Today's Message Index:
----------------------
1. 03:17 AM - Re: [nonspam] Re: CS props and Acro & Split S (Kevin Horton)
2. 03:25 AM - Re: Breather vent (Dean Pichon)
3. 04:14 AM - Re: Re: CS props and Acro & Split S (Dana Overall)
4. 05:04 AM - Sterba prop for sale or trade (Richard Jason)
5. 05:37 AM - Re: Re: CS props and Acro & Split S (Doug Rozendaal)
6. 06:32 AM - CS props and Acro & Split S (RV_8 Pilot)
7. 07:30 AM - Cracked Powder Coating ()
8. 08:02 AM - Re: Annual R V Fall Clasic fly in Sept 20 (SportAV8R@aol.com)
9. 09:59 AM - [ Bob Olds ] : New Email List Photo Share Available! (Email List Photo Shares)
10. 11:02 AM - Re: Breather vent (Charlie Kuss)
11. 11:56 AM - Re: Breather vent (JusCash@aol.com)
12. 12:04 PM - Re: Cracked Powder Coating (JusCash@aol.com)
13. 02:02 PM - Re: CS props and Acro & Split S (David.vonLinsowe)
14. 02:24 PM - Re: Breather vent (Doug Rozendaal)
15. 03:00 PM - Updated Installation Guide for the Dynon D-10 EFIS (Kevin Horton)
16. 05:42 PM - dutch roll (Wheeler North)
17. 05:54 PM - whales (Wheeler North)
18. 06:22 PM - Re: dutch roll (Kevin Horton)
19. 07:53 PM - Breather vent (smoothweasel@juno.com)
20. 09:29 PM - Radio Calls... (Bill VonDane)
21. 09:50 PM - Re: Canopy decks...slider (Jim Oke)
22. 10:04 PM - Re: Radio Calls... (rv6tc)
23. 10:33 PM - Re: Radio Calls... (Tom Gummo)
24. 11:06 PM - Re: dutch roll (Phil Sisson, Litchfield Aerobatic Club)
25. 11:24 PM - Re: Radio Calls... (Gil Alexander)
Message 1
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| Subject: | Re: CS props and Acro & Split S |
--> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
>--> RV-List message posted by: "Larry Pardue" <n5lp@carlsbad.net>
>
>
>> --> RV-List message posted by: "David.vonLinsowe"
><David.vonLinsowe@delphi.com>
>>
>snip
>
>
>>
>> Guys have had Pitts' to 9 g's and nothing broke or bent, I had mine to
>+7 -4.5. From the load pictures I've seen from Van's I think that RV's
>start to bend at 6 g's. And that's just the wing, who knows about the
>tail...
>>
>
>This is a good post but I do not agree about the 6 g's. RV's start to bend
>at far less than 6 g's but do not permanently deform until a far higher
>loading than that. My RV has been to 6 g's plus a little and I can testify
>there is no permanent deformation. Bending, sure, probably at 1 g! Ever
>watched the bending on an ASW-20 sailplane at 1 g, awesome!
>
>I think around 9+ g's, where I have not been, is where some permanent
>deformation might occur.
>
>Larry Pardue
>Carlsbad, NM
>
Van designs to FAR 23 criteria for the structure. FAR 23.305 says:
"Section 23.305: Strength and deformation.
(a) The structure must be able to support limit loads without
detrimental, permanent deformation. At any load up to limit loads,
the deformation may not interfere with safe operation.
(b) The structure must be able to support ultimate loads without
failure for at least three seconds, except local failures or
structural instabilities between limit and ultimate load are
acceptable only if the structure can sustain the required ultimate
load for at least three seconds. However when proof of strength is
shown by dynamic tests simulating actual load conditions, the three
second limit does not apply. "
Limit load (i.e. the maximum load that it is intended the aircraft
see in service) for the RVs is 6g, at Van's recommended aerobatic
weight. Ultimate load is 9g, at Van's recommended aerobatic weight.
So, there should be no permanent deformation at loads up to 6g, at
Van's recommended aerobatic weight. There may be permanent
deformation before you hit 9g.
I read the report that Van published on the RV-8 wing load testing.
