Today's Message Index:
----------------------
1. 03:01 AM - Re: Alodine & Anodine (Dave Smith)
2. 04:13 AM - Re: Cracked FAB mounting plate (Alex Peterson)
3. 04:23 AM - Second and Third Flight (Steve Glasgow)
4. 04:23 AM - Re: EFIS-D10 Help! (Fred Stucklen)
5. 04:38 AM - Re: IFR, HOmebuilts, and TSO's (more questions) (Dana Overall)
6. 04:38 AM - Idle Mixture (Steve Glasgow)
7. 04:44 AM - Re: Email list vs. Web forum (Dana Overall)
8. 05:11 AM - FAB mount cracks (Alex Peterson)
9. 06:44 AM - Re: Cracked FAB mounting plate (Elsa & Henry)
10. 06:45 AM - Cowl Plugs (Gabe A Ferrer)
11. 06:58 AM - Re: Cracked FAB mounting plate (Gary Zilik)
12. 07:12 AM - Re: Cowl Plugs (Ken Balch)
13. 07:28 AM - Re: Cowl Plugs (Charlie & Tupper England)
14. 07:42 AM - Re: "First Flight" (GRENIER@aol.com)
15. 07:45 AM - First Flight (I-K Technologies (Ralph Krongold))
16. 08:05 AM - Re: First Flight (Larry Bowen)
17. 09:22 AM - Re: Cowl Plugs (kempthornes)
18. 09:30 AM - Re: Cracked FAB mounting plate (kempthornes)
19. 10:20 AM - Laser etching looks GREAT!! (Knicholas2@aol.com)
20. 10:32 AM - Re: Alodine & Anodine (Dan Checkoway)
21. 10:34 AM - Re: Second and Third Flight (Dan Checkoway)
22. 10:39 AM - Re: IFR, HOmebuilts, and TSO's (John Brick)
23. 10:42 AM - Info on the talked about "LED" lighting (Will & Lynda Allen)
24. 11:21 AM - Re: IFR, HOmebuilts, and TSO's (Mike Robertson)
25. 11:22 AM - Fuel Pump and Lights - Inifinity Aerospace grip (dag adamson)
26. 11:49 AM - Re: Info on the talked about "LED" lighting (Bill VonDane)
27. 12:05 PM - [ Doug Weiler ] : New Email List Photo Share Available! (Email List Photo Shares)
28. 12:59 PM - Re: Cracked FAB mounting plate (Chris Good)
29. 01:57 PM - Re: Cracked FAB mounting plate (Alex Peterson)
30. 02:18 PM - Re: Fuel Pump and Lights - Inifinity Aerospace grip (rmickey@ix.netcom.com)
31. 02:18 PM - Re: First Flight (Ed Perry)
32. 02:37 PM - Re: Email list vs Web forum (Jake Wegman)
33. 04:17 PM - Re: Re: Email list vs Web forum (Tedd McHenry)
34. 04:20 PM - Re: Fuel Pump and Lights - Inifinity Aerospace grip (Larry Bowen)
35. 04:22 PM - Re: Idle Mixture (Ed Bundy)
36. 04:49 PM - Re: Alodine (Jim Bean)
37. 04:57 PM - Re: Info on the talked about "LED" lighting (Will & Lynda Allen)
38. 05:32 PM - Re: Info on the talked about "LED" lighting (Bill VonDane)
39. 05:42 PM - Selling my RV6A (eregensburg)
40. 05:54 PM - Re: Info on the talked about "LED" lighting (Bruce Gray)
41. 06:01 PM - RV6A for sale (eregensburg)
42. 07:54 PM - Re: Idle Mixture (Randy Lervold)
43. 07:56 PM - Re: Selling my RV6A (Robert Sather)
44. 07:59 PM - RV9-A Q.B. Kit for Sale (Dave & Jill)
45. 08:01 PM - Fuel Pump inlet (Jerry Calvert)
46. 09:04 PM - Re: Fuel Pump inlet (Kyle Boatright)
47. 09:20 PM - SoCAL RendezVous Warm-Up! (WMPALM@aol.com)
48. 09:22 PM - Re: Idle Mixture (Gil Alexander)
49. 09:26 PM - canopy screws--torque and locktite (Dave Ford)
50. 09:46 PM - Re: canopy screws--torque and locktite (Gil Alexander)
51. 10:00 PM - Re: canopy screws--torque and locktite (Dan Checkoway)
Message 1
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| Subject: | Re: Alodine & Anodine |
--> RV-List message posted by: Dave Smith <dave@rv10project.net>
Anodozing sounds great, but that's more than I want to get into. Dan,
I've read your stuff on alodining before, so for the workload, that's
probably where I'm headed. Now....why prime afterwards? Obviously the
cockpit area makes sense, but a lot of the rest of the plane won't see
finish paint, so why prime? (basing this discussion on the fact that
most primers only help the finish coat stick, not prevent corrosion).
Any good suggestions on Alodining supplies?
Gert wrote:
>--> RV-List message posted by: Gert <gert@execpc.com>
>
>
>John Brick wrote:
>
>
>
>>--> RV-List message posted by: "John Brick" <jbrick@wolfenet.com>
>>
>>If you meant anodize:
>>
>>Anodize. Aluminum anodizing is the electrochemical process by which aluminum
>>is converted into aluminum oxide on the surface of a part. This coating is
>>desirable in specific applications due to the following properties:
>> Increased corrosion resistance
>> Increased durability / wear resistance
>> Ability to be colored through dying
>> Excellent base or primer for secondary coatings
>>The process of anodizing is rather simple but it requires extensive
>>equipment to do it right.
>>
>>
>
>
>Home anodizing is simpler than you may think........
>http://my.execpc.com/~gert/anodize.html
>
>
>
>
--
Dave
http://www.rv10project.net
Message 2
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| Subject: | Cracked FAB mounting plate |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
> --> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
>
> I don't have any real good ideas as to why mine cracked, I
> have plenty of flex between the FAB and the cowl, yet still a
> snug fit. One thing I can think of is that I do a fair
> amount of wifferdills & wooptydoos, so maybe my engine moves
> more than most of the "straight and level" fliers.
>
> After making a new plate, I decided to trim some of the inner
> "snout" off my cowl, and make a longer rubber neck on the
> FAB, I figured it can't hurt.
>
> Cheers,
> Stein Bruch
I also don't know the cause of my cracks either. The FAB on the Airflow
Performance servo is essentially the same as for the carb, so I doubt it
is that. Clearly, the cowl (due to engine motion) can exert a lot of
leverage on the FAB even if the connection is rubber, since it is so far
away from the mount.
Alex Peterson
Maple Grove, MN
RV6-A N66AP 397 hours
www.usfamily.net/web/alexpeterson
Message 3
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| Subject: | Second and Third Flight |
--> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
Simply awesome! What a ride!
The EIS problem seems to have been a pin connector rather than an overvoltage or
undervoltage. At one point we simply connected the sub-D and everything has
been OK since.
Many KUDOS to the people at Grand Rapids!! They were very helpful and sent me
a loaner to have available the next day.
Many KUDOS also to Klaus at Lightspeed Engineering for his help earlier when we
were having Electronic Ignition problems. He was very helpful in the trouble
shooting process and sent a loaner box right away. My box which was out of warranty
was repaired for a very nominal fee and I was more than pleased with the
great service.
Steve Glasgow
Message 4
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| Subject: | Re: EFIS-D10 Help! |
HTML_SHOUTING3, HTML_TAG_EXISTS_TBODY
--> RV-List message posted by: "Fred Stucklen" <wstucklen1@cox.net>
Thanks all for the productive comments... Pulling the fuse on the keep
alive circuit did the trick. (I don't have an internal battery as there
are two n the plane...).
I also found the source of the problem - ME.... I was using the
setup program for the remote compass sensor, but didn't have it in the
circuit.... I guess I didn't read the warning on the lapTop screen
correctly while trying to fly and type at the same time....
In any case, Using the correct program I was successful in setting up
the compass. But, like many others, I'm not happy with the performance
of the EFIS-D10 internal compass. Any aircraft load change tends to
result in major heading errors...
I will now install the remote compass ( and use the correct setup
program) and evaluate the results.
So far, everything else is working as advertised... This is a very
nice unit. Wouldn't it be nice if Dynon installed all the necessary
signals to drive an auto-pilot?
Fred Stucklen
RV-6A N926RV 70+ Hrs
Time: 02:50:38 PM PST US
From: Sam Buchanan <sbuc@hiwaay.net>
Subject: Re: EFIS-D10 Help!
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
Jeff Point wrote:
> --> RV-List message posted by: Jeff Point
<jpoint@mindspring.com>
>
> If I'm not mistaken, the internal battery also serves as a "keep
alive"
> if you have that option, so disconnecting the external keep
alive will
> not make a difference. Removing the internal battery might do
the trick.
>
Good point. Disconnect keep alive feed *and* the internal battery.
:-)
Sam Buchanan (didn't have the internal battery in mine when I had
to do
a hard reboot)
>>Fred, the only thing I know to do is to continue with efforts to
reboot
>>the EFIS. You will need to disconnect the "keep-alive" power
feed in
>>order to do a true reboot and get the EFIS out of Loader mode. I
bet the
>>unit will come back to life once you do that.
