Today's Message Index:
----------------------
1. 03:07 AM - Re: Off Airport Landing (RV3)
2. 04:17 AM - Re: flexible brake lines (Roger Embree)
3. 05:32 AM - More Cleaning out of hangar (Scott Brown)
4. 06:17 AM - Re: Off Airport Landing / switching tanks (Scott Bilinski)
5. 06:47 AM - Re: Off Airport Landing (Bob)
6. 07:05 AM - Re: Off Airport Landing (SportAV8R@aol.com)
7. 07:09 AM - Re: Off Airport Landing / switching tanks (David E. Nelson)
8. 07:09 AM - Re: Off Airport Landing / switching tanks (SportAV8R@aol.com)
9. 07:46 AM - Re: Cardinal Paint (Emrath)
10. 07:54 AM - Re: flexible brake lines (Gil Alexander)
11. 08:07 AM - Ritchie M2 electronic compasses ... any interest???? (James E. Clark)
12. 08:19 AM - Oshkosh RV-6 accident (Steven Eberhart)
13. 08:57 AM - Re: flexible brake lines (Jim Oke)
14. 09:16 AM - Re: flexible brake lines (WPAerial@aol.com)
15. 09:34 AM - Re: Oshkosh RV-6 accident (Michael McGee)
16. 09:47 AM - Re: Off Airport Landing / switching tanks (Scott Bilinski)
17. 10:00 AM - Re: Oshkosh RV-6 accident (Gert)
18. 10:55 AM - Re: flexible brake lines (Paul Besing)
19. 11:12 AM - Re: flexible brake lines (JusCash@aol.com)
20. 11:30 AM - Re: Off Airport Landing / switching tanks (SportAV8R@aol.com)
21. 11:51 AM - Engine Crankcase Breather (HCRV6@aol.com)
22. 11:57 AM - Re: Off Airport Landing / switching tanks (Scott Bilinski)
23. 12:15 PM - 4" Alternator Pulley (Chuck Weyant)
24. 12:28 PM - Re: Off Airport Landing (Pat Perry)
25. 12:34 PM - Re: Off Airport Landing / switching tanks (Tracy Crook)
26. 02:25 PM - First Flight N757X RV-7A (Scott)
27. 02:33 PM - Re: Off Airport Landing (Terry Watson)
28. 02:36 PM - Re:4" Alternator Pulley (Oldsfolks@aol.com)
29. 02:43 PM - Low fuel level indicator (Amit Dagan)
30. 02:50 PM - Re: Ritchie M2 electronic compasses ... any interest???? (Amit Dagan)
31. 02:53 PM - Re: Oshkosh RV-6 accident (Amit Dagan)
32. 02:58 PM - Re: Low fuel level indicator (Mitch Faatz)
33. 03:45 PM - Re: flexible brake lines (Jerry Calvert)
34. 06:42 PM - EZ Pilot Digital Autopilot (Thomas Velvick)
35. 06:49 PM - Re: First Flight N757X RV-7A (Charles Rowbotham)
36. 07:21 PM - RV6A - 2 partners wanted (eregensburg)
37. 07:26 PM - Empennage/Aileron builders--STOP (Michael McGee)
38. 08:26 PM - Re: Re: Ritchie M2 electronic compasses ... any interest???? (James E. Clark)
39. 08:46 PM - need dimensions for 3ATI panel cutout (C J Heitman)
40. 09:38 PM - Re: Engine Crankcase Breather (Vanremog@aol.com)
41. 10:47 PM - RESULTS-Empennage/Aileron builders--STOP (Michael McGee)
42. 11:27 PM - Re: Empennage/Aileron builders--STOP (Todd Houg)
Message 1
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| Subject: | Re: Off Airport Landing |
--> RV-List message posted by: RV3 <rv3@comcast.net>
Jerry Springer wrote:
>--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
>
>RV3 wrote:
>
>
>
>>--> RV-List message posted by: RV3 <rv3@comcast.net>
>>
>>
>>
>>
>>
>>
>>>Did I miss something in airplane 101?
>>>
>>>Alex Peterson
>>>
>>>
>>>
>>>
>>>
>>Apparently not.
>>
>>
>>Do not archive.
>>
>>
>>_-
>>
>>
>>
>Bob I think where the confusion comes from is that with the carb
>attached to the oil sump on a Lycoming there is some heat transfer to
>the carb
>which helps retard carb ice.
>
>Jerry
>do not archive
>
Yep....
Now that I've been corrected, that's about all I can
come up with to minimize the effect of my brain fart.
Thanx, Jerry. :-[
Bob
Do not archive
Message 2
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| Subject: | Re: flexible brake lines |
--> RV-List message posted by: Roger Embree <rembree@sympatico.ca>
I am also interested in a flexible line setup. A fellow builder just
completed a 6a and was doing some high speed taxi testing. With heavy
braking he experienced the groaning and vibration reported here before.
The next day in the hangar, he noticed brake fluid on the floor beneath
this section of aluminum tubing. It had cracked on the inside of the bend.
The caliper is held in place by pins that allow it to float freely
sideways. When the break pads are not tight against the rotor the
caliper can be moved around quite a bit and is restricted in movement
partly by the aluminum break line. So, any movement of the caliper is
tranfered directly to the brake line. Bending metals causes them to
strain harden which is not what you want for something that could be
exposed to severe vibrations. I am interested in where you got your
fittings etc, (pictures?).
Roger Embree
RV4 C-GIRH 140 hrs
Jerry Calvert wrote:
>I am considering using flexible brake lines from the caliper to the aluminum line.
I have found brake lines that have a banjo fitting that would attach to
the caliper.
>
>Anyone have experience with this setup? Trying to determine if there is any problems
with this arrangement.
>
>Thanks,
>Jerry Calvert
>
Message 3
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| Subject: | More Cleaning out of hangar |
--> RV-List message posted by: "Scott Brown" <scottbrown@precisionjet.com>
Listers,
I have cleaned out more of the hangar, and have found more items that I will
not be using. I have the following:
- One pair of Sam James Wheel Pants...fits all RVs and
Rockets............$75 ea
- One pair of Harmon Rocket Fuel Tank Skins....21 gals per side...fits HR2,
RV4, RV6.......$75 ea
- One pair of Full Leading edge Fuel Tank Skins....Fits RV-4 and
RV-6........$150 ea
- One parachute....very thin backpack...great for RVs......$500 OBO
Please repond offline at scottbrown@precisionjet.com
Cheers!