It is clear from the report that the wing strength exceeds that
required by FAR 23, but there is no way to know by how much it
exceeds the FAR 23 requirements. So it is possible that there would
be no permanent deformation before 9g, but I wouldn't bet my aircraft
on it.
I suspect quite a few RVers are doing aerobatics at weights that
exceed Van's recommended aerobatic weight, so their limit load would
have to be factored down a bit from 6g.
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 2
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| Subject: | Re: Breather vent |
--> RV-List message posted by: "Dean Pichon" <DeanPichon@msn.com>
I vent onto the exhaust and have not had any problems. The belly stays clean and
the installation is simple.
----- Original Message -----
From: Brian Blazey
Subject: Re: RV-List: Breather vent
--> RV-List message posted by: Brian Blazey <blazey@direcpc.com>
Plastic is used on many certificated aircraft and is fine.
smoothweasel@juno.com wrote:
> --> RV-List message posted by: smoothweasel@juno.com
>
> Does anyone have any advise on the choice of
> engine breather configurations. I am considering one of the following:
> 1 Running a line to the tail
> 2 using a separator tank and then venting at the bottom of the cowl
> 3 venting into the exhaust
>
> I like the idea of venting in the exhaust but won't it still cause a mess
> on the belly or will it be completely burned? The other options could be
> used but seem more complex.
>
> Also when plumbing the pitot tube to the airspeed, is it
> necessary to use AN line or is nylon sufficient?
>
> The best thing to hit the internet in years - Juno SpeedBand!
> Surf the web up to FIVE TIMES FASTER!
>
Message 3
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| Subject: | Re: CS props and Acro & Split S |
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
>--> RV-List message posted by: RV8ter@aol.com
>
>Yep, but back to the main question, do you have a CS prop on your RV and
>have
>you compared that to a non-CS equipped RV in acro enough to see a
>noticeable
>difference in the *braking* department?
>
I don't have any fixed pitch/CS experience with RVs so what I have to say
may not be applicable. However, in my Bonanza part of the engine out, best
glide is to go full course. During my commercial training, part of the
rules to be relayed to the examiner was for emergency engine out manuevers,
he was to leave plenty of time for me to get the prop back in or else we
were landing. Best glide speed with the prop at cruise, albeit flap as the
govenor flattens as the power comes back, is more like an
ultralight.............look directly under you because that is where you are
going to land. The deck angle down is amazing. Pull the power back, pitch
the nose down and start coming back on the prop and it get to a point where
it literally feels like it slides out from under you and accellerates very
quickly.
As a side note, on IFR approaches I don't use flaps or flatten the prop
until I commit to land. A combination of flap prop and flaps is all it
takes. I am certainly not recommending the use of flaps above their
intended speed to reduce speed in the acro scenerio.
If I am totally off base with my non RV comparison, please let me know as I
will have a CS crank and haven't committed to a particular prop.
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 4
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| Subject: | Sterba prop for sale or trade |
--> RV-List message posted by: "Richard Jason" <prestige@sover.net>
I have a Sterba 70/82 prop. removed from an 0-360 for sale or trade.
Prop is in like new condition and includes all hardware including spinner, extension,
crush plate and bolts. Removed for constant speed installation. Will trade
up or down. I am looking for a KX155 and KI209,
Nav Aid AP. or would accept reasonable offer.
Reply of line prestige@sover.net Dick Jason
Message 5
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| Subject: | Re: CS props and Acro & Split S |
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
My new RV-4 has a C/S Hartzell. I have never used the prop to slow down
during acro, in the acro I do, I seldom even move the throttle, I set it and
leave it alone. But in formation, it is WONDERFUL! I come burning in on a
joinup and pull the power to idle. The braking from the prop feels like you
will go thru the windshield. Once your speed matches the lead, you quickly
add power and you are in position.
C/S is a wonderful thing is you can afford it. One caveat, my Warnke wood
prop on the Panther was noticably more "comfortable" in acro. It had less
inertia in hammerheads, and it generally felt like I was putting less stress
on the airframe. The C/S accelerates much faster so I tend to be flying at
higher speeds than with the wood prop.
Everything in aviation is a compromise...
Tailwinds,
Doug Rozendaal
Snip
>
> If I am totally off base with my non RV comparison, please let me know as
I
> will have a CS crank and haven't committed to a particular prop.
