Today's Message Index:
----------------------
1. 04:50 AM - OIL FILTER ADAPTER? (Larry Bowen)
2. 04:51 AM - Mag gear (Larry Bowen)
3. 05:51 AM - Re: PC680 Charger..? (Lenleg@aol.com)
4. 05:59 AM - Re: Odyssey Battery (Turbo Tom)
5. 06:55 AM - Re: OIL FILTER ADAPTER? (Sam Buchanan)
6. 06:59 AM - Re: OIL FILTER ADAPTER? (Don Eaves)
7. 06:59 AM - Re: This is a real story and has been verified with the author and pe ople in the terminal at the time. (lm4@juno.com)
8. 07:00 AM - Re: OIL FILTER ADAPTER? (Lwfeatherston@aol.com)
9. 07:05 AM - Re: Flap rod length (LarryRobertHelming)
10. 07:15 AM - Prop Gov Line (Edward_W. O_Connor)
11. 07:25 AM - Re: Mag gear (Ed Perry)
12. 07:32 AM - Re: Flap rod length (DWENSING@aol.com)
13. 07:32 AM - Flap rod length (Ken Brooks)
14. 07:43 AM - Re: OT-Building a RV is going to pay off (NIGERIAN) Republicans (C. Rabaut)
15. 07:51 AM - Re: Prop Gov Line (Gil Alexander)
16. 07:54 AM - Flying Question, need advise (MSices)
17. 07:58 AM - Re: hartwell latch (Rick Galati)
18. 08:55 AM - Re: Flying Question, need advise (C. Rabaut)
19. 09:09 AM - Re: Flying Question, need advise (Brian Denk)
20. 09:37 AM - Re: Flying Question, need advise (Keith Vasey)
21. 10:06 AM - Re: Flying Question, need advise (linn walters)
22. 11:09 AM - Re: Flying Question, need advise (Randy Lervold)
23. 11:49 AM - Re: Flying Question, need advise (Patty Gillies)
24. 11:53 AM - Re: Flying Question, need advise (Wayne R. Couture)
25. 11:57 AM - fuselage longeron & skin overhang at aft bulkhead (Chris & Kellie Hand)
26. 12:11 PM - Re: Flying Question, need advise (Kevin Horton)
27. 12:31 PM - Re: Flying Question, need advise (long winded as usual) (Doug Rozendaal)
28. 12:38 PM - Transceiver Tray (John)
29. 12:51 PM - Re: Flying Question, need advise (rob ray)
30. 01:00 PM - Re: Flying Question, need advise (Sam Buchanan)
31. 01:04 PM - Veteran's Day - NON RV - Delete Now (Tom Gummo)
32. 01:37 PM - Re: Veteran's Day - NON RV - Delete Now (rob ray)
33. 01:37 PM - Re: Flying Question, need advise-fast taxi (Boyd Braem)
34. 02:01 PM - Re: fuselage longeron & skin overhang at aft bulkhead (Jeff Point)
35. 02:10 PM - GPSMAP196 Price (Dennis Persyk)
36. 02:13 PM - Re: Rocket-List: Veteran's Day - NON RV - Delete Now (Scot Stambaugh)
37. 02:24 PM - Re: GPSMAP196 Price (Art Glaser)
38. 02:32 PM - Re: Flying Question, need advise (Scott Brumbelow)
39. 02:40 PM - Re: GPSMAP196 Price (Don Mack)
40. 02:41 PM - Re: GPSMAP196 Price (Jamie Painter)
41. 02:52 PM - Re: GPSMAP196 Price (David Burton)
42. 03:14 PM - Re: Flying Question, need advise-fast taxi (Doug Rozendaal)
43. 03:16 PM - Re: fuselage longeron & skin overhang at aft bulkhead (Phil Sisson, Litchfield Aerobatic Club)
44. 03:18 PM - Re: Flying Question, need advise (N13eer@aol.com)
45. 04:21 PM - Re: Flying Question, need advise (Nels Hanson)
46. 04:55 PM - Re: Flying Question, need advise (rob ray)
47. 05:16 PM - Re: Veteran's Day - NON RV - Delete Now (Pete Waters)
48. 05:33 PM - Re: Flying Question, need advise (RV_8 Pilot)
49. 06:10 PM - Re: Flying Question, need advise (Pete Waters)
50. 06:16 PM - Re: Trio Avionics EZ Pilot Autopilot report(long) (Terry Watson)
51. 06:19 PM - Re: GPSMAP196 Price (Pete Waters)
52. 06:30 PM - Re: GPSMAP196 Price (lucky macy)
53. 06:43 PM - ailerons (Wheeler North)
54. 06:56 PM - GPS-less flight with the Trio Avionics EZ Pilot Autopilot (Sam Buchanan)
55. 06:59 PM - Re: fuselage longeron & skin overhang at aft bulkhead (Richard Dudley)
56. 07:06 PM - Big Bend-Long Story (Larry Pardue)
57. 07:06 PM - Re: GPSMAP196 Price (David Burton)
58. 07:11 PM - AHRS vs mechanical gyros (Sam Buchanan)
59. 07:32 PM - Re: Big Bend-Short Story (Boyd Braem)
60. 09:42 PM - Wanted: Terra Radios (Michael J. Robbins)
61. 10:43 PM - Re: AHRS vs mechanical gyros (Terry Watson)
62. 10:49 PM - clinched rivets? (Paul Eastham)
63. 11:05 PM - Cure for Slimybellyosis? (Fiveonepw@aol.com)
64. 11:25 PM - Re: Veteran's Day - NON RV - Delete Now (Wayne Reese)
65. 11:31 PM - Re: GPSMAP196 Price (Wayne Reese)
66. 11:45 PM - Re: Cure for Slimybellyosis? (Boyd Braem)
67. 11:49 PM - Re: Cure for Slimybellyosis? (Boyd Braem)
68. 11:50 PM - Re: fuselage longeron & skin overhang at aft bulkhead (Fiveonepw@aol.com)
Message 1
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| Subject: | OIL FILTER ADAPTER? |
--> RV-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
Which is the best oil filter adapter to get for my O-360? Niagara
(http://www.niagaraairparts.com/ scroll down) seems to have the best
deal but I don't see any reference to them in the archives. Is there
something better? I have the stock oil screen right now....
Thx,
-
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
Message 2
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--> RV-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
My O-360 came with the left mag only. I'm fitting the Rose ignition to
the right side, but I'm short the mag gear. Where is the best place to
procure a gear?
Thx,
-
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
Message 3
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| Subject: | Re: PC680 Charger..? |
--> RV-List message posted by: Lenleg@aol.com
In a message dated 11/10/2003 10:48:33 PM Eastern Standard Time,
RV6AOKC@aol.com writes:
> Anyone have a favorite charger they use for their PC-680??? Thanks...
>
> Kurt in OKC
>
I bought a trickle charger from Batteries Plus for the PC680 and keep it
plugged in whenever I park the plane. It has an indicator light and I always walk
into the hanger to a fully charged battery.
Really like it.
Len Leggette, RV-8A
Greensboro, NC N910LL
160 hrs
Message 4
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| Subject: | Re: Odyssey Battery |
--> RV-List message posted by: "Turbo Tom" <turbotom@mindspring.com>
This is the source for PC 680 batteries. E-mail to follow for the box. I
*think* this will fit on the firewall, and that's really the easiest place
for servicing it and wiring it.
Just get the regular PC680. Full metal jacket not required.
TT
----- Original Message -----
From: "Gary Zilik" <zilik@direcpc.com>
Subject: Re: RV-List: Odyssey Battery
> --> RV-List message posted by: Gary Zilik <zilik@direcpc.com>
>
> The MJ stands for Metal Jacket and this jacket is what Van's uses for
> the battery box. Get the plain old PC680 for 62.55 and you'll get the
> same battery as you would from Van
>
> Gary
>
> Chuck Weyant wrote:
>
> >--> RV-List message posted by: "Chuck Weyant" <chuck@chuckdirect.com>
> >
> >I've got the Odyssey Battery box from Van's installed on my firewall.
I've been to
https://www.batteries4everything.com/store/search.asp?categoryOdyssey%2C+Hawker%2C+Cyclon%2C+Genesis+Batteries&manufacturerODYSSEY
> >and they have three batteries for waaaaaaay less than Van's but which
one? PC680, PC680MJ, or PC680MJT? $62.55, $71.10, and $88.66 respectively.
The last one has SAE brass terminals and a metal jacket. Don't I need both
of these? Second one has metal jacket and I don't know what for terminals.
Which on should I order?
> >Chuck Weyant
> >
> >By the way, if you're going to get one of these, you had better do it
pretty quick, the man says they are going to have a sizeable price increase
in a couple of weeks.
> >
> >
> >
> >
>
>
Message 5
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| Subject: | Re: OIL FILTER ADAPTER? |
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
Larry Bowen wrote:
> --> RV-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
>
> Which is the best oil filter adapter to get for my O-360? Niagara
> (http://www.niagaraairparts.com/ scroll down) seems to have the best
> deal but I don't see any reference to them in the archives. Is there
> something better? I have the stock oil screen right now....
I have been using the Niagara adapter for over 350 hrs with no problems.
Sam Buchanan
Message 6
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| Subject: | Re: OIL FILTER ADAPTER? |
--> RV-List message posted by: "Don Eaves" <doneaves@midsouth.rr.com>
I have one and it has preformed great for 150+ hours of my current 200+
hours.
It was the best $ back then and if it still is, buy it.
Don
Don Eaves
doneaves@midsouth.rr.com
RV 6 Flying 200 + Hrs.
----- Original Message -----
From: "Larry Bowen" <Larry@bowenaero.com>
Subject: RV-List: OIL FILTER ADAPTER?
> --> RV-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
>
> Which is the best oil filter adapter to get for my O-360? Niagara
> (http://www.niagaraairparts.com/ scroll down) seems to have the best
> deal but I don't see any reference to them in the archives. Is there
> something better? I have the stock oil screen right now....
>
> Thx,
>
> -
> Larry Bowen
> Larry@BowenAero.com
> http://BowenAero.com
>
>
Message 7
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| Subject: | Re: This is a real story and has been verified with the author |
and pe ople in the terminal at the time.
--> RV-List message posted by: lm4@juno.com
Stephanie,
Please don't apologize to anyone who might be offended
by your post. They all had the chanch to vote for the other guy
and they got what they allowed in Viet Nam. Today we have an
enemy who's desires are simple. They simply want to kill us. All of us.
The soldiers of today are volunteers who want to serve us in a way
that will secure our survival and our democracy. Anyone, today, who
would have a complaint about our favorable attitude toward our
soldiers can only be insane and need a psychologist, NOT an apology.
Larry Mac Donald
Rochester N.Y.
do not archive
On Fri, 7 Nov 2003 12:02:20 -0800 "MARSHALL,STEPHANIE (HP-Corvallis,ex1)"
<stephanie.marshall@HP.COM> writes:
> --> RV-List message posted by: "MARSHALL,STEPHANIE
> (HP-Corvallis,ex1)" <stephanie.marshall@hp.com>
> If anyone was truly upset or offended please give me a call and I
> will
> apologize to them individually.
>
> Stephanie Marshall
> 541-715-3976
Message 8
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| Subject: | Re: OIL FILTER ADAPTER? |
--> RV-List message posted by: Lwfeatherston@aol.com
Just to add to this thread, has anybody had success with an AIR/OIL
SEPARATOR? And are there any side by side comparisons with different brands of
oil
coolers. I purchased a Positech cooler about 2 years ago, and when I flew this
August, my oil temps were about 225F. I chased the problem for several weeks
($650) until a hangar mate told me to call Positech as they had made some bad
coolers. Positech would never admit it, but I heard that they made a batch of
coolers with 1/8 inch tubing, instead of 1/4 inch. They certainly were
insistent that I send in the defective cooler A.S.A.P. To their credit they sent
me
a new one, and oil temp dropped 30 degrees. Anybody else with Positech
problems???? Any other cooler recommendations? Thanks, Les
Message 9
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| Subject: | Re: Flap rod length |
--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
On my RV7 it is 4 1/16".
Indiana Larry, RV7 Tip-up TMX-O-360 ACS2002 Dynon CNS430 Digitrak
On Finish Kit
----- Original Message -----
From: "Jeff Point" <jpoint@mindspring.com>
Subject: RV-List: Flap rod length
> --> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
>
> For 6 or 6As with electric flaps:
>
> Drawing 42 shows the length of the flap rod as 3 1/2 inches for the
> manual flaps. The electic flap instructions don't specify the length.
> With the torque tube being relocated, it seems that the length of the
> rods might need to change. What length have you used for these?
>
> Jeff Point
> Milwaukee WI
> RV-6 finishing
>
>
Message 10
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|
RV-8 list <rv-8list@matronics.com>
--> RV-List message posted by: "Edward_W. O_Connor" <edwardoconnor@mac.com>
Does anyone know if the SS line for the prop governor on a Lyc 0-320 is the same
as one on a 0-360? Are they the same part number etc? I may be able to get
one from a 0-320 if it fits. Thanks
Ed OConnor/RV-8 N366RV/Sandy Creek Airpark/Panama City FL
Message 11
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--> RV-List message posted by: "Ed Perry" <eperry@san.rr.com>
You might try Wentworth Aircraft. They have everything. I needed the gears
when I put my engine together too. I can't remember the specific price but I
think it was about 1/2 the Lycoming suggested price. They advertise in
Trade a Plane but I think the Phone # is 1800 wentworth.
Good Luck these are hard to find,
Ed Perry
----- Original Message -----
From: "Larry Bowen" <Larry@bowenaero.com>
Subject: RV-List: Mag gear
> --> RV-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
>
> My O-360 came with the left mag only. I'm fitting the Rose ignition to
> the right side, but I'm short the mag gear. Where is the best place to
> procure a gear?
