Today's Message Index:
----------------------
1. 04:48 AM - Re: Dynon D-10 Encoder Question (Doug Rozendaal)
2. 05:38 AM - Re: RV-6/7(A) flip over accidents (Scott Reichel)
3. 05:40 AM - Re: Dynon D-10 Encoder Question (Greg Young)
4. 05:52 AM - Re: Dynon D-10 Encoder Question (mstewart@qa.butler.com)
5. 06:38 AM - Re: Dynon D-10 Encoder Question (Noel & Yoshie Simmons)
6. 06:49 AM - IFR instrument requirements in an experimental aircraft (Sam Buchanan)
7. 07:13 AM - Re: Wives Tales and Engine Failure Data (was antimatter) (Finn Lassen)
8. 07:45 AM - Re: Antimatter and the FAA (glenn williams)
9. 08:55 AM - Re: Dynon D-10 Encoder Question (Doug Rozendaal)
10. 08:55 AM - Re: Wives Tales and Engine Failure Data (was antimatter) ()
11. 09:49 AM - Re: >improper Cleveland brake caliper assembly (HCRV6@aol.com)
12. 09:56 AM - Re: improper Cleveland brake caliper assembly (Elsa & Henry)
13. 12:40 PM - 275 mph RV7 (Chris W)
14. 01:04 PM - Re: 275 mph RV7 (SportAV8R@aol.com)
15. 01:11 PM - Re: 275 mph RV7 (Larry Pardue)
16. 01:16 PM - Re: 275 mph RV7 (Camille Patch)
17. 01:23 PM - Re: 275 mph RV7 (Tedd McHenry)
18. 01:29 PM - Re: 275 mph RV7 (Turbo Tom)
19. 01:31 PM - Re: improper Cleveland brake caliper assembly (RV3)
20. 01:41 PM - Re: 275 mph RV7 (Terry Watson)
21. 01:59 PM - Re: improper Cleveland brake caliper assembly (Sam Buchanan)
22. 02:18 PM - Re: 275 mph RV7 (Larry Pardue)
23. 02:36 PM - prop spacer thanks (chris m)
24. 02:36 PM - Re: 275 mph RV7 (Chris W)
25. 02:39 PM - Re: GPS - RAIM Prediction (Ralph W. Pawlak)
26. 03:25 PM - Re: 275 mph RV7 (Kevin Horton)
27. 04:04 PM - Re: 275 mph RV7 (John)
28. 04:07 PM - Re: Wives Tales and Engine Failure Data (was antimatter) (Eustace Bowhay)
29. 04:18 PM - Re: 275 mph RV7 (Elsa & Henry)
30. 04:28 PM - Re: 275 mph RV7 (Jim Oke)
31. 04:44 PM - Re: 275 mph RV7 (Kevin Horton)
32. 04:57 PM - Re: [nonspam] Re: 275 mph RV7 (Larry Pardue)
33. 05:04 PM - Fw: Re: 275 mph RV7 (Larry Pardue)
34. 05:22 PM - Re: improper Cleveland brake caliper assembly (Bill Dube)
35. 05:27 PM - Best Stops to Oshkosh (BPattonsoa@aol.com)
36. 05:50 PM - 168hp 0-360 A1A (Mike Stephenson)
37. 06:30 PM - Re: improper Cleveland brake caliper assembly (Jim Jewell)
38. 06:30 PM - Re: Starter install on O-360 (DWENSING@aol.com)
39. 07:01 PM - fuel flow on the cheap (Donald Mei)
40. 07:30 PM - Re: fuel flow on the cheap (Denis Walsh)
41. 08:04 PM - Re: GPS - RAIM Prediction (George McNutt)
42. 08:09 PM - Re: 168hp 0-360 A1A (kempthornes)
43. 08:10 PM - Re: fuel flow on the cheap (Jerry Hansen)
44. 08:11 PM - Rudder Stiffener Tooling Marks? ()
45. 08:20 PM - Re: Best Stops to Oshkosh (RV6 Flyer)
46. 08:24 PM - Alaska RVers (Doug Rozendaal)
47. 08:35 PM - Re: fuel flow on the cheap (Brian Denk)
48. 08:59 PM - Re: improper Cleveland brake caliper assembly (Sam Buchanan)
49. 09:02 PM - Re: 168hp 0-360 A1A (Mike Stephenson)
50. 09:10 PM - Fw: Fuel flow (DEREK REED)
51. 09:57 PM - "All Shook Up" ... and in search of help ... (James E. Clark)
52. 09:57 PM - Report (Wheeler North)
53. 10:08 PM - Re: "All Shook Up" ... and in search of help ... (Jerry Springer)
54. 10:18 PM - Re: Alaska RVers (klwerner@comcast.net)
55. 10:50 PM - Re: "All Shook Up" ... and in search of help ... (Jeff Bertsch)
56. 11:05 PM - Re: 168hp 0-360 A1A (Jim Jewell)
Message 1
| 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: "Doug Rozendaal" <dougr@petroblend.com>
I have a ??
To Fly IFR do you need a TSO'd Altimeter and Enoder???
Tailwinds,
Doug Rozendaal
waiting for a Dynon
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RV-6/7(A) flip over accidents |
--> RV-List message posted by: Scott Reichel <scott.reichel@cctechnol.com>
A sternum strap would keep the shoulder straps from leaving your
shoulders. Add-on sternum straps are readily available at many backpacking
stores, but if you know your way around a sewing machine they're easy
enough to make for yourself.
An even better solution would be to have sternum straps built into the
harness system from the get go. Does anybody know if there is such a
system out there for the RV series?
-Scott
At 06:07 PM 6/23/2003 -0400, you wrote:
>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 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: | Dynon D-10 Encoder Question |
--> RV-List message posted by: "Greg Young" <gyoung@cs-sol.com>
I believe you do. A friend tried to get an IFR pitot/static/xpndr cert on
his new RV-6A and the avionics shop had him replace his non-TSO'd altimeter.
Transponder, altimeter and encoder all need to be TSO'd... at least for
IFR... at least for one avionics shop. YMMV.
Regards,
Greg Young - Houston (DWH)
RV-6 N6GY - project Phoenix
Navion N5221K - just an XXL RV-6A
>
> --> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
>
> I have a ??
>
> To Fly IFR do you need a TSO'd Altimeter and Enoder???
>
> Tailwinds,
> Doug Rozendaal
> waiting for a Dynon
>
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: | Dynon D-10 Encoder Question |
tests=AWL,BAYES_01,NO_REAL_NAME,ORIGINAL_MESSAGE,
USER_IN_WHITELIST
autolearn=ham version=2.53
--> RV-List message posted by: mstewart@qa.butler.com
All those in favor of Shooting Doug say "AYE"
Opposed? (silence in the computer rooms.)
The Aye's have it then!.
Jus playing with you Doug.
Answer No.
Mike Stewart
-----Original Message-----
From: Doug Rozendaal [mailto:dougr@petroblend.com]
Subject: Re: RV-List: Dynon D-10 Encoder Question
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
I have a ??
To Fly IFR do you need a TSO'd Altimeter and Enoder???
Tailwinds,
Doug Rozendaal
waiting for a Dynon
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: | Dynon D-10 Encoder Question |
--> RV-List message posted by: "Noel & Yoshie Simmons" <noel@blueskyaviation.net>
Here is my take on the mater.
The transponder encoder-altimeter must display and transmit the same
altitude with in 125 Look in FAR91.217 & 91.413 paragraph C3.
91.413 paragraph C3 states the manufacture can certify the system for IFR
flight, each of us is the manufacture of our aircraft. There are two ways
you can tell what altitude you are reporting.
The easiest is when your transponder has the altitude on the front (SL-40
MircoAir 2000, Ect.). Double check this by asking flight service what
altitude you are reporting. The second is to fly the aircraft and adjust
the encoder while asking your altitude.
So Doug you will not be shoot at high noon today, maybe tomorrow if you keep
asking questions:>)
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 Doug Rozendaal
Subject: Re: RV-List: Dynon D-10 Encoder Question
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
I have a ??
To Fly IFR do you need a TSO'd Altimeter and Enoder???
