat belt web to go through might do the trick. Any thoughts on
> this?
>
> For those of you who want to read about this, I didn't keep links to the
> stories, but if you search the archives you should be able to find the
> links, or maybe someone knows to find them.
>
> --
> 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 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: DIY Intercoms |
--> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
I have been using the RST panel mount intercom for almost 6 years and it
works fine. I thought that Jim took the panel mount version off the market
and was not selling new kits for it anymore.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,294 + Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
----Original Message Follows----
From: <315@cox.net>
Subject: Re: RV-List: DIY Intercoms
--> RV-List message posted by: <315@cox.net>
This is Jim Weir's web site that has kits for several aviaonics including an
intercom:
http://www.rst-engr.com/
Looks like a fun project.
Good luck,
Ned
----- Original Message -----
From: "Robert Miller" <rmiller3@earthlink.net>
Subject: Re: RV-List: DIY Intercoms
> --> RV-List message posted by: Robert Miller <rmiller3@earthlink.net>
>
> You probably mean:
>
> http://www.rst-engr.com/
>
> Robert
>
> Neil Henderson wrote:
>
> > --> RV-List message posted by: "Neil Henderson"
<neil.mo51@btopenworld.com>
> >
> > Listers
> >
> > Some time back whilst browsing the Internet I remember a manufactures
web site offering a kit of parts to build a Intercom. I made a note for
future reference but guess what, I can't find it. Can anyone help.Thanks
> >
> > Neil Henderson RV9A (Wiring) Aylesbury UK
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-8 Accident |
--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
--> RV-List message posted by: Scott Bilinski
<bilinski@kyocera-wireless.com>
>
>Brian Denk
>RV8 N94BD
>survived a dead stick RV8 landing
>
>Is this in the archives? When, where, why?
Yes, it should be. Happened just AFTER my 40 hour test flyoff period. Crud
from builder installed (uh, that would be ME) non-avgas compatible thread
sealant around carb finger strainer locked up the float. Carb went full
rich at 10,000'MSL. I had an airport about 4,000' below me. Trimmed for
85mph, made a circling descent and landed right on the numbers. Luck had me
over an airport. PRACTICE allowed me to put the airplane where I wanted it.
Came in high, and slipped as needed to adjust. OH SH*T factor was
definitely in high gear, but training and innate male ego kept me from
pranging the airplane, as well as it's valuable occupants! (Me and my
sweetie.)
Be careful out there folks.
Brian Denk
RV8 N94BD
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: pattern advice |
--> RV-List message posted by: Scott Brumbelow <csbrumbelow@fedex.com>
...in some ways no different than your car. How many times has your car engine
quit while
stopped (i.e., at a light, sign, parking lot, whatever) vs. while you were cruising
on the
interstate at 65 mph?
Scott in MEM
Aircraft Technical Book Company wrote:
> --> RV-List message posted by: "Aircraft Technical Book Company" <winterland@rkymtnhi.com>
>
> Gentlemen, Ladies,
>
> I didn't mean to start a firestorm here about pattern practices; so let me
> clarify.
>
> 1] Obviously directions from ATC or spacing issues of other aircraft in the
> pattern supercede most other concerns.
>
> 2] The closeness of a slip to short final approach does not fall out of
> bounds with the typical expected traffic flow, albeit it is on the closer
> edge of what one would consider a normal pattern envelope. It also is not
> so close so as not to define a proper base leg, nor is it so close that
> tight turns present risk of accelerated stall.
>
> 3] Pattern entry does not deviate from normal 1000' (or whatever is called
> for) published pattern altitudes. I merely initiate a slower descent around
> the base and final turns, and then make up for that unlost altitude on
> final.
>
> 4] Since every aiplane has a different glide profile. It is highly unlikely
> that a slip induced 10% steeper glide on final puts me anywhere out of the
> expected envelope of incoming traffic.
>
> There are many reasons why an engine failure on approach is more likely than
> in cruise flight. In cruise your engine is subject to constant conditions
> of rpm, temperature, fuel flow, ignition conditions, and inertia. On
> approach, all these factors are varying. How many people do you know who
> have once or twice rolled out after touchdown to a dead engine. Its a far
> more frequent occurance than a failure in cruise.
>
> Andy
>
> > DFaile@aol.com wrote:
> >
> > >
> > > Pattern altitude, is pattern altitude. It is either what AFD says or
> 1,000
> > > feet AGL (single engine). To fly at another altitude increases the risk
> of a
> > > midair.
> > >
> >
>
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: RV-6/7(A) flip over accidents |
--> RV-List message posted by: SportAV8R@aol.com
In a message dated 06/23/2003 1:37:30 PM Eastern Daylight Time,
jjewell@telus.net writes:
> I am guessing here;
> It could be that the lack of a fifth point crotch belt or 'comfortably'
> loose set seat belts might have something to do with it.
> Seat belts can feel tight on first setting and will loosen up some after
> settling in some. This could be quite noticeable in the colder weather or
> climates. I think the newer heat sensitive foam upholstery would exaggerate
> the effect
>
> Jim in Kelowna
>
I'm guessing, too, but it seems the belt would have to be teribly loose to
allow the knees to pass under it if you slipped through the top, and the
joystick would eventually stop you going the other way if a 5th point harness was't
in use... what could be the real explanation for this phenomenon? The way I
wear my Van's harness, there's no way a survivable crash is going to place me
in the bagage compartment that I can comprehend, unless I get folded in some
totally new ways that would probably really hurt.
-Bill B
not a forensic ergonmist & don't play one on TV
Message 26
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: EGT Thermocouple Locations |
--> RV-List message posted by: Richard Dudley <rhdudley@att.net>
Ed and John,
Thanks for your comments.
The EGT system is from Westach. Their included instructions did not
mention locations of probes. I called them for their recommendation.
Their answer was 6" from flange, a surprise to me since I've heard
numbers in the 1" - 3". Tony Bingelis writes 1-1/2".
When I expressed surprise at the 6" the reason was one of probe life
being shorter the closer to the flange.
Regards,
Richard Dudley
John Starn wrote:
>
> --> RV-List message posted by: "John Starn" <jhstarn@earthlink.net>
>
> On the HRII with custom built exhaust and a VERY tight cowl, we are a little
> more like 2 1/2 to 3" down stream and on a "flat" part of the tube. Ours are
> drilled in the very "front" part of the tube. If we had to do it again we'd
> drill the hole at about 45 degrees angle looking out to make service
> removal/re-installation easier BUT we have 3 cylinders on each side so the
> middle one(s) is/are the service problem(s). KABONG (GBA)
>
> ----- Original Message -----
> From: "Richard Dudley" <rhdudley@att.net>
> To: <rv-list@matronics.com>
> Subject: RV-List: EGT Thermocouple Locations
>
> > What is the conventional wisdom for the locations of EGT thermocouples
> > relative to the exhaust flanges?
> >
> > The only post I found in the archives asks the question: "is 1-1/2" from
> > the flange the popular location?"