>
>
> Dana Overall
> Richmond, KY
> RV-7 slider/fuselage, Imron black, "Black Magic"
Message 6
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| Subject: | CS props and Acro & Split S |
--> RV-List message posted by: "RV_8 Pilot" <rv_8pilot@hotmail.com>
I'll echo Doug's comments almost 100%. I have about 530-40 hrs in CS RV's
and maybe 50-60 in FP RV's, with ~40 hrs formation. The CS is great for
sliding into position quickly, burning up "smash". But I generally don't
like reverse loading the engine, only doing it when necessary.
In acro, I do sometimes change throttle settings though maneuvers, but
rarely ever change rpm or use the prop for serious braking. See last
sentence above. One significant advantage of a wooden (FP) prop is the low
intertia. Much easier on the crank than a heavy, metal prop through
pitching or yawing maneuvers. Some of the new props like Whirlwind and MT
offer some advantage here with their lightweight composite designs, a worthy
feature if you can afford it.
The CS prop can offer significant braking as when landing or decending.
Definitely have to plan ahead farther with a FP installation. As for
downhill situations (as in acro), no question it helps, but I don't count on
it/use it.
Bryan Jones -8
Pearland, Texas
>My new RV-4 has a C/S Hartzell. I have never used the prop to slow down
>during acro, in the acro I do, I seldom even move the throttle, I set it
>and
>leave it alone. But in formation, it is WONDERFUL! I come burning in on a
>joinup and pull the power to idle. The braking from the prop feels like you
>will go thru the windshield. Once your speed matches the lead, you quickly
>add power and you are in position.
>
>C/S is a wonderful thing is you can afford it. One caveat, my Warnke wood
>prop on the Panther was noticably more "comfortable" in acro. It had less
>inertia in hammerheads, and it generally felt like I was putting less
>stress
>on the airframe. The C/S accelerates much faster so I tend to be flying at
>higher speeds than with the wood prop.
>
>Everything in aviation is a compromise...
>
>Tailwinds,
>Doug Rozendaal
>
>Snip
> >
> > If I am totally off base with my non RV comparison, please let me know
>as
>I
> > will have a CS crank and haven't committed to a particular prop.
> >
> >
> > Dana Overall
> > Richmond, KY
> > RV-7 slider/fuselage, Imron black, "Black Magic"
>
>
Message 7
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| Subject: | Cracked Powder Coating |
--> RV-List message posted by: <ferrergm@bellsouth.net>
Found two powder coat cracks on the bottom engine mount crossmember of my RV6.
Each about 1 inch inboard from the weld connecting the bottom crossmember to the
gear leg. Each crack was vertical and about 1/2 inch long.
I removed the surrounding powder coat for about a 3/4 inch diameter with paint
stripper. Then an AP friend performed a dye test. No cracks were found on the
engine mount metal.
Has anyone experienced anything similar to this?
I must confess that I had a "slightly hard landing" about three weeks ago.
Yesterday I flew and did about ten touch and go's. Everything OK. But I still don't
feel totally comfortable.
Gabe A Ferrer
RV6 N2GX 47 hours
South Florida
Message 8
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| Subject: | Re: Annual R V Fall Clasic fly in Sept 20 |
--> RV-List message posted by: SportAV8R@aol.com
In a message dated 09/02/2003 10:11:15 PM Eastern Daylight Time,
rv6@earthlink.net writes:
> To those of you that are building and flying R V's, Lebanon Chapter
> 863 of the EAA is having
> our annual fall classic fly-in Sept 20th (SAT)...There will be judging
> and award plaques sent out to the winners. We are also having a Fly-mart
> and reduced fuel prices..Mike S will be there again this year.
>
> Our location is Lebanon,Tn (M54) about 20 miles east of Nashville,Tn
> If anyone is in need of additional info, feel free to call me..
>
> John McMahon ( RV6 near ready to paint) Weeee
>
Wish I could go, John, but I will be at M54 later that week (Sep. 24-28) for
the Amer. Assoc. of Christian Counselors' biennial mega-convention at the
Opryland, so I can't justify 2 cross-countries back to back in the same week to
the same place :-) This will be the second time I've just missed the RV
gathering while attending the AACC convention (I'm just the ferry pilot to chauffeur
my wife there and back), but one of these years, the dates are going to
coincide!