Tailwinds,
Doug Rozendaal
waiting for a Dynon
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | IFR instrument requirements in an experimental aircraft |
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
Below is a link to an article that was prepared by the EAA; it appears
on their site and Blue Mountain Avionics also posted it to their site:
http://home.hiwaay.net/~sbuc/tvrvbg/_borders/IFR%20equipment.pdf
If......if.....the EAA has correctly interpreted the FARS in regards to
IFR ops in an experimental, the article is the best summation of
requirements that I have read. However, if a particular FSDO, DAR, or
avionics shop has other ideas, you probably won't be able to change
their minds.
Sam Buchanan
==============================
Greg Young wrote:
>
> --> RV-List message posted by: "Greg Young" <gyoung@cs-sol.com>
>
> I believe you do. A friend tried to get an IFR pitot/static/xpndr cert on
> his new RV-6A and the avionics shop had him replace his non-TSO'd altimeter.
> Transponder, altimeter and encoder all need to be TSO'd... at least for
> IFR... at least for one avionics shop. YMMV.
>
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: Wives Tales and Engine Failure Data (was antimatter) |
--> RV-List message posted by: Finn Lassen <finnlassen@netzero.net>
What is "actual engine failure rate data"? Those reported to Lycoming?
If so, how many instances were not reported because they were close
enough to runway and thus were a non-event because the pilot could
easily make the runway?
Examples:
Idle stop improperly adjusted so engine dies when closing throttle.
No carb heat.
Switched to empty tank.
Valve sticking when engine cooling down (power reduction in pattern).
Finn
Rob A wrote:
>--> 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 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Antimatter and the FAA |
--> RV-List message posted by: glenn williams <willig10@yahoo.com>
Hal did you get the point of my statement? I agree
with you that you should collect data. My question
was, how do you get that data when noone is around to
give it?
again things that make you go hmmm
Glenn Williams
do not archive
--- kempthornes <kempthornes@earthlink.net> wrote:
> --> 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
>
>
>
> 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 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: | Re: Dynon D-10 Encoder Question |
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
Great plan!!!
Let's set up head to head at 3000 ft, 2000 ft hard deck and when we pass,
The Fight's on!!!!!!
Just remember, if you do get me, It is not the first time, I'm no virgin.
check six.
Tailwinds,
Doug "dumb questions" Rozendaal
do not archive
> --> RV-List message posted by: mstewart@qa.butler.com
>
> All those in favor of Shooting Doug say "AYE"
> Opposed? (silence in the computer rooms.)
> The Aye's have it then!.
>
> Jus playing with you Doug.
>
> Answer No.
> Mike Stewart
>
>
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: Wives Tales and Engine Failure Data (was antimatter) |
--> RV-List message posted by: <racker@rmci.net>
I didn't research for or write the article, so not sure on the data, might
ask Lycoming. At least its from a known and reputable source with data
collection/reduction of some sort and a rational conclusion drawn from it.
Your points below are valid flight safety issues. However, most are not
hard engine failures (and therefore not reportable as such), but rather
human failure (mechanic messed up mixture setting, pilot didn't apply carb
heat, pilot starved engine). The remaining problem can be influenced
positively by correct operation (read your Lycoming Flyer reprints if you
fly a Lycoming <g>).
Rob (all imho fwiw ymmv etc)
do not archive
> --> RV-List message posted by: Finn Lassen <finnlassen@netzero.net>
>
> What is "actual engine failure rate data"? Those reported to Lycoming?
> If so, how many instances were not reported because they were close
> enough to runway and thus were a non-event because the pilot could
> easily make the runway?
> Examples:
> Idle stop improperly adjusted so engine dies when closing throttle. No
> carb heat.
> Switched to empty tank.
> Valve sticking when engine cooling down (power reduction in pattern).
>
> Finn
>
> Rob A wrote:
>
>>--> 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 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: >improper Cleveland brake caliper assembly |
--> RV-List message posted by: HCRV6@aol.com
Has anyone notified Van's yet, in case no one there is following the list any
longer?
Do not archive
Harry Crosby
Pleasanton, California
RV-6, firewall forward
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: | Re: improper Cleveland brake caliper assembly |
--> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
Sam,
Great post! I will be doing my first annual shortly and I will sure check
those calipers! I was wondering, does anyone have dimensions, or has
measured the distance from the piston faces to the O-ring groove? If, after
removing the wheel, an assistant can gently press the brake pedal until the
O-ring is visible and a dimension taken to the face of the piston, if it is
the larger of the two distances, then we could assume that it is correctly
installed--no? Or maybe Cleveland should provide the info to Van's and they
should issue a SB on it. Any takers?
Cheers!!----Henry Hore
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 |
|
--> RV-List message posted by: Chris W <chrisw3@cox.net>
Now that I have your attention, I was reading on Deltahawk's web site
that they are predicting, from their current flight testing, that their
engine will be able to produce 70% power as high as 30,000 ft. So I
grabbed my cardboard E6B and did some calculating. My results show a
275 mph TAS at that altitude. This is assuming the RV7 can go 190 mph
TAS on 70% power at 8000 ft. with a 200 hp engine, and that the 200 hp
version of the Deltahawk engine will be able to put out 70% power at
30,000 ft (the engine that is currently in in-flight testing is 160 hp).
Anyway, can this be right or am I missing something?
I also wonder if it is practical to fly at 30,000 feet in an RV even if
the engine can put out the power that high. It's dang cold at that
altitude -45 C with standard atmosphere. However, the water cooled
Deltahawk should make for better cabin heating. What about the time it
would take to climb to 30,000 ft? It would probably only be worth it
for the longest of cross country trips. Finally I wonder if anyone on
the list can say what it is like climbing to and descending from 30,000
ft in a non pressurized plane?
--
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 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 |
|
--> RV-List message posted by: SportAV8R@aol.com
In a message dated 06/24/2003 3:41:45 PM Eastern Daylight Time,
chrisw3@cox.net writes:
> Finally I wonder if anyone on
> the list can say what it is like climbing to and descending from 30,000
> ft in a non pressurized plane?
>
I'll ask my Dad; he did it quite a few times in '43-'44, but the flak and
fighters probably distracted the crews from their climactic discomfort. He
learned you can sweat and freeze at the same time, and that the Germans were never
happy to see the Eighth on any of their European overflights.
With proper clothing and O2, it can be and has been done routinely.
-Bill B
do not archive
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 |
|
--> RV-List message posted by: Larry Pardue <n5lp@carlsbad.net>
>
>Anyway, can this be right or am I missing something?
>
>I also wonder if it is practical to fly at 30,000 feet in an RV even if
>the engine can put out the power that high. It's dang cold at that
>altitude -45 C with standard atmosphere. However, the water cooled
>Deltahawk should make for better cabin heating. What about the time it
>would take to climb to 30,000 ft? It would probably only be worth it
>for the longest of cross country trips. Finally I wonder if anyone on
>the list can say what it is like climbing to and descending from 30,000
>ft in a non pressurized plane?
>
>--
>Chris Woodhouse
>3147 SW 127th St.
I have done the 30,000 foot thing in a tube and fabric Schweizer 1-26.
Other than the cold and windshield fogging, I didn't notice anything
unusual. The glider had no heat at all, of course.
I do fly my RV-6 up to 17,500 (in the Summer) and enjoy it. I don't
think my heater would be up for winter flight at that altitude.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://www.carlsbadnm.com/n5lp/index.htm
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 |
|
--> RV-List message posted by: "Camille Patch" <cammie@sunvalley.net>
i reckon your clothes would feel awfully tight at 30,000'.
>
> I also wonder if it is practical to fly at 30,000 feet in an RV even if
> the engine can put out the power that high. It's dang cold at that
> altitude -45 C with standard atmosphere. However, the water cooled
> Deltahawk should make for better cabin heating. What about the time it
> would take to climb to 30,000 ft? It would probably only be worth it
> for the longest of cross country trips. Finally I wonder if anyone on
> the list can say what it is like climbing to and descending from 30,000
> ft in a non pressurized plane?
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 |
|
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
Chris:
I don't have an E6B handy, so I'm winging this, but your calculation is
probably right in so far as converting the IAS to TAS is concerned. And the
liquid heating system can probably handle the cold reasonably well. Your
problem at FL300 will be breathing. At that altitude you may need pressure
breathing to attain the minimum partial pressure of oxygen that your body
requires. A pressure breathing system is heavy, expensive, and not very
pleasant to use. I'm not sure how high you can go without pressure breathing
in a totally unpressurized cockpit, as my only experience with it is in
partially-pressurized jets, but my recollection from training is that it's
something like FL280.