Scott
Message 4
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| Subject: | Re: Off Airport Landing / switching tanks |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
I was thinking the same thing, why switch from a known good fuel source to
a unknown, for lack of a better term. Then I thought about it, On a steep
decent with 3~5 gallons in the tank all that fuel could flow forward and
then you would be sucking air. Wonder if this is what happened? What would
be really interesting is to put say 5 gallons in the tank and then lift the
tail which would equal 10? degrees nose down and see if you can still pull
fuel.
At 08:45 PM 8/7/03 -0400, you wrote:
>--> RV-List message posted by: RV6ator@aol.com
>
>If the engine is running on a good tank with suffficient fuel prior to
>takeoff or landing--don't screw with it! Leave the fuel selector where it
>is. Switch
>tanks at a safe altitude.
>
>Bill Mahoney
>Sherman, CT
>RV-6 N747W
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 5
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| Subject: | Re: Off Airport Landing |
--> RV-List message posted by: Bob <panamared2@brier.net>
What about the possibility of a relatively low fuel quantity in the tank and
a nose low descent. With our fuel pick-ups in the rear of the tank, has
anyone figured out the difference in useable fuel with a nose low attitude
versus a climb or normal cruise attitude.
Yes, this can happen. I have experienced engine sputtering with as much as
seven gallons in a nose low decent, especially if I am slipping and the
tank I am using is the low wing tank (this maneuver will unport the fuel
pickup and is common in other types of aicraft also). I have a fuel
injected system so I know it is "not carb ice", when the engine starts
running rough I immediately switch tanks, this always solves the problem.
Rules of thumb that I fly by:
1. I am always high on final, most of the time still at traffic pattern
altitude. With engine idle, full flaps and a slip, you can get a really
good sink rate ie. 1200-1500 fpm (if you really need it). I try and
maintain 80 kts.
2. I plan to land by using the fuel tank that will be in the higher wing,
ie when on a left hand traffic pattern, the right fuel tank is in the high
wing.
3. My favorite thing to do in my RV is practice engine outs at various
places in the traffic pattern. While in the pattern at pattern altitude, I
feel very confident that I can make a safe landing on the runway no matter
where the engine quits.
Caveat, my rules work for me and my aircraft, if these rules of thumb
bother you disregard.
Bob
Message 6
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| Subject: | Re: Off Airport Landing |
--> RV-List message posted by: SportAV8R@aol.com
In a message dated 08/08/2003 12:00:03 AM Eastern Daylight Time,
jsflyrv@earthlink.net writes:
> Bob I think where the confusion comes from is that with the carb
> attached to the oil sump on a Lycoming there is some heat transfer to
> the carb
> which helps retard carb ice.
>
> Jerry
>
Touch your carb some time when you have the engine uncowled just after
flight, as in oil-change time: mine gets too hot to leave your finger on for more
than a half-second. I was amazed the fuel in the carb float bowl didn't boil.
Not sure what effect the induction airflow of a running engine and cooling air
through the cowling in flight has on these temperature conditions, but agree
the carb gets a LOT of heat from the sump in a Lycoming. This always struck
me as very inefficient design, likened to operating with the carb heat on all
the time...
-Bill B
Message 7
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| Subject: | Re: Off Airport Landing / switching tanks |
--> RV-List message posted by: "David E. Nelson" <david.nelson@pobox.com>
Hi All,
I'm just a student at this time (getting my x-country solos in - almost
there!), but this has been a concern of mine in the back of my head....and now
I read this.
In the Jepperson book it talks about what causes carb ice to form and how to
alleviate it. In particular, throttling back causes a high pressure
differential in the carb and a drastic temp drop - throw in vaporizing fuel and
humidity and you've got a bad recipe for disaster.
I'm being taught to perform GUMPCS and turning carb heat off to be followed by
throttleing back and decending through base and final.
If you ask me, carb heat should be applied during GUMPCS but the POH and
instructor say no. The POH says not to use CH due to possible detonation on
full power. I think I'd rather have some detonation than no power at all and
crash. Besides, I can either turn off CH or throttle back a little and get rid
of the detonation - correct? Those two alternatives are quicker responding
than letting the ice melt.
Cash, sorry to hear about your experience but glad you survived.
/\/elson
On Thu, 7 Aug 2003 JusCash@aol.com wrote:
> --> RV-List message posted by: JusCash@aol.com
>
> This is the reason I hated to post my problem to the list. I knew that the
> second guessing would start. I did the best I could with what I had to work
> with. I just thank God I am here to tell you about it. The final consensus
is
> carb ice.
>
> Cash Copeland
Message 8
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| Subject: | Re: Off Airport Landing / switching tanks |
--> RV-List message posted by: SportAV8R@aol.com
In a message dated 08/08/2003 9:22:12 AM Eastern Daylight Time,
bilinski@kyocera-wireless.com writes:
> On a steep
> decent with 3~5 gallons in the tank all that fuel could flow forward and
> then you would be sucking air. Wonder if this is what happened? What would
> be really interesting is to put say 5 gallons in the tank and then lift the
> tail which would equal 10? degrees nose down and see if you can still pull
> fuel.
>
Okay, but I don't make any descents on final that way. I try to get the
plane slowed down to the back side of the power curve (1.3 x Vso), so it's more
like 10 degrees nose UP for a steep descent, and if it needs to be steeper
still, just pull the stick back more...
-Bill B
Message 9
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| Subject: | RE: Cardinal Paint |
--> RV-List message posted by: "Emrath" <emrath@comcast.net>
Oops, that name should be Cardinal not Pardinal Paint. This is an
Acrylic touch-up paint. It seems that the cockpit could mostly be
upholstered and so this should be adequate paint.
Thanks for anyone's thoughts.
Marty
-----Original Message-----
From: Emrath [mailto:emrath@comcast.net]
Subject: Cardinal Paint
Is anyone using the Pardinal Paint in spray cans to match Van's powder
coating on the interior of their cockpit? If so, will you please
comment as to it's durability. I may be interested in using for my
cockpit and would be interested in purchasing any cans you may not have
used or need, rather than purchasing a 6 pack from Cardinal.
Marty in Brentwood, TN
Do not archive.