>
Message 27
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RV-6/7(A) flip over accidents |
--> RV-List message posted by: Rob Prior <rv7@b4.ca>
SportAV8R@aol.com wrote:
> --> RV-List message posted by: SportAV8R@aol.com
> I'm guessing, too, but it seems the belt would have to be teribly loose to
> allow the knees to pass under it if you slipped through the top, and the
> joystick would eventually stop you going the other way if a 5th point harness
was't
> in use... what could be the real explanation for this phenomenon? The way I
> wear my Van's harness, there's no way a survivable crash is going to place me
> in the bagage compartment that I can comprehend, unless I get folded in some
> totally new ways that would probably really hurt.
Yet another guess: Could the crossbar that supports the back of the
seats be failing? I can't remember offhand what that structure looks
like, but I seem to recall it's just a channel section attached to each
side of the fuselage... Is there any support structure in the middle?
-RB4
RV-7 Empennage
rv7 "at" b4.ca
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: | Brian's Flame Out |
--> RV-List message posted by: Laird Owens <owens@aerovironment.com>
Brian's definitely a member in good standing of the "OH S#@T!" club.
Laird (and fellow member)
Do Not Archive
>--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
>
>
>--> RV-List message posted by: Scott Bilinski
><bilinski@kyocera-wireless.com>
>>
>>Brian Denk
>>RV8 N94BD
>>survived a dead stick RV8 landing
>>
>>Is this in the archives? When, where, why?
>
>
>Yes, it should be. Happened just AFTER my 40 hour test flyoff period. Crud
>from builder installed (uh, that would be ME) non-avgas compatible thread
>sealant around carb finger strainer locked up the float. Carb went full
>rich at 10,000'MSL. I had an airport about 4,000' below me. Trimmed for
>85mph, made a circling descent and landed right on the numbers. Luck had me
>over an airport. PRACTICE allowed me to put the airplane where I wanted it.
>Came in high, and slipped as needed to adjust. OH SH*T factor was
>definitely in high gear, but training and innate male ego kept me from
>pranging the airplane, as well as it's valuable occupants! (Me and my
>sweetie.)
>
>Be careful out there folks.
>
>Brian Denk
>RV8 N94BD
>
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: Antimatter and the FAA |
--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
Tedd McHenry wrote:
> Also, engine failures are more likely to happen where there are throttle or RPM
> changes, which are more common during the landing phase than during the
> cross-country phase.
>
>
>
> Tedd McHenry
> Surrey, BC
>
Actually I have learned during the years of going to flight instructor
refresher courses and safety seminars that the changing throttle
RPM power loss is a myth. There is no hard facts to back it up,
it is just one of those old wives tails we have all heard over the years.
Jerry
Do not archive
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: EGT Thermocouple Locations |
--> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
> --> RV-List message posted by: Richard Dudley <rhdudley@att.net>
>
> Ed and John,
> Thanks for your comments.
> The EGT system is from Westach. Their included instructions did not
> mention locations of probes. I called them for their recommendation.
> Their answer was 6" from flange, a surprise to me since I've heard
> numbers in the 1" - 3". Tony Bingelis writes 1-1/2".
> When I expressed surprise at the 6" the reason was one of probe life
> being shorter the closer to the flange.
Ditto! I also have the Westach EGT probes and was also surprised at their 6"
recommended distance from the flanges. But no can do! That would put them
right in the middle of the slip-joints (on Vetterman's pipes) on the #3 and
#2 cylinders. So to position them equi-distant from the flanges on all
cylinders, I chose the pipe that had the closest slip-joint to the flange
and installed the thermocouple just above the slip-joint bridge-link and
used that distance on the other 3 pipes.
Cheers!!----Henry Hore
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: | Re: Antimatter and the FAA |
--> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
At 01:12 PM 6/23/2003 -0700, you wrote:
>--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
>
>Actually I have learned during the years of going to flight instructor
>refresher courses and safety seminars that the changing throttle
>RPM power loss is a myth. There is no hard facts to back it up,
>it is just one of those old wives tails we have all heard over the years.
But those old wives sure yell when you step on their tails!
hal
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: | Re: EGT Thermocouple Locations |
--> RV-List message posted by: Richard Dudley <rhdudley@att.net>
Thanks Henry,
My O320-D1A with the Vetterman pipes has the same problem. I like your
solution. That puts the probes more like 3" from the flanges. Clearly,
all four should be at the same distance for the best chance have near
equal conditions. The only downside seems to be shorter probe life at
the higher temperatures. The alternative is to go farther than 6". That
puts some past bends making different geometries for the 4 probes and
increasing the response time.
Regards,
Richard Dudley
-6A FWF
Elsa & Henry wrote:
>
> --> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
>
> > --> RV-List message posted by: Richard Dudley <rhdudley@att.net>
> >
> > Ed and John,
> > Thanks for your comments.
> > The EGT system is from Westach. Their included instructions did not
> > mention locations of probes. I called them for their recommendation.
> > Their answer was 6" from flange, a surprise to me since I've heard
> > numbers in the 1" - 3". Tony Bingelis writes 1-1/2".
> > When I expressed surprise at the 6" the reason was one of probe life
> > being shorter the closer to the flange.
>
> Ditto! I also have the Westach EGT probes and was also surprised at their 6"
> recommended distance from the flanges. But no can do! That would put them
> right in the middle of the slip-joints (on Vetterman's pipes) on the #3 and
> #2 cylinders. So to position them equi-distant from the flanges on all
> cylinders, I chose the pipe that had the closest slip-joint to the flange
> and installed the thermocouple just above the slip-joint bridge-link and
> used that distance on the other 3 pipes.
>
> Cheers!!----Henry Hore
>
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: | Re: Antimatter and the FAA |
--> RV-List message posted by: glenn williams <willig10@yahoo.com>
You are probably right that there is no data to back
up the wives tail. However Common sense will (or
should) tell you, that the engine(s) are more prone to
quit on you during the first power reduction just
after take off. If you read the NTSB reports most of
these accidents (engine quitting after takeoff) turn
into stall spins and subsequent fatal accidents where
dead men tell no tales. So how can one collect the
data to put it into a database?
Things that make you go hmm.
Glenn Williams
do not archive
--- kempthornes <kempthornes@earthlink.net> wrote:
> --> RV-List message posted by: kempthornes
> <kempthornes@earthlink.net>
>
> At 01:12 PM 6/23/2003 -0700, you wrote:
> >--> RV-List message posted by: Jerry Springer
> <jsflyrv@earthlink.net>
> >
> >Actually I have learned during the years of going
> to flight instructor
> >refresher courses and safety seminars that the
> changing throttle
> >RPM power loss is a myth. There is no hard facts to
> back it up,
> >it is just one of those old wives tails we have all
> heard over the years.
>
> But those old wives sure yell when you step on their
> tails!
>
> hal
> do not archive
>
>
>
> Contributions
> any other
> Forums.
>
> latest messages.
> List members.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/RV-List.htm
> Digests:http://www.matronics.com/digest/rv-list
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
=====
Glenn Williams
8A
A&P
N81GW
__________________________________
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: | Re: EGT Thermocouple Locations |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
Very interested reading on the probes. So the question is how hot is the
exhaust coming out of the heads and how hot 6" down the pipe? I dont think
it would be much more than 10 degrees cooler at the most. Anyone?