Terry Jantzi flew his his RV-6 to something like FL260 for an altitude record,
just using a standard mask. So I think you can reasonably expect to fly pretty
close to FL300, if not all the way there.
ATC may not be very happy with you doddling along at that speed on the airways,
though.
Tedd McHenry
Surrey, BC
-6 wings
DO NOT ARCHIVE
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 |
|
--> RV-List message posted by: "Turbo Tom" <turbotom@mindspring.com>
Finally I wonder if anyone on
> the list can say what it is like climbing to and descending from 30,000
> ft in a non pressurized plane?
Does going to 30K in a glider qualify? I have done just that over Lake
Tahoe in mountain wave, and with proper O2 you wouldn't know the difference
between 30,000 and 3,000. It was -20C OAT, and I was only a little chilly
in a T-shirt because of the greenhouse effect and the good canopy seal on a
composite glider. It's fun to look *down* on the airliners.
A good 4000 FPM full-spoiler descent will get a few pops from your ears,
though.
TT Atlanta
RV-8 tail built, working on QB wings.
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: improper Cleveland brake caliper assembly |
--> RV-List message posted by: RV3 <rv3@comcast.net>
Elsa & Henry wrote:
> --> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
>
> Sam,
> Great post! I will be doing my first annual shortly and I will sure check
> those calipers! I was wondering, does anyone have dimensions, or has
> measured the distance from the piston faces to the O-ring groove?
<snip>
>
> Cheers!!----Henry Hore
=========================================
Yes.
Many thanks for the fix, Sam.
CLEVELAND BRAKE PISTON DIMENSIONS ---
My sample piston is a fat 1//2 inch thick - 504 thousandths.
Distances from each face to an O-ring groove edge....
*** APPROXIMATELY ***
9/32 inch and 1/32 inch. <===<<<
The groove itself is approximately 5/32 inch wide.
Approximately 1/32 got lost in this approximating.
Bob Urban - ancient RV3 driver
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
Chris,
This is from the RV list archives and should answer some of your questions.
Terry Watson
Do not archive
From: Terry Jantzi <tjantzi@netrover.com>
Subject: Re: how high will it go (very LONG)
After completingmy RV-6, I was curious as to what the absolute ceiling
would be. After speaking with Bruce Carter from the Aero Club of Canada,
we also determined that I had an opportunity to set a couple of National
Records at the same time. My aircraft has a fuel injected 180hp engine
with a constant speed propeller. I normally cruise between 7500' and
10500' during cross-country flights. I have crossed over the Rockies at
12500' and circled Mount Robson in British Columbia at summit altitude.
These altitudes are accessible within just a few minutes as the climb
rate at gross weight is about 1800fpm. When flying solo the climb rate
is close to 2400fpm. Some weeks before Christmas 1998, a friend of mine
and I pestered Toronto Centre to let us climb to 18000'. They didn't
quite know how to handle the request but finally gave me a pseudo IFR
clearance of "cleared to the Waterloo airport climbing to and
maintaining FL180". The climb was achieved easily and we were still
seeing 400fpm when we leveled off at 18,000'.
With that little experiment behind me I started the process of getting
permission to fly above Fl180 which is IFR only. I don't hold an IFR
rating at this time. It took several levels of Transport Canada
bureaucracy until I reached the right person. Along the way I got
suggestions like "pack my woolies and head for the North". According to
the CAR's, VFR flight is allowed in Class A airspace only with special
permission from the "Minister". I finally received my waiver in the
middle of January with the comment of "good luck" from Transport Canada.
I had some other requirements to fill before I could attempt the flight.
I needed some way of recording altitude, and my first thoughts were a
barograph from a soaring club. I was put in contact with Fred Hunkeler
who is a glider owner and pilot. He kindly offered to lend me his data
logger which is a digital recorder with a built in GPS receiver and a
very sensitive pressure transducer. I had to fabricate a connection to
the aircraft static system. The data logger has a small static port on
the case. I had determined in the past that my cabin pressure is about
200' higher than ambient air pressure. With the data logger plumbed and
wired to the electrical system, I was almost ready to go. One last
detail was the O2 masks. I normally use nasal canulas, which are more
comfortable than masks. However they are not to be used above 18,000'. A
mask must be used. I had several old masks which were certified to
30,000'. I discovered the old carbon microphone wouldn't work, so I
removed it and cut a small slit in the side to slip my headset boom mic
in. It works great.
February 15 was a forecasted as beautiful sunny day under the influence
of a high pressure system. Early Monday morning I made my first call to
Toronto ACC to coordinate the flight. We agreed on a northwest bound
heading out of Waterloo. I called Flow Control for a flow number and
then filed a CVFR flight plan with London FSS. I arranged with Waterloo
ATC to mark the altimeter setting for take off and landing. The data
logger is calibrated to standard atmosphere so station pressure is
required to calculate absolute altitude. The airplane was stripped of
all extra weight and 120lbs of fuel were on board, good for two hours.
As I was fitting the O2 mask in the cold cockpit I ran into a small
problem. The mask was stiff and I wasn't happy with the fit. I couldn't
get it tight enough to avoid having my sunglasses fog up from the
leakage around my nose. I pulled the strap really tight, pinched it over
some hair on the back of head and clamped it with a wedge lock. That fix
worked very well as I had crease marks on my face for six hours
afterwards.
The flight started off of runway 32 at Waterloo with an initial
clearance of a straight climb out to the northwest to 9000'. I paused
for 15 seconds on the runway so the data logger would start the clock
for the first part of the flight, which was a "time to climb" to 3000m.
I passed through the 3000m mark at 00:06:16. After that I backed off the
propeller to 2500rpm. I have an Insight Graphic Engine Monitor installed
and was able to keep the engine leaned just to the rich side of peak.
Toronto Centre modified my clearance as I went and finally cleared me to
FL230. I had to back off on the climb rate from 12000' to 18000' due to
high oil temperatures. After 18000' the engine performance was low
enough that the oil temps stayed in the green and I increased the prop
to 2700rpm. Along the way the various controller's inquired about the
airplane and questioned me as to what I was trying to achieve. As I
approached FL230 I was cleared to FL270 or what ever I could get. The
climb rate diminished to around 100fpm at 24500'. The view was
fantastic. I could see Lake Huron, Erie and Ontario with a slight
movement of my head. As I approached 26,000' the controls got quite
mushy. Indicated airspeed was down to 55kts. Pulling on the stick just
increased the angle of attack. Lowering the nose for a little bit of
speed resulted in a 300-400 drop in altitude. The engine was still
turning 2700rpm but the manifold pressure was down to 9"hg. Outside air
temp was -38C (-36F). I played around for about a minute trying to nurse
some more altitude, but the wing wouldn't lift anymore. I was only 60nm
away from the field, so the descent was accomplished with a couple of
360's approved by Toronto Centre. Total elapsed flight time was
01:02:00. Final readings from the data logger indicate an absolute
altitude reached at 26,137' and level flight was maintained at 25,900'.
Between the two cabin heaters and the solar heating I stayed warm for
the entire flight. I did pick up a layer on frost on the right side of
the canopy, which wasn't in direct sunlight.
I now can complete another section in my operating handbook and record
an interesting entry in the Journey Log. So much fun, so little time.
--
Terry Jantzi
Kitchener ON
RV-6 C-GZRV
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: improper Cleveland brake caliper assembly |
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
Henry, as I mentioned last night in a post, I see no reason why you
couldn't check the pistons as you suggested. The o-ring is very close to
one face of the piston; I checked if with dial calipers when I was
playing around with the idea of a shim, and seems I recall it was less
than 0.100" from the face of the piston.
If you can get the piston to protrude at least 1/8-3/16" out of the bore
without dumping the fluid, you have the correct installation. With the
piston installed where the o-ring is AWAY from the pads, there is no way
the o-ring can exit the bore as long as the pad backing plates are still
intact.
I am in contact with both Tom Green at Vans (he has forwarded this info
to the engineers and RVator staff) and an engineer at Cleveland. I
should get firsthand info from Cleveland tomorrow.