>>
Message 5
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| Subject: | Re: IFR, HOmebuilts, and TSO's (more questions) |
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
>From: Charlie & Tupper England <cengland@netdoor.com>
>
>Next, addressing the issue of 'navigational equipment appropriate to
>the ground facilities to be used'. Aren't there now (or there soon will
>be) GPS approaches to airports that have no other instrument approach?
>If that is correct, do you need ADF or VOR to fly an approach there? If
>not, then part B follows: If you are flying a GPS approach into an
>airport that has both GPS & other approaches, you aren't using 'ground
>facilities'. Do you still need ADF and/or VOR to fly that approach?
>
>Thanks Mike,
>
>Charlie
Charlie, I realize you are expecting an answer from Mike so I will not
address your first two questions though I feel certain of an answer. I will
address your third question. These regs were written prior to the infusion
of GPS into the approach system. The approach certified GPS in my Bonanza
allows me to shoot GPS approaches or overlays using the GPS only. As long
as the data base of the unit allows recognition of the various approach
points the other equipment is not required. Look at the top of an approach
plate, however the approach is worded will dictate the equipment required to
shoot that approach. ILS, VOR/Radar Required, GPS, VOR/DME, etc. Remember,
you are shooting non precision approaches. In addition to what you
mentioned above, the GPS takes the place of DME so if you do have a VOR head
on board and wish to shoot a VOR/DME approach (I don't know why I would if
there was a GPS approach there also) you are legal to do so without DME on
board.
I equate my approach GPS to be, "monkey turn left, monkey turn left, monkey
fly straight and land". Takes all the fun out of riding needles:-)
Dana Overall
Richmond, KY
RV-7 slider, Imron black, "Black Magic"
Finish kit
Buying Instruments. Hangar flying my Dynon.
http://rvflying.tripod.com
do not archive
Message 6
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--> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
I'm still having a problem setting the idle mixture. No matter how much we try
we can't seem to get the 50 or so RPM increase when we go to idle cutoff. We
can't even get an increase at all.
Starting form 1 1/2 turns out, we have been using 1/2 turns out to increase idle
rich. Can it be that there is a very narrow range on the setting and we need
to use 1/4 turns, 1/8 turns or less, instead of 1/2 turns?
Any ideas or suggestions would be greatly appreciated.
Steve Glasgow
Message 7
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| Subject: | Re: Email list vs. Web forum |
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
>on. I bet if we had a web based forum instead of an e-mail list we
>would have fewer responses to any given question.
>
>I do like web based forums when I am looking for information from old
>postings. But if I need a question answered right now, I'll take an
>e-mail list any day as a lot more people will probably be aware of my
>question in the next hour or two.
>
>Just my opinion, FWIW.
>--
>Kevin Horton RV-8 (finishing kit)
Agree totally Kevin, I've seen lists go the forum route and turn to non
productive trash overnight. Like it in my face.
Dana Overall
Richmond, KY
RV-7 slider, Imron black, "Black Magic"
Finish kit
Buying Instruments. Hangar flying my Dynon.
http://rvflying.tripod.com
do not archive
Surf and talk on the phone at the same time with broadband Internet access.
Get high-speed for as low as $29.95/month (depending on the local service
providers in your area). https://broadband.msn.com
Message 8
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| Subject: | FAB mount cracks |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
A photo of the FAB mounting plate cracks can be seen at:
http://www.usfamily.net/web/alexpeterson/misc.htm
Click on the little thumbnail for a better picture.
Alex Peterson
Maple Grove, MN
RV6-A N66AP 397 hours
www.usfamily.net/web/alexpeterson
Message 9
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| Subject: | Re: Cracked FAB mounting plate |
--> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
>Well I am not too far along that I can't do a fix. I am going up a couple
of
>sizes until it is a little more rigid. Going up a couple sizes will really
add
>no weight for no bigger than it is. I also have vertical mount fuel servo.
Dunno about making the plate thicker! Better it crack than something on the
carb or servo!!
Henry Hore
Message 10
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--> RV-List message posted by: "Gabe A Ferrer" <ferrergm@bellsouth.net>
Anyone know where I could buy cowl plugs for an RV6?
I've had some mud dubbers at work inside the engine cowl. Hopefully cowl plugs
will help.
Thanks
Gabe A Ferrer
RV6 N2GX 83 hours
South Florida
Email: ferrergm@bellsouth.net
Cell: 561 758 8894
Night Phone: 561 622 0960
Fax: 561 622 0960
Message 11
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| Subject: | Re: Cracked FAB mounting plate |
--> RV-List message posted by: Gary Zilik <zilik@direcpc.com>
Mine cracked somewhere between 350 and 400 hours TTSN
Gary Zilik
RV-6A N99PZ
Phil Sisson, Litchfield Aerobatic Club wrote:
>--> RV-List message posted by: "Phil Sisson, Litchfield Aerobatic Club" <sisson@consolidated.net>
>
>Alex Peterson wrote:
>
>
>
>>--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
>>
>>During an oil change today, I noticed a bit more compliance when I moved
>>the forward end of the FAB up and down. Upon further inspection, I
>>found that the elliptical plate which mounts to the carb (or in my case,
>>the fuel servo) had cracked. The aft two mounting bolts were
>>effectively not doing anything anymore, since the cracks isolated that
>>area from the remainder.
>>
>>I actually had an extra one of these plates, as one came with the FAB
>>kit from Van's, while another one came with the Airflow Performance
>>system. Of course, I carved the extra one up for some other purpose
>>long ago. Probably made a bracket for something or another from it.
>>
>>One lesson here is that it pays to inspect things under the cowl at
>>every oil change.
>>
>>Alex Peterson
>>Maple Grove, MN
>>RV6-A N66AP 397 hours
>>www.usfamily.net/web/alexpeterson
>>
>>
>>
>
>Just finished assembling mine a week ago. I was thinking that this could cause
>trouble in the long run. It seemed pretty flimsy. I think it is about .062 and
>I thought about making it .080, Then gave up that idea to keep from adding
>weight. I don't think it has been a problem, but it is good to know and
>something to keep an eye on...
>
>Phil
>
>
>
>
Message 12
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--> RV-List message posted by: Ken Balch <kbalch1@comcast.net>
Try Bruce's Custom Covers; he made a very nice set for my -8.
www.aircraftcovers.com
Ken Balch
RV-8 N118KB
Gabe A Ferrer wrote:
>--> RV-List message posted by: "Gabe A Ferrer" <ferrergm@bellsouth.net>
>
>Anyone know where I could buy cowl plugs for an RV6?
>
>I've had some mud dubbers at work inside the engine cowl. Hopefully cowl plugs
will help.
>
>Thanks
>
>Gabe A Ferrer
>RV6 N2GX 83 hours
>South Florida
>Email: ferrergm@bellsouth.net
>Cell: 561 758 8894
>Night Phone: 561 622 0960
>Fax: 561 622 0960
>
>
>
>
Message 13
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--> RV-List message posted by: Charlie & Tupper England <cengland@netdoor.com>
Gabe A Ferrer wrote:
>--> RV-List message posted by: "Gabe A Ferrer" <ferrergm@bellsouth.net>
>
>Anyone know where I could buy cowl plugs for an RV6?
>
>I've had some mud dubbers at work inside the engine cowl. Hopefully cowl plugs
will help.
>
>Thanks
>
>Gabe A Ferrer
>RV6 N2GX 83 hours
>South Florida
>Email: ferrergm@bellsouth.net
>Cell: 561 758 8894
>Night Phone: 561 622 0960
>Fax: 561 622 0960
>
That's just the price you pay for stopping in Mississippi. Learn to love it.
;-)
Charlie
Slobovia Outernational
Pocahontas MS
do not archive
Message 14
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| Subject: | Re: "First Flight" |
--> RV-List message posted by: GRENIER@aol.com
In a message dated 11/1/2003 6:17:35 PM Eastern Standard Time,
2pilots@comcast.net writes:
2pilots@comcast.net
Message 15
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--> RV-List message posted by: "I-K Technologies (Ralph Krongold)" <2pilots@comcast.net>
Randy Lervold wrote:
> Guys, isn't an UNDER volt situation more of a problem for an engine
monitor?
> Every single time you start the engine you will drop down to at least 9.7
> volts while at the same time wanting your engine monitor on so as to check
> on oil pressure, system voltage, etc. Many (most?) such all-in-one
> instruments won't tolerate the low voltage rendering them useless during
the
> startup phase. Not good IMHO. Perhaps Ralph and other manufacturers could
> respond to this.
You are absolutely right, Randy. Whereas over-voltage is a condition to be
protected against in terms of damaging instruments, under-voltage is a
condition to be guarded against in order to prevent a brown-out, reset or
even a hang-up of the internal microprocessor(s) in today's engine monitors
and other micro-based units.