At 05:21 PM 6/23/03 -0400, you wrote:
>--> RV-List message posted by: Richard Dudley <rhdudley@att.net>
>
>Thanks Henry,
>
>My O320-D1A with the Vetterman pipes has the same problem. I like your
>solution. That puts the probes more like 3" from the flanges. Clearly,
>all four should be at the same distance for the best chance have near
>equal conditions. The only downside seems to be shorter probe life at
>the higher temperatures. The alternative is to go farther than 6". That
>puts some past bends making different geometries for the 4 probes and
>increasing the response time.
>
>Regards,
>
>Richard Dudley
>-6A FWF
>
>Elsa & Henry wrote:
>>
>> --> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
>>
>> > --> RV-List message posted by: Richard Dudley <rhdudley@att.net>
>> >
>> > Ed and John,
>> > Thanks for your comments.
>> > The EGT system is from Westach. Their included instructions did not
>> > mention locations of probes. I called them for their recommendation.
>> > Their answer was 6" from flange, a surprise to me since I've heard
>> > numbers in the 1" - 3". Tony Bingelis writes 1-1/2".
>> > When I expressed surprise at the 6" the reason was one of probe life
>> > being shorter the closer to the flange.
>>
>> Ditto! I also have the Westach EGT probes and was also surprised at their 6"
>> recommended distance from the flanges. But no can do! That would put them
>> right in the middle of the slip-joints (on Vetterman's pipes) on the #3 and
>> #2 cylinders. So to position them equi-distant from the flanges on all
>> cylinders, I chose the pipe that had the closest slip-joint to the flange
>> and installed the thermocouple just above the slip-joint bridge-link and
>> used that distance on the other 3 pipes.
>>
>> Cheers!!----Henry Hore
>>
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
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 |
|
| Subject: | Re: Antimatter and the FAA |
--> RV-List message posted by: Chris W <chrisw3@cox.net>
Jerry Springer wrote:
> Actually I have learned during the years of going to flight instructor
> refresher courses and safety seminars that the changing throttle
> RPM power loss is a myth. There is no hard facts to back it up,
> it is just one of those old wives tails we have all heard over the years.
>
> Jerry
> Do not archive
That is interesting to hear. I always thought it was true. My experience with
RC
planes seems to back up the notion that engines are more likely to quite during
changes in throttle position. Of course those small model airplane engines are
a lot
more cantankerous than the ones in the real thing, maybe that is why.
--
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 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: | RMRFI Formation Forum |
--> RV-List message posted by: Stuart B McCurdy <sturdy@att.net>
Listers,
For those of you you will be attending the Rocky Mountain Regional
Fly-in (RMRFI) in Longmont CO this weekend and who are prone to fly with
more than one airplane, I will be presenting a formation flying forum at
0800 on Saturday morning. Then during the airshow, Falcon Flight will
be performing with its 6-ship formation maneuvering routine. I should
have some time between the forum and the pilots meeting to talk
formation with anyone who so desires, and also on Sunday morning. Hope
to see you there.
For those of you that are experienced formation flyers and who have an
FFI card, I will again be organizing a large formation flyby during
Oshkosh. I have asked for Friday during Showcase. I will organize a
formation clinic, practice session, and evaluations the weekend before
Oshkosh somewhere in that area. Contact me by direct email if you would
like to participate.
DO NOT ARCHIVE
Stu McCurdy
Formation Flying, Inc
RV-8, 300 hrs
RV-3, 800 hrs
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: Antimatter and the FAA |
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
> Actually I have learned during the years of going to flight instructor
> refresher courses and safety seminars that the changing throttle
> RPM power loss is a myth. There is no hard facts to back it up,
> it is just one of those old wives tails we have all heard over the years.
Argument by authority. One might just as well say that instructor refresher
courses and safety seminars are excellent sources of myths themselves, which
they sometimes are. Either way it's a straw man, as the case in favour of
flying an "engine out" profile doesn't rest on the probability of failure, only
on the prudence of being prepared.
Tedd McHenry
Surrey, BC
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 |
|
| Subject: | Re: RV-6/7(A) flip over accidents |
--> RV-List message posted by: "Kyle Boatright" <kyle.boatright@adelphia.net>
----- Original Message -----
From: <SportAV8R@aol.com>
Subject: Re: RV-List: RV-6/7(A) flip over accidents
<snip>
> >
>
> I'm guessing, too, but it seems the belt would have to be teribly loose to
> allow the knees to pass under it if you slipped through the top, and the
> joystick would eventually stop you going the other way if a 5th point
harness was't
> in use... what could be the real explanation for this phenomenon? The
way I
> wear my Van's harness, there's no way a survivable crash is going to place
me
> in the bagage compartment that I can comprehend, unless I get folded in
some
> totally new ways that would probably really hurt.
>
> -Bill B
> not a forensic ergonmist & don't play one on TV
I can imagine a scenario where the belts could come loose and which could
result in a quick trip to the baggage compartment. Takes a few assumptions,
but here's how it *might* work..
1) Hard landing. Compresses seat cushions enough to allow some slack in the
shoulder harness.
2) Shoulder harnesses (one or both sides) slip down over the shoulders, and
no longer restrain vertical movement of the pilot. (I've had one side or
another slide down my arm in flight, so it IS possible).
3) Airplane begins to overturn. This causes extremely rapid rotation and
deceleration. When airplane is essentially vertical, the deceleration
forces the pilot towards the canopy since he's not restrained by the
shoulder harness. Depending on the pilot's flexibility and (maybe) the
depth of his seat cushion(s), there is probably enough wiggle room for him
to slide out of the seatbelt.
4) As the pilot slides up against the canopy, the airplane is now going
over on its back, and the deceleration throws him towards the tail and the
baggage compartment.
Not saying this is how it happens, but how it COULD happen.
If this is the correct scenario, the obvious solutions (beyond not flipping
the airplane) would be stiffer cushions that don't have as much crush room
AND some sort of attachment between the two shoulder harnesses that would
keep them from spreading apart and slipping down over the pilot (or
passenger's) shoulders. Obviously, cushions with reduced crush might have a
downside in non-rollover accidents.
KB
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: | improper Cleveland brake caliper assembly |
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
We have had a couple of cases here in the Tennessee Valley RV Builders
Group of brake caliper pistons popping out of the caliper bore when the
brake pads have worn to some degree. This has been both a puzzle and a
source of concern because two of the instances occurred at fly-ins a
long way from home and caused considerable aggravation due to having to
the repair the brakes at a distant airport.
The solution we immediately grasped was to replace the pads at every
condition inspection so the pads would never wear to the point that the
o-ring on the piston could exit the piston bore. We also considered
fabricating a shim that would prevent piston over-travel but the design
of the caliper thwarted our efforts.