Sam Buchanan
=====================================
Elsa & Henry wrote:
>
> --> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
>
> Sam,
> Great post! I will be doing my first annual shortly and I will sure check
> those calipers! I was wondering, does anyone have dimensions, or has
> measured the distance from the piston faces to the O-ring groove? If, after
> removing the wheel, an assistant can gently press the brake pedal until the
> O-ring is visible and a dimension taken to the face of the piston, if it is
> the larger of the two distances, then we could assume that it is correctly
> installed--no? Or maybe Cleveland should provide the info to Van's and they
> should issue a SB on it. Any takers?
> Cheers!!----Henry Hore
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 |
|
--> RV-List message posted by: Larry Pardue <n5lp@carlsbad.net>
>
>--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
>
>Chris:
>
>I don't have an E6B handy, so I'm winging this, but your calculation is
>probably right in so far as converting the IAS to TAS is concerned. And the
>liquid heating system can probably handle the cold reasonably well.
My guess would be that handling the heat would be more of a problem. The
only turbocharged RV I know of has huge cooling air inlets. He had to
make them that big to get proper cooling at altitude. I believe around
30,000 is where he likes to cruise.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://www.carlsbadnm.com/n5lp/index.htm
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: | prop spacer thanks |
--> RV-List message posted by: "chris m" <vhmum@bigpond.com>
Thanks for the replies all. I ended up not taking the spacer off for re
pitching. There was no need.
1 day turn around so i have it back and will give some numbers tonight Aus
time.
Chris and Susie
VH-MUM
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 |
|
--> RV-List message posted by: Chris W <chrisw3@cox.net>
Larry Pardue wrote:
> Tedd McHenry wrote:
>
> >Chris:
> >
> >I don't have an E6B handy, so I'm winging this, but your calculation is
> >probably right in so far as converting the IAS to TAS is concerned. And the
> >liquid heating system can probably handle the cold reasonably well.
>
> My guess would be that handling the heat would be more of a problem. The
> only turbocharged RV I know of has huge cooling air inlets. He had to
> make them that big to get proper cooling at altitude. I believe around
> 30,000 is where he likes to cruise.
It is my understanding that diesel engines have a significantly lower EGT, which
should make turbo cooling a lot less of an issue. Since the Deltahawk is also
water cooled, it should be able to cool better than an air cooled engine.
--
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 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: GPS - RAIM Prediction |
--> RV-List message posted by: "Ralph W. Pawlak" <RWPRV6A@bellsouth.net>
gps raim information is available through your soon to be closed or
contracted out FAA Flight Service Stations.
----- Original Message -----
From: "Jim Oke" <wjoke@shaw.ca>
Subject: Re: RV-List: 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>
> To: "Rv-List@Matronics.Com" <rv-list@matronics.com>
> 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 26
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
>--> RV-List message posted by: Chris W <chrisw3@cox.net>
>
>Now that I have your attention, I was reading on Deltahawk's web site
>that they are predicting, from their current flight testing, that their
>engine will be able to produce 70% power as high as 30,000 ft. So I
>grabbed my cardboard E6B and did some calculating. My results show a
>275 mph TAS at that altitude. This is assuming the RV7 can go 190 mph
>TAS on 70% power at 8000 ft. with a 200 hp engine, and that the 200 hp
>version of the Deltahawk engine will be able to put out 70% power at
>30,000 ft (the engine that is currently in in-flight testing is 160 hp).
>
>Anyway, can this be right or am I missing something?
>
I expect the speed achieved would be a bit less than this, but it
would still be quite impressive for an RV. The amount of drag at a
given weight and CAS is constant as you increase the altitude
(assuming the Mach number is not high enough to matter, and the
Reynolds number doesn't get too low, and ignoring the differences
between EAS and CAS). But the power required is equal to the drag
times the TAS. So, at a constant CAS, the power required increases
with altitude. Or, in other words, the CAS resulting from a given
amount of power decreases as the altitude is increased.
A few months ago, I cobbled together an extremely crude drag model
for the RV-8, based on the CAFE APR for the RV-8A. It predicts a TAS
of about 255 mph for an RV-8 at 30,000 ft, at a weight of 1600 lb,
with 140 hp (70% of 200) and a prop efficiency of 78%. The RV-7
would be a bit draggier, so you can knock a few mph off that. And
who knows what prop efficiency you would really get up there, so the
speed could go up or down a bit depending on how well the prop works.
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 27
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "John" <n1cxo320@salidaco.com>
DO NOT ARCHIVE
I have flown my RV6A up to 17,800 in the dead of Colorado winter....my
heater took care of comfort - my real backup "heater" is a pair of insulated
coveralls...makes for comfortable winter flying and typically you don't even
need to pull on the cabin "heat"
FWIW
John
Message 28
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Wives Tales and Engine Failure Data (was antimatter) |
--> RV-List message posted by: "Eustace Bowhay" <ebowhay@jetstream.net>
Perhaps I can provide some useful data based on my own experience with
engine problems spread over sixty odd years and just over 27000 hours of
flight time. Time is roughly half single engine and half multi-engine split
about half horizontally opposed and half radial.
After WW II instructing on light A/C, occasional engine quitting on roll-out
due idle set to low or mixture not set right and possibly the odd bit of
carb. ice. Not a safety issue but made things a bit awkward as the Aeronca's
didn't have starters. Would roll of onto the grass to avoid interfering with
other aircraft in the circuit.
Planned forced landing in the desert NE of Las Vegas with a new Navion,
Strong odor of hot oil and landed to prevent engine damage. Through bolt in
the crankcase broke, bolt broke two threads behind nut allowing bolt to back
out until it hit the cylinder on the opposite side leaving a open hole in
the crankcase, Continental 145. Had oil pressure on touch down. no damage to
engine or aircraft. Two quarts of oil remaining.
Planned landing with a Beech 18 on floats due oil blowing by nose seal on RH
engine, (P&W R985) caused by a cracked piston causing pulsing over pressure
in the crankcase. No damage to engine, just a cylinder change.
Planned landing at abandoned airport with P51 due to high coolant
temperature reading, While I had no steam venting from the vent on the right
side I was uncomfortable continuing with the temp pegged out on the high
side. Again concerned about engine damage especially as I would be paying
the repair bill. Climbed out and checked the temp the old fashion way
(feeling the rad and hoses with hands), satisfied it was a faulty instrument
carried on.
Nose baggage door on a Aztec came open on rotation on take-off at a arctic
strip in winter with temperature in the -35 degree range. Door was locked
but due to the contraction of the airframe around the door due extreme cold
it allowed the latch to slide by, the handle released pulling the two rods
and the door opened allowing a 4Star Eider Down sleeping back to go through
the RH propeller pulling take-off power, fortunately the strip was long
enough to shut down and get stopped before running of the end. Hartzell
props were never designed for this type of service, bent blades and hub
fractured. No damage to engine as it was not a sudden stop and flange dialed
ok.
Catastrophic engine failure with Beaver on floats on take-off, P&W R985,
link rod failed, caused by the prop being turned during a cylinder change.
No damage to aircraft, just towed back to dock. Engine was salvage only.
Shut down engines in flight on DC 3's on four separated occasions to prevent
engine damage due rough running Three were sticky valves and one swallowed a
valve. In this case engine was feathered within 30 seconds but the top of
the valve got edgeways and went through the top of the piston damaging the
link rod which required an engine change, fortunately the engine only had
fifty hours left to O/H.
Fuel cap came of a C185 on floats VFR on top and sucked all the fuel out of
both tanks. Descended through 5000 of solid cloud with engine windmilling.
Two to three hundred foot ceiling underneath and managed to luck out and get
it into a small bit of water, no damage. Had two things going for me, I was
alone and someone at a higher elevation was looking out for me.
These are the total number over the years and the only one I considered
possibly life threatening was the last one.
Never had a engine problem in the landing phase. One thing I have always
done is carry a bit of power until I am through with it and this mostly for
the good of the engines.
Eustace Bowhay Blind Bay, B.C. RV 6 20383
----- Original Message -----
From: <racker@rmci.net>
Subject: Re: RV-List: Wives Tales and Engine Failure Data (was antimatter)
> --> RV-List message posted by: <racker@rmci.net>
>
> I didn't research for or write the article, so not sure on the data, might
> ask Lycoming. At least its from a known and reputable source with data
> collection/reduction of some sort and a rational conclusion drawn from it.
