Today's Message Index:
----------------------
1. 04:42 AM - Re: Looking for hangar space in eastern Massachusetts (Dean Pichon)
2. 06:06 AM - Notes from the 2nd Annual (Inspection) of my RV-4 (Dean Pichon)
3. 10:52 AM - Re: Canopy decks...slider (HCRV6@aol.com)
4. 01:01 PM - SLIGHTLY OFF TOPIC - KitLog Pro question (Clayton Henderson)
5. 02:18 PM - Re: SLIGHTLY OFF TOPIC - KitLog Pro question (Bruce Gray)
6. 02:41 PM - aerobatic weight (Wheeler North)
7. 03:17 PM - Re: aerobatic weight (Brian Denk)
8. 03:44 PM - Re: SLIGHTLY OFF TOPIC - KitLog Pro question (Clayton Henderson)
9. 04:08 PM - Split S (Wheeler North)
10. 04:43 PM - Re: Tool Nerd / Pneumatic C-frame (Gary Zilik)
11. 05:06 PM - Hydraulic Fluid (JNice51355@aol.com)
12. 05:13 PM - Re: Split S (Clayton Henderson)
13. 06:20 PM - Dutch Rolls (Kevin Horton)
14. 06:26 PM - Pitot line (Ken Simmons)
15. 06:28 PM - Re: SLIGHTLY OFF TOPIC - KitLog Pro question (Patrick Kelley)
16. 06:44 PM - CS props and Acro (RV8ter@aol.com)
17. 06:52 PM - Re: Split S (RV8ter@aol.com)
18. 07:22 PM - Re:Hydraulic Fluid (Oldsfolks@aol.com)
19. 08:04 PM - Re: Dutch Rolls (Kosta Lewis)
20. 08:04 PM - Warkne Props (Ron Calhoun)
21. 08:07 PM - Re: Pitot line (Dan Checkoway)
22. 08:11 PM - Re: Split S (Kosta Lewis)
23. 08:41 PM - Re: Dutch Rolls (Jerry Springer)
24. 08:47 PM - Re: Warkne Props (Gil Alexander)
25. 08:54 PM - Re: Split S (Jeff Dowling)
26. 09:00 PM - Re: Dutch Rolls (Jeff Dowling)
27. 09:32 PM - Garmin 530 Reception/Wingtip Antennas (Michael J. Robbins)
28. 09:36 PM - Re: Warkne Props (R. Perry McConnell)
Message 1
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| Subject: | Re: Looking for hangar space in eastern Massachusetts |
--> RV-List message posted by: "Dean Pichon" <DeanPichon@msn.com>
Hi Ray,
Thanks, I did receive your earlier message, but am trying to cover all the bases.
I will post a similar message on the BostonRVBuilders yahoo group. Hopefully,
your lead will work out.
Thanks again,
Dean
----- Original Message -----
From: GRENIER@aol.com
Subject: Re: RV-List: Looking for hangar space in eastern Massachusetts
--> RV-List message posted by: GRENIER@aol.com
Dean I hope you got my msg about the space here at Nashua. I have not seen
the guy yet, but will get info ASAP.
Ray
Message 2
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| Subject: | Notes from the 2nd Annual (Inspection) of my RV-4 |
--> RV-List message posted by: "Dean Pichon" <DeanPichon@msn.com>
I just completed the second annual inspection of my RV-4 and thought I would share
some of the findings with everyone. The aircraft has an IO-360 with Lasar
ignition and a Hartzell CS prop. Total time on everything is 157 hours. The airframe
still looks new. The cowl now shows some wear and needs to be "touched-up".
Fortunately, I have not (yet?) broken any eyelets on the cowl hinges. The
other fiberglass has worn reasonably well.
Re-packing of the main gear bearings showed no perceptible wear. Every year I tell
myself I will re-pack bearings only every other year. Maybe next year... The
brake pads looked good and should make it another year. Home base for me is
a 5000+ foot runway so the brakes don't generally get a lot of use.
Last year, I replaced both main tires and tubes. The tires supplied with the kit
had worn down to the casing in one spot. I replaced them with Air Hawk tires
which seem to be lasting well. It looks like I may get two years out of these.
The experience gained in landing the aircraft may have helped the wear issue.
The tail wheel seems to have lots of life left. I recently installed a full swivel
tail wheel and a "steering link". Both are very nice.
The engine looked great. Beside a visual inspection, I merely removed, cleaned,
and gapped the plugs. I have an Airflow Performance fuel injection system. I
removed and cleaned the fuel filter screen. Over the passed year it had accumulated
a very small amount of debris. I would estimate that well under one percent
of the effective filter area contained debris. I often consider cleaning this
filter on an every-other-year basis, but always chicken-out at annual. Similarly,
I removed, cleaned, and lubricated the air filter. Besides a few bugs,
it looked pretty good.
I have a baffle-mounted oil cooler on the port side of the engine. After two years
of vibrating, I noticed two cracks in the aft-most baffle on the port side.
I removed that portion of the baffle, cut-off the damaged material and attached
a heavier gage part in its place. Hopefully, this will last more than two
years. Van's advised me against a baffle mounted cooler, but there is so little
available firewall space in a -4...
