---------------------------------------------------------- RV-List Digest Archive --- Total Messages Posted Sat 09/13/03: 12 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 12:36 AM - RV-6 question: Rivet Spacing on F-606 (doug) 2. 06:28 AM - Re: Adding lead to elevator counterweights after painting?? (Jack Lockamy) 3. 06:48 AM - engine contol cable lengths? (Jeff Dowling) 4. 08:24 AM - Re: RV-6 question: Rivet Spacing on F-606 (Patrick Kelley) 5. 10:31 AM - Getting rid of all my old art work (Hal Rozema) 6. 11:23 AM - Re: RV-6 question: Rivet Spacing on F-606 (Elsa & Henry) 7. 12:13 PM - [ Pat Long ] : New Email List Photo Share Available! (Email List Photo Shares) 8. 12:22 PM - [ John McMahon ] : New Email List Photo Share Available! (Email List Photo Shares) 9. 04:40 PM - Re: Phone Jack Fiber Washers (Vanremog@aol.com) 10. 07:45 PM - Re: Adding lead to elevator counterweights after painting?? (Dave Bristol) 11. 07:54 PM - Re: [SoCAL-RVlist] Carb Ice over the Santa Monicas? Redux (very long) (Ed Holyoke) 12. 08:46 PM - Re: Re: [SoCAL-RVlist] Carb Ice over the Santa Monicas? (Jerry Springer) ________________________________ Message 1 _____________________________________ Time: 12:36:45 AM PST US From: doug Subject: RV-List: RV-6 question: Rivet Spacing on F-606 --> RV-List message posted by: doug There are two rows of rivets joining the forward and aft side skins at F-606. I know the rows are spaced 1" apart, but what is the vertical spacing between the rivet supposed to be? I suspect it is 1.25" since this spacing is used universally around this area plus the drawing 'looks' to be about this distance. I am confused by a note on the drawing pointing to the curved transition bend at the bottom of the bulkhead where it says 3/4" spacing. I assume this is only for the area of the bend. What spacing have others used? What is the spacing on the RV-7? Doug Gray ________________________________ Message 2 _____________________________________ Time: 06:28:02 AM PST US From: "Jack Lockamy" Subject: Re: RV-List: Adding lead to elevator counterweights after painting?? --> RV-List message posted by: "Jack Lockamy" Why not go to your local tire store and pick up some of the 'stick-on lead weights' which are used on the inside of mag wheels for balancing? They come in various weights, they're small, hold well, and so cheap the tire store operator may just give you a handful FREE.... I've used them successfully on other aircraft for balancing control surfaces. Jack Lockamy Camarillo, CA ________________________________ Message 3 _____________________________________ Time: 06:48:01 AM PST US From: "Jeff Dowling" Subject: RV-List: engine contol cable lengths? --> RV-List message posted by: "Jeff Dowling" Im ready to run my engine control cables and am looking for the proper lengths. I have an O-360 F1A6 with a Bendix fuel inj and cs prop. The prop gov is a front top mount. Controls will be mounted side by side under the center of the panel on a 6a. Is anyone using this configuration? Thanks Jeff Dowling RV-6A almost Chicago/Louisville ________________________________ Message 4 _____________________________________ Time: 08:24:21 AM PST US From: "Patrick Kelley" Subject: RE: RV-List: RV-6 question: Rivet Spacing on F-606 --> RV-List message posted by: "Patrick Kelley" Yes, the spacing should be 1.25" or less. I found that 1.25" worked on the stringers and longerons, but needed to be modified on the bulkheads. I shoulda bought a rivet fan; doing it arithmetically is a pain. Anyway, there's a couple of other rows not called out. I was informed that unless it was specifically called out a different spacing or size, assume 3- rivets at 1.25" spacing on the fuse skins. Patrick Kelley - RV-6A - Finally putting skins on his fuselage -----Original Message----- There are two rows of rivets joining the forward and aft side skins at F-606. I know the rows are spaced 1" apart, but what is the vertical spacing between the rivet supposed to be? I suspect it is 1.25" since this spacing is used universally around this area plus the drawing 'looks' to be about this distance. I am confused by a note on the drawing pointing to the curved transition bend at the bottom of the bulkhead where it says 3/4" spacing. I assume this is only for the area of the bend. What spacing have others used? What is the spacing on the RV-7? Doug Gray ________________________________ Message 5 _____________________________________ Time: 10:31:32 AM PST US From: Hal Rozema Subject: RV-List: Getting rid of all my old art work --> RV-List message posted by: Hal Rozema > LAST CHANCE DISPOSAL SALE - Artists Inventory of Aviation Prints. 