>
> Your points below are valid flight safety issues. However, most are not
> hard engine failures (and therefore not reportable as such), but rather
> human failure (mechanic messed up mixture setting, pilot didn't apply carb
> heat, pilot starved engine). The remaining problem can be influenced
> positively by correct operation (read your Lycoming Flyer reprints if you
> fly a Lycoming <g>).
>
> Rob (all imho fwiw ymmv etc)
> do not archive
>
>
> > --> RV-List message posted by: Finn Lassen <finnlassen@netzero.net>
> >
> > What is "actual engine failure rate data"? Those reported to Lycoming?
> > If so, how many instances were not reported because they were close
> > enough to runway and thus were a non-event because the pilot could
> > easily make the runway?
> > Examples:
> > Idle stop improperly adjusted so engine dies when closing throttle. No
> > carb heat.
> > Switched to empty tank.
> > Valve sticking when engine cooling down (power reduction in pattern).
> >
> > Finn
> >
> > Rob A wrote:
> >
> >>--> 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 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 |
|
--> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
> I also wonder if it is practical to fly at 30,000 feet in an RV even if
> the engine can put out the power that high. It's dang cold at that
> altitude -45 C with standard atmosphere. However, the water cooled
> Deltahawk should make for better cabin heating. What about the time it
> would take to climb to 30,000 ft? It would probably only be worth it
> for the longest of cross country trips. Finally I wonder if anyone on
> the list can say what it is like climbing to and descending from 30,000
> ft in a non pressurized plane?
You won't make it in an RV. Our past president of the Ontario Wing of Van's
Airforce, Terry Jantzi, made it to 25,900' which was maintained. The wing
just would not provide any more lift. He had a fuel injected 180 hp engine
with a CS prop. Speed was down to 55 kts and MP to 9" hg at 2700 RPM.
Stripped of all unnecessary weight and with 2 hours of fuel.
The first issue,1999 has the whole story.
Cheers!!------Henry Hore
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 |
|
--> RV-List message posted by: Jim Oke <wjoke@shaw.ca>
Well, let' see, prop advance ratio depends on prop RPM (assume constant at
2700 or whatever) and prop diameter (no change) and TAS which is changing.
Depending on how flat or peaky the prop efficency curve is and where the
curve is optimized for, this could change the prop efficency a bit or a
lot.....
Jiom Oke
Winnipeg, MB
RV-6A (waiting for paper)
----- Original Message -----
From: "Kevin Horton" <khorto1537@rogers.com>
Subject: Re: RV-List: 275 mph RV7
> --> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
>
> >--> RV-List message posted by: Chris W <chrisw3@cox.net>
> >
> >Now that I have your attention, I was reading on Deltahawk's web site
> >that they are predicting, from their current flight testing, that their
> >engine will be able to produce 70% power as high as 30,000 ft. So I
> >grabbed my cardboard E6B and did some calculating. My results show a
> >275 mph TAS at that altitude. This is assuming the RV7 can go 190 mph
> >TAS on 70% power at 8000 ft. with a 200 hp engine, and that the 200 hp
> >version of the Deltahawk engine will be able to put out 70% power at
> >30,000 ft (the engine that is currently in in-flight testing is 160 hp).
> >
> >Anyway, can this be right or am I missing something?
> >
>
> I expect the speed achieved would be a bit less than this, but it
> would still be quite impressive for an RV. The amount of drag at a
> given weight and CAS is constant as you increase the altitude
> (assuming the Mach number is not high enough to matter, and the
> Reynolds number doesn't get too low, and ignoring the differences
> between EAS and CAS). But the power required is equal to the drag
> times the TAS. So, at a constant CAS, the power required increases
> with altitude. Or, in other words, the CAS resulting from a given
> amount of power decreases as the altitude is increased.
>
> A few months ago, I cobbled together an extremely crude drag model
> for the RV-8, based on the CAFE APR for the RV-8A. It predicts a TAS
> of about 255 mph for an RV-8 at 30,000 ft, at a weight of 1600 lb,
> with 140 hp (70% of 200) and a prop efficiency of 78%. The RV-7
> would be a bit draggier, so you can knock a few mph off that. And
> who knows what prop efficiency you would really get up there, so the
> speed could go up or down a bit depending on how well the prop works.
>
> --
> Kevin Horton RV-8 (finishing kit)
> Ottawa, Canada
> http://go.phpwebhosting.com/~khorton/rv8/
>
>
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 |
|
--> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
>--> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
>
>
>> I also wonder if it is practical to fly at 30,000 feet in an RV even if
>> the engine can put out the power that high. It's dang cold at that
>> altitude -45 C with standard atmosphere. However, the water cooled
>> Deltahawk should make for better cabin heating. What about the time it
>> would take to climb to 30,000 ft? It would probably only be worth it
>> for the longest of cross country trips. Finally I wonder if anyone on
>> the list can say what it is like climbing to and descending from 30,000
>> ft in a non pressurized plane?
>
>
>You won't make it in an RV. Our past president of the Ontario Wing of Van's
>Airforce, Terry Jantzi, made it to 25,900' which was maintained. The wing
>just would not provide any more lift. He had a fuel injected 180 hp engine
>with a CS prop. Speed was down to 55 kts and MP to 9" hg at 2700 RPM.
>Stripped of all unnecessary weight and with 2 hours of fuel.
>
>The first issue,1999 has the whole story.
>
> Cheers!!------Henry Hore
But Chris figures the Delta-Hawk engine will still be putting out 140
hp, as it is turbo-charged. If Terri had more power at altitude, he
could have gone faster than 55 kt, and he could have gone higher.
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
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 |
|
--> RV-List message posted by: "Larry Pardue" <n5lp@carlsbad.net>
> --> RV-List message posted by: "Elsa & Henry"
<elsa-henry@darlor-watch.com>
>
>
> > ft in a non pressurized plane?
>
>
> You won't make it in an RV. Our past president of the Ontario Wing of
Van's
> Airforce, Terry Jantzi, made it to 25,900' which was maintained. The wing
> just would not provide any more lift. He had a fuel injected 180 hp engine
> with a CS prop. Speed was down to 55 kts and MP to 9" hg at 2700 RPM.
> Stripped of all unnecessary weight and with 2 hours of fuel.
>
Well, apples and oranges. The question was about a turbocharged engine.
Terry, with his normally aspirated engine, ran out of power, not wing.
An RV can, and they have, fly very well at 30,000 feet.
Do not archive
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://www.carlsbadnm.com/n5lp/index.htm
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 |
|
--> RV-List message posted by: "Larry Pardue" <n5lp@carlsbad.net>
As an addendum to my last.
I spoke with Bruce Bohannan recently at the SWRFI. He said his (modified,
big engine, turbocharged) RV-4 flew better at 40,000 feet than it did down
low. I also asked if he was planning to use wing extensions to go to
50,000. He said they had the extensions, but didn't feel they would be
necessary.
Larry Pardue
> Well, apples and oranges. The question was about a turbocharged engine.
> Terry, with his normally aspirated engine, ran out of power, not wing.
>
> An RV can, and they have, fly very well at 30,000 feet.
>
> Do not archive
>
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://www.carlsbadnm.com/n5lp/index.htm
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: improper Cleveland brake caliper assembly |
--> RV-List message posted by: Bill Dube <bdube@al.noaa.gov>
At 03:55 PM 6/24/2003 -0500, you wrote:
>--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
>
>Henry, as I mentioned last night in a post, I see no reason why you
>couldn't check the pistons as you suggested. The o-ring is very close to
>one face of the piston; I checked if with dial calipers when I was
>playing around with the idea of a shim, and seems I recall it was less
>than 0.100" from the face of the piston.
I'm no expert, but I would think that if you substituted at flat
plate for the disk that was, say, 1/8" thinner than the disk, you could
check the calipers quickly and easily. Couldn't you slip the caliper off
the disk and slip in the spacer, then have someone step on the brake?
Afterwards, you could gently push the piston back into the original
position with a C-clamp or one of those nifty plastic cam-action caliper
tools. If the o-rings don't pop out, slip it back on the disk, bolt it up,
and you are all set.
Could it be this simple, or am I missing some key issue?
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: | Best Stops to Oshkosh |
--> RV-List message posted by: BPattonsoa@aol.com
Going to take the -6A to Mecca this year, from central California.