>
> Thx,
>
> -
> Larry Bowen
> Larry@BowenAero.com
> http://BowenAero.com
>
>
Message 12
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| Subject: | Re: Flap rod length |
--> RV-List message posted by: DWENSING@aol.com
In a message dated 11/10/03 6:54:12 PM Eastern Standard Time,
jpoint@mindspring.com writes:
> For 6 or 6As with electric flaps:
>
> Drawing 42 shows the length of the flap rod as 3 1/2 inches for the
> manual flaps. The electric flap instructions don't specify the length.
> With the torque tube being relocated, it seems that the length of the
> rods might need to change. What length have you used for these?
>
> Jeff Point
>
Jeff,
Recently did mine on a 6A and found that they could have easily been a half
inch longer. There are more threads showing on the rod ends than I like. Have
been thinking about making a new set at 4 inches.
Dale Ensing
Aero Plantation NC21
North Carolina
Message 13
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--> RV-List message posted by: "Ken Brooks" <kenbrooks@charter.net>
Jeff --
I measured mine (RV-8) and the left rod is 6 5/16" and the right is 6
1/2". Don't know why they're different lengths, but the tapped ends allow
the rod-end bearing to screw in and out for adjustment. Mine have been
final fitted and adjusted and subsequently removed and hung on the shop wall
still attached to the flaps. Hope this helps.
Ken Brooks
RV-8QB in progress
N1903P resvd
Message 14
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| Subject: | Re: OT-Building a RV is going to pay off (NIGERIAN) Republicans |
--> RV-List message posted by: "C. Rabaut" <crabaut@coalinga.com>
Well I just leave the Damn thing sqwakin' at 7700 and blow on through!
***{ LEGAL DISCLAIMER - cause I'm paranoid; If the FAA gets this, I'm only
joking....}***
do not archive
----- Original Message -----
From: Boyd Braem <bcbraem@comcast.net>
Subject: Re: RV-List: OT-Building a RV is going to pay off (NIGERIAN)
Republicans
> --> RV-List message posted by: Boyd Braem <bcbraem@comcast.net>
>
> That's why I never turn my transponder on.
>
> Boyd.
>
> do not archive
> On Sunday, November 9, 2003, at 05:06 PM, C. Rabaut wrote:
>
> > --> RV-List message posted by: "C. Rabaut" <crabaut@coalinga.com>
> >
> > Cool Biz Boyd !!! No, the only ones that need radios are the ones
> > that bust
> > airspace restrictions.
> >
> >
> > ----- Original Message -----
> > From: Boyd Braem <bcbraem@comcast.net>
> > To: <rv-list@matronics.com>
> > Subject: Re: RV-List: OT-Building a RV is going to pay
> > offNIGERIAN_BODY (2.7
> > points) Message body has multiple indications of Nigerian spam
> >
> >
> >> --> RV-List message posted by: Boyd Braem <bcbraem@comcast.net>
> >>
> >> Chuck--
> >>
> >> I'll take half the action--I'm going to start buying/selling those
> >> airplane things--do they all need radios?
> >>
> >> do not archive
> >> On Sunday, November 9, 2003, at 04:30 PM, C. Rabaut wrote:
> >>
> >>> --> RV-List message posted by: "C. Rabaut" <crabaut@coalinga.com>
> >>>
> >>> Bob,
> >>>
> >>> Can I have your RV-6, since with all those millions you'll
> >>> probably be
> >>> buying a Lear or something?
> >>>
> >>> Chuck
> >>>
> >>> ----- Original Message -----
> >>> From: Bob Skinner <bskinner@vcn.com>
> >>> To: <rv-list@matronics.com>
> >>> Subject: RV-List: OT-Building a RV is going to pay offNIGERIAN_BODY
> >>> (2.7
> >>> points) Message body has multiple indications of Nigerian spam
> >>>
> >>>
> >>>> --> RV-List message posted by: Bob Skinner <bskinner@vcn.com>
> >>>>
> >>>> RVers'
> >>>>
> >>>> I got an e-mail the other day that I thought you guys might get a
> >>>> kick
> >>>> out of. Mr. Michael Smith from South Africa is a RV 6A builder and
> >>>> he's
> >>>> going to make me rich, rich, rich!
> >>>>
> >>>> ***
> >>>>
> >>>> Greetings from South Africa,
> >>>>
> >>>> How are you and your family I hope that you are all okay? I want
> >>>> to
> >>>> ask
> >>>> you, If you are not capable to quietly look for a reliable and
> >>>> honest
> >>>> person who will be capable and fit to provide either an existing
> >>>> bank
> >>>> account or to set up a new Bank a/c immediately to receive this
> >>>> money,
> >>> even
> >>>> an empty a/c can serve to receive this money, as long as you will
> >>>> remain
> >>>> honest to me till the end for this important business trusting in
> >>>> you
> >>>> and
> >>>> believing in God that you will never let me down either now or in
> >>>> future.
> >>>> I am a homebuilder and presently I have an RV-6A I built with my
> >>>> friend
> >>> and
> >>>> I am contacting you as a fellow RV enthusiast
> >>>>
> >>>> I am the Auditor in charge of international transaction in one of
> >>>> the
> >>>> biggest bank here in South Africa. During the course of our
> >>>> auditing, I
> >>>> discovered a floating fund in an account opened in the bank in 1996
> >>>> and
> >>>> since 1998 nobody has operated on this account again, after going
> >>>> through
> >>>> some old files in the records I discovered that the owner of the
> >>>> account
> >>>> died without a [Heir/WILL] hence the money is floating and if I do
> >>>> not
> >>>> remit this money out urgently it will be forfeited for nothing. The
> >>>> owner
> >>>> of this account Mr. Victor Ratnavale a British, who unfortunately
> >>>> lost his
> >>>> life in the plane crash of Swiss Air Flight Number 111 which crashed
> >>>> on
> >>> 2nd
> >>>> September 1998, including his wife. You shall read more news about
> >>>> the
> >>>> crash on visiting this site;
> >>>> http://users.aol.com/dharris498/swissair111/victims.html.
> >>>>
> >>>> No other person knows about this account or any thing concerning it,
> >>>> the
> >>>> account has no other beneficiary and my investigation proved to me
> >>>> as
> >>>> well
> >>>> that the account is a secret account.
> >>>>
> >>>> The total amount involve is Eighteen million Six Hundred Thousand
> >>>> United
> >>>> States Dollars only [$18,600.000.00] and we wish to transfer this
> >>>> money
> >>>> into a safe foreigners account abroad. But I don't know any
> >>>> foreigner, I
> >>> am
> >>>> only contacting you as a foreigner because this money can not be
> >>>> approved
> >>>> to a local person here, but to a foreigner who has information about
> >>>> the
> >>>> account, which I shall give to you upon your positive response. I
> >>>> am
> >>>> revealing this to you with believe in God that you will never let me
> >>>> down
> >>>> in this business, you are the first and the only person that I am
> >>>> contacting for this business, so please reply urgently so that I
> >>>> will
> >>>> inform you the next step to take urgently.
> >>>>
> >>>> I need your strong assurance that you will never let us down, me and
> >>>> a key
> >>>> bank official who is deeply involved with me in this business. I
> >>> guarantee
> >>>> that this transaction will be executed under a legitimate
> >>>> arrangement
> >>>> that
> >>>> will protect you from any breach of the law. I will destroy all
> >>>> documents
> >>>> of transaction immediately we receive this money leaving no trace to
> >>>> any
> >>>> place. I will use my position and influence to obtain all legal
> >>>> approvals
> >>>> for onward transfer of this money to your account with appropriate
> >>>> clearance from the relevant ministries and foreign exchange
> >>>> departments.
> >>>>
> >>>> At the conclusion of this business, you will be given 30% of the
> >>>> total
> >>>> amount, 70% will be for us. Further details awaits your earliest
> >>>> reply.
> >>>> PLEASE, TREAT THIS PROPOSAL AS TOP SECRET.
> >>>>
> >>>> Best Regards
> >>>>
> >>>> Michael Smith.
> >>>>
> >>>> *************
> >>>>
> >>>> Man, if this deal works out, I'll build another RV<G>
> >>>>
> >>>>
> >>>> Now, something that may be of value to RVers.
> >>>>
> >>>> My airplane replacement is a new 2003 Dodge Diesel Quad cab and
> >>>> I'm
> >>>> on a
> >>>> couple of Dodge diesel forums. One of the guys there is selling
> >>>> "Magic
> >>>> Cloths", 2 for $12.00. They are about 14 inces square. The tag on
> >>>> the
> >>>> cloth says "The Original Euro-Shine microfiber". This cloth works
> >>>> very
> >>>> well for cleaning bugs off my truck and for cleaning windshields and
> >>>> mirrors. It works well dry, too. After using the cloths on my
> >>>> truck, I
> >>>> "flashed back" to when I used to clean bugs off my RV after every
> >>>> flight
> >>>> during the summer in Nebraska. I had a bunch of clean, terry cloth
> >>>> towels
> >>>> and a jug of water that I kept in the hanger and I wiped the bugs
> >>>> off
> >>> while
> >>>> they were fresh after every flight. I think these cloths would be
> >>>> ideal
> >>>> for this and would clean airplanes up with a lot less effort. It
> >>>> might be
> >>>> something a few of you might want to try and, if it works as well on
> >>>> airplanes as I think it will, pass the info onto your fellow RVers.
> >>>> The
> >>>> guy I bought from is David Miller, 516-371-9021, e-mail
> >>> dcmille290@aol.com.
> >>>> He travels in his work so is not always available. You could
> >>>> possibly to
> >>>> a search and find another source, as well.
> >>>> Speaking of "flash back", I use the "Dry Wash & Guard" I bought
> >>>> for
> >>>> the
> >>>> RV (works really well on the canopy) on my vehicles and every time I
> >>>> smell
> >>>> the stuff, I flash back to all of the times I used it on my RV. I
> >>>> almost
> >>>> get teary-eyed:)
> >>>>
> >>>> Bob Skinner
> >>>>
> >>>> Buffalo, WY (Former RV6 guy and EAA Tech Counselor"
> >>>>
> >>>>
> >>>
> >>>
> >>> _-
> >>> =====================================================================
> >>> ==
> >>> _-> _-
> >>> =====================================================================
> >>> ==
> >>> _-
> >>> =====================================================================
> >>> ==
> >>> _-
> >>> =====================================================================
> >>> ==
> >>> _-
> >>> =====================================================================
> >>> ==
> >>>>
> >>>
> >>>
> >>
> >>
> >
> >
> > _-
> > =======================================================================
> > _-> _-
> > =======================================================================
> > _-
> > =======================================================================
> > _-
> > =======================================================================
> > _-
> > =======================================================================
> > >
> >
> >
>
>
Message 15
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| Subject: | Re: Prop Gov Line |
--> RV-List message posted by: Gil Alexander <gilalex@earthlink.net>
The O-320 numbers are 75166, 75167, and 75730... different numbers for
different end combinations.
Since the O-320 cases are essentially the same as the O-360, I would think
they should fit, perhaps someone could fill in the )-360 numbers??
gil in Tucson
At 09:15 AM 11/11/2003 -0600, you wrote:
>--> RV-List message posted by: "Edward_W. O_Connor" <edwardoconnor@mac.com>
>
>Does anyone know if the SS line for the prop governor on a Lyc 0-320 is
>the same as one on a 0-360? Are they the same part number etc? I may be
>able to get one from a 0-320 if it fits. Thanks
>Ed OConnor/RV-8 N366RV/Sandy Creek Airpark/Panama City FL
>
>
RV-6A, #20701 .. fitting out firewall...
77 Tiger N28478 at 57AZ
Message 16
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| Subject: | Flying Question, need advise |
--> RV-List message posted by: "MSices" <msices@core.com>
I am now ready to fly with my painted RV8 and airworthiness certificate in
hand. Everything is ready to go except me. I got a checkout from a CFI in
his RV6 and he signed me off and thinks I am ready to do my first flight.
Still, I can't help but trust my feeling that with my low time (500hrs) and
lack or recent experience, that I would be better off finding someone to do
the first flight -or- get more training (also considering my 8 has 200hp,
constant speed prop etc). I am very confident in my ability to fly the
airplane, and I have a feel for the responsiveness and control harmony of
the RV series, I just feel a little rusty with my tail dragger experience
and am a little nervous to land an RV8 on its first flight having never done
that before. An RV8 pilot I know told me that the -8 is more difficult to
land because of the spring gear which bounces easily. I was wondering how
many of you would second that thought. If the -8 is a different plane to
fly and land, then it seems the prudent move would be to get some -8 time.
Anyone know of anyone that does training in their 8? How about a RV test
pilot near the Kenosha, WI area. Thanks in advance for your advise on this.
Mike Sices
RV8 complete
Kenosha, WI
---
Message 17
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| Subject: | re: hartwell latch |
MAILTO_WITH_SUBJ@matronics.com
--> RV-List message posted by: Rick Galati <rick6a@yahoo.com>
Dave,
I used (2) Camlock KM-610-64 on the oil access door. These latches are typically
used on Cessna's. I much preferred the profile to the Hartwell H-5000 series,
the spring loaded button is about the diameter of a nickel. Don't make the
mistake I did and order them through a Cessna dealer. They charged me $60 for
two, and I subsequently found the identical hardware at B&B Aircraft parts
at the Flymart in Oshkosh for $7.50 each.
Rick Galati RV-6A finishing
Subject: hartwell latchFrom: Dave Ford (dford@michweb.net)Date: Sun Nov
09 - 5:32 PM
--> RV-List message posted by: "Dave Ford" <dford@michweb.net>I'm looking for a
Hartwell latch that has the round push lever instead of the rectangularspring
loaded one seen in ACS. There is a part number on this brokenone that I have
of H601S-100-C356. Anyone know of a source for this?Dave FordRV6 finishing
---------------------------------
Message 18
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| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: "C. Rabaut" <crabaut@coalinga.com>
Mike,
Seeing as you have flown the RV-6 (tail dragger right?); My advice
(FWIW) is to "Fly your plane". Or send me the $$ for a round trip ticket
from F.A.T. to Kenosha and I'll be mo' than happy to log a few hours with
you as "an essential crew member" in your RV-8. I've "test" flown about 20
different aircraft since 1976 (from hanggliders, ultra-lights,
experimentals, major repairs on Spam Cans, and even a gyrocopter "once")...
from what I've seen of RV builders and Van's designs, you will be fine.