Bill Boyd
RV-6A
do not archive
Message 9
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| Subject: | [ Bob Olds ] : New Email List Photo Share Available! |
--> RV-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Bob Olds <Oldsfolks@aol.com>
Subject: How to build cheap strobe/tail wingtip lights
http://www.matronics.com/photoshare/Oldsfolks@aol.com.09.03.2003/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures@matronics.com
Message 10
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| Subject: | Re: Breather vent |
--> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
I had considered running a vent line all the way to the rear of the plane. The
fear of water condensing, then freezing in the line (at high altitude or cold
temps) made me decide not to do that.
Charlie Kuss
RV-8A cockpit systems stuff
>--> RV-List message posted by: smoothweasel@juno.com
>
> Does anyone have any advise on the choice of
>engine breather configurations. I am considering one of the following:
>1 Running a line to the tail
>2 using a separator tank and then venting at the bottom of the cowl
>3 venting into the exhaust
>
>I like the idea of venting in the exhaust but won't it still cause a mess
>on the belly or will it be completely burned? The other options could be
>used but seem more complex.
>
> Also when plumbing the pitot tube to the airspeed, is it
>necessary to use AN line or is nylon sufficient?
>
>The best thing to hit the internet in years - Juno SpeedBand!
>Surf the web up to FIVE TIMES FASTER!
>
>
Message 11
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| Subject: | Re: Breather vent |
--> RV-List message posted by: JusCash@aol.com
I am using a ACS "Homebuilder's Oil Breather/Separator". It is mounted on
the lower left side of the firewall. The vent exit's between the exhaust pipes.
The oil return goes to a catch bottle. After 55hrs I get no oil on the
fuselage bottom and there is less than 1oz in the catch bottle.
Cash Copeland
RV6 Flying again
Message 12
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| Subject: | Re: Cracked Powder Coating |
--> RV-List message posted by: JusCash@aol.com
Keep an eye on it Gabe. That is where my motor mount cracked after an off
airport landing.
Cash Copeland
RV6 Flying again
Found two powder coat cracks on the bottom engine mount crossmember of my
RV6. Each about 1 inch inboard from the weld connecting the bottom crossmember
to
the gear leg. Each crack was vertical and about 1/2 inch long.
I removed the surrounding powder coat for about a 3/4 inch diameter with
paint stripper. Then an AP friend performed a dye test. No cracks were found on
the engine mount metal.
Has anyone experienced anything similar to this?
I must confess that I had a "slightly hard landing" about three weeks ago.
Yesterday I flew and did about ten touch and go's. Everything OK. But I still
don't feel totally comfortable.
Gabe A Ferrer
RV6 N2GX 47 hours
South Florida
Message 13
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| Subject: | Re: CS props and Acro & Split S |
--> RV-List message posted by: "David.vonLinsowe" <David.vonLinsowe@delphi.com>
Depending on what pitch and diameter you're using on a fixed pitch, you
may see a dramatic difference with a C/S. And going from a 2 blade C/S
to a 3 blade C/S you'll see another significant difference.
But if you compare the Whirl Wind C200 aerobatic 2 blade with their
cruising 3 blade the 2 blade may win out for braking. Larger diameter
and wider blades.
I have had three different C/S props on my RV. And I can definitely say
the 3 blade C/S will brake better than a 2 blade C/S of the same
diameter. I can also definitely say that a C/S 2 blade will brake
better than the standard fix pitch the RV guys are running.
The fixed pitch acro guys are running climb props. Low pitch and bigger
diameter. I would guess you would lose 20-30 mph with one of these
props on a RV. They also have a tendency to over rev their engines too.
A little more HP and airspeed for energy on up lines.
Dave
Time: 06:41:07 PM PST US
From: RV8ter@aol.com
Subject: Re: RV-List: Re: CS props and Acro & Split S
--> RV-List message posted by: RV8ter@aol.com
Yep, but back to the main question, do you have a CS prop on your RV and
have
you compared that to a non-CS equipped RV in acro enough to see a
noticeable
difference in the *braking* department?