What are the best stops on the way, both the Southern Route and the Northern.
Bruce Patton
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 |
|
--> RV-List message posted by: "Mike Stephenson" <mike@proclaimweb.com>
I'm trolling for knowledge.
For my 6A, I just picked up a run out 0-360 A1A core. What would be the good
and bad side if, during rebuild, I install low compression pistons instead
of the normal high compression ones. If I remember correctly it would then
develop168 hp, rather than the normal 180hp.
Questions:
With 12hp less, how much would the rate of climb decrease?
What effect would it have on cruise performance?
What effect would it have on fuel usage at cruise?
Would it run cooler?
Since the low compression engines were designed for 80 octane, would a 168hp
be smoother, quieter and less prone to detonation, when burning autogas?
Would the the lower compression engine last longer?
What actually started me thinking along this line, is that most of Van's
employees prefer the 160hp/constant speed setup It is reported to be
smoother and quieter.
Regards,
Mike Stephenson
Lubbock, TX
RV-6A canopy
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: improper Cleveland brake caliper assembly |
--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
This might also reduce the risk of pinching fingers and squirting fluid.
Jim in Kelowna
PS/
Synergy is such that two working together can get more done than two working
seperately.
The downside; The potential for a simular level of screw ups.
----- Original Message -----
From: "Bill Dube" <bdube@al.noaa.gov>
Subject: Re: RV-List: improper Cleveland brake caliper assembly
> --> RV-List message posted by: Bill Dube <bdube@al.noaa.gov>
>
> At 03:55 PM 6/24/2003 -0500, you wrote:
> >--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
> >
> >Henry, as I mentioned last night in a post, I see no reason why you
> >couldn't check the pistons as you suggested. The o-ring is very close to
> >one face of the piston; I checked if with dial calipers when I was
> >playing around with the idea of a shim, and seems I recall it was less
> >than 0.100" from the face of the piston.
>
> I'm no expert, but I would think that if you substituted at flat
> plate for the disk that was, say, 1/8" thinner than the disk, you could
> check the calipers quickly and easily. Couldn't you slip the caliper off
> the disk and slip in the spacer, then have someone step on the brake?
> Afterwards, you could gently push the piston back into the original
> position with a C-clamp or one of those nifty plastic cam-action caliper
> tools. If the o-rings don't pop out, slip it back on the disk, bolt it up,
> and you are all set.
>
> Could it be this simple, or am I missing some key issue?
>
>
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: Starter install on O-360 |
--> RV-List message posted by: DWENSING@aol.com
In a message dated 6/23/03 11:25:14 PM Eastern Daylight Time,
gilalex@earthlink.net writes:
Thanks Gil,
These are Lycoming part numbers I assume. Are they anything special or can I
use grade 5 hardware from the aviation dept. of Ace Hardware?
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.
>
>
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: | fuel flow on the cheap |
--> RV-List message posted by: "Donald Mei" <don_mei@hotmail.com>
Gentlemen,
I have a question. Please follow this link:
http://www.navman.com/marine/products/power/f41/index.html
it leads to a well respected marine product made by a well respected marine
company. I think the price is around $150, it will fit in a 2 inch
instrument hole.
My question to the knowledgable few. Can you see any downsides?? My plane
is light and simple. I dont want to spend big bucks for fuel flow.
Thoughts?
Don
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: fuel flow on the cheap |
--> RV-List message posted by: Denis Walsh <denis.walsh@attbi.com>
On 6/24/03 8:00 PM, "Donald Mei" <don_mei@hotmail.com> wrote:
> --> RV-List message posted by: "Donald Mei" <don_mei@hotmail.com>
>
>
> Gentlemen,
>
> I have a question. Please follow this link:
>
> http://www.navman.com/marine/products/power/f41/index.html
>
> it leads to a well respected marine product made by a well respected marine
> company. I think the price is around $150, it will fit in a 2 inch
> instrument hole.
>
> My question to the knowledgable few. Can you see any downsides?? My plane
> is light and simple. I dont want to spend big bucks for fuel flow.
>
> Thoughts?
>
> Don
>
It looks just like the New Zealand one I have been using for several years
and several hundred hours with satisfactory results.
Denis
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: | GPS - RAIM Prediction |
--> RV-List message posted by: "George McNutt" <gmcnutt@intergate.ca>
--> RV-List message posted by: "Ralph W. Pawlak" <RWPRV6A@bellsouth.net>
gps raim information is available through your soon to be closed or
contracted out FAA Flight Service Stations.
Hi Ralph
I have heard that there are commercial providers who can supply RAIM
predictions but have not been able to locate any of them.
I am also aware that FSS notams give satellite outages etc but can you
confirm that the FSS can provide RAIM predictions, that would be really
great.
My aircraft is marginally equipped for IFR and I hate to get an
un-anticipated RAIM warning on the GPS.
Any info would be appreciated.
Thanks,
George McNutt
Langley B.C.
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: 168hp 0-360 A1A |
--> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
At 07:48 PM 6/24/2003 -0500, you wrote:
>--> RV-List message posted by: "Mike Stephenson" <mike@proclaimweb.com>
>
>I'm trolling for knowledge.
Ah, so you are just curious? Or, do you have some goal in mind? Most
people want to go for more not less but each of us has his own special
needs.....
K. H. (Hal) Kempthorne
RV6-a N7HK flying!
PRB (El Paso de Robles, CA)
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: | fuel flow on the cheap |
--> RV-List message posted by: "Jerry Hansen" <jerry-hansen@cox.net>
The specs say it won't measure below 1.4 gph. Does the inaccuracy at idle
(i.e. below 1 gph) give you any appreciable error?
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Denis Walsh
Subject: Re: RV-List: fuel flow on the cheap
--> RV-List message posted by: Denis Walsh <denis.walsh@attbi.com>
On 6/24/03 8:00 PM, "Donald Mei" <don_mei@hotmail.com> wrote:
> --> RV-List message posted by: "Donald Mei" <don_mei@hotmail.com>
>
>
> Gentlemen,
>
> I have a question. Please follow this link:
>
> http://www.navman.com/marine/products/power/f41/index.html
>
> it leads to a well respected marine product made by a well respected
> marine company. I think the price is around $150, it will fit in a 2
> inch instrument hole.
>
> My question to the knowledgable few. Can you see any downsides?? My
> plane is light and simple. I dont want to spend big bucks for fuel
> flow.
>
> Thoughts?
>
> Don
>
It looks just like the New Zealand one I have been using for several years
and several hundred hours with satisfactory results.
Denis
advertising on the Matronics Forums.
Share: Share photos & files with other List members.
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: | Rudder Stiffener Tooling Marks? |
--> RV-List message posted by: "" <tx_jayhawk@excite.com>
Stupid question...I have a 7A kit and am building the new 9 rudder. The stiffeners
have three oval-shaped holes (middle and both ends) at the bend radius.
They also have a two half-notches on the side (one on each side). Are these tooling
marks? I am assuming so, as I did not see any mention in the plans.
Also...in looking at other's webpages...I assume when mounting the stiffeners that
the flange (part that sticks out) does on the bottom (wider) side of the rudder
on both sides? It's hard to tell from the plans.
It makes mention in the plans to just drill and cleco into your workbench (if possible).
That's great for Clecoing already drilled holes, but it doesn't do
you any good for the initial cleco setup (prior to drilling). Do you just cleco
as normal (with the work resting on cleco tips) until your start drilling?
Am I missing something here?
Thanks,
Scott
7A Emp
Join Excite! - http://www.excite.com
The most personalized portal on the Web!
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: | Re: Best Stops to Oshkosh |
--> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
Bruce:
My last stop before OSH is always Boscobel, WI (OVS). Not the cheapest fuel
but the nicest people. Usually stay overnight, only once has the airplane
set out side and always have a courtesy car with only a fuel purchase.
Have been both ways. I always watch the weather and go the best weather
route. I usually pay what ever fuel costs and pick my landing locations for
convenience. It is possible to route your trip based on fuel prices.
http://www.airnav.com/fuel/
To the north, I have gone along a path RIU, PUC (Carbon CO, Price, UT) or
(4V0) Rangely, CO, Laramie, WY (LAR) or Cheyenne, WY (CYS), Ogallala, NE
(OGA) or North Platte, NE (LBF), Boscobel, WI (OVS), then OSH.