Go over your Emergency procedures until you are doing them in your sleep.
Remember you & your plane are only a Virgin once.
But... then if your gut tells you to let someone else do it, have
someone else do it.
Chuck
do not archive
----- Original Message -----
From: MSices <msices@core.com>
Subject: RV-List: Flying Question, need advise
> --> RV-List message posted by: "MSices" <msices@core.com>
>
>
> I am now ready to fly with my painted RV8 and airworthiness certificate in
> hand. Everything is ready to go except me. I got a checkout from a CFI
in
> his RV6 and he signed me off and thinks I am ready to do my first flight.
> Still, I can't help but trust my feeling that with my low time (500hrs)
and
> lack or recent experience, that I would be better off finding someone to
do
> the first flight -or- get more training (also considering my 8 has 200hp,
> constant speed prop etc). I am very confident in my ability to fly the
> airplane, and I have a feel for the responsiveness and control harmony of
> the RV series, I just feel a little rusty with my tail dragger experience
> and am a little nervous to land an RV8 on its first flight having never
done
> that before. An RV8 pilot I know told me that the -8 is more difficult to
> land because of the spring gear which bounces easily. I was wondering how
> many of you would second that thought. If the -8 is a different plane to
> fly and land, then it seems the prudent move would be to get some -8 time.
> Anyone know of anyone that does training in their 8? How about a RV test
> pilot near the Kenosha, WI area. Thanks in advance for your advise on
this.
>
>
> Mike Sices
> RV8 complete
> Kenosha, WI
>
> ---
>
>
Message 19
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| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
>>I am now ready to fly with my painted RV8 and airworthiness certificate in
>hand. Everything is ready to go except me. I got a checkout from a CFI in
>his RV6 and he signed me off and thinks I am ready to do my first flight.
>Still, I can't help but trust my feeling that with my low time (500hrs) and
>lack or recent experience, that I would be better off finding someone to do
>the first flight -or- get more training (also considering my 8 has 200hp,
>constant speed prop etc). I am very confident in my ability to fly the
>airplane, and I have a feel for the responsiveness and control harmony of
>the RV series, I just feel a little rusty with my tail dragger experience
>and am a little nervous to land an RV8 on its first flight having never
>done
>that before. An RV8 pilot I know told me that the -8 is more difficult to
>land because of the spring gear which bounces easily. I was wondering how
>many of you would second that thought. If the -8 is a different plane to
>fly and land, then it seems the prudent move would be to get some -8 time.
>Anyone know of anyone that does training in their 8? How about a RV test
>pilot near the Kenosha, WI area. Thanks in advance for your advise on this.
>
>
>Mike Sices
>RV8 complete
>Kenosha, WI
It's certainly wise and prudent from a safety standpoint, to recognize your
own limitations. Your checkout in the -6 is most likely ample to safely
operate the -8, although the gear geometry is indeed different. The -8 begs
to be wheel landed, tail low, and is quite controllable with excellent
visibility forward in this mode. If you can land a Citabria, you can land
an RV8. Bring it down in a stabilized final, roundout and hold a tail low
attitude at almost zero sink rate close to the ground and wheel it on. I
bring the flaps up immediately to dump excess lift and allow the tail to
come down slowly. From there, it's just the usual taildragger dance and
you're done.
FWIW, I had much less total time than you before I did the first flight of
my RV8 and it all went very well. I did get a five hour RV8 dual checkout
with Jeff Ludwig in Florida for insurance purposes, and also because he's a
great guy with a beautiful RV8! If you can't find an RV8 CFI with a
suitably equipped airplane (rear seat pedals and throttle), then I would
consider time in a Citabria or Decathlon to be a viable alternative.
Don't sweat it. You'll do fine. :)
Brian Denk
RV8 N94BD
Four years of RV grins.
Crave some Miles Davis or Grateful Dead? Your old favorites are always
playing on MSN Radio Plus. Trial month free!
Message 20
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| Subject: | Flying Question, need advise |
--> RV-List message posted by: "Keith Vasey" <keith@galvinflying.com>
Mike, if a pilot has a concern that urges him to be more conservative, that
pilot should always trust that instinct. The pilots I admire most are the
pilots that understand (and admit) their personal limitations. I suggest you
get an experienced RV pilot to burn the first few hours in your aircraft and
have that pilot check you out in it until you have complete confidence.
That's my opinion.
Keith Vasey
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of MSices
Subject: RV-List: Flying Question, need advise
--> RV-List message posted by: "MSices" <msices@core.com>
I am now ready to fly with my painted RV8 and airworthiness certificate in
hand. Everything is ready to go except me. I got a checkout from a CFI in
his RV6 and he signed me off and thinks I am ready to do my first flight.
Still, I can't help but trust my feeling that with my low time (500hrs) and
lack or recent experience, that I would be better off finding someone to do
the first flight -or- get more training (also considering my 8 has 200hp,
constant speed prop etc). I am very confident in my ability to fly the
airplane, and I have a feel for the responsiveness and control harmony of
the RV series, I just feel a little rusty with my tail dragger experience
and am a little nervous to land an RV8 on its first flight having never done
that before. An RV8 pilot I know told me that the -8 is more difficult to
land because of the spring gear which bounces easily. I was wondering how
many of you would second that thought. If the -8 is a different plane to
fly and land, then it seems the prudent move would be to get some -8 time.
Anyone know of anyone that does training in their 8? How about a RV test
pilot near the Kenosha, WI area. Thanks in advance for your advise on this.
Mike Sices
RV8 complete
Kenosha, WI
---
Message 21
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| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
MSices wrote:
>--> RV-List message posted by: "MSices" <msices@core.com>
>
>
>I am now ready to fly with my painted RV8 and airworthiness certificate in
>hand.
>
Congratulations!!!
> Everything is ready to go except me.
>
This can be fixed.
> I got a checkout from a CFI in
>his RV6 and he signed me off and thinks I am ready to do my first flight.
>
Well, there's a professional opinion.
>Still, I can't help but trust my feeling that with my low time (500hrs) and
>lack or recent experience, that I would be better off finding someone to do
>the first flight
>
Flying an airplane that you built, and flying it the first time is a
major milestone. When I flew my homebuilt Pitts S-1 the first time, I
had never even sat in one before ..... well, I did get some 'stick time'
while it was being built :-D .
> -or- get more training (also considering my 8 has 200hp,
>constant speed prop etc).
>
More training can't possibly hurt. I flew anything with a tailwheel
that I could get my hands on!
> I am very confident in my ability to fly the
>airplane, and I have a feel for the responsiveness and control harmony of
>the RV series, I just feel a little rusty with my tail dragger experience
>and am a little nervous to land an RV8 on its first flight having never done
>that before. An RV8 pilot I know told me that the -8 is more difficult to
>land because of the spring gear which bounces easily.
>
There is a cure for the bounce! It's the throttle! If it bounces very
much, go around and try again. You would be much better off with some
RV8 time just to make you feel more comfortable.
> I was wondering how
>many of you would second that thought. If the -8 is a different plane to
>fly and land, then it seems the prudent move would be to get some -8 time.
>
Hmmm. Now why didn't I think of that!
>Anyone know of anyone that does training in their 8? How about a RV test
>pilot near the Kenosha, WI area. Thanks in advance for your advise on this.
>
I hope someone steps up to the plate. A goodly chunk of homebuilt
accidents occur on the first flight, and the better prepared you are,
the better chance of a great 'first flight'. I wouldn't trade my
experience for anything. It was severely gratifying, but remember that
it's just emotion we're talking about here. Even if you find someone
with a -8 that will fly with you ..... and you're still not comfortable,
ask him to do the honors. You've given another -8 pilot a big
compliment, and you may prevent premature customization of your airplane.
I guess I have to say, if you're not REAL confident in your ability,
please find a test pilot. You want to do this the saest way you can!
Linn
>
>
>Mike Sices
>RV8 complete
>Kenosha, WI
>
Message 22
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|
| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: "Randy Lervold" <randy@rv-8.com>
I would absolutely second your thinking! Add to this the fact that you need
to keep the power up with a new engine and you've really got your hands
full. While these airplanes If I lived anywhere near you I'd volunteer, but
I'm sure you can find an experienced RV pilot willing to assist.
Randy Lervold
RV-8, 360 hrs
----- Original Message -----
From: "MSices" <msices@core.com>
Subject: RV-List: Flying Question, need advise
> --> RV-List message posted by: "MSices" <msices@core.com>
>
>
> I am now ready to fly with my painted RV8 and airworthiness certificate in
> hand. Everything is ready to go except me. I got a checkout from a CFI
in
> his RV6 and he signed me off and thinks I am ready to do my first flight.
> Still, I can't help but trust my feeling that with my low time (500hrs)
and
> lack or recent experience, that I would be better off finding someone to
do
> the first flight -or- get more training (also considering my 8 has 200hp,
> constant speed prop etc). I am very confident in my ability to fly the
> airplane, and I have a feel for the responsiveness and control harmony of
> the RV series, I just feel a little rusty with my tail dragger experience
> and am a little nervous to land an RV8 on its first flight having never
done
> that before. An RV8 pilot I know told me that the -8 is more difficult to
> land because of the spring gear which bounces easily. I was wondering how
> many of you would second that thought. If the -8 is a different plane to
> fly and land, then it seems the prudent move would be to get some -8 time.
> Anyone know of anyone that does training in their 8? How about a RV test
> pilot near the Kenosha, WI area. Thanks in advance for your advise on
this.
>
>
> Mike Sices
> RV8 complete
> Kenosha, WI
>
> ---
>
>
Message 23
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|
| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: "Patty Gillies" <PGILLIES@gwm.sc.edu>
Mike,
I flew my airplane for the first time after much soul searching and
training. I always thought I would get a test pilot for the first
flight, but when it was time I wanted to do it!! I did get a bunch of
training with Mike Seager, probably more hours than anyone else he
transitional trained ( I am a slow learner:). I also had a Cessna 140
which I flew quite a bit and was very comfortable with taildraggers. I
had everyone I could think of go through pre first flight checklists,
so I was comfortable with the airplane.
I think you need to feel good about everything: your abilities, the
weather, and the airplane, before you go up. If I were you I would
leave the RV in the hangar, get more training until you feel confident
with your flying, but be the first.
It is really something to fly the airplane you built for the very
first time. It is a day I will never forget.
Patty Hamilton
RV-6 Flying
>>> msices@core.com 11/11/2003 10:54:26 AM >>>
--> RV-List message posted by: "MSices" <msices@core.com>
I am now ready to fly with my painted RV8 and airworthiness certificate
in
hand. Everything is ready to go except me. I got a checkout from a
CFI in
his RV6 and he signed me off and thinks I am ready to do my first
flight.
Still, I can't help but trust my feeling that with my low time (500hrs)
and
lack or recent experience, that I would be better off finding someone
to do
the first flight -or- get more training (also considering my 8 has
200hp,
constant speed prop etc). I am very confident in my ability to fly
the
airplane, and I have a feel for the responsiveness and control harmony
of
the RV series, I just feel a little rusty with my tail dragger
experience
and am a little nervous to land an RV8 on its first flight having never
done
that before. An RV8 pilot I know told me that the -8 is more difficult
to
land because of the spring gear which bounces easily. I was wondering
how
many of you would second that thought. If the -8 is a different plane
to
fly and land, then it seems the prudent move would be to get some -8
time.
Anyone know of anyone that does training in their 8? How about a RV
test
pilot near the Kenosha, WI area. Thanks in advance for your advise on
this.
Mike Sices
RV8 complete
Kenosha, WI
---
Message 24
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|
| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: "Wayne R. Couture" <commando@cox-internet.com>
Mike,
At least have someone else with experience in RV's fly your first
flight. Even though you may think your ready to fly it, are you prepared if
something goes wrong? A friend of mine just completed his 8 and was pretty
insistent on flying the first flight, but a group of us talked him out of
it. Though the flight was uneventful, he was much more comfortable knowing
that he didn't have to worry about something unexpected happening. Before
your first flight, do some fast taxi's and be sure you have good directional
control with the tail up before taking off. Then have fun!
Wayne
do not archive
----- Original Message -----
From: "MSices" <msices@core.com>
Subject: RV-List: Flying Question, need advise
> --> RV-List message posted by: "MSices" <msices@core.com>
>
>
> I am now ready to fly with my painted RV8 and airworthiness certificate in
> hand. Everything is ready to go except me. I got a checkout from a CFI
in
> his RV6 and he signed me off and thinks I am ready to do my first flight.
> Still, I can't help but trust my feeling that with my low time (500hrs)
and
> lack or recent experience, that I would be better off finding someone to
do
> the first flight -or- get more training (also considering my 8 has 200hp,
> constant speed prop etc). I am very confident in my ability to fly the
> airplane, and I have a feel for the responsiveness and control harmony of
> the RV series, I just feel a little rusty with my tail dragger experience
> and am a little nervous to land an RV8 on its first flight having never
done
> that before. An RV8 pilot I know told me that the -8 is more difficult to
> land because of the spring gear which bounces easily. I was wondering how
> many of you would second that thought. If the -8 is a different plane to
> fly and land, then it seems the prudent move would be to get some -8 time.
> Anyone know of anyone that does training in their 8? How about a RV test
> pilot near the Kenosha, WI area. Thanks in advance for your advise on
this.