12,000 or > more, signed, proofs, and artists proofs of aircraft: Spitfire, P-40, > AWACS/KC135, Shuttle, Piccard Balloon, Christen Eagle, F-14, F-15, Thunderbirds > (76), Wildcat, F5E, and Skyhawks. Artist member ASAA and USAF Art Program. Make > offer including shipping. Located Phoenix, Im 74 and these have been in air > conditioned storage for the last 20 years. Time to move them or dump them. I > stopped marketing them in 1984 when I moved to Phoenix. > > Pass the word to anyone interested > > Hal Rozema > EAA 390982 > ZENITH VSTOL CH701/3300 N701PF > theplanefolks.net > hal@thecaddesigner.net > > ________________________________ Message 6 _____________________________________ Time: 11:23:29 AM PST US From: "Elsa & Henry" Subject: Re: RV-List: RV-6 question: Rivet Spacing on F-606 --> RV-List message posted by: "Elsa & Henry" >Yes, the spacing should be 1.25" or less. I found that 1.25" worked on >the stringers and longerons, but needed to be modified on the bulkheads. >>>>I shoulda bought a rivet fan; doing it arithmetically is a pain. >>> Why spend money on a rivet FAN?? I used some of my wife's elastic "Spandex" ribbon that was in her sowing basket. The stuff I have is 5/16" wide and you can cut a suitable length, say 2' and slightly stretch it out over a steel rule (or marks on a table)and mark a line every inch on the elastic with your Sharpie and number them from 0 to 20 (or whatever). Then when it comes to marking the hole spacing on the aluminum, using a tailor's tape measure you can find out how many rivets you need to put in between the first and last one for your particular spacing. Stretch the elastic for the number of holes you need and mark on the aluminum for 1 1/4", 1 1/2" etc. spacing that you require. You'd be surprised how linearly that elastic stretches to the wider than calibrated marks on your elastic tape. Works like a charm even on curved surfaces where the fan does not and won't scratch the aluminum skin. Try it, you'll like it! Cheers!!--Henry Hore ________________________________ Message 7 _____________________________________ Time: 12:13:27 PM PST US Subject: RV-List: [ Pat Long ] : New Email List Photo Share Available! From: Email List Photo Shares --> RV-List message posted by: Email List Photo Shares A new Email List Photo Share is available: Poster: Pat Long Subject: Cracks in Wood Prop Hub Bore http://www.matronics.com/photoshare/PGLong@aol.com.09.13.2003/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 8 _____________________________________ Time: 12:22:34 PM PST US Subject: RV-List: [ John McMahon ] : New Email List Photo Share Available! From: Email List Photo Shares --> RV-List message posted by: Email List Photo Shares A new Email List Photo Share is available: Poster: John McMahon Subject: Plenum http://www.matronics.com/photoshare/rv6@earthlink.net.09.13.2003/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 9 _____________________________________ Time: 04:40:36 PM PST US From: Vanremog@aol.com Subject: Re: RV-List: Phone Jack Fiber Washers --> RV-List message posted by: Vanremog@aol.com All- If anyone out there has a spare set of phone jack insulating washers, that normally come with all of the name brand 4-place intercoms, would you mind donating one set (one fiber shoulder washer and one fiber flat washer) to the cause of my buddy John Hyde's Fokker D7 replica? I had a few extra from the last three planes I built, but apparently gave them away to others over the years. The D7 is a single seater sans intercom but needs them for the Microair Com mic plug. TIA -GV (RV-6A N1GV 648hrs) ________________________________ Message 10 ____________________________________ Time: 07:45:00 PM PST US From: Dave Bristol Subject: Re: RV-List: Adding lead to elevator counterweights after painting?? --> RV-List message posted by: Dave Bristol Only problem with that is that if one of those baby's comes loose it can jam your elevator. They should be permanently attached. Dave -6 flying CPM, EAA Tech Counselor Jack Lockamy wrote: >--> RV-List message posted by: "Jack Lockamy" > >Why not go to your local tire store and pick up some of the 'stick-on lead weights' which are used on the inside of mag wheels for balancing? They come in various weights, they're small, hold well, and so cheap the tire store operator may just give you a handful FREE.... > >I've used them successfully on other aircraft for balancing control surfaces. > >Jack Lockamy >Camarillo, CA > > > > ________________________________ Message 11 ____________________________________ Time: 07:54:55 PM PST US From: "Ed Holyoke" Subject: RV-List: RE: [SoCAL-RVlist] Carb Ice over the Santa Monicas? Redux (very long) --> RV-List message posted by: "Ed Holyoke" On June 30 I posted to the SoCal RV-list list about a problem my C-150 had with suspected carb ice. I've reposted it below for reference. Sorry about the long post. I'm still having problems with it and am looking for ideas. First what we did after the other incident: 1. Pulled carb airbox and inspected it. Showed it to a couple of AI's. decided it was serviceable. 