It turns out that the REAL problem is improper caliper assembly at the
Cleveland factory! The o-ring on the piston is located near one face of
the piston. On each of the pistons that "popped", the o-ring was located
near the face of the piston closest to the pad. Matter of fact, this is
the way the brand spankin' new caliper I borrowed from RV builder Marty
Emrath was assembled. Once the o-ring reaches the outside edge of the
bore, the fluid gets dumped next time the brakes are applied. In the
latest case of popped piston in our group, the pads had not worn very
close to the rivets.
After further consideration of this matter, RV-8 pilot Robin Hunt found
the Cleveland manual for the 30-9 caliper used on RVs and the manual
clearly shows the piston inserted in the caliper with the o-ring on the
OPPOSITE end from the pad. Robin's suspicions were first aroused when he
found each piston on his RV-8 installed differently.
Apparently some calipers have been shipped from Cleveland with the
pistons installed the wrong way. We have urged each TVRVBG member to
check the orientation of the brake pistons at the next opportunity in
order to avoid the possibility of losing the brakes at an inconvenient
time. A slight amount of air pressure at the caliper inlet is sufficient
to pop the piston out of the bore so you can insure that the o-ring is
located near the face of the piston farthest from the pads. The
aggravation of having to rebleed the brakes is minor compared to losing
a brake on rollout following a landing, especially in an -A model.
Sam Buchanan (RV-6)
http://thervjournal.com
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: RV-6/7(A) flip over accidents |
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
> If this is the correct scenario, the obvious solutions (beyond not flipping
> the airplane) would be stiffer cushions that don't have as much crush room
Has anyone on the list tried a molded seat, as used in race cars? They are
quite comfortable with no padding at all. But they might be somewhat
inconvenient in an airplane.
Tedd McHenry
Surrey, BC
-6 wings
DO NOT ARCHIVE
Message 41
| 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-6/7(A) flip over accidents |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
OK....actually it appears that the crossbar was/is fine. Initial reports
are that he wasn't wearing his shoulder harness at all, just the lap belt.
Mike Robertson
>From: Rob Prior <rv7@b4.ca>
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: Re: RV-List: RV-6/7(A) flip over accidents
>Date: Mon, 23 Jun 2003 11:42:23 -0700
>
>--> RV-List message posted by: Rob Prior <rv7@b4.ca>
>
>SportAV8R@aol.com wrote:
> > --> RV-List message posted by: SportAV8R@aol.com
> > I'm guessing, too, but it seems the belt would have to be teribly loose
>to
> > allow the knees to pass under it if you slipped through the top, and the
> > joystick would eventually stop you going the other way if a 5th point
>harness was't
> > in use... what could be the real explanation for this phenomenon? The
>way I
> > wear my Van's harness, there's no way a survivable crash is going to
>place me
> > in the bagage compartment that I can comprehend, unless I get folded in
>some
> > totally new ways that would probably really hurt.
>
>Yet another guess: Could the crossbar that supports the back of the
>seats be failing? I can't remember offhand what that structure looks
>like, but I seem to recall it's just a channel section attached to each
>side of the fuselage... Is there any support structure in the middle?
>
>-RB4
> RV-7 Empennage
> rv7 "at" b4.ca
>
>
Message 42
| 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: EGT Thermocouple Locations |
--> RV-List message posted by: "John Starn" <jhstarn@earthlink.net>
I'm not sure that the temperature of the exhaust gasses in the additional 3"
would drop that far to allow for extended life. BUT wait a minute, the whole
reason for having a EGT system is to measure the "true" temperature of
individual cylinders. IF the Delta-T would drop in the extra 3" would it not
be worth it get an accurate measurement even IF the shortened the probe
life. Do Not Archive KABONG (GBA)
----- Original Message -----
From: "Richard Dudley" <rhdudley@att.net>
Subject: Re: RV-List: EGT Thermocouple Locations
> --> RV-List message posted by: Richard Dudley <rhdudley@att.net>
>
> Ed and John,
> Thanks for your comments.
> The EGT system is from Westach. Their included instructions did not
> mention locations of probes. I called them for their recommendation.
> Their answer was 6" from flange, a surprise to me since I've heard
> numbers in the 1" - 3". Tony Bingelis writes 1-1/2".
> When I expressed surprise at the 6" the reason was one of probe life
> being shorter the closer to the flange.
>
> Regards,
>
> Richard Dudley
> John Starn wrote:
> >
> > --> RV-List message posted by: "John Starn" <jhstarn@earthlink.net>
> >
> > On the HRII with custom built exhaust and a VERY tight cowl, we are a
little
> > more like 2 1/2 to 3" down stream and on a "flat" part of the tube. Ours
are
> > drilled in the very "front" part of the tube. If we had to do it again
we'd
> > drill the hole at about 45 degrees angle looking out to make service
> > removal/re-installation easier BUT we have 3 cylinders on each side so
the
> > middle one(s) is/are the service problem(s). KABONG (GBA)
> >
> > ----- Original Message -----
> > From: "Richard Dudley" <rhdudley@att.net>
> > To: <rv-list@matronics.com>
> > Subject: RV-List: EGT Thermocouple Locations
> >
> > > What is the conventional wisdom for the locations of EGT thermocouples
> > > relative to the exhaust flanges?
> > >
> > > The only post I found in the archives asks the question: "is 1-1/2"
from
> > > the flange the popular location?"
> >
>
>
Message 43
| 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: Dynon D-10 Encoder Question |
--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
Mike: From the Dynon documentation I read from the web site at
www.dynonavionics.com I do not see where the D10 unit performs the altitude
encoder function. It would seem to me an external encoder would still be
needed. Some one that has installed could chime in on this
concern/question.
I'd like to know if it does the encoder function that could be output to a
transponder and/or GPS. I have been looking at the Sandia encoder for that
function.
.
Larry in Indiana, RV7 Tip-up TMX-O-360
Working on Finish Kit
Aviation in itself is not inherently dangerous. But ..... is terribly
unforgiving of any carelessness, incapacity or neglect.
..Author unknown
----- Original Message -----
From: <N223RV@aol.com>
Subject: RV-List: Dynon D-10 Encoder Question
> --> RV-List message posted by: N223RV@aol.com
>
>
> My Dynon D-10 is supposed to be shipped this week (FYI, I'm order #199).
I
> have a question about the included encoder. Is anyone flying using the
Dynon
> encoder? If so, how does it work (good, bad, needed adjustment, etc.).
>
> I am contemplating whether to keep my stand alone encoder, or remove it
and
> just utilize the Dynon's built in encoder.
>
> Any thoughts?
>
> Thanks
> Mike Kraus
> N223RV RV-4 Flying
Message 44
| 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: Dynon D-10 Encoder Question |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
My understanding is that the Dynon requires an encoder INPUT, it doesn't
produce encoder output. I could be completely wrong. Take a look at
http://www.dynonavionics.com/docs/efis-d10wiring.html and you'll see that
"Blind encoder gray code outputs" are required. I interpret that to mean
"output *from* an encoder," not output *as* an encoder.
I intend to confirm this with Dynon once I have the EFIS-D10 and am wiring
it in, assuming the installation manual doesn't make this crystal clear.
I have the Sandia SAE5-35 which seems to be one of the better units out
there for the price...provides both gray code and serial output for a GPS
(GX-60 in my case) and a transponder (GTX-320A in my case) and the Dynon.