>
>
> Mike Sices
> RV8 complete
> Kenosha, WI
>
> ---
>
>
Message 25
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|
| Subject: | fuselage longeron & skin overhang at aft bulkhead |
MSGID_OE_SPAM_4ZERO
--> RV-List message posted by: "Chris & Kellie Hand" <ckhand@earthlink.net>
In building the fuselage (RV-6A), I left the skin and main longeron extended
past the tail F-612 bulkhead, planning to trim as needed when I fit the vert
& horiz stabs. Now that the fuselage is out of the jig and sitting on
sawhorses, I see that I cannot get the vertical stab flush with the aft
bulkhead until after trimming the main longerons back.
My question is, should I trim everything (skins too) right up flush with
that last bulkhead, or should there be some skin extending back a little
past the F-612? Any close up photos of the attached tail section on any of
your web sites?
Thanks for your help!
Chris Hand
RV-6A, #23559
Message 26
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|
| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
>--> RV-List message posted by: "MSices" <msices@core.com>
>
>
>I am now ready to fly with my painted RV8 and airworthiness certificate in
>hand. Everything is ready to go except me. I got a checkout from a CFI in
>his RV6 and he signed me off and thinks I am ready to do my first flight.
>Still, I can't help but trust my feeling that with my low time (500hrs) and
>lack or recent experience, that I would be better off finding someone to do
>the first flight -or- get more training (also considering my 8 has 200hp,
>constant speed prop etc). I am very confident in my ability to fly the
>airplane, and I have a feel for the responsiveness and control harmony of
>the RV series, I just feel a little rusty with my tail dragger experience
>and am a little nervous to land an RV8 on its first flight having never done
>that before. An RV8 pilot I know told me that the -8 is more difficult to
>land because of the spring gear which bounces easily. I was wondering how
>many of you would second that thought. If the -8 is a different plane to
>fly and land, then it seems the prudent move would be to get some -8 time.
>Anyone know of anyone that does training in their 8? How about a RV test
>pilot near the Kenosha, WI area. Thanks in advance for your advise on this.
>
>Mike Sices
Mike,
You certainly shouldn't do the first flight unless you are
comfortable with it. At the moment, you may have the skills
required, but the fact that you are not comfortable is a show
stopper. So, I see two options:
1. Get some taildragger time and some RV-8 time and then see if you
become comfortable with doing the first flight, or
2. Have someone else do the first flight.
There is no reason to rush into this, or let someone else talk you
into doing something you are not comfortable with.
Fly safe,
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 27
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| Subject: | Re: Flying Question, need advise (long winded as usual) |
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
Mike,
Lots of knowledge is being dispensed here, but what you need is wisdom.
From what I read of your post, you need only look in the mirror to find it.
Anyone who can fly any of the T/W RVs can fly any of them. HOWEVER!!!!
Being able to land the airplane is not the standard for a test pilot!
I am not speaking to you here only Mike, but to the masses. I read the NTSB
reports and there are WAAAAAYYYYY toooooo many Experimental accidents.
Fortunately most of them are not RVs and proportionally, both in terms of
number of aircraft, but even more impressive, number of hours flown, RVs do
very well. Having said that, the risks are much higher on the first flight.
The kinds of questions that need to be answered to make the decision Mike is
facing are: Could I fly the airplane with the Airspeed inop or worse yet
inaccurate. Can I land the airplane on a precise spot, at minimum
controllable speed without power? Can I fly the airplane if it is seriously
out of trim or rig? Can I stay on the runway if the wheel alignment is bad
or with a flat tire? Do I have a plan? Do I have the knowledge to make a
plan. These and many others are questions that need to be answered before a
first flight.
I had a canopy come off (Tipover type with no windshield) on a second flight
once) at 175 KIAS. You can't believe the pressure! This was in an airplane
(1500 hp turbine) that came down final at 100 knots. I could not read any
of the instruments, It required all of my physical strength to keep my head
up against the wind and thrust, and the airplane had an aft CG problem so
the pitch was wild. Things can go wrong in the test phase. The first thing
in my mind was selling the airplane to the insurance company (getting out)
but the flight controls all worked so I flew it back and landed. A big
question is: Will I sacrifice the airplane to save my skin without a second
thought?????? Personally, I know the answer to that question.
Mike, I would not tell you what to do, I am only trying to provide you and
others with the tools to make a safe decision. I know of several homebuilts
that were flown of first flights by pilots who barely got the job done and
nothing was wrong with the airplane. If there had been ANY kind of a
problem, there would have been a funeral. One of these guys I counseled and
he told me he did not know what he was doing on his wedding night and he got
through that. That sounds good, but it is a poor analogy. I don't know of
anyone who got killed on their wedding night.
The CFI that checked you out in his RV-6 might be a perfect candidate. You
do not need some superstar like Dave Morss to fly your airplane, just
someone you trust, who flies allot, in RVs and lots of different airplanes,
with the mechanical aptitude to look your airplane over. Someone who doesn't
care whether or not the wind is blowing goes flying anyway. This highlights
another problem, sometimes people ask others to fly their airplanes and they
decline. Then maybe a second look at the airplane is in order. I know of 2
recently rebuilt homebuilts that are sitting on the ground because the
pilots are not qualified and no one will fly them. Because they were
rebuilds, neither of these airplanes had a DAR inspection. Before I fly
something, I am going to take a pretty good look at it.
We crash too many Exp. airplanes and too many on first flights. This is one
area that would be easy to fix. The EAA flight advisor program is a good
start at this problem. If we don't take more care in preparing for and
selecting who does first flights, the Feds will do it for us.
Stepping down from the box
Tailwinds,
Doug Rozendaal
> --> RV-List message posted by: "MSices" <msices@core.com>
>
>
> I am now ready to fly with my painted RV8 and airworthiness certificate in
> hand. Everything is ready to go except me.
Message 28
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| Subject: | Transceiver Tray |
--> RV-List message posted by: "John" <n1cxo320@salidaco.com>
DO NOT ARCHIVE
Here's an odd deal....I have a Michel MX-11 transceiver...works great...BUT
the 15-pin receptacle at the back has broken...I did a temporary
fix....began looking around for a replacement receptacle...can't find
one...also one supplier said that the FAA no longer allows the MX-11 to be
sold WITH the tray...something that seems very odd, because the MX-11 itself
CAN be sold...other suppliers also said that the tray itself is no longer
available.
This strickes me as extremely strange that the transceiver can be sold and
used, but the aluminum tray and plug at the back cannot be - yet the tray
and plug are needed for the unit to be used !
Anybody out there understands the bureaucratic thinking?
John at Salida, CO
Message 29
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| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: rob ray <smokyray@yahoo.com>
Mike,
One of my F16 squadron mates recently bought an RV4 and received dual in a Cessna
140 before his first flight. I refused to ride with him since there isn't
much in the back seat of the 4 (or the 8) that I could do to affect the outcome
of a calamity. Instead, I chose the route we use in the F16, "chase". I took
off on his wing and shadowed the entire flight, takeoff to touchdown on a grass
strip, something I highly recommend. He did great and I stuck like glue on
his wing until it was back in the chocks.
Like Kevin said, if you're not ready, don't do it. However, having test flown
four new RV's I can tell you the feeling is incredible.
If you decide to fly it ( I would) :
1. Do a blindfold cockpit check, review emergency procedures and have a plan on
the flight.
2. Get someone competent to chase you (I'll do it for $$$ ha!) and brief the mission
as if you would any test flight.
3. Run the engine at full throttle for 30 seconds on the ground with the tail CHAINED
down and chocked and the mains elevated if possible. De-cowl and inspect.
4. Fly off grass...
Good Luck, if you need a test or chase pilot, let me know.
RR
Kevin Horton <khorton01@rogers.com> wrote:
--> RV-List message posted by: Kevin Horton
>--> RV-List message posted by: "MSices"
>
>
>I am now ready to fly with my painted RV8 and airworthiness certificate in
>hand. Everything is ready to go except me. I got a checkout from a CFI in
>his RV6 and he signed me off and thinks I am ready to do my first flight.
>Still, I can't help but trust my feeling that with my low time (500hrs) and
>lack or recent experience, that I would be better off finding someone to do
>the first flight -or- get more training (also considering my 8 has 200hp,
>constant speed prop etc). I am very confident in my ability to fly the
>airplane, and I have a feel for the responsiveness and control harmony of
>the RV series, I just feel a little rusty with my tail dragger experience
>and am a little nervous to land an RV8 on its first flight having never done
>that before. An RV8 pilot I know told me that the -8 is more difficult to
>land because of the spring gear which bounces easily. I was wondering how
>many of you would second that thought. If the -8 is a different plane to
>fly and land, then it seems the prudent move would be to get some -8 time.
>Anyone know of anyone that does training in their 8? How about a RV test
>pilot near the Kenosha, WI area. Thanks in advance for your advise on this.
>
>Mike Sices
Mike,
You certainly shouldn't do the first flight unless you are
comfortable with it. At the moment, you may have the skills
required, but the fact that you are not comfortable is a show
stopper. So, I see two options:
1. Get some taildragger time and some RV-8 time and then see if you
become comfortable with doing the first flight, or
2. Have someone else do the first flight.
There is no reason to rush into this, or let someone else talk you
into doing something you are not comfortable with.
Fly safe,
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
---------------------------------
Message 30
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| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
Wayne R. Couture wrote:
> --> RV-List message posted by: "Wayne R. Couture" <commando@cox-internet.com>
>
> Mike,
>
> At least have someone else with experience in RV's fly your first
> flight. Even though you may think your ready to fly it, are you prepared if
> something goes wrong? A friend of mine just completed his 8 and was pretty
> insistent on flying the first flight, but a group of us talked him out of
> it. Though the flight was uneventful, he was much more comfortable knowing
> that he didn't have to worry about something unexpected happening. Before
> your first flight, do some fast taxi's and be sure you have good directional
> control with the tail up before taking off. Then have fun!
Good advice.......with the possible exception of the last part, "Before
your first flight, do some fast taxi's and be sure you have good
directional control with the tail up before taking off".
In my opinion, fast taxi's are an invitation to major trouble if the
pilot is not rather proficient in the plane. The problem with fast taxi
is that you do not intend to fly the plane, but the plane thinks it is
going flying! And...often it does, whether the pilot is ready or not....
Once the plane gets airborne, the suddenly shocked pilot finds himself
in a most awkward position. The plane thought it was getting ready to
rip into the sky, but it now finds that the pilot wants it in landing
configuration. What we now have is a very confused RV, and a somewhat
clueless pilot who doesn't know how to properly land an RV following a
very low altitude flight! :-)
It is far easier to land an RV from pattern altitude than after a flight
that only attained 15' AGL. Things happen very fast and the pilot finds
himself trying to land the plane without flaps, proper power setting,
the correct speed, and the necessary mental attitude. Unfortunately,
many accidents have occurred following unintentional flight, and many of
the bent aircraft could probably have been saved it the pilot had waited
until he was ready to fly the plane, then blasted off at full throttle
and reached pattern altitude as soon as possible.
I don't like fast taxiing before first flights, don't see what it
accomplishes, and think it is one of the most risky maneuvers an
inexperienced pilot can possible try in a new plane. It is far better to
learn to takeoff and land a similar airplane with an instructor
beside/behind us than to try to teach ourselves how to land from 10' AGL
in an unfamiliar aircraft.
Sam Buchanan
Message 31
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"Rocket List" <rocket-list@matronics.com>,
"SoCal RV List" <socal-rvlist@yahoogroups.com>
| Subject: | Veteran's Day - NON RV - Delete Now |
--> RV-List message posted by: "Tom Gummo" <T.gummo@verizon.net>
It was:
the 11th Month of
the 11th Day at
the 11th Hour
that World War I ended.
To my Dad, who at 17, was riding in the back of a Avenger off the Franklin
Air Craft Carrier in the Pacific in World War II:
To my Father-in-law, who was in the Army in World War II and fought his way
from North Africa to Italy (and to this day, will not talk about it):
And to all those who served, thank you. Have a great Veteran's Day.
Tom Gummo
Apple Valley, CA
Harmon Rocket-II, 150 hours
Wild Weasel #1753
F-4G Instructor Pilot
Major, USAF, Retired
http://mysite.verizon.net/t.gummo/index.html
do not archive
Message 32
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| Subject: | Re: Veteran's Day - NON RV - Delete Now |
--> RV-List message posted by: rob ray <smokyray@yahoo.com>
From an F16/RV pilot who got back a couple of months ago...THANKS!
RR
Tom Gummo <T.gummo@verizon.net> wrote:
--> RV-List message posted by: "Tom Gummo"
It was:
the 11th Month of
the 11th Day at
the 11th Hour
that World War I ended.
To my Dad, who at 17, was riding in the back of a Avenger off the Franklin
Air Craft Carrier in the Pacific in World War II:
To my Father-in-law, who was in the Army in World War II and fought his way
from North Africa to Italy (and to this day, will not talk about it):
And to all those who served, thank you. Have a great Veteran's Day.
Tom Gummo
Apple Valley, CA
Harmon Rocket-II, 150 hours
Wild Weasel #1753
F-4G Instructor Pilot
Major, USAF, Retired
http://mysite.verizon.net/t.gummo/index.html
do not archive
---------------------------------
Message 33
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| Subject: | Re: Flying Question, need advise-fast taxi |
--> RV-List message posted by: Boyd Braem <bcbraem@comcast.net>
Be careful with a lot of taxiing and fast taxis (esp. Checkers--tho,
they usually run for ever). I have seen a few engines with
trashed/burnt(burned?) pistons and other stuff (Bart
Lalonde--sp?--AeroSport)) was esp gracious to one idiot who taxied his
-6 all over the airport until the over heated engine died and Bart
knew this from examining the engine--but he honored his
warranty/guaranty and repaired the engine, anyway.
But, remember, some people get a real kick out of taking chances and
challenging themselves--I'm not saying it's smart or even
desirable--but some people do that. Can we control everyone's
behaviour?--obviously not--people who are addicted to
drugs/chemicals/alcohol/sex/gambling/speed/danger are insane while
they're addicted, but yet we try to logically talk to them--look at our
track record with them--and, our brilliant War On Drugs? That's why
there are test pilots who break new ground/barriers/expand the
envelope--maybe they're either crazy or courageous?--I don't know--but
think of the history of the world without these people--and, yes, some
of them died--but, from what I know (or read), most of them knew this
option before hand.