Along the south, Cable, CA (CCB), Winslow, AZ (INW), Double Eagle, NM (AEG)
or Raton, NM (RTN), Hastings, NE (HIS), Boscobel, WI (OVS), then OSH.
There are other airports to stop at along both routes and I may not use the
airports listed but have been to all listed at one time or another. Been
from the Left Coast across the US 8 times and no one trip stands out.
If weather is good this year, I am planning a 15,500 route CCB, Montrose,
CO (MTJ), Broken Bow, NE (BBW), Boscobel, WI (OVS), and then OSH.
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: BPattonsoa@aol.com
Subject: RV-List: Best Stops to Oshkosh
--> RV-List message posted by: BPattonsoa@aol.com
Going to take the -6A to Mecca this year, from central California.
What are the best stops on the way, both the Southern Route and the
Northern.
Bruce Patton
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 |
|
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
All,
The CAF MN Wing B-25 Miss Mitchell will be at Eielson AFB for the show
tommorrow. We will swap crews and fly at Merrill Field Thursday, then I
will be at Elmendorf AFB this Saturday and Sunday. Any RV-types please stop
by say hi, and I will show you around the B-25.
Tailwinds
Doug Rozendaal
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: | Re: fuel flow on the cheap |
--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
>Gentlemen,
>
>I have a question. Please follow this link:
>
>http://www.navman.com/marine/products/power/f41/index.html
>
>it leads to a well respected marine product made by a well respected marine
>company. I think the price is around $150, it will fit in a 2 inch
>instrument hole.
>
>My question to the knowledgable few. Can you see any downsides?? My plane
>is light and simple. I dont want to spend big bucks for fuel flow.
>
>Thoughts?
>
>Don
Cool gauge, but the sender looks kinda flakey. Hose attachment is via hose
clamp over tubes. If they could beef up the sender, with flare fittings or
at least quality compression nut (Swagelok), then heck yeah!
Brian Denk
RV8 N94BD
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: | Re: improper Cleveland brake caliper assembly |
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
Bill Dube wrote:
>
> --> RV-List message posted by: Bill Dube <bdube@al.noaa.gov>
>
> At 03:55 PM 6/24/2003 -0500, you wrote:
> >--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
> >
> >Henry, as I mentioned last night in a post, I see no reason why you
> >couldn't check the pistons as you suggested. The o-ring is very close to
> >one face of the piston; I checked if with dial calipers when I was
> >playing around with the idea of a shim, and seems I recall it was less
> >than 0.100" from the face of the piston.
>
> I'm no expert, but I would think that if you substituted at flat
> plate for the disk that was, say, 1/8" thinner than the disk, you could
> check the calipers quickly and easily. Couldn't you slip the caliper off
> the disk and slip in the spacer, then have someone step on the brake?
> Afterwards, you could gently push the piston back into the original
> position with a C-clamp or one of those nifty plastic cam-action caliper
> tools. If the o-rings don't pop out, slip it back on the disk, bolt it up,
> and you are all set.
>
> Could it be this simple, or am I missing some key issue?
Sounds like a plan, Bill.
Sam Buchanan
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: 168hp 0-360 A1A |
--> RV-List message posted by: "Mike Stephenson" <mike@proclaimweb.com>
Yep . . . I have a very modest goal in mind - to build a perfect RV. . . :)
The 0-320 - 160hp is a very smooth running engine. (I have tried it, and
most of the van's employees seem to agree) I was just wondering if a lower
compression, 0-360, with it's 1/2" longer stroke, might even be smoother. Of
course, I am only willing to go 1 mile per hour slower, don't you know.
mike stephenson
> >I'm trolling for knowledge.
> Ah, so you are just curious? Or, do you have some goal in mind? Most
> people want to go for more not less but each of us has his own special
> needs..... K. H. (Hal) Kempthorne
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 |
|
--> RV-List message posted by: "DEREK REED" <dreed@cdsnet.net>
Subject: Fuel flow
Denis
This is interesting.
I looked at the installation manual and it gets it's GPS information from a Navman
[?] unit.
If one does not have this unit then the q is can this unit be slaved to say a hand
held GPS, and would you want to dedicate such a unit for this purpose only.
What happens when your hand held GPS is already coupled to an autopilot such as
the Navaid.?
Derek Reed
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 |
|
| Subject: | "All Shook Up" ... and in search of help ... |
--> RV-List message posted by: "James E. Clark" <james@nextupventures.com>
HELP ...
Our RV has a bit of "the shakes" and I cannot seem to find out why. When the
plane is first started, it is barely there and it seems to deliver power as
expected.
But, after about 5-10 minutes of flight, I can feel the vibes 'a coming on.
Subtle, but there.
It does NOT go away. It exists at all RPMs though seemingly more so at some
and maybe a bit less with a throttle back/nose down condition of "less
load". In other words it **seems** be maybe power related and not just
rotational but I cannot say that for sure.
The cylinder head temps and exhaust gas temps seem low to me (CHT in the low
300's and EGTs about 1200). The oil temp is around 190-200 with OAT about
80-90 degress F. Have tried different leanings and carb heat settings
without any change.
Aircraft Background:
- RV6 with O-320 B2B (160 HP)
- ~150 hours on aircraft and engine
- Ed Sterba Wood Prop
- ElectroAir Ignition + 1 mag
- "Harmonic Balancer" Ring
- Conical Mount
Checked to date (not necessarily in this order):
1. Electronic ignition ... verified and replaced (including a couple of
cracked plugs and wires) <thanks Jeff>... NO JOY
2. Prop re-balanced and blade angles re-checked <thanks Ed>... NO JOY
3. Engine mount sag ... "washered up" and snugged up ... NO JOY
4. Ring removed and engine run with just prop ... NO JOY
5. Earlier dynamic balancing of prop ... NO JOY
6. Timing ... all checked and reset ... NO JOY
7. Prop "tracked" to ~ 1/16" (Ed's book says to get within 1/8")
Did notice in the archives a case of engine mounts being replaced solved a
vibration problem after the person had gone through a similar list of things
but it just *seems* that we have a problem elsewhere.
We are at the point of taking the plane to a "trusted" shop
("professionals") for further (engine related) analysis but I figured it
could not hurt to get the view of those on the list with significant
experience.
==> (????) Do any of you listers have any idea as to what *might* be going
on here? Although I have just a few more, I am running out of things to
check.
If you have some insight into matters like this, and prefer to contact me
"off-list", please do so at james@nextupventures.com. Later I will summarize
the findings to the list.
Thanks,
James
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 |
|
--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Well,
I've been off list for a few weeks here, but have been having loads of fun.
So far this month I've now logged 32 RV hours, and that's with a major case
of So Cal June gloom. The nonstop flight from Furnace Creek CA to Leadville
CO went without a hitch. 535 nm, 4:12 flt time, average fuel burn was 27
nm/gl at average speed of 128 kts using 19.81 gallons, at 12500' with a
takeoff/landing altitude spread of 10137'.
Only surprise was the two towers on either side of the departure (downhill)
end of Leadville. The wires droop to the ground but it still stopped my
heart for a second. Anybody with a density alt problem could find those
wires the hard way??? Seems kinda dumb to put them there.
Furnace Creek was 99degs at 2300 in early June. 117 midday, but I was long
gone by then. Other strange thing was a odd smell over Las Vegas. I was
going nuts trying to figure it out until I realized I had put a small
package of vanilla nut coffee beans in my pocket rather than packing it
properly prior to lift off. duh
Had a great time in all the northwestern states, but as soon as folks found
out I was from California they told me to tell everyone their state sucks.
So I won't tell you that Arizona, Nevada, Utah, Colorado, Wyoming, Idaho,
Oregon, and Washington are very beautiful this time of year. I did get to
see a tornado in Wyoming, but there was nothing else there? Do people live
there? Can tornados go faster than RVs? I definately went the other way.
Spent some time working with the Dynon gurus on the their calibration
routines while in Washington. They are a great group of folks, who all seem
to be devoted to their product and to flying planes. I think I ruined one of
their engineers for life as he got his first RV rides doing several test
flights. On a side note, the D-10 definately produces encoder data, and I
believe just about any facet of the unit can be adjusted as its all software
driven.
Got to go to the Tillamook Air Museum on coastal Oregon, What a building.