Message 10
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| Subject: | Re: flexible brake lines |
--> RV-List message posted by: Gil Alexander <gilalex@earthlink.net>
Roger and Jerry
... why not just use -3 size Teflon braided flexible hose line
from the top of the gear leg all the way down to the caliper?? This
eliminates the need for a tube to hose fitting down by the caliper. No
need for bajo fittings, just use AN type fittings
The hoses can be bought pre-made here at a reasonable cost...
http://www.pegasusautoracing.com/pdfs/066.pdf
For fittings in -3 size, see...
http://www.pegasusautoracing.com/pdfs/072.pdf
Other RVs have been built this way..... many builders also use these hoses
as the link from the pilot's side brake actuators to the firewall - much
less bulky than the kit supplied hoses.
gil in Tucson
At 07:13 AM 8/8/2003 -0400, you wrote:
>--> RV-List message posted by: Roger Embree <rembree@sympatico.ca>
>
>I am also interested in a flexible line setup. A fellow builder just
>completed a 6a and was doing some high speed taxi testing. With heavy
>braking he experienced the groaning and vibration reported here before.
>The next day in the hangar, he noticed brake fluid on the floor beneath
>this section of aluminum tubing. It had cracked on the inside of the bend.
>
>The caliper is held in place by pins that allow it to float freely
>sideways. When the break pads are not tight against the rotor the
>caliper can be moved around quite a bit and is restricted in movement
>partly by the aluminum break line. So, any movement of the caliper is
>tranfered directly to the brake line. Bending metals causes them to
>strain harden which is not what you want for something that could be
>exposed to severe vibrations. I am interested in where you got your
>fittings etc, (pictures?).
>
>Roger Embree
>RV4 C-GIRH 140 hrs
>
>Jerry Calvert wrote:
>
> >I am considering using flexible brake lines from the caliper to the
> aluminum line. I have found brake lines that have a banjo fitting that
> would attach to the caliper.
> >
> >Anyone have experience with this setup? Trying to determine if there is
> any problems with this arrangement.
> >
> >Thanks,
> >Jerry Calvert
> >
>
>
RV-6A, #20701 .. fitting out firewall...
77 Tiger N28478 at 57AZ
Message 11
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"Rv-List@Matronics.Com" <rv-list@matronics.com>
| Subject: | Ritchie M2 electronic compasses ... any interest???? |
--> RV-List message posted by: "James E. Clark" <james@nextupventures.com>
GlacierSeveral of us have used the Ritchie M2 electronic compass in our
custom/homebuilt/experimental planes and they seem to work just fine.
The sensor is remote from the display and as soon as you turn it on, it
locks on to the correct heading.
The reason for this message is that a few people asked about how to get one
and I have found that Ritchie has put the program on the "back burner" (I
guess due to lack of interest from boaters) and are therefore not making
them at this time. There are many places that have them for $200+.
BUT ... I have found about 10 or so of these units and if there is interest,
I can purchase the entire lot. The price would be somewhere in the $100-$150
range, **definitely** less than $200.
Any interest??
If so, email me "off-list" with contact info. (james@nextupventures.com) .
James
Message 12
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| Subject: | Oshkosh RV-6 accident |
--> RV-List message posted by: Steven Eberhart <newtech@newtech.com>
Has anyone heard what they did with Van's red demonstrator RV-6 that was
involved in the runway accident at Oshkosh? Just curious if they are
going to replace the wing in the workshop at Pioneer field. Possibly
borrow a wing from the EAA young eagles RV-6 so they could ferry it home?
Steve Eberhart
RV-7A - working on wings
Message 13
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| Subject: | Re: flexible brake lines |
--> RV-List message posted by: Jim Oke <wjoke@shaw.ca>
Quite correct - flexing tubing beyond a certain amount will eventually
weaken it and cause a break.
However the RV plans (most any model) show a generous loop of aluminium
tubing around the axle before the AN-8XX which connects it to the wheel
caliper. The idea is that the 1/16" or so in/out movement in the brake
caliper will be spread over this 6"-8" length of tubing and keep the amount
of flexing quite small - below the fatigue limit of the material.
Too small a loop and/or damage such as a nick in the tube are more likely
the cause of a break in this area. The alternatives such as using some other
material or adding a short section of flex hose for the caliper joint are
likely to add weight, cost, and complexity and offer more leak
opportunities.
I would venture that the large majority of RVs flying use 1/4 aluminium tube
down to the caliper and are trouble free in this area.
Jim Oke
RV-6A C-GKGZ
RV-3 C-FIZM
----- Original Message -----
From: "Roger Embree" <rembree@sympatico.ca>
Subject: Re: RV-List: flexible brake lines
> --> RV-List message posted by: Roger Embree <rembree@sympatico.ca>
>
> I am also interested in a flexible line setup. A fellow builder just
> completed a 6a and was doing some high speed taxi testing. With heavy
> braking he experienced the groaning and vibration reported here before.
> The next day in the hangar, he noticed brake fluid on the floor beneath
> this section of aluminum tubing. It had cracked on the inside of the bend.
>
> The caliper is held in place by pins that allow it to float freely
> sideways. When the break pads are not tight against the rotor the
> caliper can be moved around quite a bit and is restricted in movement
> partly by the aluminum break line. So, any movement of the caliper is
> tranfered directly to the brake line. Bending metals causes them to
> strain harden which is not what you want for something that could be
> exposed to severe vibrations. I am interested in where you got your
> fittings etc, (pictures?).
>
> Roger Embree
> RV4 C-GIRH 140 hrs
>
> Jerry Calvert wrote:
>
> >I am considering using flexible brake lines from the caliper to the
aluminum line. I have found brake lines that have a banjo fitting that
would attach to the caliper.
> >
> >Anyone have experience with this setup? Trying to determine if there is
any problems with this arrangement.
> >
> >Thanks,
> >Jerry Calvert
> >
>
>
Message 14
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| Subject: | Re: flexible brake lines |
--> RV-List message posted by: WPAerial@aol.com
Call Tom Geen at Van's. He has a few stories about the problems using
flexible lines
Message 15
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| Subject: | Re: Oshkosh RV-6 accident |
--> RV-List message posted by: Michael McGee <jmpcrftr@teleport.com>
At 10:18 2003-08-08 -0500, you wrote:
>--> RV-List message posted by: Steven Eberhart <newtech@newtech.com>
>
>Has anyone heard what they did with Van's red demonstrator RV-6 that was
>involved in the runway accident at Oshkosh? Just curious if they are
>going to replace the wing in the workshop at Pioneer field. Possibly
>borrow a wing from the EAA young eagles RV-6 so they could ferry it home?
>
>Steve Eberhart
>RV-7A - working on wings
It's probably back in Oregon by now. I talked to Rob Butt at Van's on
Tuesday and he helped pull the wings off at Osh and put it on a truck. The
wing spar was one of the early hand drilled type so any wing replacement
will be all new and drilled in place. At that time they weren't sure what
they were going to do with the plane, i.e. repair or salvage. The Lance
was totaled.
Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
13B in gestation mode
Message 16
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| Subject: | Re: Off Airport Landing / switching tanks |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
Not knocking your approaches its just thats not the way I was taught by
Mike S. We came in high, engine at idle and full flaps, put the numbers
just over the spinner and kept them there. This makes for a very steep
decent and thinking about it could really cause a problem if you cut it too
close on the fuel and only have a few gallons in one tank left.
At 10:09 AM 8/8/03 -0400, you wrote:
>--> RV-List message posted by: SportAV8R@aol.com
>
>In a message dated 08/08/2003 9:22:12 AM Eastern Daylight Time,
>bilinski@kyocera-wireless.com writes:
>
>
>> On a steep
>> decent with 3~5 gallons in the tank all that fuel could flow forward and
>> then you would be sucking air. Wonder if this is what happened? What would
>> be really interesting is to put say 5 gallons in the tank and then lift the
>> tail which would equal 10? degrees nose down and see if you can still pull
>> fuel.
>>
>
>Okay, but I don't make any descents on final that way. I try to get the
>plane slowed down to the back side of the power curve (1.3 x Vso), so it's
>more
>like 10 degrees nose UP for a steep descent, and if it needs to be steeper
>still, just pull the stick back more...
>
>-Bill B
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 17
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| Subject: | Re: Oshkosh RV-6 accident |
--> RV-List message posted by: Gert <gert@execpc.com>
When I talked with Mike, he indicated they were going to drive the 6
back to Van's place. they were looking at a new wing, motor mount and
engine stuff.
That was till.... somebody in a great haste to make pictures of the
broken 6 drove over Mike's >>up to then unharmed cowling<<, removed to
look at the motor mount....
Things people do to get pictures of accident scenes, even if it involves
friends. Just wondering what was so bleeding important to get those
pictures to cause Mike more damage.
Gert
Michael McGee wrote:
> --> RV-List message posted by: Michael McGee <jmpcrftr@teleport.com>
>
> At 10:18 2003-08-08 -0500, you wrote:
>
>>--> RV-List message posted by: Steven Eberhart <newtech@newtech.com>
>>
>>Has anyone heard what they did with Van's red demonstrator RV-6 that was
>>involved in the runway accident at Oshkosh? Just curious if they are
>>going to replace the wing in the workshop at Pioneer field. Possibly
>>borrow a wing from the EAA young eagles RV-6 so they could ferry it home?
>>
>>Steve Eberhart
>>RV-7A - working on wings
>>
>
> It's probably back in Oregon by now. I talked to Rob Butt at Van's on
> Tuesday and he helped pull the wings off at Osh and put it on a truck. The
> wing spar was one of the early hand drilled type so any wing replacement
> will be all new and drilled in place. At that time they weren't sure what
> they were going to do with the plane, i.e. repair or salvage. The Lance
> was totaled.
>
> Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
> 13B in gestation mode
>
>
>
>
>
>
>
>
--
is subject to a download and archival fee in the amount of $500
Message 18
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| Subject: | Re: flexible brake lines |
--> RV-List message posted by: "Paul Besing" <azpilot@extremezone.com>
I put flexible lines everywhere in my RV-6A. No problems in the first 100
hours that I flew it. A new owner has it now, and to my knowledge he hasn't
had any problems either. My RV-10 will also have flexible brake lines.
Paul Besing
RV-6A Sold (Waiting on the RV-10)
http://www.lacodeworks.com/besing
Kitlog Pro Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: "Roger Embree" <rembree@sympatico.ca>
Subject: Re: RV-List: flexible brake lines
> --> RV-List message posted by: Roger Embree <rembree@sympatico.ca>
>
> I am also interested in a flexible line setup. A fellow builder just
> completed a 6a and was doing some high speed taxi testing. With heavy
> braking he experienced the groaning and vibration reported here before.
> The next day in the hangar, he noticed brake fluid on the floor beneath
> this section of aluminum tubing. It had cracked on the inside of the bend.
>
> The caliper is held in place by pins that allow it to float freely
> sideways. When the break pads are not tight against the rotor the
> caliper can be moved around quite a bit and is restricted in movement
> partly by the aluminum break line. So, any movement of the caliper is
> tranfered directly to the brake line. Bending metals causes them to
> strain harden which is not what you want for something that could be
> exposed to severe vibrations. I am interested in where you got your
> fittings etc, (pictures?).
>
> Roger Embree
> RV4 C-GIRH 140 hrs
>
> Jerry Calvert wrote:
>
> >I am considering using flexible brake lines from the caliper to the
aluminum line. I have found brake lines that have a banjo fitting that
would attach to the caliper.
> >
> >Anyone have experience with this setup? Trying to determine if there is
any problems with this arrangement.
> >
> >Thanks,
> >Jerry Calvert
> >
>
>
Message 19
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| Subject: | Re: flexible brake lines |
--> RV-List message posted by: JusCash@aol.com
When the wheelpants departed the airplane, during my off airport landing, it
also ripped the aluminum mount from the brake to axle attachment. It did not
damage the aluminum brake line. My line is clamped to the front of the gear
leg with a loop around the leg then into the caliper. I wouldn't be to
concerned about cold working the tube as there is very little movement.
Cash Copeland
In a message dated 8/8/2003 8:58:44 AM Pacific Daylight Time, wjoke@shaw.ca
writes:
>
> Quite correct - flexing tubing beyond a certain amount will eventually
> weaken it and cause a break.
>
> However the RV plans (most any model) show a generous loop of aluminium
> tubing around the axle before the AN-8XX which connects it to the wheel
> caliper. The idea is that the 1/16" or so in/out movement in the brake
> caliper will be spread over this 6"-8" length of tubing and keep the amount
> of flexing quite small - below the fatigue limit of the material.
>
> Too small a loop and/or damage such as a nick in the tube are more likely
> the cause of a break in this area. The alternatives such as using some other
> material or adding a short section of flex hose for the caliper joint are
> likely to add weight, cost, and complexity and offer more leak
> opportunities.
>
> I would venture that the large majority of RVs flying use 1/4 aluminium tube
> down to the caliper and are trouble free in this area.
>
> Jim Oke
> RV-6A C-GKGZ
> RV-3 C-FIZM
Message 20
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| Subject: | Re: Off Airport Landing / switching tanks |
--> RV-List message posted by: SportAV8R@aol.com
No, Scott, you certainly aren't knocking my approaches, you're describing
them :-)
I, too, was taught by the Great Santini, er, Seegar. I think we have a
failure to communicate...