Message 14
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| Subject: | Re: Breather vent |
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
I had a line to the tail in my Cassutt. Never had to grease the tailwheel.
I just put a cut the pipe and then crushed it to make a "whistle" in the
line on the firewall so if the tube blocks it would just make a mess on the
belly. Never did. I have a Christen system now and it is pretty clean on
the belly. (but I don't do much negative)
Tailwinds
Doug Rozendaal
> --> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
>
> I had considered running a vent line all the way to the rear of the plane.
The fear of water condensing, then freezing in the line (at high altitude or
cold temps) made me decide not to do that.
> Charlie Kuss
Message 15
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rv-list@matronics.com, GA-EFIS@yahoogroups.com
| Subject: | Updated Installation Guide for the Dynon D-10 EFIS |
--> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
Dynon just updated the Installation Guide for the D-10 EFIS. The new
manual cleans up some discrepancies between the wiring diagram and
the pin-out table. They also explain the difference between Keep
Alive power and Backup power. I sent then an e-mail asking questions
in those areas two days ago, and today provided very good answers and
updated the manual. Great service.
My D-10 arrived last week, and I've got it installed in the panel and
am starting to ponder where I will put the external compass module.
All in all I am quite impressed with the unit so far. I'm really
looking forward to getting it flying.
The new Installation Guide is at:
http://www.dynonavionics.com/docs/efis-d10documentation.html
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 16
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--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Hummm,
Well I'm not really sure what you call it, but when Flight 007, a 747 over
Japan lost its vertical stab after a rear pressure bulkhead blowout, the
engineers said it spent 4 hours doing "dutch rolls" (their term) until it
hit a mountain.
The yaw would incite an opposite roll which would incite a reverse in yaw
which would incite a reverse in roll, but the plane looked like it was doing
steep chandelles back and forth. There's a two hour video on this
investigation that is a great show for an aviation type gathering.
But in any event the nose can't stay fixed else there would be no yaw and no
resulting roll and we would then have to call it a "Dutch NOTRoll".
To clarify my experience, given the possible incongruity in terminology, the
steep chandelles back and forth that are sorta kinda like a Dutch Roll,
maybe, is what I was doing, knife edge to knife edge when I let it get a
little too fast on the down swing and found myself wondering when the wings
were going to come off. ;{)
please, please, pretty please do not archive
Message 17
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--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Now, see, there you go again, first we have kids whaling while doing
aerobatics, and now you tell me they can whale with a saxaphone. Well, I
guess it is shaped much like a large hook with lots of barbed thingys
sticking out. Do they use it to call the whale, then reach down to hook it
like a gaff.
As I think about this it actually begins to make sense to me. Now I
understand why Wild Willie Clinton plays the Sax, he uses them to catch
whales... of course he then proved that even whales wail once in a while.
I'm sorry Brian, the meds are on order, will have lots for LOE3. When is
that rolling around again?
<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<
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 18
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--> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
>--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
>Hummm,
>
>Well I'm not really sure what you call it, but when Flight 007, a 747 over
>Japan lost its vertical stab after a rear pressure bulkhead blowout, the
>engineers said it spent 4 hours doing "dutch rolls" (their term) until it
>hit a mountain.
>
>The yaw would incite an opposite roll which would incite a reverse in yaw
>which would incite a reverse in roll, but the plane looked like it was doing
>steep chandelles back and forth. There's a two hour video on this
>investigation that is a great show for an aviation type gathering.
>
>But in any event the nose can't stay fixed else there would be no yaw and no
>resulting roll and we would then have to call it a "Dutch NOTRoll".
>
>To clarify my experience, given the possible incongruity in terminology, the
>steep chandelles back and forth that are sorta kinda like a Dutch Roll,
>maybe, is what I was doing, knife edge to knife edge when I let it get a
>little too fast on the down swing and found myself wondering when the wings
>were going to come off. ;{)
Wheeler,
From the pure technical perspective, if the aircraft was doing the
manoeuvre all by itself, that would be a Dutch roll. The yawing
causes rolling moments as you described. If an aircraft were to do
such a manoeuvre because the pilot was manually rolling it, I
wouldn't call it a Dutch roll.