Nice mechanism for quickly removing the unit from its mounting base with no
tools, too.
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "LarryRobertHelming" <lhelming@sigecom.net>
Subject: Re: RV-List: Dynon D-10 Encoder Question
> --> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
>
> Mike: From the Dynon documentation I read from the web site at
> www.dynonavionics.com I do not see where the D10 unit performs the
altitude
> encoder function. It would seem to me an external encoder would still be
> needed. Some one that has installed could chime in on this
> concern/question.
>
> I'd like to know if it does the encoder function that could be output to a
> transponder and/or GPS. I have been looking at the Sandia encoder for
that
> function.
> .
> Larry in Indiana, RV7 Tip-up TMX-O-360
> Working on Finish Kit
>
> Aviation in itself is not inherently dangerous. But ..... is terribly
> unforgiving of any carelessness, incapacity or neglect.
> ..Author unknown
>
> ----- Original Message -----
> From: <N223RV@aol.com>
> To: <rv-list@matronics.com>
> Subject: RV-List: Dynon D-10 Encoder Question
>
>
> > --> RV-List message posted by: N223RV@aol.com
> >
> >
> > My Dynon D-10 is supposed to be shipped this week (FYI, I'm order #199).
> I
> > have a question about the included encoder. Is anyone flying using the
> Dynon
> > encoder? If so, how does it work (good, bad, needed adjustment, etc.).
> >
> > I am contemplating whether to keep my stand alone encoder, or remove it
> and
> > just utilize the Dynon's built in encoder.
> >
> > Any thoughts?
> >
> > Thanks
> > Mike Kraus
> > N223RV RV-4 Flying
>
>
Message 45
| 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: | Wives Tales and Engine Failure Data (was antimatter) |
--> RV-List message posted by: "Rob A" <racker@rmci.net>
In an article titled "A Review of Old Wives Tales", from the Lycoming Flyer
based on actual engine failure rate data, they conclude first power
reduction engine failures are quite rare (cruise failure is a much more
common occurence).
Don't rely on "common" sense or wives tales, rely on real data. Now if I
can only get landings down pat <g>.
Rob Acker (RV-6 flying)
do not archive
--> RV-List message posted by: glenn williams <willig10@yahoo.com>
You are probably right that there is no data to back
up the wives tail. However Common sense will (or
should) tell you, that the engine(s) are more prone to
quit on you during the first power reduction just
after take off. If you read the NTSB reports most of
these accidents (engine quitting after takeoff) turn
into stall spins and subsequent fatal accidents where
dead men tell no tales. So how can one collect the
data to put it into a database?
Things that make you go hmm.
Glenn Williams
do not archive
Message 46
| 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: | Dynon D-10 Encoder Question |
--> RV-List message posted by: "Noel & Yoshie Simmons" <noel@blueskyaviation.net>
I just went through that thought process also. Terribly wrong I was. The
Dynon produces "Gray code" that the transponder needs to report altitude.
This should be emphasized a lot more in there literature. In my mind this
is another very good selling point.
The plug and play panel with the Dynon turned out great, I got a lot of
comments on the unit "flying" on the bench. I can't say enough about how
impressed I am with the installation and the ease wiring it in.
Noel
Blue Sky Aviation, Inc.
"We do builder assistance!"
Toll Free: 866-859-0390
info@blueskyaviation.net <mailto:info@blueskyaviation.net>
www.blueskyaviation.net <http://www.blueskyaviation.net>
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Dan Checkoway
Subject: Re: RV-List: Dynon D-10 Encoder Question
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
My understanding is that the Dynon requires an encoder INPUT, it doesn't
produce encoder output. I could be completely wrong. Take a look at
http://www.dynonavionics.com/docs/efis-d10wiring.html and you'll see that
"Blind encoder gray code outputs" are required. I interpret that to mean
"output *from* an encoder," not output *as* an encoder.
I intend to confirm this with Dynon once I have the EFIS-D10 and am wiring
it in, assuming the installation manual doesn't make this crystal clear.
I have the Sandia SAE5-35 which seems to be one of the better units out
there for the price...provides both gray code and serial output for a GPS
(GX-60 in my case) and a transponder (GTX-320A in my case) and the Dynon.
Nice mechanism for quickly removing the unit from its mounting base with no
tools, too.
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "LarryRobertHelming" <lhelming@sigecom.net>
Subject: Re: RV-List: Dynon D-10 Encoder Question
> --> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
>
> Mike: From the Dynon documentation I read from the web site at
> www.dynonavionics.com I do not see where the D10 unit performs the
altitude
> encoder function. It would seem to me an external encoder would still be
> needed. Some one that has installed could chime in on this
> concern/question.
>
> I'd like to know if it does the encoder function that could be output to a
> transponder and/or GPS. I have been looking at the Sandia encoder for
that
> function.
> .
> Larry in Indiana, RV7 Tip-up TMX-O-360
> Working on Finish Kit
>
> Aviation in itself is not inherently dangerous. But ..... is terribly
> unforgiving of any carelessness, incapacity or neglect.
> ..Author unknown
>
> ----- Original Message -----
> From: <N223RV@aol.com>
> To: <rv-list@matronics.com>
> Subject: RV-List: Dynon D-10 Encoder Question
>
>
> > --> RV-List message posted by: N223RV@aol.com
> >
> >
> > My Dynon D-10 is supposed to be shipped this week (FYI, I'm order #199).
> I
> > have a question about the included encoder. Is anyone flying using the
> Dynon
> > encoder? If so, how does it work (good, bad, needed adjustment, etc.).
> >
> > I am contemplating whether to keep my stand alone encoder, or remove it
> and
> > just utilize the Dynon's built in encoder.
> >
> > Any thoughts?
> >
> > Thanks
> > Mike Kraus
> > N223RV RV-4 Flying
>
>
Message 47
| 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: | Starter install on O-360 |
--> RV-List message posted by: DWENSING@aol.com
What is the usual hardware for installation of the starter motor on Lycoming
engines.......an all metal lock nut over flat washer or high grade steel nut
over internal tooth star lock washer and steel washer? Lycoming books no help.
Thanks
Dale Ensing
RV-6A
Message 48
| 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: | Carb heat control on O-360 carb |
--> RV-List message posted by: DWENSING@aol.com
Some opinions please......
I installed a solid wire control for carb heat, but without the detent
feature, for Vans O-360 air box. When I did this some time ago my rational was
that
the control is either full in or full out and the detents were not needed. Now
I am wondering if the control has enough friction to hold the air box flap
down against the ram air pressure of the air box inlet. Anybody have experience
with my set up?
Dale Ensing
RV-6A
Message 49
| 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: improper Cleveland brake caliper assembly |
--> RV-List message posted by: Bobby Hester <bhester@hopkinsville.net>
Sam Buchanan wrote:
>--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
>
>Apparently some calipers have been shipped from Cleveland with the
>pistons installed the wrong way. We have urged each TVRVBG member to
>check the orientation of the brake pistons at the next opportunity in
>order to avoid the possibility of losing the brakes at an inconvenient
>time. A slight amount of air pressure at the caliper inlet is sufficient
>to pop the piston out of the bore so you can insure that the o-ring is
>located near the face of the piston farthest from the pads. The
>aggravation of having to rebleed the brakes is minor compared to losing
>a brake on rollout following a landing, especially in an -A model.