Our initial testing years ago had been performed on a hand-cranked Vari-EZ,
which had all instruments turned off until the pilot got the engine
running -- at which point he immediately powered up his instruments and
checked oil pressure, etc. It was actually our experience with the Van's
RV-9 factory demonstrator a couple of years ago when the issue of power-up
starting of the engine monitor came up. When Van's mechanics and pilots
brought to our attention that problems arose when starting the engine with
the IK2000 monitor on, and a manual recycling of the instrument power was
occasionally required to get good engine info, I checked with users of other
engine monitors.
Just as Terry indicated, a number of other manufacturers indicated that
either a secondary battery was required during engine start, or -- better
yet -- they said to leave the instrument off until engine start. Thought we
were off the hook! However, the gurus at Van's didn't accept that. Hence, we
have since made hardware and software changes to prevent any kind of
hang-up, reset or other anomalies to mitigate the effects of under-voltage.
The Van's demo model and our other units have been since corrected with just
a software update, and all new models have both software and hardware
protection against under-voltage problems.
Our thanks to the folks at Van's for bringing this to our attention a couple
of years
ago and for not accepting a second battery or power-turn-on after engine
start, and to Tom Emery and his Chino-based RV-6A as a test vehicle to solve
this nasty problem ... and thanks to Randy for bringing it up.
Ralph Krongold
I-K Technologies
www.i-ktechnologies.com
Message 16
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--> RV-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
I've been told the Grand Rapids EIS can and should be on during start.
I haven't heard of under voltage being a problem for it. Can anyone
using it verify?
-
Larry Bowen, RV-8 cowl....blah
Larry@BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: I-K Technologies (Ralph Krongold) [mailto:2pilots@comcast.net]
> Sent: Sunday, November 02, 2003 10:43 AM
> To: rv-list@matronics.com
> Subject: RV-List: First Flight
>
>
> --> RV-List message posted by: "I-K Technologies (Ralph Krongold)"
> --> <2pilots@comcast.net>
>
> Randy Lervold wrote:
>
> > Guys, isn't an UNDER volt situation more of a problem for an engine
> monitor?
> > Every single time you start the engine you will drop down
> to at least
> > 9.7 volts while at the same time wanting your engine
> monitor on so as
> > to check on oil pressure, system voltage, etc. Many (most?) such
> > all-in-one instruments won't tolerate the low voltage
> rendering them
> > useless during
> the
> > startup phase. Not good IMHO. Perhaps Ralph and other manufacturers
> > could respond to this.
>
> You are absolutely right, Randy. Whereas over-voltage is a
> condition to be protected against in terms of damaging
> instruments, under-voltage is a condition to be guarded
> against in order to prevent a brown-out, reset or even a
> hang-up of the internal microprocessor(s) in today's engine
> monitors and other micro-based units.
>
> Our initial testing years ago had been performed on a
> hand-cranked Vari-EZ, which had all instruments turned off
> until the pilot got the engine running -- at which point he
> immediately powered up his instruments and checked oil
> pressure, etc. It was actually our experience with the Van's
> RV-9 factory demonstrator a couple of years ago when the
> issue of power-up starting of the engine monitor came up.
> When Van's mechanics and pilots brought to our attention that
> problems arose when starting the engine with the IK2000
> monitor on, and a manual recycling of the instrument power
> was occasionally required to get good engine info, I checked
> with users of other engine monitors.
>
> Just as Terry indicated, a number of other manufacturers
> indicated that either a secondary battery was required during
> engine start, or -- better yet -- they said to leave the
> instrument off until engine start. Thought we were off the
> hook! However, the gurus at Van's didn't accept that. Hence,
> we have since made hardware and software changes to prevent
> any kind of hang-up, reset or other anomalies to mitigate the
> effects of under-voltage. The Van's demo model and our other
> units have been since corrected with just a software update,
> and all new models have both software and hardware
> protection against under-voltage problems.
>
> Our thanks to the folks at Van's for bringing this to our
> attention a couple of years ago and for not accepting a
> second battery or power-turn-on after engine start, and to
> Tom Emery and his Chino-based RV-6A as a test vehicle to
> solve this nasty problem ... and thanks to Randy for bringing it up.
>
> Ralph Krongold
> I-K Technologies
> www.i-ktechnologies.com
Message 17
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--> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
At 09:43 AM 11/2/2003 -0500, you wrote:
>--> RV-List message posted by: "Gabe A Ferrer" <ferrergm@bellsouth.net>
>
>Anyone know where I could buy cowl plugs for an RV6?
Easy to make. Get some 3 inch poly foam and cut to shape. Cover with
vinyl or whatever. If you don't want to learn to sew and spouse won't or
can't, take foam to upholstery shop and have it done in colors to match
your RV.
A cheaper way if you are one of those who'd rather save the money for gas
is to put foam in colorful plastic baggie and tie at the back.
K. H. (Hal) Kempthorne
RV6-a N7HK - Three trips to OSH now.
PRB (El Paso de Robles, CA)
Message 18
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| Subject: | Cracked FAB mounting plate |
--> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
At 06:11 AM 11/2/2003 -0600, you wrote:
>--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
>
>I also don't know the cause of my cracks either.
Wouldn't it be that the plate is being flexed a bunch?? There is a fair
amount of weight on long levers from a relatively small mounting
footprint. I can't picture the whole installation just now but three
possible solutions come to mind:
1 - add a brace or strut from front and maybe rear of plate up to ???
2 - make a new plate of steel - say .032 steel Isn't steel better able to
withstand repeated flexing? But which steel?
3 - make a plate with ribs - probably attached strips of angle like 1/2 by 1.0.
K. H. (Hal) Kempthorne
RV6-a N7HK - Three trips to OSH now.
PRB (El Paso de Robles, CA)
Message 19
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| Subject: | Laser etching looks GREAT!! |
--> RV-List message posted by: Knicholas2@aol.com
I just got back my data plate from Greg Tanner and WOW! I am very impressed
and pleased - it looks great! I encourage anyone to have Greg etch their data
plates. I mailed it out on monday and got it back on saturday.
Thanks Greg!
Kim Nicholas
RV9A
DO NOT ARCHIVE
Message 20
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| Subject: | Re: Alodine & Anodine |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
> Anodozing sounds great, but that's more than I want to get into. Dan,
> I've read your stuff on alodining before, so for the workload, that's
> probably where I'm headed. Now....why prime afterwards? Obviously the
> cockpit area makes sense, but a lot of the rest of the plane won't see
> finish paint, so why prime? (basing this discussion on the fact that
> most primers only help the finish coat stick, not prevent corrosion).
Whoa...I'm tempted not to touch this for obvious reasons, but here goes.
You're right that some primers are intended as a middle layer between paint
and metal. However...some primers are designed exclusively as a sealer for
bare metal and are *not* intended to have a top coat. Case in point, the
AKZO 2-part epoxy primer that I used.
It's intended for use on interior structure that won't get painted. It's
considered a durable and long-lasting primer/sealer.
Ok, that's it on this topic for me! I'm out!
> Any good suggestions on Alodining supplies?
Aircraft Spruce sells Alodine 1201. I've never had to ship it (just drove
over), though, so you might want to find a local supplier if you're not
anywhere near Spruce -- to avoid hazmat shipping costs.
In terms of other "supplies," all I've got for alodining are some plastic
cups, zip-loc bags, and cheap foam brushes. Others have made dip troughs
and PVC dipping pipes, etc., but I like the brush on or confined soaking
(zip-loc bag) myself...uses less alodine, and I don't recycle it (loses
effectiveness).
Ok, really, I'm out!
)_( Dan
RV-7 N714D
http://www.rvproject.com
Message 21
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| Subject: | Re: Second and Third Flight |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
> Many KUDOS also to Klaus at Lightspeed Engineering for his help earlier
when we were having Electronic Ignition problems. He was very helpful in
the trouble shooting process and sent a loaner box right away. My box which
was out of warranty was repaired for a very nominal fee and I was more than
pleased with the great service.
Steve,
If you don't mind my asking, what was the issue with your box?
do not archive (but please archive the reply)
)_( Dan
RV-7 N714D (with LSE Plasma II)
http://www.rvproject.com
Message 22
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| Subject: | IFR, HOmebuilts, and TSO's |
--> RV-List message posted by: "John Brick" <jbrick@wolfenet.com>
On Wed Oct 29 12:01:27 2003, Mike Robertson wrote :
>[ ... snip ... ]
>For amateur built aircraft, equipment installed on
>the aircraft at certification is considered FAA approved.
Mike,
I have not seen this statement before. Where does it come from? What does it
really mean?
It seems like the operating limitations put the burden on the operator for
anything beyond day / vfr. So why should the DAR get concerned about ifr
equipment, homemade or otherwise.
We are not asking the DAR for ifr certification, so why would the subject
even come up?
Thanks,
jb
Message 23
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"'rv8-list@matronics.com'"@barracuda.matronics.com
| Subject: | Info on the talked about "LED" lighting |
--> RV-List message posted by: "Will & Lynda Allen" <linenwool@comcast.net>
Can someone send me a link to more info on the LED lighting that's being
talked about? I want to find out if this is a more efficient (weight and
number of holes to cut in my wing) and less expensive way to combine
landing, nav, and strobe lights for IFR than the route I was going to take.