I found no evidence of oil or fuel leaks. None of the lines appeared chafed or
worn. The wiring still looks new. I searched for AD's on the "big" components
and found nothing. Thanks to the Listers who provided invaluable advice for searching
for AD's on the internet.
This annual cost me $22.98. I blew $18.75 on a spark plug that I dropped during
removal, and $4.23 for a ratchet adapter to connect my 1/2" spark plug socket
to my 3/8" torque wrench. After spending no less than $1500 on annuals for my
Citabria, this was a welcome change. In summary, I am very pleased with the condition
of my -4 after two years of service, but am concerned that the fiberglass
(especially the cowl) will require constant attention. When I start the -10,
I will likely use screws instead of hinges to attach it and will put more
effort into making it more serviceable.
Respectfully,
Dean Pichon
RV-4
Message 3
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| Subject: | Re: Canopy decks...slider |
--> RV-List message posted by: HCRV6@aol.com
In a message dated 8/31/03 6:49:34 PM Pacific Daylight Time,
jorear@new.rr.com writes:
<< I already have pass-through holes drilled into the F604 bulkhead....Is
that the area you are referring to regarding hard access once the decks are
riveted on? >>
FWIW the other area that I wish I had drilled before the decks were on is at
the F-605 bulkhead. I would prefer to run my wire bundles and antenna leads
under the canopy rails and then down the aft side of the F-605 and then to
wherever, but can't get into the area at the top of the 605 to drill it now. As
they say, YMMV.
Do not archive
Harry Crosby
Pleasanton, California
RV-6, firewall forward
Message 4
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| Subject: | SLIGHTLY OFF TOPIC - KitLog Pro question |
--> RV-List message posted by: "Clayton Henderson" <gsuit@eonet.net>
SLIGHTLY OFF TOPIC.
Has anyone ever used KitLog Pro on two computers (i.e. Study and Shop)
but used the same database/log entries folder? I am looking to set this
up so that I can enter log entries as I build in the shop.but then edit
or add pics later after I've cleaned up and sitting in the study.
I have emailed support@kitlog.com with no luck so far. I'm sure they
will reply soon, but I figured I would shoot it out to the list for a
quicker response.
Thanks in advance,
Clayton Henderson
RV-7 Fuselage
Message 5
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| Subject: | SLIGHTLY OFF TOPIC - KitLog Pro question |
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Run the database off one computer only. Just connect the two computers
together with an Ethernet cable. You'll still have to load Kitlog on
each computer but the program should allow you to point the slave
program to the real data files residing on the other machine.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Clayton
Henderson
Subject: RV-List: SLIGHTLY OFF TOPIC - KitLog Pro question
--> RV-List message posted by: "Clayton Henderson" <gsuit@eonet.net>
SLIGHTLY OFF TOPIC.
Has anyone ever used KitLog Pro on two computers (i.e. Study and Shop)
but used the same database/log entries folder? I am looking to set this
up so that I can enter log entries as I build in the shop.but then edit
or add pics later after I've cleaned up and sitting in the study.
I have emailed support@kitlog.com with no luck so far. I'm sure they
will reply soon, but I figured I would shoot it out to the list for a
quicker response.
Thanks in advance,
Clayton Henderson
RV-7 Fuselage
Message 6
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| Subject: | aerobatic weight |
--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Kids Whale?
I've been working on this visual for a few days now, and I'm just not
gettin' it. Do they actually throw a harpoon? Or does one kinda just aim the
plane and the kid lets go when it thinks the whale is in range?
Or do you use the kid as some sort of rapidly passing whale bait while
inverted?
Clearly you can't have the whale (as in Kidd's Whale) on board as this would
most definately challenge Van's concept of gross weight, not to mention the
albino whale abuse issues this would raise.
;{)
do not archive
Message 7
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| Subject: | Re: aerobatic weight |
--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
>--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
>Kids Whale?
>
>I've been working on this visual for a few days now, and I'm just not
>gettin' it. Do they actually throw a harpoon? Or does one kinda just aim
>the
>plane and the kid lets go when it thinks the whale is in range?
>
>Or do you use the kid as some sort of rapidly passing whale bait while
>inverted?
>
>Clearly you can't have the whale (as in Kidd's Whale) on board as this
>would
>most definately challenge Van's concept of gross weight, not to mention the
>albino whale abuse issues this would raise.
>
>;{)
Wheeler Wheeler Wheeler. You been eatin' paint chips again? This is
obviously a reference to musical youth..."hey man, did you hear that sax
playin' kid whale?!?"
It's jazz-speak, plain and simple.
So there.
Now go take your meds like a good boy. Be sure to bring some to LOE3 and
share. K?
Brian Denk
RV8 N94BD
do not archive this silliness
Message 8
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| Subject: | SLIGHTLY OFF TOPIC - KitLog Pro question |
--> RV-List message posted by: "Clayton Henderson" <gsuit@eonet.net>
The computers are networked together now as a workgroup. Your
suggestion is exactly how I would like to do it -- how do I 'point the
slave program t the real data files residing on the other machine'?