2. Pulled carburetor and sent it to airmotive. They reported that the float would slowly rise indicating a problem with needle and seat. Observed "witness mark" on seat but could not locate any debris. Screen was clear. Installed new needle and seat and flow tested. Returned with yellow tag. 3. Drained fuel tanks through carb feed hose. Fuel flowed just fine with no hiccups until tanks were empty (about 17 gals). 4. Removed fuel on/off valve. Replaced o-ring and lubed valve with fuel lube and reinstalled. 5. Removed engine primer valve. Cleaned and replaced o-rings. Checked that it pumps fuel by removing line to intake manifold and operating primer. 6. Replaced fuel cap gaskets and checked that underwing fuel vent was unblocked by blowing through it until the tank creaked and listening to the air coming back out the vent tube. 7. Installed "iceman" carb ice detector. It has an led and photocell on a probe in the carb throat and lights a light on the panel and an audible alarm when the photocell picks up less light. 8. Had it blessed and returned to service by an AI. Two test flights totaling about an hour and a half showed nothing wrong and if anything, running better than before. Today I loaded it up and headed out to Oceano. Stopped for 80 octane at SZP and continued. Over Lake Cachuma and at 6500 ft I noticed some roughness and about 50 rpm drop. The carb ice detector was not sounding (and it's not shy- it's gone off several times during runup and power reductions). I pulled carb heat anyway and went full throttle. The rpm degraded some more and then seemed to recover slightly then dropped to 1500 and immediately came back up to about 2500. It them proceeded to cycle back and forth between 2500 and 1500 continuously. I experimented with throttle, carb heat and mixture and was unable to find a sweet spot where it would run normally. The mixture control did have an effect on rpm as did the carb heat. If I pulled the throttle back to about 1600, it seemed to run OK, but more throttle put it back in cycling mode. By this time I was over Santa Ynez at about 4000' and, low and behold it seemed to run fine at any throttle setting. I landed. Unable to locate and A&P and after some more unsuccessful attempts to diagnose the problem, including blowing compressed air through the underwing vent tube with one fuel cap off at a time, I decided to run it up and try it out over the airport. I climbed to 7500' in the vicinity of the airport and then turned east still climbing at minimum speed to 11,500' and flew it back to WHP while talking to SoCal. It flew just fine the whole way. I did get a carb ice alarm twice while descending, but it cleared up instantly with carb heat. I'm at a loss. Does anybody have any ideas about what to do next? The plan is to sell the Cessna when the RV's about ready and my nephew, Mark intends to buy a tail kit at that point with his half of the proceeds. We can't, in good conscience, sell it without solving this problem though. Ed Holyoke 6 QB (very slow) I've finished my wings and now it's back to the canopy. I've promised myself an engine when I finish that. Do not archive > -----Original Message----- > From: Ed Holyoke [mailto:bicyclop@pacbell.net] > Sent: Monday, June 30, 2003 11:15 PM > To: SoCAL-RVlist@yahoogroups.com > Subject: [SoCAL-RVlist] Carb Ice over the Santa Monicas? > > > Hi Guys, > > On Saturday I flew down to Compton in my C-150 to pick up some antennas > from Bob Archer. I filled up with 80 octane there. On the way back, > having passed through the VFR corridor at 4500' and just about to fly > around the west end of the Burbank class C back to WHP, I noticed the > engine losing some rpm and beginning to run rough. I went full rich and > full carb heat. The rpm dropped some more and then seemed to recover > slightly and then lost power completely. About 20 seconds later I got a > shot of power for about 2 seconds. It went through several cycles of > these brief power surges followed by quiet while I decided which was > closer - SMO or VNY. Santa Monica won out by about a mile and a half and > I turned back. As I was dialing up the tower frequency, it quit surging > and just died. So I called in saying I was 5 north with engine out > emergency. Tower cleared me to land any runway, say type and how many > aboard. I was alone and down to about 4000'. They called back and wanted > me to ident and say fuel level. I acknowledged the ident and said full > tanks. I noticed that the sidetone sounded funny on that transmission > and when I looked to the gps for guidance to the airport it was > rebooting. Just what I need - electrical problems. During my spare time > I was playing with the engine controls with no joy. They asked me to > ident again and I told them that it appeared that I had an electrical > problem as well as the engine failure and if they didn't hear from me > again, I'm still coming. The gps finished rebooting and acquired > satellites and rebooted again right as it was about to tell me where the > airport was. OK, so I'll have to find the airport the old fashioned way > - except I couldn't see through all those puffy little clouds scattered > around where I thought it should be. Tower wanted to talk about > something and I said "I'm at about 2000' and I'm not even real sure > where the airport is." They came back cleared to land any runway. Then I > spotted it peeking through the clouds at 11 O'clock and about a mile. I > announced airport in sight and said I'd make left downwind for runway > 25. They said transmission garbled but at this point I didn't care if > they could heard me or not or whether or not I had any battery left at > all. I announced left downwind for 21 (I heard them telling somebody > else to make right traffic for 21) and they called me in sight. Somebody > else, inbound from the Sepulveda pass was asking tower if the airport > was likely to close because he was short on fuel. Then while on downwind > my engine surged once more and then started running like nothing had > ever happened. I let it run for a few seconds and it seemed like a real > shame to pull throttle for landing. I made as nice a landing as I have > in quite a while and taxied to transient normally. The alternator > breaker had blown and I reset it successfully before shutdown. Too bad I > didn't have the presence of mind to do that when I needed the gps! > > After telling the fire department thanks for coming but I'm not on fire > and talking to the nice policeman for a few minutes, I started trying to > figure out what happened. I tapped fuel from both tanks and the > gascolator and the fuselage sump. All samples looked completely normal. > No water, no debris. I was unable to locate any A&P's but I did find a > guy tying down his long eze who let me use some tools. I looked in the > gascolator without finding anything. I pulled some bottom plugs. None > were fouled. I pulled the scat tube and inspected the carb heat box. I > had somebody operate the control and verified both full hot and full > cold positions. Air filter clean and about two months old. The general > consensus on the ramp was carb ice. Unable to find anything obviously > wrong, I re-cowled and did a thorough runup at 1700rpm and full > throttle. Mags checked OK, carb heat about 75 rpm drop - nominal. Taxied > up to the runway and while waiting it seemed that it was running rough > at 1000rpm so I turned around and ran it up again. Everything seemed > fine so I asked for permission to climb over the airport. They gave me > permission to climb just north of the field after I stated that I > thought that the problem had been carb ice. At about 3500', I said > thanks and so long and turned for home. I don't know if it was jitters > or what, but it didn't seem to quite make full rpm once I had leveled > off and I was too spooked to lean it out. I hit the carb heat several > times on the way home just to be sure that it didn't ice again. > > Carb ice is a convenient diagnosis, but I'm freaked out by the way it > surged to full power and back to nothing and then died only to return to > (apparently) full power after several minutes of gliding. In retrospect, > full rich doesn't sound like a great idea along with full carb heat, but > I don't know, would that make it act like that? It's had these symptoms > on two other occasions, although not as bad. Today I talked to a couple > of A&P's about it. One said that it sounded like carb ice to him. The > other said to pull the carb and get it yellow tagged at Airmotive. I > believe that it has the metal float and metal needle and one piece > venturi but I haven't verified all of that yet. > > Any ideas out there? > > Glad to be alive, > > Ed Holyoke > 6 qb (slow) > ________________________________ Message 12 ____________________________________ Time: 08:46:20 PM PST US From: Jerry Springer Subject: Re: RV-List: RE: [SoCAL-RVlist] Carb Ice over the Santa Monicas? Redux (very long) --> RV-List message posted by: Jerry Springer Can't help you with yuor problem, but well say that they well always run rough with full throttle and carb heat I know that you said you tried different varitations of both so not sure what to tell you. do not archive Jerry Ed Holyoke wrote: >--> RV-List message posted