Thanks,
-Will Allen
RV8 Wings
North Bend, WA
Message 24
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| Subject: | Re: IFR, HOmebuilts, and TSO's |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
You're right. Who, amongst us wants to try to build a GPS. For that matter
who would want to try to build a transponder. But the bottom line fact
remains that there is nothing that has to be TSO'd to fly IFR.
Mike
>From: Kevin Horton <khorton01@rogers.com>
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: Re: RV-List: IFR, HOmebuilts, and TSO's
>Date: Sat, 1 Nov 2003 06:21:27 -0500
>
>--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
>
>But practically speaking, this means the IFR GPS must be TSO'd.
>
>If the box was capable of meeting the requirements of the TSO, the
>manufacturer would sell it as TSO'd so he had access to the type
>certificated aircraft market. And I have difficulty believing a
>hobbyist will cobble together a homebuilt GPS that meets all the TSO
>requirements.
>
>Kevin Horton
>
> >--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
> >
> >Kevin,
> >
> >What you say is true. GPS must MEET the requirements of the TSO for IFR
>use
> >but do not have to BE TSO'd.
> >
> >Mike
> >
> >
> >>From: Kevin Horton <khorton01@rogers.com>
> >>Reply-To: rv-list@matronics.com
> >>To: rv-list@matronics.com
> >>Subject: Re: RV-List: IFR, HOmebuilts, and TSO's
> >>Date: Wed, 29 Oct 2003 22:23:47 -0500
> >>
> >>--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
> >>
> >>Great stuff Mike.
> >>
> >>You didn't mention GPSs. My understanding is that GPSs that are to
> >>navigate when IFR must meet the requirements of TSO C129A. Do you
> >>concur? That is certainly the way our regs are interpreted up here
> >>in Canada, but I'm not sure of the situation in the US.
> >>
> >>Kevin Horton RV-8 (finishing kit)
> >>Ottawa, Canada
> >>http://go.phpwebhosting.com/~khorton/rv8/
> >>
> >>
> >> >--> RV-List message posted by: "Mike Robertson"
><mrobert569@hotmail.com>
> >> >
> >> >Several weeks ago I siad that I would come up with something about
> >> >Homebuilts and the need for TSO'd equipment. Well, for better of
>worse
> >>here
> >> >it is. It is quite lenghtly so if you are interested now is the
>time to
> >> >delete and carry on. Any comments are very welcome.
> >> >
> >> >Mike Robertson
> >> >
> >> >
> >> >HOMEBUILTS AND IFR
> >> >By Mike Robertson
> >> >
> >> >Recently the issue has come up several times about Amateur-Built
>aircraft
> >> >and their ability to fly under Instrument Flight Rules (IFR). There
>are
> >> >some that say that Amateur-Built aircraft cannot be certified to fly
>IFR
> >> >unless the instruments and equipment installed in them are TSOD (TSO
> >>means
> >> >Technical Standard Order). There are some that say that there are NO
> >> >requirements at all and that they cant be stopped from flying IFR.
>Then
> >> >there are some in the middle that say that certain instruments and
> >>equipment
> >> >must be TSOd. In fact these are all incorrect. The real truth is
> >> >somewhere in the middle. Before going any further let me explain
>that
> >>this
> >> >article is mostly for new aircraft. Aircraft that have already been
> >>issued
> >> >an airworthiness certificate and operating limitations must follow
>the
> >> >operating limitations, or apply to have the operating limitations
> >>amended.
> >> >
> >> >Amateur-Built aircraft today are certificated under 14 CFR 21.191(g)
>and
> >> >operated under 14 CFR 91 (FAR 91). The guidance that FAA Inspectors
>and
> >> >Designated Airworthiness Representatives (DARs) reference to issue
> >> >airworthiness certificates to ALL aircraft is FAA Order 8130.2.
>Section
> >>7
> >> >of the Order covers the requirements for Experimental Amateur-Built
> >>aircraft
> >> >and tells us about eligibility, aircraft inspection, issuance of the
> >> >Airworthiness Certificate, and the issuance of Operating Limitations.
> >> >
> >> >This Order does not specifically mention requirements for TSO
>equipment
> >>and
> >> >instruments to be installed in Amateur-Built aircraft. The key to
> >>equipment
> >> >requirements is found in the operating limitations, which are a part
>of
> >>the
> >> >airworthiness certificate. 14 CFR 91.9(a) requires that pilots
>follow
> >> >operating limitations. 14 CFR 91.319(c) and (e) both authorize the
>FAA
> >>to
> >> >issue necessary limitations that are prescribed in the interest of
> >> >safety. FAA Order 8130.2 paragraph 134, paragraph (a) states,
>Operating
> >> >limitation must be designed to fit the specific situation
>encountered.
> >>The
> >> >ASI may impose any additional limitations deemed necessary in the
> >>interest
> >> >of safety. The ASI and/or designee must review each imposed
>operating
> >> >limitation with the applicant to ensure that the operating
>limitations
> > >are
> >> >understood by the applicant. However, this does not mean that the
>ASI
> >>can
> >> >require the use of TSOd equipment. The following operating
>limitations
> >> >prescribe aircraft equipment requirements and may be imposed:
> >> >
> >> >1. This aircraft is to be operated under VFR, day only or;
> > > >2. After completion of phase I flight testing, unless
> >>appropriately
> >> >equipped for night and/or instrument flight in accordance with
>91.205,
> >>this
> >> >aircraft is to be operated VFR, day only and,
> >> >3. Aircraft instruments and equipment installed and used
> >> >under 91.205 must
> >> >be inspected and maintained in accordance with the requirements of
>part
> >>91.
> >> >Any maintenance or inspection of this equipment must be recorded in
>the
> >> >aircraft maintenance records.
> >> >
> >> >To understand equipment requirements for IFR, we must ask two
>questions:
> >> >What are the Part 91 requirements for the equipment? And, What
>equipment
> >>is
> >> >prudent or safe?
> >> >
> >> >So lets look at FAR 91 and see what we have. There are three rules
>that
> >> >effect the operation of amateur-built aircraft that do mention TSO
> >> >equipment. FAR 91.207 address emergency locator transmitters (ELT)
>and
> >> >states that any new installations after June 21, 1995, may not use an
>ELT
> >> >that meets the requirements of TSO-C91. FAR 91.215 addresses ATC
> >> >transponders and altitude reporting equipment and their use. It
>states
> >>that
> >> >the ATC transponder equipment installed must meet the performance and
> >> >environmental requirements of any class of TSO-C47b (Mode A) or any
>class
> >>of
> >> >TSO-C74b (Mode A with altitude reporting capabilities) as
>appropriate, or
> >> >the appropriate class of TSO-C112 (Mode S). FAR 91.217 goes on to
>state
> >> >that the altimeters and digitizers in the altitude reporting
>equipment
> >>must
> >> >meet the standards in TSO-C10b and TSO-C88, respectively, or were
>tested
> >>and
> >> >calibrated and shown to meet the standard referenced therein. You
>will
> >> >notice that in each of these rules that there is no wording that this
> >> >equipment must, in fact, be TSOd. Each does say that they must, or
>must
> >> >not, meet the requirements of their prospective TSO. Conceivably,
>you
> >>could
> >> >build your own transponder, and if you are able to prove it meets the
> >> >requirements of the appropriate TSO, you could use it.
> >> >
> >> >You will also notice rules that use the word, approved. Section
> >>91.205(a)
> >> >states, or FAA approved equivalents. Paragraph (b) references an
>approved
> >> >safety belt. Paragraph (c) requires approved position lights.
>Approved
> >> >typically means something that is approved by the FAA through a Parts
> >> >Manufacture Approval (PMA), a Technical Standard Order (TS0), in
> >>conjunction
> >> >with a type certification procedure, or in any other manner approved
>by
> >>the
> >> >Administrator (21.305). For amateur built aircraft, equipment
>installed
> >>on
> >> >the aircraft at certification is considered FAA approved. It is
>expected
> >> >that operating limitations will be issued as necessary to cover this
> >> >equipment, in the interest of safety. Even though this equipment is
> >> >considered approved, it still may not meet the standards of a TSO.
>Its
> >>up
> >> >to the operator to ensure that the equipment meets all Part 91
> >>requirements
> >> >prior to operating the aircraft.
> >> >
> >> >Even though 91.205(a) excludes amateur-built aircraft, we now know
>that
> >>per
> >> >the operating limitations amateur built aircraft are required by to
>be
> >> >appropriately equipped for night and/or instrument flight in
>accordance
> >>with
> >> >91.205 to operate under IFR, so lets take a look and see what we
>need.
> >> >Paragraph (b) talks about those basic instruments required for day
>VFR
> >> >flight. Paragraph (c) gives the requirements for VFR flight at
>night.