>
>Sam Buchanan (RV-6)
>http://thervjournal.com
>
>
>
Sam, did anybody contact Cleveland, so they can get the quality control
problem corrected and hopefully keep it from happening in the future?
--
Surfing the Web from Hopkinsville, KY
Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
RV7A Slowbuild wings-QB Fuse :-)
Message 50
| 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: | >improper Cleveland brake caliper assembly |
--> RV-List message posted by: Oldsfolks@aol.com
Thanks Sam for posting this info.
It should be issued as a service bulletin,so all RV builders get it.
My neighbors RV-6A will be ready for testing in a couple of weeks and I am
going to pull the calipers apart before I fly it. My RV-4 too.
Bob Olds A&P , EAA Tech. Counselor
RV-4 , N1191X , Flying Now
Charleston, Arkansas
"Real Aviators Fly Taildraggers"
Message 51
| 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: Jerry Springer <jsflyrv@earthlink.net>
Guys whats with all the RV-8's in todays NTSB prilimanary reports
Now you are running into each other also. At least it was on the ground.
As said earlier lets be careful out there.
Jerry
do not archive
Message 52
| 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: improper Cleveland brake caliper assembly |
--> RV-List message posted by: SportAV8R@aol.com
In a message dated 6/23/2003 6:34:59 PM Eastern Daylight Time,
sbuc@hiwaay.net writes:
> The
> aggravation of having to rebleed the brakes is minor compared to losing
> a brake on rollout following a landing, especially in an -A model
Sam; nice info and appreciate the heads-up, but you lost me there at the very
end. I hate to open this can of worms again, but I would think the
differential braking ability is more crucial when rolling out in a dynamically-unstable
ground-looper; er- I mean in a conventional gear plane with the small wheel
in the back where it belongs and all that. What am I overlooking?
Bill B
small wheel definitely in the front
Message 53
| 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-6/7(A) flip over accidents |
--> RV-List message posted by: SportAV8R@aol.com
In a message dated 6/23/2003 6:13:30 PM Eastern Daylight Time,
kyle.boatright@adelphia.net writes:
> 4) As the pilot slides up against the canopy, the airplane is now going
> over on its back, and the deceleration throws him towards the tail and the
> baggage compartment.
>
> Not saying this is how it happens, but how it COULD happen.
>
I looked at my cockpit today as I climbed in for a flight, and I thought, "My
goodness - if I ever go end over end into the baggage compartment, that roll
bar is gonna take my face plumb off in the process." There is barely 12
inches of clearance between the canopy and the seat backs, and the roll bar is
a
good 4 inches wide. There isn't much room for that maneuver, even if
conditions were perfect. I remain skeptical that the lap belt would ever let be
exit
the seat backwards/upwards. Such G-forces would surely decapitate anyone who
experienced them, the way ot looks from inside.
-B
Message 54
| 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: Carb heat control on O-360 carb |
--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
DWENSING@aol.com wrote:
> --> RV-List message posted by: DWENSING@aol.com
>
> Some opinions please......
> I installed a solid wire control for carb heat, but without the detent
> feature, for Vans O-360 air box. When I did this some time ago my rational was
that
> the control is either full in or full out and the detents were not needed. Now
> I am wondering if the control has enough friction to hold the air box flap
> down against the ram air pressure of the air box inlet. Anybody have experience
> with my set up?
> Dale Ensing
> RV-6A
>
It does not stay put on my RV-6. It wants to keep creeping back to cold position.
It really does need detents IMO.
Jerry
Message 55
| 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: improper Cleveland brake caliper assembly |
--> RV-List message posted by: Chris W <chrisw3@cox.net>
SportAV8R@aol.com wrote:
> I hate to open this can of worms again, but I would think the
> differential braking ability is more crucial when rolling out in a dynamically-unstable
> ground-looper; er- I mean in a conventional gear plane with the small wheel
> in the back where it belongs and all that. What am I overlooking?
There is no way to steer the nose dragger version of the RV's if you don't have
brakes.
Where on the superior.... I mean conventional gear versions, the tail wheel is
linked to
the rudder so you can steer it even with out brakes.
--
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 56
| 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: Carb heat control on O-360 carb |
--> RV-List message posted by: "Curt Reimer" <cgreimer@mb.sympatico.ca>
If I remember the formula for dynamic pressure correctly, the air box door
will see roughly 1.5 pounds of force from the oncoming air at 100 mph, and
5.6 pounds at 200 mph. This is in the hot air position of course, with the
door blocking the ram air inlet. I know that I had doubts whether my detent
control would even have enough resistance to hold it open, but it seems to
work OK, at least at pattern speeds. Without a detent I have my doubts
unless the control is pretty stiff.
Curt
----- Original Message -----
From: <DWENSING@aol.com>
Subject: RV-List: Carb heat control on O-360 carb
> --> RV-List message posted by: DWENSING@aol.com
>
> Some opinions please......
> I installed a solid wire control for carb heat, but without the detent
> feature, for Vans O-360 air box. When I did this some time ago my rational
was that
> the control is either full in or full out and the detents were not needed.
Now
> I am wondering if the control has enough friction to hold the air box flap
> down against the ram air pressure of the air box inlet. Anybody have
experience
> with my set up?
> Dale Ensing
> RV-6A
>
>
Message 57
| 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: improper Cleveland brake caliper assembly |
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
SportAV8R@aol.com wrote:
>
> --> RV-List message posted by: SportAV8R@aol.com
>
> In a message dated 6/23/2003 6:34:59 PM Eastern Daylight Time,
> sbuc@hiwaay.net writes:
>
> > The
> > aggravation of having to rebleed the brakes is minor compared to losing
> > a brake on rollout following a landing, especially in an -A model
>
> Sam; nice info and appreciate the heads-up, but you lost me there at the very
> end. I hate to open this can of worms again, but I would think the
> differential braking ability is more crucial when rolling out in a dynamically-unstable
> ground-looper; er- I mean in a conventional gear plane with the small wheel
> in the back where it belongs and all that. What am I overlooking?
>
> Bill B
> small wheel definitely in the front
Bill, the RV-6 and other taildragger RVs steer just fine on the ground
without any brakes. Brakes are only used to avoid running into the fuel
station....
Try steering a nosedragger without brakes (especially with only one side
operational!!) once you slow down enough for the rudder to become
ineffective. ;-)
Sam Buchanan
Message 58
| 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: | >improper Cleveland brake caliper assembly |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
A brand new RV7A here lost a brake before its first flight, luckily only
very minor damage ensued as it went off the taxiway. He isn't on the
list, but I'll find out what the story is with the caliper. This also
fits the situation with a brake failure on an -8 a year or so ago in the
area.
Alex Peterson
Maple Grove, MN
RV6-A N66AP 317 hours
www.usfamily.net/web/alexpeterson
>
> Thanks Sam for posting this info.