by: "Ed Holyoke" > >On June 30 I posted to the SoCal RV-list list about a problem my C-150 >had with suspected carb ice. I've reposted it below for reference. Sorry >about the long post. I'm still having problems with it and am looking >for ideas. > >First what we did after the other incident: > >1. Pulled carb airbox and inspected it. Showed it to a couple of >AI's. decided it was serviceable. >2. Pulled carburetor and sent it to airmotive. They reported that >the float would slowly rise indicating a problem with needle and seat. >Observed "witness mark" on seat but could not locate any debris. Screen >was clear. Installed new needle and seat and flow tested. Returned with >yellow tag. >3. Drained fuel tanks through carb feed hose. Fuel flowed just fine >with no hiccups until tanks were empty (about 17 gals). >4. Removed fuel on/off valve. Replaced o-ring and lubed valve with >fuel lube and reinstalled. >5. Removed engine primer valve. Cleaned and replaced o-rings. >Checked that it pumps fuel by removing line to intake manifold and >operating primer. >6. Replaced fuel cap gaskets and checked that underwing fuel vent >was unblocked by blowing through it until the tank creaked and listening >to the air coming back out the vent tube. >7. Installed "iceman" carb ice detector. It has an led and >photocell on a probe in the carb throat and lights a light on the panel >and an audible alarm when the photocell picks up less light. >8. Had it blessed and returned to service by an AI. > >Two test flights totaling about an hour and a half showed nothing wrong >and if anything, running better than before. > >Today I loaded it up and headed out to Oceano. Stopped for 80 octane at >SZP and continued. Over Lake Cachuma and at 6500 ft I noticed some >roughness and about 50 rpm drop. The carb ice detector was not sounding >(and it's not shy- it's gone off several times during runup and power >reductions). I pulled carb heat anyway and went full throttle. The rpm >degraded some more and then seemed to recover slightly then dropped to >1500 and immediately came back up to about 2500. It them proceeded to >cycle back and forth between 2500 and 1500 continuously. I experimented >with throttle, carb heat and mixture and was unable to find a sweet spot >where it would run normally. The mixture control did have an effect on >rpm as did the carb heat. If I pulled the throttle back to about 1600, >it seemed to run OK, but more throttle put it back in cycling mode. By >this time I was over Santa Ynez at about 4000' and, low and behold it >seemed to run fine at any throttle setting. I landed. > >Unable to locate and A&P and after some more unsuccessful attempts to >diagnose the problem, including blowing compressed air through the >underwing vent tube with one fuel cap off at a time, I decided to run it >up and try it out over the airport. I climbed to 7500' in the vicinity >of the airport and then turned east still climbing at minimum speed to >11,500' and flew it back to WHP while talking to SoCal. It flew just >fine the whole way. I did get a carb ice alarm twice while descending, >but it cleared up instantly with carb heat. > >I'm at a loss. Does anybody have any ideas about what to do next? The >plan is to sell the Cessna when the RV's about ready and my nephew, Mark >intends to buy a tail kit at that point with his half of the proceeds. >We can't, in good conscience, sell it without solving this problem >though. > >Ed Holyoke >6 QB (very slow) >I've finished my wings and now it's back to the canopy. I've promised >myself an engine when I finish that. > >Do not archive > > > > >>-----Original Message----- >>From: Ed Holyoke [mailto:bicyclop@pacbell.net] >>Sent: Monday, June 30, 2003 11:15 PM >>To: SoCAL-RVlist@yahoogroups.com >>Subject: [SoCAL-RVlist] Carb Ice over the Santa Monicas? >> >> >>Hi Guys, >> >>On Saturday I flew down to Compton in my C-150 to pick up some >> >> >antennas > > >>from Bob Archer. I filled up with 80 octane there. On the way back, >>having passed through the VFR corridor at 4500' and just about to fly >>around the west end of the Burbank class C back to WHP, I noticed the >>engine losing some rpm and beginning to run rough. I went full rich >> >> >and > > >>full carb heat. The rpm dropped some more and then seemed to recover >>slightly and then lost power completely. About 20 seconds later I got >> >> >a > > >>shot of power for about 2 seconds. It went through several cycles of >>these brief power surges followed by quiet while I decided which was >>closer - SMO or VNY. Santa Monica won out by about a mile and a half >> >> >and > > >>I turned back. As I was dialing up the tower frequency, it quit >> >> >surging > > >>and just died. So I called in saying I was 5 north with engine