Clayton Henderson
RV-7 Fuselage
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bruce Gray
Subject: RE: RV-List: SLIGHTLY OFF TOPIC - KitLog Pro question
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Run the database off one computer only. Just connect the two computers
together with an Ethernet cable. You'll still have to load Kitlog on
each computer but the program should allow you to point the slave
program to the real data files residing on the other machine.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Clayton
Henderson
Subject: RV-List: SLIGHTLY OFF TOPIC - KitLog Pro question
--> RV-List message posted by: "Clayton Henderson" <gsuit@eonet.net>
SLIGHTLY OFF TOPIC.
Has anyone ever used KitLog Pro on two computers (i.e. Study and Shop)
but used the same database/log entries folder? I am looking to set this
up so that I can enter log entries as I build in the shop.but then edit
or add pics later after I've cleaned up and sitting in the study.
I have emailed support@kitlog.com with no luck so far. I'm sure they
will reply soon, but I figured I would shoot it out to the list for a
quicker response.
Thanks in advance,
Clayton Henderson
RV-7 Fuselage
Message 9
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--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Yup,
I agree,
a split S entry above 100mph really gets one focused on the ASI eventually.
On the other hand the entry roll over is somewhat grumpy below that speed.
I've been trying to enter on the up line rather than level so I can lose air
speed while rolling inverted yet keep things positive G. I don't have all
that fancy upsidedown hardware and the magic propeller juicer that most of
you have.
Although I must admit, the two times I really scared myself with airspeed
were both doing very lazy Dutch Rolls and I just let it drop for a little
too long with a little too much power and wazooo in an instant the speed
shot up and that stick got way too stiff for my comfort. In both cases I
had to keep it just above 5 Gs to not blow whizzing by Vne. It was very
disturbing to suddenly realize that adding even more G force was the only
thing I had left to stop airspeed increase. Of course being a real dummy I
had to do it twice just to prove my total lack of mental fortitude.
I highly recommend one carefully and regularly practice the RV's capacity to
accelerate downhill prior to much in the way of complex nose down manuevers
(complex = a manuever that commits one to being nose down for a while).
Horizontal loops (aka tight turns) that are slightly off of horizontal help
me to get a better feel for this while still allowing the ability to roll
out up hill at any point.
Being such a neophyte pilot I practice these prior to much in the way of
loops. Its kinda like practicing slow flight, every time I do it my landings
get better for a while. It also seems to acclimate me to the G's some prior
to being fully upside down. Actually, now that I think of it I'm guessing
you pros might have some other warmup tricks you could share.
W
Message 10
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| Subject: | Re: Tool Nerd / Pneumatic C-frame |
--> RV-List message posted by: Gary Zilik <zilik@direcpc.com>
I have to agree. When it came time to dimple the skins that meant I was
done with the trimming, layout, drilling and deburring of the skin and
almost ready to rivet. I do drool at the new kits and the way the parts
fit. I think Van's next step would be to send the parts pre-primed; the
step I really loathed. I abused my C-frame and set the rivets in my wing
spar with it and a 2lb Single Jack. What a wonderful tool
GZ
Tim Bryan wrote:
>--> RV-List message posted by: "Tim Bryan" <tim@bryantechnology.com>
>
> The "old timers" must be rolling in their lazy boys:-)
>
>I think I resemble that!. Only I always thought by the time I actually got
>to that C-frame I was actually ready to rivet the skin on. That being a
>good thing. Amazing how the perspective has changed.
>
>Done riveting really, but still got soooo much to do. Hooking up controls
>and NOT so looking forward to the dreaded fiberglass.
>
>Tim Bryan
>RV-6 N616TB
>
>
>-------Original Message-------
>
>From: rv-list@matronics.com
>Date: Sunday, August 31, 2003 04:07:39 PM
>To: rv-list@matronics.com
>Subject: Re: RV-List: Tool Nerd / Pneumatic C-frame
>
>--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
>
>
>
>>From: Sam Buchanan <sbuc@hiwaay.net>
>>
>>Dana, the "mouth activated" dimpler was developed by a member of our
>>local group and it is the most amazing dimpling setup I have ever seen.
>>
>>
>
>I did remember the dimpler from prior posts, it just hit me as humorous
>thinking of 3-4 builders using a hand squeezer and sledge hammering spar
>rivets.........to laser guided, mouth activated pneumatic C-frames to
>pre-punched kits where you can have a boat in two-three months. The "old
>timers" must be rolling in their lazy boys:-)
>
>BTW, I can't wait to C-frame for the last time...........I have truly
>learned to hate that contraption!!
>
>
>Dana Overall
>Richmond, KY
>RV-7 slider/fuselage, Imron black, "Black Magic"
>Finish kit ordered!! Buying Instruments. Hangar flying my Dynon.
>http://rvflying.tripod.com
>do not archive
>
>
>
>
>
>
>.
>
>
>
>
Message 11
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--> RV-List message posted by: JNice51355@aol.com
What is the best stuff for removal of aircraft hydraulic fluid from say, a
piece of carpet??
