Today's Message Index:
----------------------
1. 02:28 AM - Re: Cub clone (Doug Gray)
2. 08:19 AM - hand-operated engine pre-oiler? (thomas a. sargent)
3. 09:51 AM - Re: hand-operated engine pre-oiler? (Jerry Calvert)
4. 12:39 PM - Re: Maximizing Range (Stanley Blanton)
5. 01:25 PM - Re: Dynon Report (Larry Bowen)
6. 03:40 PM - Re: Cub clone (Matt Jurotich)
7. 04:15 PM - Re: Closing fiberglass Tips (Albert Gardner)
8. 06:32 PM - Landoll Balancer:Thanks for the replies (Pat Perry)
9. 07:13 PM - Re: Maximizing Range (Kevin Horton)
Message 1
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--> RV-List message posted by: Doug Gray <dgra1233@bigpond.net.au>
>
> A friend of mine is asking if anyone knows of a kitplane which is a
> Piper Cub clone? Possibly made somewhere in Idaho??
Check Wag Aero, they have plans and also sell expensive prebuilt parts.
Doug Gray
Message 2
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| Subject: | hand-operated engine pre-oiler? |
--> RV-List message posted by: "thomas a. sargent" <sarg314@earthlink.net>
I could swear I saw and Ad (in GA flyer I think) a few weeks ago for a
hand operated engine pre-oiler. Has any one heard of such a product?
--
Tom Sargent
RV-6A - canopy
Message 3
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| Subject: | Re: hand-operated engine pre-oiler? |
--> RV-List message posted by: "Jerry Calvert" <rv6@cox.net>
Save yourself some money and get a small garden sprayer and convert it to
work. Flair a piece of leftover alum brakeline tubing and put a tubing nut
and sleeve on it to fit your male fitting. Clamp that in the sprayer hose.
Jerry Calvert
Edmond Ok
RV6 N296JC res
----- Original Message -----
From: "thomas a. sargent" <sarg314@earthlink.net>
Subject: RV-List: hand-operated engine pre-oiler?
> --> RV-List message posted by: "thomas a. sargent" <sarg314@earthlink.net>
>
> I could swear I saw and Ad (in GA flyer I think) a few weeks ago for a
> hand operated engine pre-oiler. Has any one heard of such a product?
>
> --
> Tom Sargent
> RV-6A - canopy
>
>
Message 4
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| Subject: | Maximizing Range |
--> RV-List message posted by: "Stanley Blanton" <stanb@door.net>
Flying at L/Dmax would give max. endurance. But wouldn't the optimum cruise
speed be somewhat higher? Do a search for Carson's speed. As I recall
optimum cruise speed is something like 1.316 x L/Dmax.
www.eaa1000.av.org/technicl/perfspds/perfspds.htm
Stan Blanton
Message 5
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--> RV-List message posted by: "Larry Bowen" <Larry@bowenaero.com>
Thanks for the report.
I think it would be nice if Dynon displayed the current compass heading
in a box in the middle of the compass tape. For example: [030]. Much
like Blue Mtn does on their EFIS Lite. It would make interpretation a
little bit faster. Should be a simple software update.
-
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: Wheeler North [mailto:wnorth@sdccd.cc.ca.us]
> Sent: Saturday, October 11, 2003 1:29 PM
> To: 'RV-List Digest Server '
> Subject: RV-List: Dynon Report
>
>
> --> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
> OK, so we finally got a cloudy day in Southern Kaaleefornia
> (I'm told that this is the proper way to say it now that the
> skys are less Gray and our future is brighter) so I went out
> to the compass rose to get as accurate a calibration as I
> possibly could.
>
> I had everything turned on including two gps's, the DG, the
> mag compass, and the Dynon D-10 with the external EDC, the
> engine, the lights, the whistles and bells and wide angle
> gicchygoomies were all spinning.