Whether one flies airspeed or pitch attitude on final probably makes little
practical difference... I would guess you are seeing 65-70 mph IAS on final,
just as I am, with full flaps and that trademark steep RV approach. My prime
beef with this RV landing characteristic is that the nose will often obscure the
touchdown point since it must be held so high. The bottom line is: I never,
ever worry on final about fuel being too far forward in the tanks to reach the
pickup tube... a pitch attitude sufficient to do that would put my airspeed
well above the white arc in no time at all.
I'm not sure what part of this technique is supposed to be especailly
problematic in regards to a low fuel situation. Just remember to do any slips
away
from the tank you've selected. I typically land using the right tank, and make
any slips with left bank and right rudder. Fuel pressure goes up 1 psi just
from the ram effect (just kidding there!!!)
-Bill B
do not archive
> Not knocking your approaches its just thats not the way I was taught by
> Mike S. We came in high, engine at idle and full flaps, put the numbers
> just over the spinner and kept them there. This makes for a very steep
> decent and thinking about it could really cause a problem if you cut it too
> close on the fuel and only have a few gallons in one tank left.
>
>
> At 10:09 AM 8/8/03 -0400, you wrote:
> >--> RV-List message posted by: SportAV8R@aol.com
> >
> >In a message dated 08/08/2003 9:22:12 AM Eastern Daylight Time,
> >bilinski@kyocera-wireless.com writes:
> >
> >
> >> On a steep
> >> decent with 3~5 gallons in the tank all that fuel could flow forward and
> >> then you would be sucking air. Wonder if this is what happened? What
> would
> >> be really interesting is to put say 5 gallons in the tank and then lift
> the
> >> tail which would equal 10? degrees nose down and see if you can still
> pull
> >> fuel.
> >>
> >
> >Okay, but I don't make any descents on final that way. I try to get the
> >plane slowed down to the back side of the power curve (1.3 x Vso), so it's
> >more
> >like 10 degrees nose UP for a steep descent, and if it needs to be steeper
> >still, just pull the stick back more...
> >
> >-Bill B
> >
> >
>
>
>
Message 21
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| Subject: | Engine Crankcase Breather |
--> RV-List message posted by: HCRV6@aol.com
Has anyone out there using Aircraft Spruce's homebuilder's air/oil separator
on an O-360 had any problems because of the smaller breather hose (5/8 I.D.)
it is made for vs the 3/4 I.D. breather hose that the factory engines are set
up for?
Harry Crosby
Pleasanton, California
RV-6, firewall forward
Message 22
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| Subject: | Re: Off Airport Landing / switching tanks |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
I called the factory and asked about pitch angle and uncovering the pick
up. They have never heard of it being a problem and "thought" a couple
gallons would be fine.
Thanks for sharing this situation/info with us, especially the decent rate
with engine out.
At 02:29 PM 8/8/03 -0400, you wrote:
>--> RV-List message posted by: SportAV8R@aol.com
>
>No, Scott, you certainly aren't knocking my approaches, you're describing
>them :-)
>I, too, was taught by the Great Santini, er, Seegar. I think we have a
>failure to communicate...
>
>Whether one flies airspeed or pitch attitude on final probably makes little
>practical difference... I would guess you are seeing 65-70 mph IAS on final,
>just as I am, with full flaps and that trademark steep RV approach. My prime
>beef with this RV landing characteristic is that the nose will often obscure
>the
>touchdown point since it must be held so high. The bottom line is: I never,
>ever worry on final about fuel being too far forward in the tanks to reach
the
>pickup tube... a pitch attitude sufficient to do that would put my airspeed
>well above the white arc in no time at all.
>
>I'm not sure what part of this technique is supposed to be especailly
>problematic in regards to a low fuel situation. Just remember to do any
>slips away
>from the tank you've selected. I typically land using the right tank, and
>make
>any slips with left bank and right rudder. Fuel pressure goes up 1 psi just
>from the ram effect (just kidding there!!!)
>
>-Bill B
>do not archive
>
>> Not knocking your approaches its just thats not the way I was taught by
>> Mike S. We came in high, engine at idle and full flaps, put the numbers
>> just over the spinner and kept them there. This makes for a very steep
>> decent and thinking about it could really cause a problem if you cut it too
>> close on the fuel and only have a few gallons in one tank left.
>>
>>
>> At 10:09 AM 8/8/03 -0400, you wrote:
>> >--> RV-List message posted by: SportAV8R@aol.com
>> >
>> >In a message dated 08/08/2003 9:22:12 AM Eastern Daylight Time,
>> >bilinski@kyocera-wireless.com writes:
>> >
>> >
>> >> On a steep
>> >> decent with 3~5 gallons in the tank all that fuel could flow forward and
>> >> then you would be sucking air. Wonder if this is what happened? What
>> would
>> >> be really interesting is to put say 5 gallons in the tank and then lift
>> the
>> >> tail which would equal 10? degrees nose down and see if you can still
>> pull
>> >> fuel.
>> >>
>> >
>> >Okay, but I don't make any descents on final that way. I try to get the
>> >plane slowed down to the back side of the power curve (1.3 x Vso), so it's
>> >more
>> >like 10 degrees nose UP for a steep descent, and if it needs to be steeper
>> >still, just pull the stick back more...
>> >
>> >-Bill B
>> >
>> >
>>
>>
>>
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 23
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|
| Subject: | 4" Alternator Pulley |
--> RV-List message posted by: "Chuck Weyant" <cweyant@chuckdirect.com>
Anyone know what happened to Josh who made the 4 inch alternator pulleys for the
Nindenso Alternator? Or better yet, how to get hold of one. Spruce doesn't
carry them anymore and I think I'd like one to slow down the alternator speed.
Chuck
Message 24
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|
| Subject: | Re: Off Airport Landing |
--> RV-List message posted by: "Pat Perry" <pperryrv@hotmail.com>
>Since Lycoming PREHEATS the intake air through the oil sump, it is
>exceedingly
>rare that carb ice is ever the real culprit. Like one fella told me...
>in 50 years of
>flying Lycomings, only twice did he have any need for carb heat.
>
whoa! This is a new take on where carb ice forms.....I thought it formed at
the venturi in the carb long before the mixture passes through the tubes in
the oil sump. Doesn't it collect right about where the ice probe is
attached?
I also thought Lycomings were especially prone to carb ice because of 4
large cylinders sucking large volumes of air in short-fast cycles.
Please explain....
Pat Perry
Dallas, PA
RV-4 N154PK Flies great!
>From: RV3 <rv3@comcast.net>
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: Re: RV-List: Off Airport Landing
>Date: Thu, 07 Aug 2003 21:31:42 -0500
>
>--> RV-List message posted by: RV3 <rv3@comcast.net>
>
>Jerry Springer wrote:
>
> >--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
> >
> >Cash, glad all ended well, while bending an airplane is not good, coming
> >away unhurt from an off airport landing means it ended well.