Thanks
Jim Nice
Message 12
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--> RV-List message posted by: "Clayton Henderson" <gsuit@eonet.net>
A good G-Warm technique is to do successive high angle-of-bank turns
(around 65-90 degrees) for a heading change of 90 degrees each dirction,
slightly increasing your g's each turn.
Example: heading 360, level flight, maneuvering speed. Bank left at
65-75 degrees AOB and perform a level, 3-4g turn to a heading of 270.
Roll wings level, and right into a Right turn at the same angle of bank
and same g-loading, back to 360. Roll wings level, and right through to
85-90 degrees AOB left turn, and perform a level 4-5g turn to 270, and
back again to 360.
Clayton Henderson
RV-7 Fuselage
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Wheeler North
Subject: RV-List: Split S
--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Yup,
I agree,
a split S entry above 100mph really gets one focused on the ASI
eventually.
On the other hand the entry roll over is somewhat grumpy below that
speed.
I've been trying to enter on the up line rather than level so I can lose
air
speed while rolling inverted yet keep things positive G. I don't have
all
that fancy upsidedown hardware and the magic propeller juicer that most
of
you have.
Although I must admit, the two times I really scared myself with
airspeed
were both doing very lazy Dutch Rolls and I just let it drop for a
little
too long with a little too much power and wazooo in an instant the speed
shot up and that stick got way too stiff for my comfort. In both cases
I
had to keep it just above 5 Gs to not blow whizzing by Vne. It was very
disturbing to suddenly realize that adding even more G force was the
only
thing I had left to stop airspeed increase. Of course being a real dummy
I
had to do it twice just to prove my total lack of mental fortitude.
I highly recommend one carefully and regularly practice the RV's
capacity to
accelerate downhill prior to much in the way of complex nose down
manuevers
(complex = a manuever that commits one to being nose down for a while).
Horizontal loops (aka tight turns) that are slightly off of horizontal
help
me to get a better feel for this while still allowing the ability to
roll
out up hill at any point.
Being such a neophyte pilot I practice these prior to much in the way of
loops. Its kinda like practicing slow flight, every time I do it my
landings
get better for a while. It also seems to acclimate me to the G's some
prior
to being fully upside down. Actually, now that I think of it I'm
guessing
you pros might have some other warmup tricks you could share.
W
Message 13
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--> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
I've noticed a puzzling misuse of the term "dutch roll" over the last
few years. Many gen-av pilots seem to use it to describe some sort
of coordination manoeuvre involving rolling the aircraft back and
forth. I'm not sure where this misuse of the term "dutch roll" came
from, but the correct meaning of the term dates back to at least the
early 1950's.
The real dutch roll is a coupled yawing and rolling oscillation that
is especially noted on swept-wing aircraft. Divergent, large
amplitude dutch rolls were responsible for the loss of at least one
Boeing 707 (Braniff, 19 Oct 1959).
More info at:
http://www.douglasdc3.com/sohn/41.htm
It is difficult to communicate if a word has different meanings to
different people, so I decided it was worthwhile to bring this up.
It isn't aimed at any one person, as I've seen "dutch roll" misused
by several people on the list.
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 14
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--> RV-List message posted by: "Ken Simmons" <ken@truckstop.com>
Next question on the pitot. The plans aren't real clear about installing the pitot
line in the wing. It just pretty much says do it. The only thing in the drawing
I found was the actual pitot itself, not the route back to the fuselage.
The question is what to do with the inboard end of the pitot line? I know many
use plastic tubing to the pitot and I still may do that for part of the run to
the instruments. The best solution I've seen is the way Dan Checkoway terminated
his pitot line with a bulkhead fitting on the inboard rib. Any other ideas?
Thanks.
Ken
do not archive
The Internet Truckstop
The first and largest
freight matching
service on the
Intenet
______________ ______________ ______________ ______________
Sent via the KillerWebMail system at truckstop.com
Message 15
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| Subject: | SLIGHTLY OFF TOPIC - KitLog Pro question |
--> RV-List message posted by: "Patrick Kelley" <webmaster@flion.com>
On the computer with the actual database, find the folder where the
database, right click on the folder icon (or the disk icon if you don't
mind sharing the contents of the entire disk), and select properties
from the menu. There should be a 'Sharing' tab in the dialog window
that pops up; select it and then check 'Share this folder' and give the
share a name: ex. kitdata.
On the slave computer, double click 'Network Neighborhood' or 'My
Network Places' depending on which version of Windoze you have, then
select (double-click) Computers Near Me or Entire Network, MS Windows
Network, and your workgroup or your workgroup if it showed up on the
initial Network window (different Win versions act differently.) You
should now see the names of the computers in your workgroup;
double-click the one with the shared files. Now you will see the share
name; right click and select Map Network Drive from the menu. Assign
any available letter to the drive mapping. That letter will be the
letter you give kitlog to locate the database; if you shared the entire
drive, you will also have to give the path as well.
Caveat: On a workgroup, if a shared drive is not available when the
slave computer is booted, you will get a message asking if you want to
reconnect the next time you boot. Choose 'Yes' or it will never make
the connection again until you follow the steps in the second paragrahp
again. It is best if the computer with the master files is turned on
before turning on the slave computer, so that the drive map is always
automatically connected.