>
> My results were
>
> Earth Mag D-10 w/EDC
> 360 359 359
> 030 030 032
> 060 058 062
> 090 090 092
> 120 119 120
> 150 150 151
> 180 180 180
> 210 208 209
> 240 240 241
> 270 270 269
> 300 300 298
> 330 330 329
>
> I very pleased with these results. In fact the EDC had a more
> normal sinusoidal variance than the SIRS compass did even
> though the SIRS was a little closer. This is probably more
> due to the limitations of reading the smaller card of the
> SIRS than anything else.
>
> That said I want to emphasize that the D-10 wouldn't dial in
> very well without the EDC, nor would it with the EDC anywhere
> near (12" or less) any iron or current. It also wasn't that
> great (+-5/4deg) until I got the EDC within a few tenths of a
> degree of level and oriented relative to the D-10. So do your
> best to get these two accurately in jive with each other.
>
> Once done the calibration is very straight forward.
>
> Don't forget to reswing your compass while your at it and
> then update both cards.
>
> W
Message 6
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--> RV-List message posted by: Matt Jurotich <mjurotich@hst.nasa.gov>
* A very nice super cub clone. They sold one or two at Osh.
* www.daytonacub.com
Matthew M. Jurotich
NASA/Goddard Space Flight Center
JWST ISIM Systems Engineer
m/c : 443
e-mail mailto: mjurotich@hst.nasa.gov
phone : 301-286-5919
fax : 301-286-7021
JWST URL: <http://ngst1.gsfc.nasa.gov>
Message 7
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| Subject: | Re: Closing fiberglass Tips |
--> RV-List message posted by: "Albert Gardner" <spudnut@worldnet.att.net>
Any material which might soak up moisture and swell might not be suitable if
there are limited clearances involved, i.e., VS and rudder.
Albert Gardner
RV-9A 872RV
Yuma, AZ
Message 8
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| Subject: | Landoll Balancer:Thanks for the replies |
--> RV-List message posted by: "Pat Perry" <pperryrv@hotmail.com>
Thanks to everyone who replied on and off-list to my question about the
Landoll dampener. I placed an order for the harmonic dampener and should
have it in a couple of weeks.
Pat Perry
Dallas, PA
RV-4 N154PK Flies great!
Do Not Archive
Message 9
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| Subject: | Maximizing Range |
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
>--> RV-List message posted by: "Stanley Blanton" <stanb@door.net>
>
>Flying at L/Dmax would give max. endurance. But wouldn't the optimum cruise
>speed be somewhat higher? Do a search for Carson's speed. As I recall
>optimum cruise speed is something like 1.316 x L/Dmax.
>www.eaa1000.av.org/technicl/perfspds/perfspds.htm
>
>Stan Blanton
Well, it isn't quite as straight forward as it might seem. Fuel flow
is approximately proportional to engine power output. Engine power
required is equal to drag times true airspeed divided by prop
efficiency.
If we fly at the speed of L/Dmax, we have the minimum drag. But, if
we slow down a bit slower than that the drag only goes up a little
bit. But the speed is lower, so the power required is lower, and the
fuel flow is lower. If we keep on slowing down we eventually get to
a speed where the drag is increasing fast enough to over rule the
effect of the speed increase, and we arrive at the speed for minimum
power. This is also the speed for minimum fuel flow, and maximum
endurance.
In theory, the speed for max endurance is about 76% of the speed for
L/DMax. In the real world, the prop efficiency is probably getting
worse as we slow down, and the engine may or may not be as efficient.
So the real speed for max endurance may be a bit faster than that.
And the real speed for max range might be a bit faster than the speed
for L/DMax, but it depends on your prop and engine.
For lots more info, see:
Maximum Endurance, Maximum Range, and Optimum Cruise Speeds:
http://www.eaa1000.av.org/technicl/perfspds/perfspds.htm
Range - how it varies with altitude, etc:
http://www.nar-associates.com/technical-flying/range/range.pdf
Wind effect on range:
http://www.nar-associates.com/technical-flying/range/wind.pdf
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
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