> >Was wondering do you have an idea what OAT was at the time? which
> >exhaust do you have, cross-over or?
> >
> >Jerry
> >
>Since Lycoming PREHEATS the intake air through the oil sump, it is
>exceedingly
>rare that carb ice is ever the real culprit. Like one fella told me...
>in 50 years of
>flying Lycomings, only twice did he have any need for carb heat.
>
>YMMV.
>
>Continental engines are a whole 'nuther story.
>
>I have never had need of carb heat in my Lycoming, yet. When the engine has
>quit, it never was a carb ice problem. The last issue for me was
>improper venting
>of the fuel tank. Another time, switching tanks must have unported the
>fuel pickup
>while I was IFR on final The engine sputtered all the way to the
>ground, but did
>put out enough power to effect a safe landing, but it was scary. Never
>again will
>I be switching tanks on final approach.... IFR or otherwise.
>
>
Message 25
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| Subject: | Re: Off Airport Landing / switching tanks |
--> RV-List message posted by: "Tracy Crook" <lors01@msn.com>
This switching tanks issue is why I *love* the fuel system on my -4. Engine
always draws fuel from the left tank. When I want to even the load I turn
on a Facit transfer pump which fills the left from the right. No fuel
selector valve. If I'm low on fuel I dump it all in the left tank. Very
comforting to know that I'll crash with no usable fuel : -) and totally
eliminates the "do I risk engine sputter now or later" conundrum.
Tracy Crook
----- Original Message -----
From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
Subject: Re: RV-List: Off Airport Landing / switching tanks
> --> RV-List message posted by: Scott Bilinski
<bilinski@kyocera-wireless.com>
>
> I was thinking the same thing, why switch from a known good fuel source to
> a unknown, for lack of a better term. Then I thought about it, On a steep
> decent with 3~5 gallons in the tank all that fuel could flow forward and
> then you would be sucking air. Wonder if this is what happened? What would
> be really interesting is to put say 5 gallons in the tank and then lift
the
> tail which would equal 10? degrees nose down and see if you can still pull
> fuel.
>
> Scott Bilinski
> At 08:45 PM 8/7/03 -0400, you wrote:
> >--> RV-List message posted by: RV6ator@aol.com
> >
> >If the engine is running on a good tank with suffficient fuel prior to
> >takeoff or landing--don't screw with it! Leave the fuel selector where it
> >is. Switch
> >tanks at a safe altitude.
> >
> >Bill Mahoney
> >Sherman, CT
> >RV-6 N747W
> >
Message 26
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<vansairforce@yahoogroups.com>
| Subject: | First Flight N757X RV-7A |
--> RV-List message posted by: "Scott" <scott@hecenter.com>
At approximately 3 PM, RV-7A, N757X made its maiden flight of about .7 hrs
at Martin State Airport in Baltimore, MD. No surprises...a tad left wing
heavy. Now I can breathe again!
At this point I would be totally remiss if I were not to thank the people
that made this flight possible. Jack Fromm(an RV-8 Builder), who has the
most hands-on helping with the plane and who spent an enourmous amount of
hours these last weeks getting me through inspection and first flight.
Mitch(Chip) Lock(flying RV-7) who by far and away has the most time in
answering my stupid questions and who helped get my wing spars aligned when
they were off from the Phillipines. And last but by no means least Mike
Slate, friend and business partner who is responsible for all the stuff you
really see...windshield fairing, canopy fit, cowl fit, wheel pants...not to
mention getting the plane painted for me... Guys, I cannot thank you enough
!!!
Scott Rosenberger
N757X FLYING !!!!!!!!!!!!!!!!!!!!!!
Message 27
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| Subject: | Off Airport Landing |
--> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
* RV-List message posted by: JusCash@aol.com
With the prop windmilling there was not enough oil pressure to hold the prop
in coarse pitch. It automatically went to fine pitch.
Cash
This part troubles me. Somewhere I was lead to believe that there WOULD be
enough oil pressure to keep the prop in coarse pitch. Was it a Hartzell?
Would another constant speed prop behave any differently? Congratulations
on having and using the skill to get it on the ground safely.
Terry
RV-8A Hung the Aerosport IO-360 B1B last night
Message 28
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|
| Subject: | Re:4" Alternator Pulley |
--> RV-List message posted by: Oldsfolks@aol.com
Mark Landoll has them. Ph: 405-393-3847.
He does the Harmonic Dampeners for Lyc. engines ( Mine works great ) and is
in the Sport Aviation classified adds under "Propellers".
Bob Olds A&P , EAA Tech. Counselor
RV-4 , N1191X , Flying Now
Charleston, Arkansas
"Real Aviators Fly Taildraggers"
Message 29
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| Subject: | Low fuel level indicator |
--> RV-List message posted by: "Amit Dagan" <amitdagan@hotmail.com>
Latly there has been some discussion about a low fuel level indicator.
With a sender already in the tanks (capacitor or resistor), it seemes to me
there is no need for much more.
In fact, take a look at the following :
http://www.stores.yahoo.com/nisongerautomarine/monitoring-instruments-redline-warning-series--electrical-.html
(make sure you have it all in one line).
Amit,
7 FWF/Finishing.
Message 30
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| Subject: | Re: Ritchie M2 electronic compasses ... any interest???? |
--> RV-List message posted by: "Amit Dagan" <amitdagan@hotmail.com>
The Ritchie M2, which is discontinued, has a white on blue face. I got one
of the last ones out there, for $99.77 (sale price) from West Marine. if you
call them they can try and locate a unit in a store close to you.
Call 1-800-boating (262 8464) and ask for part number 239320.
If you want a black and white face (either black on white or white on black)
and are willing to pay $100 more (US$195) look it up on:
http://www.stores.yahoo.com/nisongerautomarine/compasses.html
The size is slightly different than a regular aviation 2.25".
Amit.
Message 31
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|
| Subject: | Re: Oshkosh RV-6 accident |
--> RV-List message posted by: "Amit Dagan" <amitdagan@hotmail.com>
The RV-6 is already in Aurora, I saw them unloading it from the U-haul truck
this morning.
do not archive
Amit.
Message 32
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| Subject: | Re: Low fuel level indicator |
--> RV-List message posted by: "Mitch Faatz" <mitchfaatz@hotmail.com>
But that will start flashing on, off, on, off for the 20 minutes that the
fuel level is around the trigger point of the switch. The dampening they
mention won't help much. But yes, it's a very cheap solution if you don't
mind all the flashing.