Feel free to contact me direct if you have specific questions; hopefully
these general instructions will point you in the right direction.
Patrick Kelley - RV-6A - Fuselage struct continues, parts finally
painted!
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Clayton
Henderson
Subject: RE: RV-List: SLIGHTLY OFF TOPIC - KitLog Pro question
--> RV-List message posted by: "Clayton Henderson" <gsuit@eonet.net>
The computers are networked together now as a workgroup. Your
suggestion is exactly how I would like to do it -- how do I 'point the
slave program t the real data files residing on the other machine'?
Clayton Henderson
RV-7 Fuselage
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bruce Gray
Subject: RE: RV-List: SLIGHTLY OFF TOPIC - KitLog Pro question
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Run the database off one computer only. Just connect the two computers
together with an Ethernet cable. You'll still have to load Kitlog on
each computer but the program should allow you to point the slave
program to the real data files residing on the other machine.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Clayton
Henderson
Subject: RV-List: SLIGHTLY OFF TOPIC - KitLog Pro question
--> RV-List message posted by: "Clayton Henderson" <gsuit@eonet.net>
SLIGHTLY OFF TOPIC.
Has anyone ever used KitLog Pro on two computers (i.e. Study and Shop)
but used the same database/log entries folder? I am looking to set this
up so that I can enter log entries as I build in the shop.but then edit
or add pics later after I've cleaned up and sitting in the study.
I have emailed support@kitlog.com with no luck so far. I'm sure they
will reply soon, but I figured I would shoot it out to the list for a
quicker response.
Thanks in advance,
Clayton Henderson
RV-7 Fuselage
Message 16
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| Subject: | CS props and Acro |
--> RV-List message posted by: RV8ter@aol.com
A "big time & famous" airshow pilot gave me some advice once when I was
asking about RVs before I committted to buying one. He (OK, so it wasn't Patty)
told me that even with a constant speed prop he didn't consider the RV a good
acro plane because the props used on 320s/360s weren't effective enough in
braking like his IO-540 size is and because Van really emphasised speed in the
design (ie, RV is too clean). Not here to debate that but it does beg the
question does anyone have enough acro time with and without a CS prop in a RV to
say
there's a usable safety margin on the downhill maneuvers using a CS prop?
lucky
In a message dated 9/1/2003 7:10:23 PM Eastern Standard Time,
wnorth@sdccd.cc.ca.us writes:
> Subj: RV-List: Split S
> Date: 9/1/2003 7:10:23 PM Eastern Standard Time
> From: <A HREF="mailto:wnorth@sdccd.cc.ca.us">wnorth@sdccd.cc.ca.us
> Reply-to: <A HREF="mailto:rv-list@matronics.com">rv-list@matronics.com
> To: <A HREF="mailto:rv-list-digest@matronics.com">rv-list-digest@matronics.com
> Sent from the Internet
>
>
>
> --> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
> Yup,
>
> I agree,
>
> a split S entry above 100mph really gets one focused on the ASI eventually.
> On the other hand the entry roll over is somewhat grumpy below that speed.
>
> I've been trying to enter on the up line rather than level so I can lose air
> speed while rolling inverted yet keep things positive G. I don't have all
> that fancy upsidedown hardware and the magic propeller juicer that most of
> you have.
>
> Although I must admit, the two times I really scared myself with airspeed
> were both doing very lazy Dutch Rolls and I just let it drop for a little
> too long with a little too much power and wazooo in an instant the speed
> shot up and that stick got way too stiff for my comfort. In both cases I
> had to keep it just above 5 Gs to not blow whizzing by Vne. It was very
> disturbing to suddenly realize that adding even more G force was the only
> thing I had left to stop airspeed increase. Of course being a real dummy I
> had to do it twice just to prove my total lack of mental fortitude.
>
> I highly recommend one carefully and regularly practice the RV's capacity to
> accelerate downhill prior to much in the way of complex nose down manuevers
> (complex = a manuever that commits one to being nose down for a while).
> Horizontal loops (aka tight turns) that are slightly off of horizontal help
> me to get a better feel for this while still allowing the ability to roll
> out up hill at any point.
>
> Being such a neophyte pilot I practice these prior to much in the way of
> loops. Its kinda like practicing slow flight, every time I do it my landings
> get better for a while. It also seems to acclimate me to the G's some prior
> to being fully upside down. Actually, now that I think of it I'm guessing
> you pros might have some other warmup tricks you could share.
>
> W
>
>
>
>
>
>
>
Message 17
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--> RV-List message posted by: RV8ter@aol.com
Oh, forgot to say that in USAF pilot training, they really stressed not to
get lazy on barrel rolls because if you were "lazy" it was easy to come out in
a
sort of split S instead of rolling on through the horizon correctly inverted.
Sometimes USAF personnel did barrel rolls at a speed and altitude that
could and did kill or severly over G the AC if you did a split S by accident. I've
flown acro with some civilians who never had proper training and wondered if
their time would come.