> >>In
> >> >paragraph (1) it states that those instruments and equipment required
>for
> >> >day VFR per paragraph (b) must be installed. Paragraph (c)(2) and
>(c)(3)
> >> >talk about position lights and anticollision lights, and clearly
>stated
> >>that
> >> >they must be approved. To be approved the lights must meet the
> >>requirements
> >> >of FAR 23 at a minimum. Therefore, if they do not come with an
>approval
> > >from
> >> >the FAA then you must be able to prove that they meet the
>requirements of
> >> >FAR 23. But you will notice that paragraph (c) doesnt say anything
>about
> >>a
> >> >TSO. Paragraph (d) gives the requirements for IFR flight. It states
> > >that
> >> >for IFR flight all the instruments in paragraph (b) are required, and
>if
> >>the
> >> >IFR flight is to be at night then the requirements of paragraph (c)
>must
> >> >also be met. Then the paragraph states that two-way radio
>communications
> >> >system and navigational equipment appropriate to the ground
>facilities to
> >>be
> >> >used, a gyroscopic rate-of-turn indicator, a slip-skid indicator, a
> >> >sensitive altimeter adjustable for barometric pressure, a clock
> >>displaying
> >> >hours, minutes, and seconds, a generator or alternator of adequate
> >>capacity,
> >> >a gyroscopic pitch and bank indicator (artificial horizon), and a
> >>gyroscopic
> >> >direction indicator (directional gyro or equivalent). Paragraph (e)
>of
> >> >91.205 is for flight above 24,000 feet and states that if you are
>using a
> >> >VOR then you must also have approved distance measuring equipment
>(DME).
> >> >Paragraphs (f), (g), and (h) talk about Cat II and Cat III and do not
> >> >pertain to this article unless you plan on building a jet powered
> >>aircraft.
> >> >
> >> >So, after thoroughly looking at FAR 91.205 we see that other than
>those
> >> >items already discussed there is no mention about a TSO. We must
> >>remember
> >> >that a TSO is a standard to which equipment is manufactured. This is
> >>where
> >> >our second question comes in. As an instrument pilot flying IFR in
>an
> >> >amateur built aircraft, what equipment is prudent and safe for you
>and
> >>your
> >> >family to fly with? It is necessary that when evaluating your
>aircraft
> >> >during certification, that the FAA or designee (DAR) inspect the
>aircraft
> >> >and issue the necessary operating limitations in the interest of
>safety.
> >> >Remember, all the equipment listed in 91.205 installed in a STANDARD
> >> >category aircraft at the time of its certification, was evaluated by
>the
> >>FAA
> >> >through a type certification process, a TSO process, or a parts
> >> >manufacturing process (PMA). For an amateur built aircraft most of
>the
> >> >equipment listed in Part 91.205 requires no adhereance to any FAA
> >>standards.
> >> >
> >> >In light of how much time has been spent building these aircraft, we
>all
> >> >want to operate them safely for many years. And safety is the first
> >>concern
> >> >when the aircraft are being inspected for issuance of an
>airworthiness
> >> >certificate.
> >> >
> >> >Add MSN 8 Internet Software to your current Internet access and enjoy
> >> >patented spam control and more. Get two months FREE!
> > > >
> >
>
>
Never get a busy signal because you are always connected with high-speed
Internet access. Click here to comparison-shop providers.
https://broadband.msn.com
Message 25
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| Subject: | Fuel Pump and Lights - Inifinity Aerospace grip |
--> RV-List message posted by: dag adamson <dag_adamson@yahoo.com>
All-
I am thinking of taking advantage of all those
switches in the Infinity Aerospace grip.
Has anyone run a high pressure fuel pump and the
lights through the grip?
The wires look like 20/22 gauge wire - did you put a
relay in between the switch and the rest of the
circuit (fuse/circuit breaker etc.)?
Thanks
Dag
=====
*****************
Dag Adamson
617 513 1182
Cambridge, MA
Grand Junction, CO
*****************
__________________________________
Message 26
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<"'rv8-list@matronics.com'"@barracuda.matronics.com>
| Subject: | Re: Info on the talked about "LED" lighting |
--> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
http://www.creativair.com
-Bill
----- Original Message -----
From: "Will & Lynda Allen" <linenwool@comcast.net>
<"'rv8-list@matronics.com'"@barracuda.matronics.com>
Subject: RV-List: Info on the talked about "LED" lighting
--> RV-List message posted by: "Will & Lynda Allen" <linenwool@comcast.net>
Can someone send me a link to more info on the LED lighting that's being
talked about? I want to find out if this is a more efficient (weight and
number of holes to cut in my wing) and less expensive way to combine
landing, nav, and strobe lights for IFR than the route I was going to take.
Thanks,
-Will Allen
RV8 Wings
North Bend, WA
Message 27
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|
| Subject: | [ Doug Weiler ] : 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: Doug Weiler <dougweil@pressenter.com>
Subject: RV-4 Canopy Support & Hold-Open Bracket
http://www.matronics.com/photoshare/dougweil@pressenter.com.11.02.2003/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 28
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|
| Subject: | Re: Cracked FAB mounting plate |
--> RV-List message posted by: "Chris Good" <chrisjgood@lycos.com>
Alex,
Mine also cracked at 230 hrs. I made a new plate from .062 aluminimum & added
a steel brace dropping down from one of the front crank case bolts to the front
bolt attaching the air box to the plate. This stiffens it up dramatically,
avoiding motion transmitted fom the flexible air intake coupling. I'm sorry I
can't remember which lister suggested this method, but it was not my idea. 400
hrs later & it's still looking good.
Regards,
Chris Good, http://rv.supermatrix.com
West Bend, WI
RV-6A, flying 630 hrs.
--
--------- Original Message ---------
DATE: Sat, 1 Nov 2003 22:56:22
From: "Alex Peterson" <alexpeterson@usjet.net>
>--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
>
>During an oil change today, I noticed a bit more compliance when I moved
>the forward end of the FAB up and down. Upon further inspection, I
>found that the elliptical plate which mounts to the carb (or in my case,
>the fuel servo) had cracked. The aft two mounting bolts were
>effectively not doing anything anymore, since the cracks isolated that
>area from the remainder.
>
>I actually had an extra one of these plates, as one came with the FAB
>kit from Van's, while another one came with the Airflow Performance
>system. Of course, I carved the extra one up for some other purpose
>long ago. Probably made a bracket for something or another from it.
>
>One lesson here is that it pays to inspect things under the cowl at
>every oil change.
>
>Alex Peterson
>Maple Grove, MN
>RV6-A N66AP 397 hours
>www.usfamily.net/web/alexpeterson
FREE ADHD DVD or CD-Rom (your choice) - click here!
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This offer applies to U.S. Residents Only
Message 29
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| Subject: | Cracked FAB mounting plate |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
> Alex,
>
> Mine also cracked at 230 hrs. I made a new plate from .062
> aluminimum & added a steel brace dropping down from one of
> the front crank case bolts to the front bolt attaching the
> air box to the plate. This stiffens it up dramatically,
> avoiding motion transmitted fom the flexible air intake
> coupling. I'm sorry I can't remember which lister suggested
> this method, but it was not my idea. 400 hrs later & it's
> still looking good.
>
> Regards,
>
> Chris Good, http://rv.supermatrix.com
> West Bend, WI
> RV-6A, flying 630 hrs.
Chris, thanks for the idea. One always needs to worry when something is
stiffened up - I guess in this case the rubber sheet interface between
the FAB and the cowl should take the motion. I did find that the
Airflow Performance mounting ring had a very sharp edge, which would
have greatly decreased the time for fatigue cracks to show up. It now
has a nice fillet at the edge of interest.
Alex Peterson
Maple Grove, MN
RV6-A N66AP 397 hours
www.usfamily.net/web/alexpeterson
Message 30
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| Subject: | Re: Fuel Pump and Lights - Inifinity Aerospace grip |
--> RV-List message posted by: rmickey@ix.netcom.com
Yes, you need to use relays. I run my flaps through the grip.
My Infinity grip set up...
PTT---Trigger
Alieron/elevator trim hat
Flaps down and up with limit switch for automatic shut off
Comm1 flip/flp and playback for my SL15
TruTrack Control Wheel Autopilot Switch
Previous/next screens on my GRT engine monitor
Ross Mickey
RV6A N9PT
Inspection on Thursday
-----Original Message-----
From: dag adamson <dag_adamson@yahoo.com>
Subject: RV-List: Fuel Pump and Lights - Inifinity Aerospace grip
--> RV-List message posted by: dag adamson <dag_adamson@yahoo.com>
All-
I am thinking of taking advantage of all those
switches in the Infinity Aerospace grip.
Has anyone run a high pressure fuel pump and the
lights through the grip?
The wires look like 20/22 gauge wire - did you put a
relay in between the switch and the rest of the
circuit (fuse/circuit breaker etc.)?
Dag
Message 31
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| Subject: | Re: First Flight |
--> RV-List message posted by: "Ed Perry" <eperry@san.rr.com>
I have the EIS 4000 in my-8 and it is wired to come on with the master
switch as recommended. My display only dims when I crank it and the OAT is
around 60 degrees or less. Once the unit warms up, like when I stop for gas
and then re-start there is no drop off in the display. Even when it is cold
outside the display goes to normal without resetting within 2 seconds at
the most. It is certainly not a problem....
Ed Perry
RV-8 85 hours
----- Original Message -----
From: "Larry Bowen" <Larry@bowenaero.com>
Subject: RE: RV-List: First Flight
> --> RV-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
>
> I've been told the Grand Rapids EIS can and should be on during start.