Mitch Faatz RV-6A Finish Kit Auburn, CA
>Latly there has been some discussion about a low fuel level indicator.
>With a sender already in the tanks (capacitor or resistor), it seemes to me
>there is no need for much more.
>
>In fact, take a look at the following :
>
>http://www.stores.yahoo.com/nisongerautomarine/monitoring-instruments-redline-warning-series--electrical-.html
>
Message 33
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|
| Subject: | Re: flexible brake lines |
--> RV-List message posted by: "Jerry Calvert" <rv6@cox.net>
Earl's has -3 brake hoses with AN fitting on one end and banjo fitting on
the other. There is a 1/8"NPT bolt to attach it to the caliper. Earl's
fittings can also be used for your fuel and oil lines.
Jerry Calvert
Edmond Ok
RV6 N296JC res
You have to order the catalog at :
http://my.coredcs.com/~wmeng/
----- Original Message -----
From: "Roger Embree" <rembree@sympatico.ca>
Subject: Re: RV-List: flexible brake lines
> --> RV-List message posted by: Roger Embree <rembree@sympatico.ca>
>
> I am also interested in a flexible line setup. A fellow builder just
> completed a 6a and was doing some high speed taxi testing. With heavy
> braking he experienced the groaning and vibration reported here before.
> The next day in the hangar, he noticed brake fluid on the floor beneath
> this section of aluminum tubing. It had cracked on the inside of the bend.
>
> The caliper is held in place by pins that allow it to float freely
> sideways. When the break pads are not tight against the rotor the
> caliper can be moved around quite a bit and is restricted in movement
> partly by the aluminum break line. So, any movement of the caliper is
> tranfered directly to the brake line. Bending metals causes them to
> strain harden which is not what you want for something that could be
> exposed to severe vibrations. I am interested in where you got your
> fittings etc, (pictures?).
>
> Roger Embree
> RV4 C-GIRH 140 hrs
>
> Jerry Calvert wrote:
>
> >I am considering using flexible brake lines from the caliper to the
aluminum line. I have found brake lines that have a banjo fitting that
would attach to the caliper.
> >
> >Anyone have experience with this setup? Trying to determine if there is
any problems with this arrangement.
> >
> >Thanks,
> >Jerry Calvert
> >
>
>
Message 34
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|
| Subject: | EZ Pilot Digital Autopilot |
--> RV-List message posted by: Thomas Velvick <tomvelvick@cox.net>
I have been beta testing the EZ Pilot digital autopilot from Trio Avionics
(<http://www.trioavionics.com>www.trioavionics.com). It replaces the Navaid
AP gyro with a new digital head that has a lot more capabilities (if you
dont already have a Navaid, they will also include a servo). It
understands the NMEA sentence format from handheld GPSs as well as the
aviation format sentence from panel mount GPSs. This means you can get rid
of your smart coupler to connect a handheld gps. Since the EZ Pilot reads
the complete sentence output from the GPS it knows exactly where it is in
relation to the waypoints, not just the cross track error like the Navaid
uses. This allows it to fly the flight plan and anticipate each waypoint
as well as to fly intercepts and course reversals. The AP also has a two
line digital display that shows several parameters at one time such as ETE,
GPS groundspeed, Distance to Waypoint, ETC. In actual practice, my EZ
Pilot AP is now working excellent and handles turbulence better than the
Navaid does. Its also nice to look at the display and see your course
compared to the bearing to the waypoint and the distance in hundredth of a
mile you are off the centerline. It is normally flying within 0 to 50 feet
of the centerline. An additional digital gyro module is being developed as
an option for enhanced turbulence control. There are other features that I
haven't talked about. So if you are in the market for a digital autopilot
or want to upgrade your Navaid, here's another option.
Regards,
Tom Velvick
N53KT RV-4
N188KJ RV-6a wiring.
d
Message 35
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| Subject: | Re: First Flight N757X RV-7A |
--> RV-List message posted by: "Charles Rowbotham" <crowbotham@hotmail.com>
Scott,
CONGRATULATIONS and WELL DONE !!
Chuck & Dave Rowbotham
RV-8A (190 hrs)
>From: "Scott" <scott@hecenter.com>
>Reply-To: rv-list@matronics.com
>To: <rv-list@matronics.com>, <RV7and7A@yahoogroups.com>,
><vansairforce@yahoogroups.com>
>Subject: RV-List: First Flight N757X RV-7A
>Date: Fri, 8 Aug 2003 17:29:34 -0400
>
>--> RV-List message posted by: "Scott" <scott@hecenter.com>
>
>At approximately 3 PM, RV-7A, N757X made its maiden flight of about .7 hrs
>at Martin State Airport in Baltimore, MD. No surprises...a tad left wing
>heavy. Now I can breathe again!
>
>At this point I would be totally remiss if I were not to thank the people
>that made this flight possible. Jack Fromm(an RV-8 Builder), who has the
>most hands-on helping with the plane and who spent an enourmous amount of
>hours these last weeks getting me through inspection and first flight.
>Mitch(Chip) Lock(flying RV-7) who by far and away has the most time in
>answering my stupid questions and who helped get my wing spars aligned when
>they were off from the Phillipines. And last but by no means least Mike
>Slate, friend and business partner who is responsible for all the stuff you
>really see...windshield fairing, canopy fit, cowl fit, wheel pants...not to
>mention getting the plane painted for me... Guys, I cannot thank you enough
>!!!
>
>Scott Rosenberger
>N757X FLYING !!!!!!!!!!!!!!!!!!!!!!
>
>
Message 36
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| Subject: | RV6A - 2 partners wanted |
--> RV-List message posted by: eregensburg <eregensburg@triad.rr.com>
Attention RV builders in NC . Here's agreat way to build RV time while still
building YOUR plane. N925RV is my fully IFR RV6A. We are based in North
Carolina. The plane is kept at BUY - Burlington NC . I am buying a Cessna
210 (need room for a few people with golf clubs)and am willing to sell 2 -
1/3shares in N925RV with the agreement to buy the shares back once you
finish building your plane. Details & costs to be discussed and agreed to in
person. If interested let me know. (Respond direct/off list)
Ed Regensburg
eregensburg@triad.rr.com
336-275-3009
Message 37
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| Subject: | Empennage/Aileron builders--STOP |
--> RV-List message posted by: Michael McGee <jmpcrftr@teleport.com>
..until you read this!
Control surfaces that use the AEX wedge and double flush trailing edge
rivets --7, 8, 9 rudders and 9 elevators and ailerons.