Some years ago, the military developed a plan for a Cold War conflict
in the Pacific (I think we had just started putting out the Aegis class
of missile ships with automated fire control)--some people argued that
if a conflict started, we realistically could not separate all the
missiles, rockets, jets, etc. even with IFF identification because the
code could be tampered with--so, the obvious answer was just shoot
everything down--and, then when everything was quiet we would just
count up the piles (if there was any one around to count) of "ours" and
"theirs" to see who won. Very simple. Again, I'm not saying if this
was good or bad--I don't command any troops, so, I can't make a
tactical/strategic comment on this--morally, I'll keep that to myself.
I guess I got a little off the topic, there.
But, anyway, people take chances, always have, always will.
Boyd. I've got learn more self-control--maybe it would be easier
without the alcohol--oh, or the marijuana, cocaine, heroin, qualudes
(can you even get those, anymore?), crystal meth, Xanax,
hydrocodone--it's just that aspirin hurts my stomach and Tylenol is bad
for my liver.
do not archive
On Tuesday, November 11, 2003, at 02:48 PM, Wayne R. Couture wrote:
> --> RV-List message posted by: "Wayne R. Couture"
> <commando@cox-internet.com>
>
> Mike,
>
> At least have someone else with experience in RV's fly your first
> flight. Even though you may think your ready to fly it, are you
> prepared if
> something goes wrong? A friend of mine just completed his 8 and was
> pretty
> insistent on flying the first flight, but a group of us talked him out
> of
> it. Though the flight was uneventful, he was much more comfortable
> knowing
> that he didn't have to worry about something unexpected happening.
> Before
> your first flight, do some fast taxi's and be sure you have good
> directional
> control with the tail up before taking off. Then have fun!
>
> Wayne
> do not archive
>
Message 34
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| Subject: | Re: fuselage longeron & skin overhang at aft bulkhead |
--> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
I think you will want to leave the skins as they are. Mine extend back
about 3/8 from the aft edge of the bulkhead flange. You don't want to
trim the longerons too far, because the elevator stop/ VS brace bolts to
them. I will try to take some pictures and send them to you later.
Jeff Point
RV-6 finishing
Milwaukee WI
Chris & Kellie Hand wrote:
>--> RV-List message posted by: "Chris & Kellie Hand" <ckhand@earthlink.net>
>
>In building the fuselage (RV-6A), I left the skin and main longeron extended
>past the tail F-612 bulkhead, planning to trim as needed when I fit the vert
>& horiz stabs. Now that the fuselage is out of the jig and sitting on
>sawhorses, I see that I cannot get the vertical stab flush with the aft
>bulkhead until after trimming the main longerons back.
>
>My question is, should I trim everything (skins too) right up flush with
>that last bulkhead, or should there be some skin extending back a little
>past the F-612? Any close up photos of the attached tail section on any of
>your web sites?
>
>Thanks for your help!
>
>Chris Hand
>RV-6A, #23559
>
>
>
>
Message 35
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--> RV-List message posted by: "Dennis Persyk" <dpersyk@worldnet.att.net>
Anyone have any suggestions on where to purchase a Garmin GPSMAP196?
Everyone seems to list them for $999. Im not looking for any added
accessories, just the standard package at the lowest price. Reply off list
if youd like.
Thanks.
Dennis Persyk 6A N600DP sold
Message 36
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|
"Rocket List" <rocket-list@matronics.com>,
"SoCal RV List" <socal-rvlist@yahoogroups.com>
| Subject: | Re: Rocket-List: Veteran's Day - NON RV - Delete Now |
--> RV-List message posted by: Scot Stambaugh <sstambaugh@qualcomm.com>
To our men in uniform and to those who have retired the theirs -- Thank you.
At 01:05 PM 11/11/2003 -0800, Tom Gummo wrote:
>--> Rocket-List message posted by: "Tom Gummo" <T.gummo@verizon.net>
>
>It was:
>the 11th Month of
>the 11th Day at
>the 11th Hour
>that World War I ended.
>
>To my Dad, who at 17, was riding in the back of a Avenger off the Franklin
>Air Craft Carrier in the Pacific in World War II:
>
>To my Father-in-law, who was in the Army in World War II and fought his way
>from North Africa to Italy (and to this day, will not talk about it):
>
>And to all those who served, thank you. Have a great Veteran's Day.
>
>Tom Gummo
>Apple Valley, CA
>Harmon Rocket-II, 150 hours
>
>Wild Weasel #1753
>F-4G Instructor Pilot
>Major, USAF, Retired
>
>http://mysite.verizon.net/t.gummo/index.html
>
>do not archive
>
>
Message 37
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| Subject: | Re: GPSMAP196 Price |
--> RV-List message posted by: Art Glaser <airplane@megsinet.net>
Avionics West $879
Dennis Persyk wrote:
>--> RV-List message posted by: "Dennis Persyk" <dpersyk@worldnet.att.net>
>
>Anyone have any suggestions on where to purchase a Garmin GPSMAP196?
>Everyone seems to list them for $999. Im not looking for any added
>accessories, just the standard package at the lowest price. Reply off list
>if youd like.
>
>Thanks.
>
>Dennis Persyk 6A N600DP sold
>
>
>
>
Message 38
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|
Jerry Carter" <jcarter8@midsouth.rr.com>
| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: Scott Brumbelow <csbrumbelow@fedex.com>
Having just flown my RV-8A a week and a half ago, I STRONGLY urge you to get
someone else to do the first flight. You are clearly not really
comfortable/settled with the idea of doing this yourself (I wasn't either with
mine), and as others have pointed out, FOLLOW YOUR INSTINCTS ON THIS ONE.
As I mentioned in my first flight email, a local friend let me fly his for an
hour the day before my aircraft's flight. I had NO troubles with the aircraft,
but still was unsettled flying mine first. It is one thing to be a competent
pilot; something all together different to be a competent TEST pilot. And I do
not feel I am the latter.
After letting me fly his, Jerry graciously offered to do the first flight in
mine. Yes it was extremely nerve-wracking for me to watch him taking my aircraft
(obvious concern for his well being and the airplane) but I knew it was the
safest, best option. And when he got back and was able to say "it flies just like
mine" I had all the confidence I needed to do the second flight. I cannot
overemphasize how huge that was.
One other important recommendation that gave me and Jerry as much confidence in
the first flights as possible... Do all the testing you can on the ground. Engine
runs, taxi tests, etc. I did several slow taxies around the airport - testing
brakes (individually and together), tracking, etc. I only did one "semi" fast
taxi test down the runway (a hair over 40 mph). We also tested the fuel system
thoroughly, including simulated "climb" engine performance (i.e., a friend
sitting on the tail, running the engine up to about 1,800 rpm, switching tanks,
etc.) I didn't want to go overboard with all of this (with a new engine, I
couldn't) - but there are certainly basic tests you CAN perform.
Yes, I know there are those on the list that will consider me a pansy for my
conservative approach, but YOU are the pilot and it is YOUR airplane. Don't let
anyone (including yourself) talk you into doing something you are not comfortable
with. There are those who told me that I would regret not taking the first
flight, but I am here to tell you that is not remotely the case. I have NO
regrets and would do it exactly the same way again. The safety of the flights FAR
outweighed the thrill of doing the "first" flight myself. In about 17 hours, I
am
going to be far more focused on the "thrill" of flying my wife and kids and
friends rather than regretting not doing the virgin flight myself. In fact, I
would suspect that by then I will never really be thinking about that virgin
flight again...
Good Luck!
Scott in MEM
RV-8A: 8.1 hours
do your homework on the ground
Kevin Horton wrote:
> --> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
>
> >--> RV-List message posted by: "MSices" <msices@core.com>
> >
> >
> >I am now ready to fly with my painted RV8 and airworthiness certificate in
> >hand. Everything is ready to go except me. I got a checkout from a CFI in
> >his RV6 and he signed me off and thinks I am ready to do my first flight.
> >Still, I can't help but trust my feeling that with my low time (500hrs) and
> >lack or recent experience, that I would be better off finding someone to do
> >the first flight -or- get more training (also considering my 8 has 200hp,
> >constant speed prop etc). I am very confident in my ability to fly the
> >airplane, and I have a feel for the responsiveness and control harmony of
> >the RV series, I just feel a little rusty with my tail dragger experience
> >and am a little nervous to land an RV8 on its first flight having never done
> >that before. An RV8 pilot I know told me that the -8 is more difficult to
> >land because of the spring gear which bounces easily. I was wondering how
> >many of you would second that thought. If the -8 is a different plane to
> >fly and land, then it seems the prudent move would be to get some -8 time.
> >Anyone know of anyone that does training in their 8? How about a RV test
> >pilot near the Kenosha, WI area. Thanks in advance for your advise on this.
> >
> >Mike Sices
>
> Mike,
>
> You certainly shouldn't do the first flight unless you are
> comfortable with it. At the moment, you may have the skills
> required, but the fact that you are not comfortable is a show
> stopper. So, I see two options:
>
> 1. Get some taildragger time and some RV-8 time and then see if you
> become comfortable with doing the first flight, or
>
> 2. Have someone else do the first flight.
>
> There is no reason to rush into this, or let someone else talk you
> into doing something you are not comfortable with.
>
> Fly safe,
>
> --
> Kevin Horton RV-8 (finishing kit)
> Ottawa, Canada
> http://go.phpwebhosting.com/~khorton/rv8/
>
Message 39
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--> RV-List message posted by: "Don Mack" <don@dmack.net>
Call John Stark, 706-321-1008, Stark avionics.
I just got one a couple months back. $850 + $20 shipping.
Don Mack
-----Original Message-----
Anyone have any suggestions on where to purchase a Garmin GPSMAP196?
Everyone seems to list them for $999. Im not looking for any added
accessories, just the standard package at the lowest price. Reply off list
if youd like.
Message 40
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|
| Subject: | Re: GPSMAP196 Price |
--> RV-List message posted by: Jamie Painter <rvbuilder@earthlink.net>
Perhaps the best place on the web to price shop is at froogle.google.com. It's
still Beta but the service is incredible. A quick search finds a couple of vendors
selling it for $959.00 but I didn't check all the results.
Good luck,
Jamie Painter
RV-7A - Tooling Up
do not archive
-----Original Message-----
From: Dennis Persyk <dpersyk@worldnet.att.net>
Subject: RV-List: GPSMAP196 Price
--> RV-List message posted by: "Dennis Persyk" <dpersyk@worldnet.att.net>
Anyone have any suggestions on where to purchase a Garmin GPSMAP196?
Everyone seems to list them for $999. Im not looking for any added
accessories, just the standard package at the lowest price. Reply off list
if youd like.
Thanks.
Dennis Persyk 6A N600DP sold
Message 41
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|
| Subject: | Re: GPSMAP196 Price |
--> RV-List message posted by: "David Burton" <dburton@nwlink.com>
I'd support John Stark, the man who consistently gives RVators good prices
and service...
$850 + fair and inexpensive shipping charges.
http://www.mindspring.com/~jts7/index.htm
Dave Burton
RV6
(no relation)
----- Original Message -----
From: "Dennis Persyk" <dpersyk@worldnet.att.net>
Subject: RV-List: GPSMAP196 Price
> --> RV-List message posted by: "Dennis Persyk" <dpersyk@worldnet.att.net>
>
> Anyone have any suggestions on where to purchase a Garmin GPSMAP196?
> Everyone seems to list them for $999. Im not looking for any added
> accessories, just the standard package at the lowest price. Reply off
list
> if youd like.
>
> Thanks.
>
> Dennis Persyk 6A N600DP sold
>
>
Message 42
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| Subject: | Re: Flying Question, need advise-fast taxi |
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
I agree Boyd we have to have people who are willing to accept risks and we
should allow them to do that. The difference is, looking a risk, making a
plan to mitigate it as much as possible through training, planning,
experience, etc. and a builder with 100 hours TT blindly jumping in an
airplane for a first flight like it was no big deal are not the same thing.
I think too many people fail to acknowledge the risk involved in First
Flights. Only after you acknowledge the risk, can you honestly work on a
strategy to mitigate it.
There is no sin in an astronaut getting a kick out of a rocket ride, but not
being prepared for it is unforgivable.
Tailwinds,
Doug Rozendaal
> --> RV-List message posted by: Boyd Braem <bcbraem@comcast.net>
>
> But, remember, some people get a real kick out of taking chances and
> challenging themselves--I'm not saying it's smart or even
> desirable--but some people do that. Can we control everyone's
> behaviour?--obviously not--people who are addicted to
> drugs/chemicals/alcohol/sex/gambling/speed/danger are insane while
> they're addicted, but yet we try to logically talk to them--look at our
> track record with them--and, our brilliant War On Drugs? That's why
> there are test pilots who break new ground/barriers/expand the
> envelope--maybe they're either crazy or courageous?--I don't know--but
> think of the history of the world without these people--and, yes, some
> of them died--but, from what I know (or read), most of them knew this
> option before hand.
>
Message 43
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| Subject: | Re: fuselage longeron & skin overhang at aft bulkhead |
--> RV-List message posted by: "Phil Sisson, Litchfield Aerobatic Club" <sisson@consolidated.net>
Chris & Kellie Hand wrote:
> --> RV-List message posted by: "Chris & Kellie Hand" <ckhand@earthlink.net>
>
> In building the fuselage (RV-6A), I left the skin and main longeron extended
> past the tail F-612 bulkhead, planning to trim as needed when I fit the vert
> & horiz stabs. Now that the fuselage is out of the jig and sitting on
> sawhorses, I see that I cannot get the vertical stab flush with the aft
> bulkhead until after trimming the main longerons back.