In a message dated 9/1/2003 7:10:23 PM Eastern Standard Time,
wnorth@sdccd.cc.ca.us writes:
> Subj: RV-List: Split S
> Date: 9/1/2003 7:10:23 PM Eastern Standard Time
> From: <A HREF="mailto:wnorth@sdccd.cc.ca.us">wnorth@sdccd.cc.ca.us
> Reply-to: <A HREF="mailto:rv-list@matronics.com">rv-list@matronics.com
> To: <A HREF="mailto:rv-list-digest@matronics.com">rv-list-digest@matronics.com
> Sent from the Internet
>
>
>
> --> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
> Yup,
>
> I agree,
>
> a split S entry above 100mph really gets one focused on the ASI eventually.
> On the other hand the entry roll over is somewhat grumpy below that speed.
>
> I've been trying to enter on the up line rather than level so I can lose air
> speed while rolling inverted yet keep things positive G. I don't have all
> that fancy upsidedown hardware and the magic propeller juicer that most of
> you have.
>
> Although I must admit, the two times I really scared myself with airspeed
> were both doing very lazy Dutch Rolls and I just let it drop for a little
> too long with a little too much power and wazooo in an instant the speed
> shot up and that stick got way too stiff for my comfort. In both cases I
> had to keep it just above 5 Gs to not blow whizzing by Vne. It was very
> disturbing to suddenly realize that adding even more G force was the only
> thing I had left to stop airspeed increase. Of course being a real dummy I
> had to do it twice just to prove my total lack of mental fortitude.
>
> I highly recommend one carefully and regularly practice the RV's capacity to
> accelerate downhill prior to much in the way of complex nose down manuevers
> (complex = a manuever that commits one to being nose down for a while).
> Horizontal loops (aka tight turns) that are slightly off of horizontal help
> me to get a better feel for this while still allowing the ability to roll
> out up hill at any point.
>
> Being such a neophyte pilot I practice these prior to much in the way of
> loops. Its kinda like practicing slow flight, every time I do it my landings
> get better for a while. It also seems to acclimate me to the G's some prior
> to being fully upside down. Actually, now that I think of it I'm guessing
> you pros might have some other warmup tricks you could share.
>
> W
>
>
>
>
>
>
>
Message 18
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| Subject: | Re:Hydraulic Fluid |
--> RV-List message posted by: Oldsfolks@aol.com
You might first try isopropyl alcohol(Rubbing Alcohol). This shouldn't damage
the carpet.
MEK or Acetone might dissolve the fibres in synthetic carpet.
After alcohol,follow-up with stain remover.
Just my guess,
Bob Olds A&P , EAA Tech. Counselor
RV-4 , N1191X , Flying Now
Charleston, Arkansas
"Real Aviators Fly Taildraggers"
Message 19
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--> RV-List message posted by: "Kosta Lewis" <mikel@dimensional.com>
>I've noticed a puzzling misuse of the term "dutch roll" over the last
>few years. Many gen-av pilots seem to use it to describe some sort
>of coordination maneuver involving rolling the aircraft back and
>forth...........
Well, maybe not misused. Perhaps slang would be a better word. I first
learned about "Dutch rolls" in the early '70s when I was learning to
fly. It is a "banking without turning" and is a maneuver to teach
coordination. I do it every time I get in a new airplane to help get the
feel for what inputs do what. Silly? You bet. Works for me. The name
"Dutch roll" was just easier to say than "banking without turning or the
nose rising or falling" or "banking with the nose on a point". Correct?
No. Do most people know what you are referring to? Probably. Except
those swept wing jet jocks. I vote to keep it.
Michael
Message 20
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--> RV-List message posted by: "Ron Calhoun" <roncal@earthlink.net>
I have a friend looking for a Warkne wood prop. Yeller page phone number is
no good. Anyone know what their new number is?
Ron Calhoun
RV-4
Message 21
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--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
I wouldn't copy my bulkhead setup. I'm still planning on changing the pitot
routing at the wing root.
I'm probably going to convert the line to plastic (it's lighter and easier
to deal with). That is, I'll have a length of aluminum at the heated pitot
to absorb some heat, and then transition to plastic somewhere around the
outboard inspection panel. From there it'll be plastic all the way up to
the instrument panel.
I'll most likely route the tubing aft and below the aileron pushrod hole,
entering the wing there, and then curving forward to go through the tooling
holes. Hard to describe, but you'll see what I mean in a month or two when
I get this thing assembled for good.
I guess the point I'm making is that I'm not too happy with the bulkhead
termination thing, because it terminates in front of the pushrod, and
there's not a lot of room to work with in there once the wing is mated. I
didn't learn this until I had mated the wings to the fuselage. Just keep
that in mind...
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Ken Simmons" <ken@truckstop.com>
Subject: RV-List: Pitot line
> --> RV-List message posted by: "Ken Simmons" <ken@truckstop.com>
>
> Next question on the pitot. The plans aren't real clear about installing
the pitot line in the wing. It just pretty much says do it. The only thing
in the drawing I found was the actual pitot itself, not the route back to
the fuselage.