One picture shows two m class, and six slightly smaller navy blimps inside
it at the same time. Think of all the RVs we could build in there. Heck you
could test fly your 25 hours off in there.
Well, I'm babbling, ttfn do not archive
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: "All Shook Up" ... and in search of help ... |
--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
James E. Clark wrote:
> --> RV-List message posted by: "James E. Clark" <james@nextupventures.com>
>
> HELP ...
>
> Our RV has a bit of "the shakes" and I cannot seem to find out why. When the
> plane is first started, it is barely there and it seems to deliver power as
> expected.
>
> But, after about 5-10 minutes of flight, I can feel the vibes 'a coming on.
> Subtle, but there.
>
> It does NOT go away. It exists at all RPMs though seemingly more so at some
> and maybe a bit less with a throttle back/nose down condition of "less
> load". In other words it **seems** be maybe power related and not just
> rotational but I cannot say that for sure.
>
> The cylinder head temps and exhaust gas temps seem low to me (CHT in the low
> 300's and EGTs about 1200). The oil temp is around 190-200 with OAT about
> 80-90 degress F. Have tried different leanings and carb heat settings
> without any change.
>
>
> Aircraft Background:
>
> - RV6 with O-320 B2B (160 HP)
> - ~150 hours on aircraft and engine
> - Ed Sterba Wood Prop
> - ElectroAir Ignition + 1 mag
> - "Harmonic Balancer" Ring
> - Conical Mount
>
>
> Checked to date (not necessarily in this order):
>
> 1. Electronic ignition ... verified and replaced (including a couple of
> cracked plugs and wires) <thanks Jeff>... NO JOY
> 2. Prop re-balanced and blade angles re-checked <thanks Ed>... NO JOY
> 3. Engine mount sag ... "washered up" and snugged up ... NO JOY
> 4. Ring removed and engine run with just prop ... NO JOY
> 5. Earlier dynamic balancing of prop ... NO JOY
> 6. Timing ... all checked and reset ... NO JOY
> 7. Prop "tracked" to ~ 1/16" (Ed's book says to get within 1/8")
>
>
> Did notice in the archives a case of engine mounts being replaced solved a
> vibration problem after the person had gone through a similar list of things
> but it just *seems* that we have a problem elsewhere.
>
> We are at the point of taking the plane to a "trusted" shop
> ("professionals") for further (engine related) analysis but I figured it
> could not hurt to get the view of those on the list with significant
> experience.
>
> ==> (????) Do any of you listers have any idea as to what *might* be going
> on here? Although I have just a few more, I am running out of things to
> check.
>
> If you have some insight into matters like this, and prefer to contact me
> "off-list", please do so at james@nextupventures.com. Later I will summarize
> the findings to the list.
>
>
> Thanks,
>
> James
>
>
James is your exhaust anywhere near touching the bottom of the airplane where it
exits the cowl? My exhaust hanger rubber mounts are starting to get old enough
that the exhaust well at certain speeds or attitudes touch the bottom of the
airplane at the point of exit causing a noticeable vibration.
Jerry
do not archive
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: Alaska RVers |
--> RV-List message posted by: klwerner@comcast.net
Dear Doug,
It is a tough job, but someone's got to do it. We are glad it's you.
do not archive
----- Original Message -----
From: Doug Rozendaal
To: rv-list@matronics.com
Sent: Tuesday, June 24, 2003 9:19 PM
Subject: RV-List: Alaska RVers
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
All,
The CAF MN Wing B-25 Miss Mitchell will be at Eielson AFB for the show
tommorrow. We will swap crews and fly at Merrill Field Thursday, then I
will be at Elmendorf AFB this Saturday and Sunday. Any RV-types please stop
by say hi, and I will show you around the B-25.
Tailwinds
Doug Rozendaal
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: "All Shook Up" ... and in search of help ... |
--> RV-List message posted by: Jeff Bertsch <noms1reqd@yahoo.com>
A friend had a problem with an engine miss that caused
roughness. It was caused by an induction leak. The
trick was that the leak did not start until the engine
heated up and the "crack" expanded.
This sounds like what you are experiencing too.
I hope this helps.
Jeff Bertsch
RV-4
--- "James E. Clark" <james@nextupventures.com> wrote:
> --> RV-List message posted by: "James E. Clark"
> <james@nextupventures.com>
>
> HELP ...
>
> Our RV has a bit of "the shakes" and I cannot seem
> to find out why. When the
> plane is first started, it is barely there and it
> seems to deliver power as
> expected.
>
> But, after about 5-10 minutes of flight, I can feel
> the vibes 'a coming on.
> Subtle, but there.
>
> It does NOT go away. It exists at all RPMs though
> seemingly more so at some
> and maybe a bit less with a throttle back/nose down
> condition of "less
> load". In other words it **seems** be maybe power
> related and not just
> rotational but I cannot say that for sure.
>
> The cylinder head temps and exhaust gas temps seem
> low to me (CHT in the low
> 300's and EGTs about 1200). The oil temp is around
> 190-200 with OAT about
> 80-90 degress F. Have tried different leanings and
> carb heat settings
> without any change.
>
>
> Aircraft Background:
>
> - RV6 with O-320 B2B (160 HP)
> - ~150 hours on aircraft and engine
> - Ed Sterba Wood Prop
> - ElectroAir Ignition + 1 mag
> - "Harmonic Balancer" Ring
> - Conical Mount
>
>
> Checked to date (not necessarily in this order):
>
> 1. Electronic ignition ... verified and replaced
> (including a couple of
> cracked plugs and wires) <thanks Jeff>... NO JOY
> 2. Prop re-balanced and blade angles re-checked
> <thanks Ed>... NO JOY
> 3. Engine mount sag ... "washered up" and snugged up
> ... NO JOY
> 4. Ring removed and engine run with just prop ... NO
> JOY
> 5. Earlier dynamic balancing of prop ... NO JOY
> 6. Timing ... all checked and reset ... NO JOY
> 7. Prop "tracked" to ~ 1/16" (Ed's book says to get
> within 1/8")
>
>
> Did notice in the archives a case of engine mounts
> being replaced solved a
> vibration problem after the person had gone through
> a similar list of things
> but it just *seems* that we have a problem
> elsewhere.
>
> We are at the point of taking the plane to a
> "trusted" shop
> ("professionals") for further (engine related)
> analysis but I figured it
> could not hurt to get the view of those on the list
> with significant
> experience.
>
> ==> (????) Do any of you listers have any idea as to
> what *might* be going
> on here? Although I have just a few more, I am
> running out of things to
> check.
>
> If you have some insight into matters like this, and
> prefer to contact me
> "off-list", please do so at
> james@nextupventures.com. Later I will summarize
> the findings to the list.
>
>
> Thanks,
>
> James
>
>
>
> 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
>
>
>
>
>
__________________________________
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: 168hp 0-360 A1A |
--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
Have a chat with Bart Lalonde at Aerosport Power
http://www.aerosportpower.com/ about what can be done that could result in
getting back some of that lost oomph! A tweak here and there, maybe some
electronic ignition?
The right cam??
You should be able to get some back as long as you keep your expectations
under control.
You will find Bart to be an easy going and very knowledgeable guy that
stands behind his word and his products.
Enter his name in archive search engine and see the recommendations there
for yourself.
I used to think I was a gearhead until I spent a day with him at the shop in
Kamloops!
I have already bought all I need from him so this ain't no suckin up here eh
(;-)!!
Jim in Kelowna
----- Original Message -----
From: "Mike Stephenson" <mike@proclaimweb.com>
Subject: Re: RV-List: 168hp 0-360 A1A
> --> RV-List message posted by: "Mike Stephenson" <mike@proclaimweb.com>
>
> Yep . . . I have a very modest goal in mind - to build a perfect RV. . .
:)
>
> The 0-320 - 160hp is a very smooth running engine. (I have tried it, and
> most of the van's employees seem to agree) I was just wondering if a lower
> compression, 0-360, with it's 1/2" longer stroke, might even be smoother.
Of
> course, I am only willing to go 1 mile per hour slower, don't you know.
>
> mike stephenson
>
> > >I'm trolling for knowledge.
>
> > Ah, so you are just curious? Or, do you have some goal in mind? Most
> > people want to go for more not less but each of us has his own special
> > needs..... K. H. (Hal) Kempthorne
>
>
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! --
|