>
> My question is, should I trim everything (skins too) right up flush with
> that last bulkhead, or should there be some skin extending back a little
> past the F-612? Any close up photos of the attached tail section on any of
> your web sites?
>
> Thanks for your help!
>
> Chris Hand
> RV-6A, #23559
this is really unclear in the plans, but if you study them, you will see that
the skin should come on back past the flange of the bulkhead. A good way to do
it is to make it line up with the rear flange of the Vertical Stabilizer. Also
the tail fairing will line up with both of them.
Hmmmmm. I did mine to the back of the bulkhead, the wrong way. Then I saw
another one done the same way I did. Then a local RV'er said his was not done
that way. He said it was extended back a bit. We looked and looked and finally
found a drawing that shows it but it is not real clear.
I fixed mine. I slipped a piece of .016 in between the skin and the bulkhead. It
covers and fairs the lower rudder hinge gap better. .... Otherwise I would have
had to replace both side skins, NOT....
phil
do not archive
Message 44
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| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: N13eer@aol.com
Smokyray wrote:
Instead, I chose the route we use in the F16, "chase". I took off on his wing and
shadowed the entire flight, takeoff to touchdown on a grass strip, something
I highly recommend. He did great and I stuck like glue on his wing until it
was back in the chocks.
I hate to bash on a F16 driver on Veterans Day but I don't think this is the best
advice for a first flight by an inexperienced pilot. I'm sure this works great
for military pilots who have gone through training in formation flight. The
average first time builder who has been buzzing around the patch in a C-150/172
is not going to be comfortable seeing another plane 20 feet away in flight
for the first time. It is only going to add to the stress of the first flight
if youre not comfortable in formation already.
BTWThanks to all those who served.
Alan Kritzman
Cedar Rapids, IA
RV-8 N8EM
Message 45
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|
| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: Nels Hanson <pa201950@yahoo.com>
Kevin, You can call me sometime at 847-975-0540 and I
could give you the names of at least two people who
might be interested in flying your RV-8 for the first
flight. They have both done "first flights" and are
great guys,and both have RV taildragger experience. We
are in the Chicago-Rockford area.
--- Kevin Horton <khorton01@rogers.com> wrote:
> --> RV-List message posted by: Kevin Horton
> <khorton01@rogers.com>
>
> >--> RV-List message posted by: "MSices"
> <msices@core.com>
> >
> >
> >I am now ready to fly with my painted RV8 and
> airworthiness certificate in
> >hand. Everything is ready to go except me. I got
> a checkout from a CFI in
> >his RV6 and he signed me off and thinks I am ready
> to do my first flight.
> >Still, I can't help but trust my feeling that with
> my low time (500hrs) and
> >lack or recent experience, that I would be better
> off finding someone to do
> >the first flight -or- get more training (also
> considering my 8 has 200hp,
> >constant speed prop etc). I am very confident in
> my ability to fly the
> >airplane, and I have a feel for the responsiveness
> and control harmony of
> >the RV series, I just feel a little rusty with my
> tail dragger experience
> >and am a little nervous to land an RV8 on its first
> flight having never done
> >that before. An RV8 pilot I know told me that the
> -8 is more difficult to
> >land because of the spring gear which bounces
> easily. I was wondering how
> >many of you would second that thought. If the -8
> is a different plane to
> >fly and land, then it seems the prudent move would
> be to get some -8 time.
> >Anyone know of anyone that does training in their
> 8? How about a RV test
> >pilot near the Kenosha, WI area. Thanks in advance
> for your advise on this.
> >
> >Mike Sices
>
> Mike,
>
> You certainly shouldn't do the first flight unless
> you are
> comfortable with it. At the moment, you may have
> the skills
> required, but the fact that you are not comfortable
> is a show
> stopper. So, I see two options:
>
> 1. Get some taildragger time and some RV-8 time and
> then see if you
> become comfortable with doing the first flight, or
>
> 2. Have someone else do the first flight.
>
> There is no reason to rush into this, or let someone
> else talk you
> into doing something you are not comfortable with.
>
> Fly safe,
>
> --
> Kevin Horton RV-8 (finishing kit)
> Ottawa, Canada
> http://go.phpwebhosting.com/~khorton/rv8/
>
>
>
> Click on the
> this
> generous
> _->
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/chat
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/RV-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
__________________________________
Message 46
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| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: rob ray <smokyray@yahoo.com>
Hi Alan,
It takes alot more than that to bash me, trust me. I only suggested a chase pilot
if he decided to do his own test flight. Realistically, an experienced test
pilot is always a good option, if one is available. A rear seat observer/pilot
in a RV4 or 8 couldn't do alot in the landing phase which is the most critical
phase anyway and due to regs, it's not an option. Having done a couple of
test flights I personally think it is well within the grasp of most "competent"
aviators but like every other aspect of aviation it involves risk. If chased
correctly the test pilot shouldn't even know he is there.
Personally, I'm glad the Wright brothers did their own test flight.
Happy Veterans day.
RR
N13eer@aol.com wrote:
--> RV-List message posted by: N13eer@aol.com
Smokyray wrote:
Instead, I chose the route we use in the F16, "chase". I took off on his wing and
shadowed the entire flight, takeoff to touchdown on a grass strip, something
I highly recommend. He did great and I stuck like glue on his wing until it
was back in the chocks.
I hate to bash on a F16 driver on Veterans Day but I don't think this is the best
advice for a first flight by an inexperienced pilot. I'm sure this works great
for military pilots who have gone through training in formation flight. The
average first time builder who has been buzzing around the patch in a C-150/172
is not going to be comfortable seeing another plane 20 feet away in flight
for the first time. It is only going to add to the stress of the first flight
if youre not comfortable in formation already.
BTWThanks to all those who served.
Alan Kritzman
Cedar Rapids, IA
RV-8 N8EM
---------------------------------
Message 47
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| Subject: | Re: Veteran's Day - NON RV - Delete Now |
--> RV-List message posted by: Pete Waters <pedroagua@yahoo.com>
Gummi,
You too, Major.
V/R,
Pedro
rob ray <smokyray@yahoo.com> wrote:
--> RV-List message posted by: rob ray
From an F16/RV pilot who got back a couple of months ago...THANKS!
RR
Tom Gummo wrote:
--> RV-List message posted by: "Tom Gummo"
It was:
the 11th Month of
the 11th Day at
the 11th Hour
that World War I ended.
To my Dad, who at 17, was riding in the back of a Avenger off the Franklin
Air Craft Carrier in the Pacific in World War II:
To my Father-in-law, who was in the Army in World War II and fought his way
from North Africa to Italy (and to this day, will not talk about it):
And to all those who served, thank you. Have a great Veteran's Day.
Tom Gummo
Apple Valley, CA
Harmon Rocket-II, 150 hours
Wild Weasel #1753
F-4G Instructor Pilot
Major, USAF, Retired
http://mysite.verizon.net/t.gummo/index.html
do not archive
---------------------------------
---------------------------------
Message 48
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| Subject: | Re: Flying Question, need advise |
tests=FROM_HAS_UNDERLINE_NUMS
--> RV-List message posted by: "RV_8 Pilot" <rv_8pilot@hotmail.com>
Tying into what was said below, I suggest finding someone else to make the
first flight or two. If you have to ask, you're not ready. Sounds
simplistic, but reading your post you seem to lack the level of confidence
it takes to *not* be nervous on the first flight. Nerves and apprehention
are what gets in the way on first flights. Also, using an experienced
pilot, their level of stress will be lower. It's a win-win situation - no
bent airplane and no bent pilot.
As for the fast taxi thing, don't try and make high speed extended
taxis/runs. If you *have to*, just power up to about 1/3-1/2 throttle and
allow the plane to acellerate to some speed. Say 30-kts the first time.
When you see the selected speed, pull the throttle *to idle* and just let it
coast to slow taxi speed. Repeat a time or two at higher speeds. BUT, I
wouldn't recommend this for the reasons already mentioned. It'd be easy to
damage an engine if you don't watch the temps. Also, if you're not
confident and proficient enough to make the first flight anyway, don't set
yourself up for a groundloop making these runs. They're possibly more
dangerous than a first takeoff and flight.
I agree with Brian D's comments on the -8. Got a few hours in them myself.
If you still feel like you have to make the flight, get some high(er)
performance time in something like a Pitts or other unlimited acro plane
(T&G's if you can) in addition to honing your tailwheel skills in a Citabria
or Decathlon just prior to the flight. This is how I did it. Oh, and don't
get slow on final!
Good luck.
Bryan Jones -8 ~580 hrs
Pearland, Texas
>Having just flown my RV-8A a week and a half ago, I STRONGLY urge you to
>get
>someone else to do the first flight. You are clearly not really
>comfortable/settled with the idea of doing this yourself (I wasn't either
>with
>mine), and as others have pointed out, FOLLOW YOUR INSTINCTS ON THIS ONE.
Message 49
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| Subject: | Re: Flying Question, need advise |
--> RV-List message posted by: Pete Waters <pedroagua@yahoo.com>
Mike and others,
Kind of interesting how much comment there has been on this topic so fast.
I test military airplanes for a living as an F-18 backseater. (US Navy Test
Pilot School Class 114.) One of the most basic principles of flight test is to
never test two flight-critical systems at the same time. If you're not an experienced
RV-8 pilot, then flying the first flight means testing the new airplane
(all of it) at the same time that you are testing YOU, the pilot. YOU are
a flight-critical system (arguably the most important one).
I didn't build my RV-4, I bought it, but I can relate to the desire to do the
first flight yourself. I submit that this desire is emotional, and therefore
has no bearing on the decision. The laws of physics and gravity don't respect
emotion.
If I were in your shoes, I'd do the following. Get an experienced RV pilot,
preferably an experienced RV-8 pilot, to do the first flight. The test pilot
on the first flight should be able to fly by instinct, second nature, by the seat
of his pants (insert cliche of choice here) in an emergency. Doug Rozendahl's
advice about the statistical increase of accidents on first flights is completely
correct. Also, follow Rob Ray's excellent advice and get a chase airplane
flown by an experienced formation pilot. The ideal chase plane will be
similar in performance to the RV-8, have excellent field of view left, right,
and above (tandem is therefore preferred over side-by-side) and with a back seat.
In other words, an RV-8/8A or RV-4 would be best, although not required.
Also, to allow you to participate in the first flight in the best, safest, and
most appropriate way possible, fly in the back seat of the chase. You will
be right there on the first flight, without having to worry about actually flying
the chase plane and not hitting the other guy. Bring a video comera, both
to record the flight for posterity and for post-flight review of the test flight.
Fly the test flight on 122.75 (authorized FAA formation frequency) and either
(a) have the test pilot narrate what he's doing over the radio so that someone
on the ground can copy it all down (relieving the pilot of the need to
take notes, so that he can concentrate on flying the airplane), or (b) wire the
test airplane's intercom with a small tape recorder to record the test pilots
verbal comments. These qualtitative evaluations of test flight are among the
most valuable data you'll get.
Lastly, regarding taxi tests... more accidents occur on hi-speed taxi tests than
on first flights, precisely because we take first flights so much more seriously.
Accidents usually occur on "routine training missions" exactly because
we're not flying around expecting something to go wrong (like we do on first
flights). The key parameter for doing taxi tests is runway length, and to a
lesser extent, headwind and density altitude, since these all affect takeoff distance
and therefore abort distance. If you've got the airplane at a short-runway
field, think real hard about taxi tests. A high-speed taxi test is basically
an intentional high-speed abors, which on a short runway means
intentional a high-speed ground emergency. Treat it accordingly. However, if
you do decide to do them, go to idle no later than liftoff speed, preferably minus
5 knots or so. DON'T get airborne accidentally, and approach any taxi test
as though it might turn into the first flight... which means that you should
not do any taxi tests with the potential to get airborne. This would be an
excellent chance to let your test pilot to get a little cockpit time in your particular
plane before going up.
One final point. There are so many RV pilots flying around that I'd like to
propose something to the RV community. Let's band together to help out our comrades
oin this situation. Mike, I can't recall where you're based, but if it's
near Rob Ray in the Southeast, take him up on his offer to fly chase in his
RV-4. Some other experienced RV-8 pilot near Mike, volunteer to do the first
flight. There are plenty of experienced RV pilots out there who can serve as
test pilots, and more formation-experienced guys out there than you might think.
If nothing else, it's a chance to meet others in the fraternity.
In military flight test, we treat a First Flight with all the seriousness of
a space shot. Some readers of this list might think all my writing here is paranoid
overkill, but if you get killed in an RV-8, you're just as dead as if
you get killed in an F-16.
Pedro
rob ray <smokyray@yahoo.com> wrote:
--> RV-List message posted by: rob ray
Hi Alan,
It takes alot more than that to bash me, trust me. I only suggested a chase pilot
if he decided to do his own test flight. Realistically, an experienced test
pilot is always a good option, if one is available. A rear seat observer/pilot
in a RV4 or 8 couldn't do alot in the landing phase which is the most critical
phase anyway and due to regs, it's not an option. Having done a couple of test
flights I personally think it is well within the grasp of most "competent"
aviators but like every other aspect of aviation it involves risk. If chased
correctly the test pilot shouldn't even know he is there.
Personally, I'm glad the Wright brothers did their own test flight.
Happy Veterans day.
RR
---------------------------------
Message 50
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|
| Subject: | Trio Avionics EZ Pilot Autopilot report(long) |
--> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
This was posted anonymously on the Blue Mountain Avionics website today.
There is also a lengthy discussion of the subject by Greg Richter of Blue
Mountain on their website today. Have a look at bluemountainavionics.com if
you want a more detailed explanation of how it works by the man who
developed it.