> It should be issued as a service bulletin,so all RV builders
> get it. My neighbors RV-6A will be ready for testing in a
> couple of weeks and I am
> going to pull the calipers apart before I fly it. My RV-4 too.
>
> Bob Olds A&P , EAA Tech. Counselor
> RV-4 , N1191X , Flying Now
> Charleston, Arkansas
> "Real Aviators Fly Taildraggers"
Message 59
| 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: Overspray on Canopy |
--> RV-List message posted by: emrath <emrath@comcast.net>
What about Windex. Works for THE Greek! :>)
Marty in Brentwood TN
Time: 07:46:35 AM PST US
From: JDaniel343@aol.com
Subject: RV-List: OVERSPRAY ON CANOPY
--> RV-List message posted by: JDaniel343@aol.com
I just finished painting my plane and got some overspray on my canopy. You
can't see it, but you cn feel it. Whats an easy way to get this off.
John Danielson
150hrs RV-6
Message 60
| 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: >improper Cleveland brake caliper assembly |
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
Oldsfolks@aol.com wrote:
>
> --> RV-List message posted by: Oldsfolks@aol.com
>
> Thanks Sam for posting this info.
> It should be issued as a service bulletin,so all RV builders get it.
> My neighbors RV-6A will be ready for testing in a couple of weeks and I am
> going to pull the calipers apart before I fly it. My RV-4 too.
>
> Bob Olds A&P , EAA Tech. Counselor
> RV-4 , N1191X , Flying Now
> Charleston, Arkansas
> "Real Aviators Fly Taildraggers"
Bob, I cc'ed the post to the support guys at Vans. I don't know how
widely the incorrectly installed pistons are distributed, or how many
units are affected, but it definitely happened in our group.
After thinking about this a little, it should be easy to check for
proper installation with completely disassembling the caliper, even on
an operational RV. Just remove the wheel and pads, hold you fingers
tightly on the piston face, and have a helper VERY GENTLY apply the
brakes enough to push the piston out enough to verify the o-ring is not
located near the open end of the piston bore. If the piston protrudes at
least 1/8" without the o-ring being visible, then the piston is
installed correctly.
If installed incorrectly, you will probably get a face full of brake
fluid..... ;-)
Sam Buchanan
Message 61
| 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: improper Cleveland brake caliper assembly |
--> RV-List message posted by: SportAV8R@aol.com
In a message dated 6/23/2003 10:09:30 PM Eastern Daylight Time,
chrisw3@cox.net writes:
> , the tail wheel is linked to
> the rudder so you can steer it even with out brakes.
>
That explains it! Thanks for the enlightenment, fellas. This list is great.
-Bill B
do not archive
Message 62
| 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-8 Accident |
--> RV-List message posted by: "DEREK REED" <dreed@cdsnet.net>
Aero Sport Power IO-360 Constant Speed Prop. Not sure of engine type
No's.
----- Original Message -----
From: "John Helms" <jhelms@i1.net>
Subject: Re: RV-List: RV-8 Accident
> --> RV-List message posted by: "John Helms" <jhelms@i1.net>
>
> Condolences to the family.
>
> Anyone know what engine type it was? The FAA didn't listed engine as
> Unknown.
>
> do not archive
>
> JT
> ----- Original Message -----
> From: "DEREK REED" <dreed@cdsnet.net>
> To: <rv-list@matronics.com>
> Subject: Re: RV-List: RV-8 Accident
>
>
> --> RV-List message posted by: "DEREK REED" <dreed@cdsnet.net>
>
> Sad to say my friend Farn Reed, did not survive a dead stick landing
Friday
> afternoon in his RV8.
> He reported engine problems on down wind but didn't quite make the
runway.
> Damage to the craft tore half the left wing off and broke the right wing
> away from the fuselage. The break away front attach wing bracket did it's
> job and there was no fire.
> The cockpit area remained virtually intact,
>
> Sad days.
>
> Take care you guys, keep those shoulder harnesses tight!
>
> Derek Reed [great friend, not related]
>
>
> ----- Original Message -----
> From: <BBreckenridge@att.net>
> To: <RV-List@matronics.com>
> Subject: RV-List: RV-8 Accident
>
>
> > --> RV-List message posted by: BBreckenridge@att.net
> >
> > Dear Listers;
> > I've heard a nasty rumor of the loss of an 8 with one soul on board near
> Grants
> > Pass, OR. Can anyone confirm?
> > Thanks,
> > Bruce
> >
> >
>
>
Message 63
| 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: Dynon D-10 Encoder Question |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
That's wild! Thanks for the clarification.
So with a serializer, I presume the Dynon can encode for the GPS (GX-60) as
well. Nice. Although as far as I know, it costs just as much to buy a
standalone serializer as it does just to buy a Sandia or Trans-Cal
dual-output encoder in the first place.
Is the EFIS-D10 adjustable just like any other blind encoder? I guess I
should call Dynon one of these days, but I figure the more info we can
disseminate here the less loaded Dynon will be on the phones, the quicker
we'll all get our units shipped.
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Noel & Yoshie Simmons" <noel@blueskyaviation.net>
Subject: RE: RV-List: Dynon D-10 Encoder Question
> --> RV-List message posted by: "Noel & Yoshie Simmons"
<noel@blueskyaviation.net>
>
> I just went through that thought process also. Terribly wrong I was. The
> Dynon produces "Gray code" that the transponder needs to report altitude.
> This should be emphasized a lot more in there literature. In my mind this
> is another very good selling point.
>
> The plug and play panel with the Dynon turned out great, I got a lot of
> comments on the unit "flying" on the bench. I can't say enough about how
> impressed I am with the installation and the ease wiring it in.
>
> Noel
> Blue Sky Aviation, Inc.
> "We do builder assistance!"
> Toll Free: 866-859-0390
> info@blueskyaviation.net <mailto:info@blueskyaviation.net>
> www.blueskyaviation.net <http://www.blueskyaviation.net>
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of Dan Checkoway
> To: rv-list@matronics.com
> Subject: Re: RV-List: Dynon D-10 Encoder Question
>
>
> --> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
>
> My understanding is that the Dynon requires an encoder INPUT, it doesn't
> produce encoder output. I could be completely wrong. Take a look at
> http://www.dynonavionics.com/docs/efis-d10wiring.html and you'll see that
> "Blind encoder gray code outputs" are required. I interpret that to mean
> "output *from* an encoder," not output *as* an encoder.
>
> I intend to confirm this with Dynon once I have the EFIS-D10 and am wiring
> it in, assuming the installation manual doesn't make this crystal clear.
>
> I have the Sandia SAE5-35 which seems to be one of the better units out
> there for the price...provides both gray code and serial output for a GPS
> (GX-60 in my case) and a transponder (GTX-320A in my case) and the Dynon.
> Nice mechanism for quickly removing the unit from its mounting base with
no
> tools, too.