I've got a description of that accident sitting on the desk right
now. The aircraft lost all four hydraulic systems, so the flight
controls were completely useless. The loss of the vertical tail gave
it a very severe dutch roll of about 50 degrees of bank each way,
with a period of only 12 seconds, that is it only took 12 seconds to
go from 50 deg left wing down, to 50 deg right wing down, and back to
50 deg left wing down. In pitch, it was in a phugoid at the same
time with pitch attitudes varying from 15 deg up to 5 deg down, with
a period of about 90 seconds. The airspeed was varying by over 100
kt at times, and the altitude by up to 5,000 ft. All this time the
crew was trying to use changes of engine thrust to establish some
sort of control. It must have been pandemonium in the cabin.
Keep the wings firmly attached.
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 19
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--> RV-List message posted by: smoothweasel@juno.com
Hey thanx for all your inputs.
Joel Graber
-4 finishing
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
Message 20
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--> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
Can someone give me some example of how to properly call an "initial" and a "360
Overhead"?
Thanks!
Bill VonDane
RV-8A
www.vondane.com
www.creativair.com
www.epanelbuilder.com
Message 21
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| Subject: | Re: Canopy decks...slider |
--> RV-List message posted by: Jim Oke <wjoke@shaw.ca>
Hi Jeff;
My experience with a -6A slider was to leave the canopy decks unriveted
until fairly late in the game - certainly until after the windscreen bow was
fitted. There is some interesting match drilling needed to get the bolt
holes drilled that fasten the bow to the longerons (that little joggled
spacer has to fit in too) that would be quite hard to do if the canopy decks
were riveted on too soon.
Having said this, when I started work on the canopy frame and plexi, it
seemed like a good idea to have the canopy decks securely in place when
drilling the canopy rails to the decks, etc. I recall putting in perhaps
five rivets a side for this reason and then later drilling them out to
improve access to the instrument panel area. (I wanted to keep the IF-6110s
removable as long as possible and so could not rivet the IF-6113s -
eventually I riveted the join first and then put them both on at the same
time).
There are unfortunately no particularly good or satisfying ways to run
wiring from the panel area back past the cockpit. Trimming some good sized
pieces off the tops of the IF-604 bulkhead is a start but you also have to
deal with the IF-604E and IF-604F channel pieces too. Then there are the
canopy bow bolts that stick down there too so it no fun running a wire
bundle through the area. Same thing really at the IF-605 when you have to
get around that big piece of angle that reinforces the top corner. Running a
piece of 1/2 PVC conduit just under the IF-620 armrest might be a reasonable
compromise.
I ran my wing wiring in through the fuse side aft of the spar and under the
seat. Went forward through the spar web 2"-3" out from the centre-line and
then out under the gear leg socket, then forward and then up the IF-602 to
reach the panel area. A nuisance but I could see no practical way to run
wiring from the wing up the inside of the IF-604 to reach the panel.
You have the right idea though - have a wiring route planned and holes
drilled, etc. before you start riveting things together.
Jim Oke
Winnipeg, Man
RV-6A C-GKGZ
----- Original Message -----
From: "Jeff Orear" <jorear@new.rr.com>
Subject: RV-List: Canopy decks...slider
> --> RV-List message posted by: "Jeff Orear" <jorear@new.rr.com>
>
> Greetings Listers:
>
> Those of you who have done a slider on a 6 or 7....The Justice
instructions indicate that the canopy decks F-6110 and F-6113 should not be
riveted on until the finish kit construction. I am ready to start fitting
my roll-bar to the fuselage and was wondering if anyone had riveted them on
regardless of what the Justice instructions say. I assume his concern was
routing wires to the aft of the fuselage as well as running wires up to the
panel from the wings. Seems to me I can accomplish those things with these
decks riveted in.
>
> Am I missing something here?
>
> Thanks in advance
>
>
> Regards,
>
> Jeff Orear
> RV6A
> finish kit
> Peshtigo, WI
>
>
Message 22
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| Subject: | Re: Radio Calls... |
--> RV-List message posted by: "rv6tc" <rv6tc@earthlink.net>
Bill,
"Experimental xxx, Initial." You can include a mileage, as in "Experimental
xxx, 2 mi Initial." In the Air Force, the "standard" initial was 3 - 5
miles. If you are at a military, or a joint use field (ABQ, for example)
realize that the overhead pattern altitude is usually published and is 500
feet above the rectangular altitude (sometimes 1,000' above). By the way,
most controllers that I've ever dealt with are familiar with an Overhead.