Terry
Posted on Tuesday, November 11, 2003 - 3:10 pm:
----
The BMA AHRS works with or without GPS in the latest configuration. There is
disinformation being spread by Grand Rapids Instruments that implies the BMA
AHRS requires GPS. The BMA AHRS solutuion is a rigorously developed Kalman
Filter that performs optimal estimation with or without GPS aiding. It is
much like an INS/GPS. The INS will work without the GPS, it just works
better with GPS for it's fundamental mission. The GRI propaganda is
attempting to bring merit to an inferior solution. It really does take far
more work to do the GPS integration and then to constantly operate in a
degraded mode. A GPS aided AHRS will knock the socks off a non-aided AHRS in
performance -- military or commercial.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Sam Buchanan
Subject: Re: RV-List: Trio Avionics EZ Pilot Autopilot report(long)
But the remote possibility of total loss of GPS data for an extended
period of time is why I don't favor EFIS's that include GPS in the AHRS
solution (Blue Mountain?). It would be preferable to only lose full
functionality of the wing leveler to having flight instruments get
flakey because they can't hear the satellites.
Sam Buchanan
Message 51
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|
| Subject: | Re: GPSMAP196 Price |
--> RV-List message posted by: Pete Waters <pedroagua@yahoo.com>
I think the $999 price is what Garmin insists all vendors ADVERTISE. Most will
sell you the 196 for cheaper. Aircraft Spruce offered one to me at the Camarillo
Airshow for $869. I passed because of the 7% California sales tax. I ended
up getting a basically-new unit, with antenna and bracket, for $915 on eBay.
Pedro
David Burton <dburton@nwlink.com> wrote:
--> RV-List message posted by: "David Burton"
I'd support John Stark, the man who consistently gives RVators good prices
and service...
$850 + fair and inexpensive shipping charges.
http://www.mindspring.com/~jts7/index.htm
Dave Burton
RV6
(no relation)
----- Original Message -----
From: "Dennis Persyk"
Subject: RV-List: GPSMAP196 Price
> --> RV-List message posted by: "Dennis Persyk"
>
> Anyone have any suggestions on where to purchase a Garmin GPSMAP196?
> Everyone seems to list them for $999. Im not looking for any added
> accessories, just the standard package at the lowest price. Reply off
list
> if youd like.
>
> Thanks.
>
> Dennis Persyk 6A N600DP sold
>
>
---------------------------------
Message 52
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|
| Subject: | Re: GPSMAP196 Price |
--> RV-List message posted by: "lucky macy" <luckymacy@hotmail.com>
search of his website turned up nothing on this product.
do not archive
>From: "David Burton" <dburton@nwlink.com>
>Reply-To: rv-list@matronics.com
>To: <rv-list@matronics.com>
>Subject: Re: RV-List: GPSMAP196 Price
>Date: Tue, 11 Nov 2003 15:02:03 -0800
>
>--> RV-List message posted by: "David Burton" <dburton@nwlink.com>
>
>I'd support John Stark, the man who consistently gives RVators good prices
>and service...
>
>$850 + fair and inexpensive shipping charges.
>
>http://www.mindspring.com/~jts7/index.htm
>
>Dave Burton
>RV6
>(no relation)
>
>
>----- Original Message -----
>From: "Dennis Persyk" <dpersyk@worldnet.att.net>
>To: "rv-list" <rv-list@matronics.com>
>Subject: RV-List: GPSMAP196 Price
>
>
> > --> RV-List message posted by: "Dennis Persyk"
><dpersyk@worldnet.att.net>
> >
> > Anyone have any suggestions on where to purchase a Garmin GPSMAP196?
> > Everyone seems to list them for $999. Im not looking for any added
> > accessories, just the standard package at the lowest price. Reply off
>list
> > if youd like.
> >
> > Thanks.
> >
> > Dennis Persyk 6A N600DP sold
> >
> >
>
>
Crave some Miles Davis or Grateful Dead? Your old favorites are always
playing on MSN Radio Plus. Trial month free!
Message 53
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|
--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
The problem I have with Van's read on the aileron fix is that it doesn't ask
you to isolate the problem correctly.
The first thing you need to know is if the problem is caused by a mis rig,
or if it is caused by an imbalance of force.
This is determined by holding the stick dead center in flight, if it doesn't
roll and the ailerons are at neutral then the aircraft ailerons, wings, etc.
are rigged correctly. If you let go and the ailerons find a different spot
then its a force issue. But if it won't fly straight with the stick at
neutral then you need to re-rig it, then fly again to check for force
balance issues.
To rig it correctly one must then check for symetry of all flight and
control surfaces as well as bell cranks and rod lengths. If the flight
surfaces aren't symetrical then fix this(big ouch). Then place all control
surfaces, bellcranks, and the stick at their respective neutrals and lock in
place, then adjust rods to fit.
Once you have determined the problem is only an issue of forces then you can
start checking to see if the ailerons are mispositioned or the trailing
edges are asymetrical.
I use a cut out profile made from foam placed on the wing end, sans the tip,
with the aileron at neutral. Its pretty easy to move this to the other ends
of both ailerons and see if there is a significant asymetry.
One can also do this in a smaller fashion with stiff paper to profile the
trailing edges as well much like propellers are made with brass profiles.
Now to fixes. If the airlerons are mispositioned slightly, fix it with
trailing edge adjustments, as this is much easier to do, and it won't
dramatically alter airspeeds or effeciencies. If the ailerons are way off
(1/8" or more) then bite the bullet and get new steel aileron brackets.
Also note that if both brackets on one end are off a lot then the aileron
could be ok in neutral, but the altered pivot point for that end will cause
the wing chord to change differently then the other end will.
If they are mounted correctly then profile the trailing edge and reduce the
radius of the lighter wing for a portion of the span. It only takes a little
to make a big change and it will be easier to see what changed after a
squeeze or flattening using a profile. Also reduce the span area where its
the fattest, or increase where its the narrowest so that the full span of
the aileron is more even in trailing edge radius.
Meanwhile keep your fuel load fairly even while testing. Also don't reduce
your radius below that recommended as a minumum for that thickness of 2024
T-3. See AC43.13-1B Change 1
W
Message 54
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| Subject: | GPS-less flight with the Trio Avionics EZ Pilot Autopilot |
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
> Charlie & Tupper England wrote:
>>
>> I have a question based on what I read on their web site. Have either
>> of you disabled your GPS feed to the a/p to check its reaction? The
>> web site seems to indicate that there is no backup for loss of heading
>> info from the GPS.
After Charlie's "challenge" < :-) > I made a flight this evening for
the purpose of flying the EZ-Pilot without GPS to see how it would react
to loss of reference data.
After getting the plane established on heading and altitude in light
turbulence with the EZ-Pilot engaged, I turned off the Lowrance Airmap
100 and watched as the EZ-Pilot display indicated "No GPS". For two
minutes the flight continued as before except for a drift of about five
degrees in heading. I could not feel a difference in the way the
auto-pilot, now wing leveler, kept the wings level, even in the light chop.
I then rolled the plane 45 degrees left followed by a 45 degree roll to
the right. While the plane was in the right bank I released the stick
and the plane rolled back left, then a few degrees left of center, then
back to wings level.
Next was a 180 degree standard rate turn to the right. As I neared the
end of the maneuver, I released the stick with the plane still banked to
the right; the plane rolled a few degrees past center then settled back
into wings level.
This is getting interesting! Next came a 45 degree bank to the left for
90 degrees of yaw followed by a similar turn back to the right. While
the plane was in the 45 degree right bank, I released the stick, the
plane recovered, but the brutality was beginning to take its toll on the
solid-state gyro. This time the wings stayed tilted about five degrees
to the left and the plane began a very slow, one degree/sec yaw to the left.
I banked the plane a few more times and the gyro finally began to get a
little "drunk"; it would no longer return absolutely to wings level and
the plane was now doing very shallow turns instead of flying straight. I
could have used the trim switch to straighten out the flight path if
desired, but that was not the point of this test.
However, at this point, the EZ-Pilot had been flying the plane for over
twelve minutes and had endured many abrupt maneuvers; even though the
system could no longer fly the plane straight without retrimming, it
still had no difficulty keeping the plane upright. Maximum "lean" angles
I saw even with the gyro saturated was less than ten degrees.
It could be that if the test had continued for an extended period of
time with more maneuvers, the system would have finally lost its sense
of balance. But I was very impressed at how long the EZ-Pilot can keep
the plane upright even though it has no reference to gravity or heading.
If a momentary glitch occurred in the EZ-Pilot GPS data stream, the
pilot would never even notice it. And if GPS goes down for an extended
period of time, the EZ-Pilot gyro will give the pilot plenty of time to
get his hands out of his pockets, the coffee mug back in the cupholder,
the CD out of the player, so he can reset the trim and continue the
flight, all without causing any alarm or stress.
I continue to be impressed at the solidity of this system.
Sam Buchanan
http://thervjournal.com
Message 55
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| Subject: | Re: fuselage longeron & skin overhang at aft bulkhead |
--> RV-List message posted by: Richard Dudley <rhdudley@att.net>
Hi Chris,
Leave the skin wherever it ended up until you mount the vertical
stabilizer. I made the mistake of trimming it before I mounted the VS,
though I did not trim it back to the bulkhead. I will have to add on
some sheet or fiberglass to fix the cosmetic appearance. You will be
able to decide how far to trim it after you mount the VS.
Regards,
Richard Dudley
Chris & Kellie Hand wrote:
>
> --> RV-List message posted by: "Chris & Kellie Hand" <ckhand@earthlink.net>
>
> In building the fuselage (RV-6A), I left the skin and main longeron extended
> past the tail F-612 bulkhead, planning to trim as needed when I fit the vert
> & horiz stabs. Now that the fuselage is out of the jig and sitting on
> sawhorses, I see that I cannot get the vertical stab flush with the aft
> bulkhead until after trimming the main longerons back.
>
> My question is, should I trim everything (skins too) right up flush with
> that last bulkhead, or should there be some skin extending back a little
> past the F-612? Any close up photos of the attached tail section on any of
> your web sites?
>
> Thanks for your help!
>
> Chris Hand
> RV-6A, #23559
>
Message 56
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| Subject: | Big Bend-Long Story |
--> RV-List message posted by: "Larry Pardue" <n5lp@warpdriveonline.com>
Listers:
Flightplans may be the best for safety but I like nothing as much as just
leaving and seeing where I end up. I have flown the Big Bend area of Texas
before, but not near enough.
Today, co-pilot and Geologist Louise House and I headed from Carlsbad down
toward Terlingua, Texas, that I had seen from the air but never landed at.
On the way down we decided to look at the Glass Mountains. Interesting
because they are a widely separated part of the Capitan Reef that comprises
the Guadalupe Mountains of New Mexico and Texas. Those of you that fly
through Guadalupe Pass on the way to the Las Cruces fy-in; well that is one
end of the reef and the Glass Mountains, that don't have good ground
accessability, are the other end of the reef. For the many miles between
the two ranges, the reef is far underground.
We looked over the Glass Range, east of Alpine, Texas, and did notice many
similarities to the Guadalupes, far to the northwest. South of that the
terrain gets stranger and stranger. Much volcanic rock of many different
colors and textures, highly visible faults and dikes and huge escarpments
that go for tens of miles. We saw places that the bedding planes were
essentially vertical, having been bent 90 degrees or so from when they were
deposited. At times the bedding planes appeared sharpened, like vertical
knife blades. Yes, I am very very sorry I did not bring a camera today,
having no film on hand.
Terlingua Ranch is an old ranch of about 200,000 acres with a dirt strip at
the area of guest cabins and a lodge. Many of you have heard of this place
for their chile cookoff, but the actual place is pretty modest for
facilities and absolutely spectacular for setting. Few, if any, people live
here year around but there there are unreasonably steep and unreasonably
shaped volcanic hills in all directions. Louise tells me she has seen
terrain similar to this in Mexico, I have seen nothing like this. The
Sierra Nevada is spectacular. Alaska is spectacular. Grand Canyon is
spectacular. I have seen nothing like this though. In places it makes me
think I am flying over the surface of the moon.
The airstrip was generally well maintained but has a few areas of washouts
from rain this summer. It was quite easy to avoid the bad areas and I
wasn't at all worried about my wheel pants on the RV-6. They told me a
Cessna 180/185 fly-in is coming up soon.
After Terlingua we worked our way up through the fantastic country toward
Marfa, not really intending to land there. The country settles down a bit
south of Marfa, near the old air base where a famous glider world
championship was held in 1970. As we were about to fly over the Marfa
airport I heard Burt Compton on the radio, taxiing out in his towplane
Cessna 150/180. I had never met Burt, but knew he is operating a new glider
operation at Marfa. http://www.flygliders.com
I asked him if we could look around his operation and he forthwith aborted
his planned flight to show us around. Burt operated a glider facility in
Florida for many years but recently succumbed to the unusual appeals of Big
Bend Country and started operating in Marfa, first part time, and now full
time. The good part of operating a commercial glider operation in Marfa is
that you are in one of the most amazing soaring and scenic areas of the
country. The bad part is that you are in the middle of nowhere and people
have to be very motivated to come. It looks like he is going to make it
work. He has a nice large hangar, two two seat Blaniks and a Standard
Cirrus as well as the Cessna towplane and picnic tables and hammocks.. Top
competition pilot John Byrd also lives near Marfa and is available for
competitive soaring coaching. Disclosure: Burt was nice enough to present
both Louise and me with beautiful "Marfa Gliders" long sleeved tee-shirts,
upon our departure.
By now we had fiddled around long enough with the nice people at Terlingua
and Marfa that it was getting on toward sunset. After the Davis Mountains
and McDonald Observatory it started getting dark. Dark in the transpecos
area is dark. Sometimes I could see a solitary drilling rig, far in the
distance, shining its lights. There are no towns at all in this area. A
little scary for me, but the new darkness after sunset is always beautiful
to me.
We slipped into a dark downwind at Carlsbad as the last freight flight, Twin
Cessna, of the night departed, and glided around and down to a short landing
into the brisk west wind. Pure magic.
Do not archive
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://n5lp.net
Message 57
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| Subject: | Re: GPSMAP196 Price |
--> RV-List message posted by: "David Burton" <dburton@nwlink.com>
> --> RV-List message posted by: "lucky macy" <luckymacy@hotmail.com>
>
> search of John Stark's website turned up nothing on this product.