>
> The question is what to do with the inboard end of the pitot line? I know
many use plastic tubing to the pitot and I still may do that for part of the
run to the instruments. The best solution I've seen is the way Dan Checkoway
terminated his pitot line with a bulkhead fitting on the inboard rib. Any
other ideas?
>
> Thanks.
>
> Ken
>
> do not archive
>
>
> The Internet Truckstop
> The first and largest
> freight matching
> service on the
> Intenet
>
> ______________ ______________ ______________ ______________
> Sent via the KillerWebMail system at truckstop.com
>
>
Message 22
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--> RV-List message posted by: "Kosta Lewis" <mikel@dimensional.com>
>A good G-Warm technique is to do successive high angle-of-bank turns
>(around 65-90 degrees) for a heading change of 90 degrees each
dirction,
>slightly increasing your g's each turn........
Um.....you mean you're not supposed to do that every time you go flying?
Rats. If there isn't 2-3 G's on the meter, I haven't gone flying. Or I
was with a passenger.
One of my favorite warm up maneuvers is a steep bank, maintaining
altitude. Not as easy as it sounds. The Whump at the end is the reward
for having kept altitude. I had an aerobatic instructor tell me one time
he could do good aerobatics all day but had problems maintaining
altitude in a steep bank.
Oh; and Dutch rolls. I also like to do what I call the cinnamon roll:
banking with the nose on a point but the nose also going up and down as
the bank changes from left to right. Oh, the things we do.
Michael
Message 23
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--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
Kosta Lewis wrote:
>--> RV-List message posted by: "Kosta Lewis" <mikel@dimensional.com>
>
>
>
>>I've noticed a puzzling misuse of the term "dutch roll" over the last
>>few years. Many gen-av pilots seem to use it to describe some sort
>>of coordination maneuver involving rolling the aircraft back and
>>forth...........
>>
>>
>
>Well, maybe not misused. Perhaps slang would be a better word. I first
>learned about "Dutch rolls" in the early '70s when I was learning to
>fly. It is a "banking without turning" and is a maneuver to teach
>coordination. I do it every time I get in a new airplane to help get the
>feel for what inputs do what. Silly? You bet. Works for me. The name
>"Dutch roll" was just easier to say than "banking without turning or the
>nose rising or falling" or "banking with the nose on a point". Correct?
>No. Do most people know what you are referring to? Probably. Except
>those swept wing jet jocks. I vote to keep it.
>
>Michael
>
>
>
You are so right, "dutch rol"l has been used in aviation to describe a
maneuver that is rolling side to side and using
coordinated rudder/aileron input to keep the nose of the airplane from
wallowing side to side. If dutch rolls are done properly
the airplane well roll side to side just like it had a wire going
through it to keep it on a straight line.This term has been used
to describe this maneuver at least since the early 1960s when I learned
to fly. If you roll quickly side to side without
rudder the nose of the airplane well actually start to swing in the
opposite direction of the roll due to adverse yaw.
Jerry
Message 24
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| Subject: | Re: Warkne Props |
--> RV-List message posted by: Gil Alexander <gilalex@earthlink.net>
From the Tucson Qwest Yellow Pages (the business pages white section)
Warnke Propellers
8405 N. Via Socorro
Tucson AZ 85653
520-884-8132
...gil in Tucson
At 10:01 PM 9/1/2003 -0500, you wrote:
>--> RV-List message posted by: "Ron Calhoun" <roncal@earthlink.net>
>
>I have a friend looking for a Warkne wood prop. Yeller page phone number is
>no good. Anyone know what their new number is?
>
>Ron Calhoun
>RV-4
>
>
RV-6A, #20701 .. fitting out firewall...
77 Tiger N28478 at 57AZ
Message 25
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--> RV-List message posted by: "Jeff Dowling" <shempdowling@earthlink.net>
Just a quick addition to this topic just in case someone hasnt heard this
yet.
Make sure you unload before throwing all of that aileron in. Assymetric g's
are much harder on the plane than symmetric.
Shemp
----- Original Message -----
From: "Clayton Henderson" <gsuit@eonet.net>
Subject: RE: RV-List: Split S
> --> RV-List message posted by: "Clayton Henderson" <gsuit@eonet.net>
>
> A good G-Warm technique is to do successive high angle-of-bank turns
> (around 65-90 degrees) for a heading change of 90 degrees each dirction,
> slightly increasing your g's each turn.
>
> Example: heading 360, level flight, maneuvering speed. Bank left at
> 65-75 degrees AOB and perform a level, 3-4g turn to a heading of 270.
> Roll wings level, and right into a Right turn at the same angle of bank
> and same g-loading, back to 360. Roll wings level, and right through to
> 85-90 degrees AOB left turn, and perform a level 4-5g turn to 270, and
> back again to 360.
>
> Clayton Henderson
> RV-7 Fuselage
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Wheeler North
> To: 'RV-List Digest Server '
> Subject: RV-List: Split S
>
> --> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
> Yup,
>
> I agree,
>
> a split S entry above 100mph really gets one focused on the ASI
> eventually.
> On the other hand the entry roll over is somewhat grumpy below that
> speed.