> I haven't heard of under voltage being a problem for it. Can anyone
> using it verify?
>
> -
> Larry Bowen, RV-8 cowl....blah
> Larry@BowenAero.com
> http://BowenAero.com
>
>
> > -----Original Message-----
> > From: I-K Technologies (Ralph Krongold) [mailto:2pilots@comcast.net]
> > Sent: Sunday, November 02, 2003 10:43 AM
> > To: rv-list@matronics.com
> > Subject: RV-List: First Flight
> >
> >
> > --> RV-List message posted by: "I-K Technologies (Ralph Krongold)"
> > --> <2pilots@comcast.net>
> >
> > Randy Lervold wrote:
> >
> > > Guys, isn't an UNDER volt situation more of a problem for an engine
> > monitor?
> > > Every single time you start the engine you will drop down
> > to at least
> > > 9.7 volts while at the same time wanting your engine
> > monitor on so as
> > > to check on oil pressure, system voltage, etc. Many (most?) such
> > > all-in-one instruments won't tolerate the low voltage
> > rendering them
> > > useless during
> > the
> > > startup phase. Not good IMHO. Perhaps Ralph and other manufacturers
> > > could respond to this.
> >
> > You are absolutely right, Randy. Whereas over-voltage is a
> > condition to be protected against in terms of damaging
> > instruments, under-voltage is a condition to be guarded
> > against in order to prevent a brown-out, reset or even a
> > hang-up of the internal microprocessor(s) in today's engine
> > monitors and other micro-based units.
> >
> > Our initial testing years ago had been performed on a
> > hand-cranked Vari-EZ, which had all instruments turned off
> > until the pilot got the engine running -- at which point he
> > immediately powered up his instruments and checked oil
> > pressure, etc. It was actually our experience with the Van's
> > RV-9 factory demonstrator a couple of years ago when the
> > issue of power-up starting of the engine monitor came up.
> > When Van's mechanics and pilots brought to our attention that
> > problems arose when starting the engine with the IK2000
> > monitor on, and a manual recycling of the instrument power
> > was occasionally required to get good engine info, I checked
> > with users of other engine monitors.
> >
> > Just as Terry indicated, a number of other manufacturers
> > indicated that either a secondary battery was required during
> > engine start, or -- better yet -- they said to leave the
> > instrument off until engine start. Thought we were off the
> > hook! However, the gurus at Van's didn't accept that. Hence,
> > we have since made hardware and software changes to prevent
> > any kind of hang-up, reset or other anomalies to mitigate the
> > effects of under-voltage. The Van's demo model and our other
> > units have been since corrected with just a software update,
> > and all new models have both software and hardware
> > protection against under-voltage problems.
> >
> > Our thanks to the folks at Van's for bringing this to our
> > attention a couple of years ago and for not accepting a
> > second battery or power-turn-on after engine start, and to
> > Tom Emery and his Chino-based RV-6A as a test vehicle to
> > solve this nasty problem ... and thanks to Randy for bringing it up.
> >
> > Ralph Krongold
> > I-K Technologies
> > www.i-ktechnologies.com
>
>
Message 32
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| Subject: | Re: Email list vs Web forum |
--> RV-List message posted by: "Jake Wegman" <jake@happyhangar.com>
Good afternoon everyone,
Kevin, as always you provide very concise and valid input. Thank you!
A point that comes to mind with the active e-mail list participation is
that there are many topics that wander off track and provide little value
to the original issue.
I understand that topic wandering can occur regardless of the format,
however I am convinced that web based forums are better situated to
maintain the original topic integrity.
There are web based forums that just wouldn't scale as an e-mail list due
to the diversity of the common theme (many have started this way). I see
the rv-forums as something that could grow beyond what the e-mail lists
offer bringing better communal value in the coming years.
To help with the convienance issue, I'm certain that you are aware of some
features in use by certain web based forums that aid in the notification
of the participants regarding forum activity.
One such feature is "topic notification" via e-mail. When you are
participating in a topic (thread) and new responses are posted, you are
informed of that via e-mail (which provides a link to the relevant topic).
There are also methods of subscribing to a category of topics such as the
"Engine/Accessory" category, if new messages are posted you can be
notified via e-mail just like the thread notification.
Another use of web base forums (that I've seen used with success) are
Manufacturer Direct forums where the manufacturer is given the ability to
moderate their section of the forum. Getting info from the "horses mouth"
is something that I miss in the RV-list. Perhaps if they see that they
can participate in a safe, cordial manner, they may take to it as an
effective method to promotion and support thier product. Can you imagine
a Manufacturer Direct category with forums for Vans Aircraft, Lycoming,
Hartzell, Dynon and others where the focus is on their product with direct
responses by them?
For some, the rv-list is a social venue. If a venue is provided via way
of a "General topic" forum, it wouldn't interfere with the "meat" of the
other technical categories. Many have found this worth the simple
convenience lost from the e-mails in your inbox...
And by goodness, no more erroneous virus scares!
regards,
Jake
rv-8 emp
>>All good points, but I think there is one very big plus to an e-mail
based list that we shouldn't discount - once you sign up it those
messages come every day, and you tend to at least glance at the
>>subject lines before deleting them. If something looks interesting
you'll read it, and if you feel qualified to answer a question or make a
comment you'll do it.
>>
>>Case in point - I subscribe to a number of web based forums on other
subjects. I may go several months between visits to some of them, as
RV-List messages are staring me in the face everyday, so I am drawn in
to responding to a few subjects that I feel qualified to comment on. I
bet if we had a web based forum instead of an e-mail list we would have
fewer responses to any given question.
>>
>>I do like web based forums when I am looking for information from old
postings. But if I need a question answered right now, I'll take an
e-mail list any day as a lot more people will probably be aware of my
question in the next hour or two.
>>
>>Just my opinion, FWIW.
>>--
>>Kevin Horton RV-8 (finishing kit)
>>Ottawa, Canada
>>http://go.phpwebhosting.com/~khorton/rv8/
Message 33
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| Subject: | Re: Email list vs Web forum |
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
On Sun, 2 Nov 2003, Jake Wegman wrote:
--snip--
> Another use of web base forums (that I've seen used with success) are
> Manufacturer Direct forums where the manufacturer is given the ability to
> moderate their section of the forum. Getting info from the "horses mouth"
> is something that I miss in the RV-list. Perhaps if they see that they
> can participate in a safe, cordial manner, they may take to it as an
> effective method to promotion and support thier product. Can you imagine
> a Manufacturer Direct category with forums for Vans Aircraft, Lycoming,
> Hartzell, Dynon and others where the focus is on their product with direct
> responses by them?
Jake:
I think that's a good idea, but its success depends on the willingness of the
manufacturer to participate more than the type of forum used. In practice,
if the manufacter is (or has a person on staff who is) a webophile they'll
participate, otherwise probably not. For several years I've been discussing
the idea of a forum with bona fide "expert" advice on building issues, with
some of the experts who might participate. The bottom line is that, in
general, the experts are too busy developing and maintaining their expertise to
participate in such an exercise, unless they happen to be a webophile, which
most aren't.
Tedd McHenry
VAF Western Canada Wing
Message 34
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| Subject: | Fuel Pump and Lights - Inifinity Aerospace grip |
--> RV-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
My low pressure FP is switched the Infinity Grip without a relay. It's
tested fine, but the pump hasn't been run for any length of time -- not
ready to crank the engine yet. The switch is rated to 8 amps. I don't
recall what my fuel pump draws, it's fused for 5 amps. Not sure what
the specs on your fuel pump are...
-
Larry Bowen, RV-8 in progress...
Larry@BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: dag adamson [mailto:dag_adamson@yahoo.com]
> Sent: Sunday, November 02, 2003 2:22 PM
> To: rv-list@matronics.com
> Subject: RV-List: Fuel Pump and Lights - Inifinity Aerospace grip
>
>
> --> RV-List message posted by: dag adamson <dag_adamson@yahoo.com>
>
> All-
>
> I am thinking of taking advantage of all those
> switches in the Infinity Aerospace grip.
>
> Has anyone run a high pressure fuel pump and the
> lights through the grip?
>
> The wires look like 20/22 gauge wire - did you put a
> relay in between the switch and the rest of the
> circuit (fuse/circuit breaker etc.)?
>
> Thanks
> Dag
>
> =====
> *****************
> Dag Adamson
> 617 513 1182
> Cambridge, MA
> Grand Junction, CO
> *****************
Message 35
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--> RV-List message posted by: "Ed Bundy" <ebundy@velocitus.net>
1/2 turn is lot. Try using 1/8 to get into the ballpark, then use less than
that to fine tune. The actual RPM drop you want depends on your field
elevation. If you're at or near sea level, you don't need more than 25. I
operate from an area around 2400 agl, and I find that a 30rpm drop works
great. Even when I go to sea level I still get around 20.
If you live in Denver you may want more of a drop so you aren't too lean at
low elevations. It won't hurt anything, but it may sputter a little from
being to lean. As far as idle mixture goes, it's better to be too lean than
too rich. Those plugs foul real easily. In addition to a leanish idle
mixture I always lean aggressively on the ground.