And none of the AF guys I know add the "360" to the title. In fact, the
other day, the pattern was a little crazy at Centennial (KAPA) and I
requested to break out of the 35 pattern and just report Initial for 28.
Worked like a charm. If the direction of the break is not published, the
controller may ask which way you want to break. Also (AF, again) you
typically break from the threshold to the 3,000' mark. Midfield or
departure end breaks are not "standard" but can either be requested by you
or the controller for spacing.
Hope that helps.
Keith Hughes
Parker, CO
T-38 IP, Capt, USAF emeritus
----- Original Message -----
From: "Bill VonDane" <bill@vondane.com>
Subject: RV-List: Radio Calls...
> --> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
>
> Can someone give me some example of how to properly call an "initial" and
a "360 Overhead"?
>
> Thanks!
>
>
> Bill VonDane
> RV-8A
> www.vondane.com
> www.creativair.com
> www.epanelbuilder.com
>
>
Message 23
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| Subject: | Re: Radio Calls... |
--> RV-List message posted by: "Tom Gummo" <T.gummo@verizon.net>
Bill,
Check out
http://www1.faa.gov/atpubs/AIM/Chap5/aim0504.html#5-4-24
It has some info on overheads or your copy of the AIM.
Feel free to ask me direct questions.
Tom Gummo
t.gummo@verizon.net
----- Original Message -----
From: "Bill VonDane" <bill@vondane.com>
Subject: RV-List: Radio Calls...
> --> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
>
> Can someone give me some example of how to properly call an "initial" and
a "360 Overhead"?
>
> Thanks!
>
>
> Bill VonDane
> RV-8A
> www.vondane.com
> www.creativair.com
> www.epanelbuilder.com
>
>
Message 24
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--> RV-List message posted by: "Phil Sisson, Litchfield Aerobatic Club" <sisson@consolidated.net>
From the FBI freedom of information report. Flight 007 was shot down by Soviet
pilot Lt. Col. Osipovich on Sept 1, 1983.
It alledgedly spent about 10 minutes until it went into the Sea of Japan at the
speed of sound.
The fuselage was not found on a mountain. It has never been found.
Dutch Rolls..... Hmmmmm
..........................
Phil, building RV-6, worked on fuel tanks tonight, messy..
Message 25
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| Subject: | Re: Radio Calls... |
--> RV-List message posted by: Gil Alexander <gilalex@earthlink.net>
This little phrase from the AIM link below...
"Overhead maneuver patterns are developed at airports where aircraft have
an operational need to conduct the maneuver. "
Says that you should not use this at an uncontrolled field unless you
specifically know that the operational need exists and a documented
procedure also exists.
We had one person do these maneuvers at our private airpark, and it caused
great confusion to anyone else in the pattern -- especially since she
would break to the left or right depending on whim.... really confusing
others in the pattern, especially with a slow biplane. At a pilot's
meeting, we could find no "operational need", so the practise has been
stopped....
However, it a tower is controlling it, go for it.....
gil A
At 10:31 PM 9/3/2003 -0700, you wrote:
>--> RV-List message posted by: "Tom Gummo" <T.gummo@verizon.net>
>
>Bill,
>
>Check out
>
>http://www1.faa.gov/atpubs/AIM/Chap5/aim0504.html#5-4-24
>
>It has some info on overheads or your copy of the AIM.
>
>Feel free to ask me direct questions.
>
>Tom Gummo
>t.gummo@verizon.net
>
>----- Original Message -----
>From: "Bill VonDane" <bill@vondane.com>
>To: <rv-list@matronics.com>; <rv8list@yahoogroups.com>
>Subject: RV-List: Radio Calls...
>
>
> > --> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
> >
> > Can someone give me some example of how to properly call an "initial" and
>a "360 Overhead"?
> >
> > Thanks!
> >
> >
> > Bill VonDane
> > RV-8A
> > www.vondane.com
> > www.creativair.com
> > www.epanelbuilder.com
> >
> >
>
>
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