>
> I've been trying to enter on the up line rather than level so I can lose
> air
> speed while rolling inverted yet keep things positive G. I don't have
> all
> that fancy upsidedown hardware and the magic propeller juicer that most
> of
> you have.
>
> Although I must admit, the two times I really scared myself with
> airspeed
> were both doing very lazy Dutch Rolls and I just let it drop for a
> little
> too long with a little too much power and wazooo in an instant the speed
> shot up and that stick got way too stiff for my comfort. In both cases
> I
> had to keep it just above 5 Gs to not blow whizzing by Vne. It was very
> disturbing to suddenly realize that adding even more G force was the
> only
> thing I had left to stop airspeed increase. Of course being a real dummy
> I
> had to do it twice just to prove my total lack of mental fortitude.
>
> I highly recommend one carefully and regularly practice the RV's
> capacity to
> accelerate downhill prior to much in the way of complex nose down
> manuevers
> (complex = a manuever that commits one to being nose down for a while).
> Horizontal loops (aka tight turns) that are slightly off of horizontal
> help
> me to get a better feel for this while still allowing the ability to
> roll
> out up hill at any point.
>
> Being such a neophyte pilot I practice these prior to much in the way of
> loops. Its kinda like practicing slow flight, every time I do it my
> landings
> get better for a while. It also seems to acclimate me to the G's some
> prior
> to being fully upside down. Actually, now that I think of it I'm
> guessing
> you pros might have some other warmup tricks you could share.
>
> W
>
>
Message 26
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--> RV-List message posted by: "Jeff Dowling" <shempdowling@earthlink.net>
I didnt know what it meant.
Shemp
----- Original Message -----
From: "Kosta Lewis" <mikel@dimensional.com>
Subject: RE: RV-List: Dutch Rolls
> --> RV-List message posted by: "Kosta Lewis" <mikel@dimensional.com>
>
> >I've noticed a puzzling misuse of the term "dutch roll" over the last
> >few years. Many gen-av pilots seem to use it to describe some sort
> >of coordination maneuver involving rolling the aircraft back and
> >forth...........
>
> Well, maybe not misused. Perhaps slang would be a better word. I first
> learned about "Dutch rolls" in the early '70s when I was learning to
> fly. It is a "banking without turning" and is a maneuver to teach
> coordination. I do it every time I get in a new airplane to help get the
> feel for what inputs do what. Silly? You bet. Works for me. The name
> "Dutch roll" was just easier to say than "banking without turning or the
> nose rising or falling" or "banking with the nose on a point". Correct?
> No. Do most people know what you are referring to? Probably. Except
> those swept wing jet jocks. I vote to keep it.
>
> Michael
>
>
>
>
>
>
Message 27
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| Subject: | Garmin 530 Reception/Wingtip Antennas |
--> RV-List message posted by: "Michael J. Robbins" <michael.j.robbins@verizon.net>
At 11:57 PM 8/31/2003 -0700, you wrote:
>Time: 09:14:20 AM PST US
>From: Kevin Horton <khorto1537@rogers.com>
>Subject: Re: RV-List: Garmin 530 radio reception
>
>
>Bob Archer, the designer of the SportCraft wing tip VOR antenna, says
>that you should not try to put one antenna in each side. The antenna
>pattern will be quite screwed up, and it will work much worse than if
>you just had one antenna. It is hard to believe, but I have read
>several reports from RV flyers with single wing tip VOR antenna that
>claimed excellent performance even if the VOR was directly on the
>other side of the aircraft. So, I say just install one wing tip VOR
>antenna, fly it, and see if you get acceptable performance.
>--
>Kevin Horton RV-8 (finishing kit)
>Ottawa, Canada
>http://go.phpwebhosting.com/~khorton/rv8/
I have been using a SportCraft antenna for the past year in my -8 with good
results. Have never had any interruption in signal. I use it for VOR
tracking, VOR and ILS approaches on my Garmin 430.
Mike Robbins
RV-8 N88MJ 300 hours
Seattle area
do not archive
Message 28
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| Subject: | Re: Warkne Props |
--> RV-List message posted by: "R. Perry McConnell" <rpm@rpmpc.com>
Don't think there is one, anymore. The website which used to say only
"coming soon" is now defunct (www.warnkeairproducts.com), and of the two
numbers I found for them last fall, one had a recording that gave the
other number, and leaving a message on the other ("Thank you for calling
Warnke Air Products", etc.) resulted in no response whatsoever.
Rumor at the a/p (and this is rumor only, and unsubstantiated) was that
Mr. Warnke died and that his wife or daughter tried to continue running
the business with one of his proteges making the propellers.
Apparently, things did not work out.
Unfortunately, the one I have is going to get hung in my office as
artwork, as it no longer appears airworthy. Gave up on it last fall
after being unable to contact the Warnke operation. It's a shame, it
was a heck of a little prop while it was trustworthy.
Regards,
Perry
Ron Calhoun wrote:
>--> RV-List message posted by: "Ron Calhoun" <roncal@earthlink.net>
>
>I have a friend looking for a Warkne wood prop. Yeller page phone number is
>no good. Anyone know what their new number is?
>
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