out >>emergency. Tower cleared me to land any runway, say type and how many >>aboard. I was alone and down to about 4000'. They called back and >> >> >wanted > > >>me to ident and say fuel level. I acknowledged the ident and said full >>tanks. I noticed that the sidetone sounded funny on that transmission >>and when I looked to the gps for guidance to the airport it was >>rebooting. Just what I need - electrical problems. During my spare >> >> >time > > >>I was playing with the engine controls with no joy. They asked me to >>ident again and I told them that it appeared that I had an electrical >>problem as well as the engine failure and if they didn't hear from me >>again, I'm still coming. The gps finished rebooting and acquired >>satellites and rebooted again right as it was about to tell me where >> >> >the > > >>airport was. OK, so I'll have to find the airport the old fashioned >> >> >way > > >>- except I couldn't see through all those puffy little clouds >> >> >scattered > > >>around where I thought it should be. Tower wanted to talk about >>something and I said "I'm at about 2000' and I'm not even real sure >>where the airport is." They came back cleared to land any runway. Then >> >> >I > > >>spotted it peeking through the clouds at 11 O'clock and about a mile. >> >> >I > > >>announced airport in sight and said I'd make left downwind for runway >>25. They said transmission garbled but at this point I didn't care if >>they could heard me or not or whether or not I had any battery left at >>all. I announced left downwind for 21 (I heard them telling somebody >>else to make right traffic for 21) and they called me in sight. >> >> >Somebody > > >>else, inbound from the Sepulveda pass was asking tower if the airport >>was likely to close because he was short on fuel. Then while on >> >> >downwind > > >>my engine surged once more and then started running like nothing had >>ever happened. I let it run for a few seconds and it seemed like a >> >> >real > > >>shame to pull throttle for landing. I made as nice a landing as I have >>in quite a while and taxied to transient normally. The alternator >>breaker had blown and I reset it successfully before shutdown. Too bad >> >> >I > > >>didn't have the presence of mind to do that when I needed the gps! >> >>After telling the fire department thanks for coming but I'm not on >> >> >fire > > >>and talking to the nice policeman for a few minutes, I started trying >> >> >to > > >>figure out what happened. I tapped fuel from both tanks and the >>gascolator and the fuselage sump. All samples looked completely >> >> >normal. > > >>No water, no debris. I was unable to locate any A&P's but I did find a >>guy tying down his long eze who let me use some tools. I looked in the >>gascolator without finding anything. I pulled some bottom plugs. None >>were fouled. I pulled the scat tube and inspected the carb heat box. I >>had somebody operate the control and verified both full hot and full >>cold positions. Air filter clean and about two months old. The general >>consensus on the ramp was carb ice. Unable to find anything obviously >>wrong, I re-cowled and did a thorough runup at 1700rpm and full >>throttle. Mags checked OK, carb heat about 75 rpm drop - nominal. >> >> >Taxied > > >>up to the runway and while waiting it seemed that it was running rough >>at 1000rpm so I turned around and ran it up again. Everything seemed >>fine so I asked for permission to climb over the airport. They gave me >>permission to climb just north of the field after I stated that I >>thought that the problem had been carb ice. At about 3500', I said >>thanks and so long and turned for home. I don't know if it was jitters >>or what, but it didn't seem to quite make full rpm once I had leveled >>off and I was too spooked to lean it out. I hit the carb heat several >>times on the way home just to be sure that it didn't ice again. >> >>Carb ice is a convenient diagnosis, but I'm freaked out by the way it >>surged to full power and back to nothing and then died only to return >> >> >to > > >>(apparently) full power after several minutes of gliding. In >> >> >retrospect, > > >>full rich doesn't sound like a great idea along with full carb heat, >> >> >but > > >>I don't know, would that make it act like that? It's had these >> >> >symptoms > > >>on two other occasions, although not as bad. Today I talked to a >> >> >couple > > >>of A&P's about it. One said that it sounded like carb ice to him. The >>other said to pull the carb and get it yellow tagged at Airmotive. I >>believe that it has the metal float and metal needle and one piece >>venturi but I haven't verified all of that yet. >> >>Any ideas out there? >> >>Glad to be alive, >> >>Ed Holyoke >>6 qb (slow) >> >> >> > > > >