Ed Bundy
RV6A 600+ hours
>I'm still having a problem setting the idle mixture. No matter
>how much we try we can't seem to get the 50 or so RPM increase
>when we go to idle cutoff. We can't even get an increase at all.
>
>Starting form 1 1/2 turns out, we have been using 1/2 turns out to
>increase idle rich. Can it be that there is a very narrow range
>on the setting and we need to use 1/4 turns, 1/8 turns or less,
>instead of 1/2 turns?
---
Message 36
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--> RV-List message posted by: Jim Bean <jim-bean@att.net>
Excellent description by John Brick. I would add that Alodine is
electrically conductive while Anodize is an electrical insulator.
Jim Bean
RV-8
Message 37
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| Subject: | Info on the talked about "LED" lighting |
--> RV-List message posted by: "Will & Lynda Allen" <linenwool@comcast.net>
Thanks Bill for the reply,
A few questions that I couldn't find on your website:
Does the green and red side come with the landing light so that one could be
used as a taxi light?
How would weight compare to a traditional light system?
Any idea on what the strobe system you're working on will cost?
And are you going to do a tail light to complete the system?
Thanks,
-Will
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bill VonDane
"'rv8-list@matronics.com'"@barracuda.matronics.com
Subject: Re: RV-List: Info on the talked about "LED" lighting
--> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
http://www.creativair.com
-Bill
----- Original Message -----
From: "Will & Lynda Allen" <linenwool@comcast.net>
<"'rv8-list@matronics.com'"@barracuda.matronics.com>
Subject: RV-List: Info on the talked about "LED" lighting
--> RV-List message posted by: "Will & Lynda Allen" <linenwool@comcast.net>
Can someone send me a link to more info on the LED lighting that's being
talked about? I want to find out if this is a more efficient (weight and
number of holes to cut in my wing) and less expensive way to combine
landing, nav, and strobe lights for IFR than the route I was going to take.
Thanks,
-Will Allen
RV8 Wings
North Bend, WA
Message 38
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| Subject: | Re: Info on the talked about "LED" lighting |
--> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
Hey Will...
Yes, You can get the LED position lights with landing lights that can be
aimed for landing or taxi, and soon I'll have 24 watt HID landing lights
that will integrate with the LED position lights if you like. These HID
lamps would be brighter than 100 watt halogen lamps and draw less amps.
However, you cannot use any Wig-Wag flasher units with HID lamps...
The LED lights are MUCH light than tradition lights. I have them both, so
as I will weigh them as soon as I go out to the hangar again. I have the
prototype stobe power supply in my airplane, and it weights 7 oz less than
the Whelen HDCAF power supply.
Right now I am including the Whelen A500 Tail Position/Strobe Light as part
of my strobe kit...
My guess is that my complete light system; LED nav lights, strobes w/single
power supply, and landing lights w/or w/o wig-wag flasher, will be
signifigantly less exspensive than any existing system, unless you go with
the HID lamps, which are not cheap...
I should have final pricing in the next few weeks...
Hope this helps!
-Bill VonDane
www.creativair.com
www.epanelbuilder.com
www.vondane.com
----- Original Message -----
From: "Will & Lynda Allen" <linenwool@comcast.net>
Subject: RE: RV-List: Info on the talked about "LED" lighting
--> RV-List message posted by: "Will & Lynda Allen" <linenwool@comcast.net>
Thanks Bill for the reply,
A few questions that I couldn't find on your website:
Does the green and red side come with the landing light so that one could be
used as a taxi light?
How would weight compare to a traditional light system?
Any idea on what the strobe system you're working on will cost?
And are you going to do a tail light to complete the system?
Thanks,
-Will
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bill VonDane
"'rv8-list@matronics.com'"@barracuda.matronics.com
Subject: Re: RV-List: Info on the talked about "LED" lighting
--> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
http://www.creativair.com
-Bill
----- Original Message -----
From: "Will & Lynda Allen" <linenwool@comcast.net>
<"'rv8-list@matronics.com'"@barracuda.matronics.com>
Subject: RV-List: Info on the talked about "LED" lighting
--> RV-List message posted by: "Will & Lynda Allen" <linenwool@comcast.net>
Can someone send me a link to more info on the LED lighting that's being
talked about? I want to find out if this is a more efficient (weight and
number of holes to cut in my wing) and less expensive way to combine
landing, nav, and strobe lights for IFR than the route I was going to take.
Thanks,
-Will Allen
RV8 Wings
North Bend, WA
Message 39
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--> RV-List message posted by: eregensburg <eregensburg@triad.rr.com>
It's with a great deal of regret I have to announce I am putting my RV6A up
for sale. Personal reasons are to blame (saving a marriage etc) N925RV was
built by Fred Stucklen (I am the 2nd owner) and first flew in 1993. She is
very well equiped - full IFR certified with Garmin 300XL GPS, Dual VORS,
ADF, Auto pilot, electric trim and electric flaps and more. She is in the
shop undergoing her annual right now. I just returned from flying her to &
from the AOPA Expo in Philly. She flies like a dream and I hate to sell her.
Going price $75K . For more info contact me directly at
eregensburg@triad.rr.com
336-275-3009
Ed Regensburg
Message 40
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| Subject: | Info on the talked about "LED" lighting |
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Do you have the lights in 28v?
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bill VonDane
Subject: Re: RV-List: Info on the talked about "LED" lighting
--> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
Hey Will...
Yes, You can get the LED position lights with landing lights that can be
aimed for landing or taxi, and soon I'll have 24 watt HID landing lights
that will integrate with the LED position lights if you like. These HID
lamps would be brighter than 100 watt halogen lamps and draw less amps.
However, you cannot use any Wig-Wag flasher units with HID lamps...
Message 41
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--> RV-List message posted by: eregensburg <eregensburg@triad.rr.com>
More details on my RV6A for sale
It's with a great deal of regret I have to announce I am putting my RV6A
up for sale. Personal reasons are to blame (saving a marriage etc) N925RV
was built by Fred Stucklen and first flew in 1993. She is very well equiped
-full IFR certified with Garmin 300XL GPS, Dual VORS, ADF, Auto pilot,
electric trim and electric flaps and more. She is in the shop undergoing
her annual right now. I just returned from flying her to & from the AOPA
Expo in Philly. She flies like a dream and I hate to sell her. Going price
$75K.
For more info contact me directly at eregensburg@triad.rr.com
336-275-3009
RV-6A 1993 Full IFR
2020 TTAE, O-320-D1A, 849 STOH, Sensenich Metal Prop, KX-125, KY-97A, AT150
Xpdr,GX55 GPS, KR86 ADF, NAV 122A, KA134 Audio Panel, Shadin ?Mini-Flow?
with GPS interface, Century I AP, SP400 intercomm with stereo interface,
Electronics International RPM(R-1), Ultimate Scanner (US-8A), Oil Press/temp
(Opt-1), Volt/Amps (VA-1A-50), Electric trim/flaps, Impulse Mag/Electronic
Ignitions, 60 Amp Alternator, Alternate vacuum system,
Dual Brakes, Phlogiston Spar.
Message 42
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| Subject: | Re: Idle Mixture |
--> RV-List message posted by: "Randy Lervold" <randy@rv-8.com>
> I'm still having a problem setting the idle mixture. No matter how much
we try we can't seem to get the 50 or so RPM increase when we go to idle
cutoff. We can't even get an increase at all.
>
> Starting form 1 1/2 turns out, we have been using 1/2 turns out to
increase idle rich. Can it be that there is a very narrow range on the
setting and we need to use 1/4 turns, 1/8 turns or less, instead of 1/2
turns?
>
> Any ideas or suggestions would be greatly appreciated.
>
> Steve Glasgow
Steve,
I just reset mine after re-installing the carb. 3.5 turns is the magic
number for my plane, runs great.
Randy Lervold
RV-8, 360 hrs
www.rv-8.com
EAA Technical Counselor
Message 43
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| Subject: | Re: Selling my RV6A |
--> RV-List message posted by: "Robert Sather" <sather@charter.net>
Save the plane, the other has been tried and didn't work. Plane is less
problems.
DO NOT ARCHIVE
----- Original Message -----
From: "eregensburg" <eregensburg@triad.rr.com>
Subject: RV-List: Selling my RV6A
> --> RV-List message posted by: eregensburg <eregensburg@triad.rr.com>
>
> It's with a great deal of regret I have to announce I am putting my RV6A
up
> for sale. Personal reasons are to blame (saving a marriage etc) N925RV was
> built by Fred Stucklen (I am the 2nd owner) and first flew in 1993. She is
> very well equiped - full IFR certified with Garmin 300XL GPS, Dual VORS,
> ADF, Auto pilot, electric trim and electric flaps and more. She is in the
> shop undergoing her annual right now. I just returned from flying her to &
> from the AOPA Expo in Philly. She flies like a dream and I hate to sell
her.