>
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
>
> ----- Original Message -----
> From: "LarryRobertHelming" <lhelming@sigecom.net>
> To: <rv-list@matronics.com>
> Subject: Re: RV-List: Dynon D-10 Encoder Question
>
>
> > --> RV-List message posted by: "LarryRobertHelming"
<lhelming@sigecom.net>
> >
> > Mike: From the Dynon documentation I read from the web site at
> > www.dynonavionics.com I do not see where the D10 unit performs the
> altitude
> > encoder function. It would seem to me an external encoder would still
be
> > needed. Some one that has installed could chime in on this
> > concern/question.
> >
> > I'd like to know if it does the encoder function that could be output to
a
> > transponder and/or GPS. I have been looking at the Sandia encoder for
> that
> > function.
> > .
> > Larry in Indiana, RV7 Tip-up TMX-O-360
> > Working on Finish Kit
> >
> > Aviation in itself is not inherently dangerous. But ..... is terribly
> > unforgiving of any carelessness, incapacity or neglect.
> > ..Author unknown
> >
> > ----- Original Message -----
> > From: <N223RV@aol.com>
> > To: <rv-list@matronics.com>
> > Subject: RV-List: Dynon D-10 Encoder Question
> >
> >
> > > --> RV-List message posted by: N223RV@aol.com
> > >
> > >
> > > My Dynon D-10 is supposed to be shipped this week (FYI, I'm order
#199).
> > I
> > > have a question about the included encoder. Is anyone flying using
the
> > Dynon
> > > encoder? If so, how does it work (good, bad, needed adjustment,
etc.).
> > >
> > > I am contemplating whether to keep my stand alone encoder, or remove
it
> > and
> > > just utilize the Dynon's built in encoder.
> > >
> > > Any thoughts?
> > >
> > > Thanks
> > > Mike Kraus
> > > N223RV RV-4 Flying
> >
> >
>
>
Message 64
| 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: EGT Thermocouple Locations |
--> RV-List message posted by: "Cy Galley" <cgalley@qcbc.org>
There is no "TRUE" temperature when it comes to EGTs. Repeat after me, EGT
temperature are relative! Relative to what? Well there are many, many
variables. The one we are interested in is the peak temperature. The peak
temperature is an indicator of mixture. BUT the peak temperature is subject
to altitude, humidity, probe location, ignition timing, number of plugs
firing, outside air, which effects the density of the air, even the
temperature of the fuel. So what you want is the same relative temperature
for each cylinder so that you can run the engine for best power, best
economy or where ever the engine runs the best with the least stress. This
can be determined from the relative EGT temperature for your engine. You
buddy's temperatures can and will vary from yours at the same time and
location. But you don't need absolute temperatures, just a peak temperature
for a reference to adjust your engine. I won't even got into LOP WOT
operation which is easier on the engine and does NOT burn valves.
If you are interested in the whole theory, talk to George Braly of GAMI.
Cy Galley - Bellanca Champion Club
Newsletter Editor & EAA TC
www.bellanca-championclub.com
Actively supporting Aeroncas every day
Quarterly newsletters on time
Reasonable document reprints
1-518-731-6800
Subject: Re: RV-List: EGT Thermocouple Locations
> --> RV-List message posted by: "John Starn" <jhstarn@earthlink.net>
>
> I'm not sure that the temperature of the exhaust gasses in the additional
3"
> would drop that far to allow for extended life. BUT wait a minute, the
whole
> reason for having a EGT system is to measure the "true" temperature of
> individual cylinders. IF the Delta-T would drop in the extra 3" would it
not
> be worth it get an accurate measurement even IF the shortened the probe
> life. Do Not Archive KABONG (GBA)
> ----- Original Message -----
> From: "Richard Dudley" <rhdudley@att.net>
> To: <rv-list@matronics.com>
> Subject: Re: RV-List: EGT Thermocouple Locations
>
>
> > --> RV-List message posted by: Richard Dudley <rhdudley@att.net>
> >
> > Ed and John,
> > Thanks for your comments.
> > The EGT system is from Westach. Their included instructions did not
> > mention locations of probes. I called them for their recommendation.
> > Their answer was 6" from flange, a surprise to me since I've heard
> > numbers in the 1" - 3". Tony Bingelis writes 1-1/2".
> > When I expressed surprise at the 6" the reason was one of probe life
> > being shorter the closer to the flange.
> >
> > Regards,
> >
> > Richard Dudley
> > John Starn wrote:
> > >
> > > --> RV-List message posted by: "John Starn" <jhstarn@earthlink.net>
> > >
> > > On the HRII with custom built exhaust and a VERY tight cowl, we are a
> little
> > > more like 2 1/2 to 3" down stream and on a "flat" part of the tube.
Ours
> are
> > > drilled in the very "front" part of the tube. If we had to do it again
> we'd
> > > drill the hole at about 45 degrees angle looking out to make service
> > > removal/re-installation easier BUT we have 3 cylinders on each side so
> the
> > > middle one(s) is/are the service problem(s). KABONG (GBA)
> > >
> > > ----- Original Message -----
> > > From: "Richard Dudley" <rhdudley@att.net>
> > > To: <rv-list@matronics.com>
> > > Subject: RV-List: EGT Thermocouple Locations
> > >
> > > > What is the conventional wisdom for the locations of EGT
thermocouples
> > > > relative to the exhaust flanges?
> > > >
> > > > The only post I found in the archives asks the question: "is 1-1/2"
> from
> > > > the flange the popular location?"
> > >
> >
> >
>
>
Message 65
| 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: Starter install on O-360 |
--> RV-List message posted by: Gil Alexander <gilalex@earthlink.net>
Dale .. my Lycoming part catalog (O-320-A and E) is quite clear...
STD-35 - washer, 5/16 plain
STD-475 - washer, 5/16 lock, internal teeth
STD-1410 - nut, 5/16 plain
Same locking hardware for the 3 studs and the one bolt
STD-2156 - Bolt, 5/16-18 x 1 5/32 long, hex. hd. (1 3/32 for a 76210 starter)
Since the O-360 starters are identical, the hardware should be the same.
I'm surprised your Lycoming book does not have this detail.....
gil in Tucson
At 09:03 PM 6/23/2003 -0400, you wrote:
>--> RV-List message posted by: DWENSING@aol.com
>
>What is the usual hardware for installation of the starter motor on Lycoming
>engines.......an all metal lock nut over flat washer or high grade steel nut
>over internal tooth star lock washer and steel washer? Lycoming books no
>help.
>Thanks
>Dale Ensing
>RV-6A
>
>
RV-6A, #20701 .. fitting out firewall...
77 Tiger N28478 at 57AZ
Message 66
| 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: Antimatter and the FAA |
--> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
At 02:33 PM 6/23/2003 -0700, you wrote:
>--> RV-List message posted by: glenn williams <willig10@yahoo.com>
>
>You are probably right that there is no data to back
>up the wives tail. However Common sense will (or
>should) tell you, that the engine(s) are more prone to
>quit on you during the first power reduction
My common sense must have been twisted by the engineering school. I was
taught that it is common sense to gather data, do calculations, and draw
conclusions.
Common sense, ah yes. It reminds me of the wonderful 'Rumpole of the
Bailey' stories on public tv.
Common sense says, "Pull up!"
Okay, do not archive.
hal
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! --
|