Best to send him an email or phone him. The website was just for contact
info...
That price is current, he consistently offers us some of the best pricing,
you can do a search of the archives and find lots of happy customers.
I purchased my 195 years ago from:
Southeast Aerospace, Inc.
1399 General Aviation Drive
Melbourne Intl. Airport
Melbourne, FL 32935
Phone: 321-255-9877
Fax: 321-255-9608
Email: jessica@seaerospace.com
www.seaerospace.com
At the time they had the best price I could find and were a pleasure to deal
with. They also have the 196 for $850, in stock...
Message 58
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|
| Subject: | AHRS vs mechanical gyros |
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
Terry Watson wrote:
> --> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
>
> This was posted anonymously on the Blue Mountain Avionics website today.
> There is also a lengthy discussion of the subject by Greg Richter of Blue
> Mountain on their website today. Have a look at bluemountainavionics.com if
> you want a more detailed explanation of how it works by the man who
> developed it.
>
> Terry
>
>
> Posted on Tuesday, November 11, 2003 - 3:10 pm:
>
> ----
> The BMA AHRS works with or without GPS in the latest configuration. There is
> disinformation being spread by Grand Rapids Instruments that implies the BMA
> AHRS requires GPS. The BMA AHRS solutuion is a rigorously developed Kalman
> Filter that performs optimal estimation with or without GPS aiding. It is
> much like an INS/GPS. The INS will work without the GPS, it just works
> better with GPS for it's fundamental mission. The GRI propaganda is
> attempting to bring merit to an inferior solution. It really does take far
> more work to do the GPS integration and then to constantly operate in a
> degraded mode. A GPS aided AHRS will knock the socks off a non-aided AHRS in
> performance -- military or commercial.
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of Sam Buchanan
> To: rv-list@matronics.com
> Subject: Re: RV-List: Trio Avionics EZ Pilot Autopilot report(long)
>
>
> But the remote possibility of total loss of GPS data for an extended
> period of time is why I don't favor EFIS's that include GPS in the AHRS
> solution (Blue Mountain?). It would be preferable to only lose full
> functionality of the wing leveler to having flight instruments get
> flakey because they can't hear the satellites.
>
> Sam Buchanan
"Anonymous", while giving Terry an involved answer.......did not answer
his question! He evaded it! :-)
Terry's query:
"How do the solid state gyro's that you use compare to mechanical gyros
in terms of stability over time, without the GPS input.?"
remains unanswered by "Anonymous".
I am not impressed by "anonymous" posters.......
I debated whether or not to respond to this post, but since it was my
original post that Terry reposted to the BMA forum, I think I am
entitled to a response.
Sounds like a little, ah, *aggressive marketing* is being aimed at some
other EFIS companies by the BMA gang. ;-)
Sam Buchanan
====================
Message 59
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| Subject: | Re: Big Bend-Short Story |
--> RV-List message posted by: Boyd Braem <bcbraem@comcast.net>
Larry--
Come to Florida and fly over some open-pit phosphate mines.
Boyd.
do not archive
On Tuesday, November 11, 2003, at 10:05 PM, Larry Pardue wrote:
> In places it makes me
> think I am flying over the surface of the moon.
Message 60
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|
| Subject: | Wanted: Terra Radios |
--> RV-List message posted by: "Michael J. Robbins" <michael.j.robbins@verizon.net>
A friend of mine is looking for a TN200D and TX760D. Please respond off
line if you know of one or both for sale.
Thanks.
Mike Robbins
RV-8
Message 61
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| Subject: | AHRS vs mechanical gyros |
--> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
Come on Sam, tell the whole story. If you read that much, you must have
seen the lengthy discussion posted today and signed by Greg. Look. I know
you bought early and got stung by more promises than fact on an EFIS/lite,
but I don't understand the constant sniping at them that seems to always
turn out to be less than the full story, and that's being generous.
Terry
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Sam Buchanan
Subject: RV-List: AHRS vs mechanical gyros
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
Terry Watson wrote:
> --> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
>
> This was posted anonymously on the Blue Mountain Avionics website today.
> There is also a lengthy discussion of the subject by Greg Richter of Blue
> Mountain on their website today. Have a look at bluemountainavionics.com
if
> you want a more detailed explanation of how it works by the man who
> developed it.
>
> Terry
>
>
> Posted on Tuesday, November 11, 2003 - 3:10 pm:
>
> ----
> The BMA AHRS works with or without GPS in the latest configuration. There
is
> disinformation being spread by Grand Rapids Instruments that implies the
BMA
> AHRS requires GPS. The BMA AHRS solutuion is a rigorously developed Kalman
> Filter that performs optimal estimation with or without GPS aiding. It is
> much like an INS/GPS. The INS will work without the GPS, it just works
> better with GPS for it's fundamental mission. The GRI propaganda is
> attempting to bring merit to an inferior solution. It really does take far
> more work to do the GPS integration and then to constantly operate in a
> degraded mode. A GPS aided AHRS will knock the socks off a non-aided AHRS
in
> performance -- military or commercial.
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of Sam Buchanan
> To: rv-list@matronics.com
> Subject: Re: RV-List: Trio Avionics EZ Pilot Autopilot report(long)
>
>
> But the remote possibility of total loss of GPS data for an extended
> period of time is why I don't favor EFIS's that include GPS in the AHRS
> solution (Blue Mountain?). It would be preferable to only lose full
> functionality of the wing leveler to having flight instruments get
> flakey because they can't hear the satellites.
>
> Sam Buchanan
"Anonymous", while giving Terry an involved answer.......did not answer
his question! He evaded it! :-)
Terry's query:
"How do the solid state gyro's that you use compare to mechanical gyros
in terms of stability over time, without the GPS input.?"
remains unanswered by "Anonymous".
I am not impressed by "anonymous" posters.......
I debated whether or not to respond to this post, but since it was my
original post that Terry reposted to the BMA forum, I think I am
entitled to a response.
Sounds like a little, ah, *aggressive marketing* is being aimed at some
other EFIS companies by the BMA gang. ;-)
Sam Buchanan
====================
Message 62
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|
| Subject: | clinched rivets? |
--> RV-List message posted by: Paul Eastham <eastham@netapp.com>
Hi everyone,
I just finished riveting most of my VS and oddly enough I had more
problems with my squeezed rivets than the bucked ones. A few of the
skin-to-rib rivets squeezed over to the side just enough to reveal
bits of the dimple edge, and sometimes the hole inside that. The
cause was apparently imperfect alignment of the holes by just a hair
-- I couldn't get it any closer despite a lot of pushing and prodding.
(which is also a mystery...it all fit together fine when drilling...)
The mil-spec sounds like either of these cases is unacceptable
(though if you hold your rivet gauge up to an empty dimple you will
see it takes a perfectly centered rivet to fully obscure the outer
dimple edge) However, my rivets don't look totally "clinched",
like a bent-over nail or oval in shape. They are circular but slightly
offset.
Are either of these sorts of rivets anything to worry about?
Especially when drilling them out does not improve the problem --
since the hole isn't perfectly perpendicular to the dimple, they tend
to slide over again. Drilling to #30 and using an oops rivet leaves
an uneven dimple on the shop side but it doesn't clinch any more.
Thanks,
Paul
PS: is it just me, or do the (Avery) dimple dies leave a hole that's
slightly too big for the shaft of the AD3 rivet? Is this normal?
Message 63
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|
| Subject: | Cure for Slimybellyosis? |
--> RV-List message posted by: Fiveonepw@aol.com
After seeing much discussion here over the last four years about oil on the
belly, oil separators etc., I'm sitting here face-to-face with this large black
rubber hose attached to my crankcase breather and still do not know what to
do with it----- when it occurred to me to poke a hole in the FAB upper plate
just forward of the carb, (inside the filter) install some kind of fitting
there or even an automotive PVC valve from Autozone, and the whole problem just
goes away-
Is there any compelling reason NOT to do this on a Lycoming, or is there that
much difference between these beasts and all of the automotive movers cranked
out in the last forty years?
Re-inventing the wheel at the PossumWorks in TN?
Mark -6A, tying up loose ends
Message 64
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|
| Subject: | Veteran's Day - NON RV - Delete Now |
--> RV-List message posted by: "Wayne Reese" <waynereese@qwest.net>
Thanks for posting this. I thank both of your fathers as well.
Wayne
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Tom Gummo
Subject: RV-List: Veteran's Day - NON RV - Delete Now
--> RV-List message posted by: "Tom Gummo" <T.gummo@verizon.net>
It was:
the 11th Month of
the 11th Day at
the 11th Hour
that World War I ended.
To my Dad, who at 17, was riding in the back of a Avenger off the
Franklin
Air Craft Carrier in the Pacific in World War II:
To my Father-in-law, who was in the Army in World War II and fought his
way
from North Africa to Italy (and to this day, will not talk about it):
And to all those who served, thank you. Have a great Veteran's Day.
Tom Gummo
Apple Valley, CA
Harmon Rocket-II, 150 hours
Wild Weasel #1753
F-4G Instructor Pilot
Major, USAF, Retired
http://mysite.verizon.net/t.gummo/index.html
do not archive
=
==
==
==
==
Message 65
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|
--> RV-List message posted by: "Wayne Reese" <waynereese@qwest.net>
Rick at www.electronictechnologies.net put a deal together for the
experimental avionics group. $840 delivered I got one and two other
friends I know.
Wayne
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Art Glaser
Subject: Re: RV-List: GPSMAP196 Price
--> RV-List message posted by: Art Glaser <airplane@megsinet.net>
Avionics West $879
Dennis Persyk wrote:
>--> RV-List message posted by: "Dennis Persyk"
<dpersyk@worldnet.att.net>
>
>Anyone have any suggestions on where to purchase a Garmin GPSMAP196?
>Everyone seems to list them for $999. Im not looking for any added
>accessories, just the standard package at the lowest price. Reply off
list
>if youd like.
>
>Thanks.
>
>Dennis Persyk 6A N600DP sold
>
>
>
>
=
==
==
==
==
Message 66
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|
| Subject: | Re: Cure for Slimybellyosis? |
--> RV-List message posted by: Boyd Braem <bcbraem@comcast.net>
Possum Guy--I thought you were "ripsteel" or something like that? The
crap that usually comes out the breather tube can be acidic, and you
don't want to put that back in your engine, at least if you like to fly
for a period of time. A number of aerobatic airplanes run the breather
back to the tail to keep the belly clean--and then, of course they put
on a smoke system--the problem with a long breather tube is the
condensation that can collect and if you live in a "winter" environment
(god forbid) or fly up where things get freezing, that long hose can be
a real problem with freezing--which is why a lot of people cut a
longitudinal "whistle slot" in the breather so that crankcase pressure
has a way to fly to freedom. A number of people put the end of
breather over an exhaust pipe so that the heat will evaporate the oil.
Other people use a collection "tube"--like a brake cylinder casing to
collect the drainage--and, then of course you have to empty it on a
periodic basis. Life is a myriad of difficult decisions--have as much
fun as you can (in a responsible manner).
Boyd--I just wish I was more responsible.
do not archive
On Wednesday, November 12, 2003, at 02:04 AM, Fiveonepw@aol.com wrote:
> --> RV-List message posted by: Fiveonepw@aol.com
>
> After seeing much discussion here over the last four years about oil
> on the
> belly, oil separators etc., I'm sitting here face-to-face with this
> large black
> rubber hose attached to my crankcase breather and still do not know
> what to
> do with it----- when it occurred to me to poke a hole in the FAB
> upper plate
> just forward of the carb, (inside the filter) install some kind of
> fitting
> there or even an automotive PVC valve from Autozone, and the whole
> problem just
> goes away-
>
> Is there any compelling reason NOT to do this on a Lycoming, or is
> there that
> much difference between these beasts and all of the automotive movers
> cranked
> out in the last forty years?
>
> Re-inventing the wheel at the PossumWorks in TN?
> Mark -6A, tying up loose ends
>
>
> _-
> =======================================================================
> _-> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
Message 67
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| Subject: | Re: Cure for Slimybellyosis? |
--> RV-List message posted by: Boyd Braem <bcbraem@comcast.net>
Oh, and don't use a PVC valve on an aircraft engine that runs at a
fairly constant rpm--you won't like the result.
On Wednesday, November 12, 2003, at 02:04 AM, Fiveonepw@aol.com wrote:
> --> RV-List message posted by: Fiveonepw@aol.com
>
> After seeing much discussion here over the last four years about oil
> on the
> belly, oil separators etc., I'm sitting here face-to-face with this
> large black
> rubber hose attached to my crankcase breather and still do not know
> what to
> do with it----- when it occurred to me to poke a hole in the FAB
> upper plate
> just forward of the carb, (inside the filter) install some kind of
> fitting
> there or even an automotive PVC valve from Autozone, and the whole
> problem just
> goes away-
>
> Is there any compelling reason NOT to do this on a Lycoming, or is
> there that
> much difference between these beasts and all of the automotive movers
> cranked
> out in the last forty years?
>
> Re-inventing the wheel at the PossumWorks in TN?
> Mark -6A, tying up loose ends
>
>
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Message 68
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| Subject: | Re: fuselage longeron & skin overhang at aft bulkhead |
--> RV-List message posted by: Fiveonepw@aol.com
Hi Chris-
I've never built an airplane before, but here's what I came up with- THOU
SHALT NOT TRIM/CUT/RIVET/PAINT ANYTHING UNTIL YOU ABSOLUTELY CANNOT GO
FURTHER!!!! I left all the skin and angle hangin' in the breeze until fitting
the VS
and rudder- definitely the w[Unable to display image][Unable to display image]ay
to go- I have installed/removed the VS and rudder
several times and they fit quite nicely!!........See attached-(or mangled-
still tryin' to figger out aol....!
From The PossumWorks in TN
Mark -6A #25539, N51PW Haulin' it to the airport soon!!!
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