The article that Jim Cone put on the RV-Lists photo share on July 29th is
worth its weight in gold..or at least its weight in tail feather skins! If
you are going to do your rudder or elevators this weekend DON'T UNTIL YOU
READ JIM'S CONE'S ARTICLE!
I just finished one of my elevator trailing edges for the -9A this
afternoon and you almost can't tell which is the shop head and which is the
manufactured head on the rivets! I'll post some pictures later tonight,
IT'S REALLY THAT GOOD. There is a dark cloud to this silver lining..now
I'm going to have to buy new rudder skins so my TAIL FEATHERS WILL MATCH.
It was posted in a photo share last week. Here is a copy:
A new Email List Photo Share is available:
Poster: Jim Cone <jimnbev@olypen.com>
RV-List,RV3-List,RV4-List,RV6-List,RV7-List,RV8-List,RV9-List,RV10-List
Subject: Nice Straight Edge...
http://www.matronics.com/photoshare/jimnbev@olypen.com.07.29.2003/index.html
Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
13B in gestation mode
Message 38
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| Subject: | Re: Ritchie M2 electronic compasses ... any interest???? |
--> RV-List message posted by: "James E. Clark" <james@nextupventures.com>
Amit is correct. [Thanks AMit for the additonal info.]
I want to be ABSOLUTELY CLEAR ... Ritchie stopped making the units.
Also, I am testing the need here ONLY because I was asked if I wanted to by
a dozen when I called to see what was the deal. I already have mine mounted
and over 180 hours on it. I also already have a spare.
Since a few people asked about them (including at OSH) I figured I would
test the waters so I did not end up making a purchase of something I did not
need and nobody else did either.
Anyone who has expressed an interest and would prefer the units listed
below, PLEASE let me know. I will in NO WAY be offended as I am just trying
to help out.
James
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of Amit Dagan
> Sent: Friday, August 08, 2003 5:50 PM
> To: rv-list-digest@matronics.com
> Subject: RV-List: Re: Ritchie M2 electronic compasses ... any
> interest????
>
>
> --> RV-List message posted by: "Amit Dagan" <amitdagan@hotmail.com>
>
> The Ritchie M2, which is discontinued, has a white on blue face.
> I got one
> of the last ones out there, for $99.77 (sale price) from West
> Marine. if you
> call them they can try and locate a unit in a store close to you.
> Call 1-800-boating (262 8464) and ask for part number 239320.
>
> If you want a black and white face (either black on white or
> white on black)
> and are willing to pay $100 more (US$195) look it up on:
> http://www.stores.yahoo.com/nisongerautomarine/compasses.html
>
> The size is slightly different than a regular aviation 2.25".
>
> Amit.
>
>
Message 39
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| Subject: | need dimensions for 3ATI panel cutout |
--> RV-List message posted by: "C J Heitman" <cjh@execpc.com>
Does anyone know where I can find a dimensioned drawing of the proper panel
cutout for a 3-ATI instrument (as used on items such as a Sandel HSI - a
square cutout with the corners cut at 45 degrees). No luck with an archive
search or with a google search.
Chris Heitman
Dousman WI
RV-9A N94ME (reserved)
http://my.execpc.com/~cjh/rv9a.html
---
Message 40
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| Subject: | Re: Engine Crankcase Breather |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 8/8/2003 11:52:44 AM Pacific Daylight Time, HCRV6@aol.com
writes:
> Has anyone out there using Aircraft Spruce's homebuilder's air/oil
> separator
> on an O-360 had any problems because of the smaller breather hose (5/8 I.D.)
>
> it is made for vs the 3/4 I.D. breather hose that the factory engines are
> set
> up for?
>
Harry-
Mine is the 5/8" and I converted the fitting on the engine to an AN one
that's also 5/8" to match, but if you want the 3/4" one that's otherwise identical
you can get it from Wicks. Don't know why ACS doesn't carry them.
FYI, the breather port on the big 6 cylinder Continentals is also 5/8".
-GV (RV-6A N1GV 642hrs)
Message 41
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| Subject: | RESULTS-Empennage/Aileron builders--STOP |
--> RV-List message posted by: Michael McGee <jmpcrftr@teleport.com>
Here's a quick and dirty page to show the results of using Jim Cone's
trailing edge rivet method. It's just the left elevator so it's a short
section. I'm going to do the right elevator probably on Saturday using
this method and I'll post the continuing results.
http://home.teleport.com/~dianas-rv9a/ConLogE/ConLogE_trailingedge.html
Mike
Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
13B in gestation mode
Message 42
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| Subject: | Empennage/Aileron builders--STOP |
--> RV-List message posted by: Todd Houg <thoug@attglobal.net>
Micheal,
That technique works great! I discovered that technique about 2 1/2 years ago when
I was building my -9 rudder. I'm not sure if Jim picked it up from my page
or thought it up himself - brilliant minds think alike you know! (Now isn't that
arrogant! ;o) ) I recently borrowed my modified set to another -9 builder
to do the same. You can use it for the flaps and ailerons(on a -9) also because
they use the same AEX wedge with the same angle.
There's more details on my website at www.toddhoug.com - select "Squeezing double flush rivets" from the menu window on the left.
Good Luck,
Todd Houg
90196 - slow slow build
-----Original Message-----
From: Michael McGee
Subject: RV-List: Empennage/Aileron builders--STOP
--> RV-List message posted by: Michael McGee <jmpcrftr@teleport.com>
.until you read this!
Control surfaces that use the AEX wedge and double flush trailing edge
rivets --7, 8, 9 rudders and 9 elevators and ailerons.
The article that Jim Cone put on the RV-Lists photo share on July 29th is
worth its weight in gold..or at least its weight in tail feather skins! If
you are going to do your rudder or elevators this weekend DON'T UNTIL YOU
READ JIM'S CONE'S ARTICLE!
I just finished one of my elevator trailing edges for the -9A this
afternoon and you almost can't tell which is the shop head and which is the
manufactured head on the rivets! I'll post some pictures later tonight,
IT'S REALLY THAT GOOD. There is a dark cloud to this silver lining..now
I'm going to have to buy new rudder skins so my TAIL FEATHERS WILL MATCH.
It was posted in a photo share last week. Here is a copy:
A new Email List Photo Share is available:
Poster: Jim Cone <jimnbev@olypen.com>
RV-List,RV3-List,RV4-List,RV6-List,RV7-List,RV8-List,RV9-List,RV10-List
Subject: Nice Straight Edge...
http://www.matronics.com/photoshare/jimnbev@olypen.com.07.29.2003/index.html
Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
13B in gestation mode
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