> Going price $75K . For more info contact me directly at
> eregensburg@triad.rr.com
> 336-275-3009
> Ed Regensburg
>
>
Message 44
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| Subject: | RV9-A Q.B. Kit for Sale |
--> RV-List message posted by: "Dave & Jill" <whiskeybird@charter.net>
Winter Project. My complete RV-9A Quick Build Kit is for sale. Complete empennage,
wings, fuselage and finish kits are included. The kit has the slider canopy,
electric trim, landing lights and many other factory options. The owner
construction has barely started on the horizontal stabilizer. Price to be my
actual invoiced cost from Vans, less $1,000. Don't spend months on a waiting
list like I did. This kit is in Western Washington uncratred but available for
imediate delivery. Buyer must arrange transport. Terms available, but no delivery
until full payment is received. Please respond off list to whiskeybird@charter.net.
Serious inquiries only, please.
Dave Gilstrap
Message 45
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--> RV-List message posted by: "Jerry Calvert" <rv6@cox.net>
I have a 0-320 E2D with a mechanical fuel pump. I am in the process of connecting
the fuel lines to the fuel pump and am not sure which side of the pump is
the inlet.
From the cockpit looking forward, I believe the inlet is on the right side of the
pump.
Is this correct?
Thanks,
Jerry Calvert
Edmond Ok -6
N296JC res
Message 46
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| Subject: | Re: Fuel Pump inlet |
--> RV-List message posted by: "Kyle Boatright" <kyle.boatright@adelphia.net>
The inlet on the fuel pump for my 0-320 is on the right side if you're
facing forward, as you state.
KB
----- Original Message -----
From: "Jerry Calvert" <rv6@cox.net>
Subject: RV-List: Fuel Pump inlet
> --> RV-List message posted by: "Jerry Calvert" <rv6@cox.net>
>
> I have a 0-320 E2D with a mechanical fuel pump. I am in the process of
connecting the fuel lines to the fuel pump and am not sure which side of the
pump is the inlet.
>
> From the cockpit looking forward, I believe the inlet is on the right side
of the pump.
>
> Is this correct?
>
> Thanks,
> Jerry Calvert
> Edmond Ok -6
> N296JC res
>
>
Message 47
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| Subject: | SoCAL RendezVous Warm-Up! |
--> RV-List message posted by: WMPALM@aol.com
RV Enthusiasts,
Our Nov. 1 "RendezVous Warm-Up" turned out to be a Great Success! Once more,
Mother Nature completely fooled the National Weather Service and delivered a
beautiful, mostly sunny, day. Much to our delight, the forecasted light rain
came early the night before and dampened the various fires near Los Angeles.
We woke up to mostly blue skies, some puffy cumulus clouds, light winds, and
super clear visibility!
Seven superb RVs (2 RV-6s, 2 RV-6As, 1 RV-7, 1 RV-8, and 1 RV-8A) attended
from as far north as Rosamond (Paul and Victoria Rosales) and as far south as
Corona (Chuck Miller). Despite the remaining fires, the nearby TFR, and some
weather south toward San Diego, it was nice day with good VFR access to Cable
Airport. Paul Rosales reported that the line of clouds over the mountains north
of Los Angeles proved to have many gaps. Paul and Victoria had no problem
getting through. At total of approximately 50 people attended our Warm-Up.
Of course, we were disappointed that the RendezVous delay to next Saturday,
Nov. 8, limited our Warm-Up attendance yesterday, but those who came enjoyed a
great time. If our Warm-Up is any indication, next Saturday's SoCAL RV
RendezVous promises to be OUTSTANDING!!! As of now, the long-range forecast for
next Saturday is a 40% chance of showers. This is good news! If yesterday is
any indication, the Upland weather will actually be mostly sunny with some puffy
cumulus clouds and super visibility with light winds! Stay Tuned!
Some photos of our RendezVous Warm-Up are loaded in our group's photo album
at http://photos.groups.yahoo.com/group/SoCAL-RVlist/lst. Check out photos 25
to 31. Note that photos 29 to 31 were taken as Gary Sobek, Gary Hart, and
Paul Rosales treated us to some beautiful formation flying! Ultimately, the best
parts of the "Warm-Up" were the terrific "RVers" attending. Flyers,
builders, friends, and family all had a great time! We're all looking forward
to the
"Big" SoCAL RV RendezVous next Saturday, Nov. 8!
Best Regards,
Bill Palmer
RendezVous Marketing and Communications Officer
RV-8A QB In-Progress
Message 48
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--> RV-List message posted by: Gil Alexander <gilalex@earthlink.net>
Ed,
This link from a Grumman mechanic describes a procedure for
setting idle that will work at different altitudes. It was originally
written for a O-360, but I imagine it would be identical for an O-320....
http://www.aucountry.com/TeamGrumman/Technical/Engine_Idle.html
gil in Tucson ... DA of 4770 to-day (75F)
At 05:22 PM 11/2/2003 -0700, you wrote:
>--> RV-List message posted by: "Ed Bundy" <ebundy@velocitus.net>
>
>1/2 turn is lot. Try using 1/8 to get into the ballpark, then use less than
>that to fine tune. The actual RPM drop you want depends on your field
>elevation. If you're at or near sea level, you don't need more than 25. I
>operate from an area around 2400 agl, and I find that a 30rpm drop works
>great. Even when I go to sea level I still get around 20.
>
>If you live in Denver you may want more of a drop so you aren't too lean at
>low elevations. It won't hurt anything, but it may sputter a little from
>being to lean. As far as idle mixture goes, it's better to be too lean than
>too rich. Those plugs foul real easily. In addition to a leanish idle
>mixture I always lean aggressively on the ground.
>
>Ed Bundy
>RV6A 600+ hours
>
>
> >I'm still having a problem setting the idle mixture. No matter
> >how much we try we can't seem to get the 50 or so RPM increase
> >when we go to idle cutoff. We can't even get an increase at all.
> >
> >Starting form 1 1/2 turns out, we have been using 1/2 turns out to
> >increase idle rich. Can it be that there is a very narrow range
> >on the setting and we need to use 1/4 turns, 1/8 turns or less,
> >instead of 1/2 turns?
RV-6A, #20701 .. fitting out firewall...
77 Tiger N28478 at 57AZ
Message 49
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| Subject: | canopy screws--torque and locktite |
--> RV-List message posted by: "Dave Ford" <dford@michweb.net>
Thanks to those who answered my previous canopy question one more thing though----I'm
unsure about 1) the torque on the screws attaching the plexiglass to the
rollbar causing undue stress against the plexiglass and also 2)about using
threadlock so the screws don't back out. I've heard stories of crazing of plex
with some locking agent but a vendor at Oshkosh handed me a sample (which I
misplaced) of a threadlocking agent "guaranteed" not to craze plexiglass. Anyone
know of a good thread lock that won't harm the plex?
Dave Ford
RV6 finishing
Message 50
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| Subject: | Re: canopy screws--torque and locktite |
--> RV-List message posted by: Gil Alexander <gilalex@earthlink.net>
Dave,
A little touch of clear RTV on the threads should do the trick and
be Plexiglas safe...
gil in Tucson
At 12:33 AM 11/3/2003 -0500, you wrote:
>--> RV-List message posted by: "Dave Ford" <dford@michweb.net>
>
>Thanks to those who answered my previous canopy question one more thing
>though----I'm unsure about 1) the torque on the screws attaching the
>plexiglass to the rollbar causing undue stress against the plexiglass and
>also 2)about using threadlock so the screws don't back out. I've heard
>stories of crazing of plex with some locking agent but a vendor at Oshkosh
>handed me a sample (which I misplaced) of a threadlocking agent
>"guaranteed" not to craze plexiglass. Anyone know of a good thread lock
>that won't harm the plex?
>
>Dave Ford
>RV6 finishing
>
>
RV-6A, #20701 .. fitting out firewall...
77 Tiger N28478 at 57AZ
Message 51
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| Subject: | Re: canopy screws--torque and locktite |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
The one I'm going to use (wish I could report back on years of good service,
but I'm not there yet...) is Vibra-Tite from ND Industries. It's a brush-on
nylock material...just brush it onto your canopy screws, let it dry, and
you've got a homemade nylock patch on your screws. It's not reactive with
acrylic (it's acrylic itself, I believe), and since the drying process
happens nowhere near the acrylic it's not even a risk. Well, at least
that's my understanding of this gunk.
http://www.ndindustries.com/Indexed/pr/vibra_aircraft.asp
I got it from McMaster Carr...go to http://www.mcmaster.com and search for
"vibra-tite" and when the catalog page comes up, it's toward the bottom.
Very expensive at $14.68 for a 1oz bottle, but hey, the canopy's more
expensive! 8-)
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Dave Ford" <dford@michweb.net>
Subject: RV-List: canopy screws--torque and locktite
> --> RV-List message posted by: "Dave Ford" <dford@michweb.net>
>
> Thanks to those who answered my previous canopy question one more thing
though----I'm unsure about 1) the torque on the screws attaching the
plexiglass to the rollbar causing undue stress against the plexiglass and
also 2)about using threadlock so the screws don't back out. I've heard
stories of crazing of plex with some locking agent but a vendor at Oshkosh
handed me a sample (which I misplaced) of a threadlocking agent "guaranteed"
not to craze plexiglass. Anyone know of a good thread lock that won't harm
the plex?
>
> Dave Ford
> RV6 finishing
>
>
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