Today's Message Index:
----------------------
1. 03:36 AM - Airflow Performance Fuel Injector Mounting (Ronschreck99@aol.com)
2. 04:29 AM - Re: toe in (Jerry Calvert)
3. 04:50 AM - seat heaters (Glen Matejcek)
4. 05:03 AM - Re: Aeroelectric Seminars / Terminals (Lenleg@aol.com)
5. 05:28 AM - Re: Aeroelectric Seminars / Terminals (Fiveonepw@aol.com)
6. 05:39 AM - Re: Airflow Performance Fuel Injector Mounting (Stewart, Michael (ISS Atlanta))
7. 06:13 AM - Re: EIS help cht/egt (Jeff Dowling)
8. 06:24 AM - Re: Aeroelectric Seminars / Terminals (Jeff Dowling)
9. 06:30 AM - Jim Ahman (Pat Perry)
10. 06:39 AM - 6A first flight (Mike Henney)
11. 06:40 AM - Fw: [rv8list] T'Bird shot. (Bill VonDane)
12. 06:56 AM - Re: toe in (Dave Bristol)
13. 07:18 AM - Re: Aeroelectric Seminars / Terminals (Matthew Brandes)
14. 07:34 AM - FuselagePenetrationByFuelLevelWire (DAVID REEL)
15. 07:36 AM - Re: 6A first flight (C. Rabaut)
16. 07:45 AM - T-Bird Crash Pictures (Oldsfolks@aol.com)
17. 07:48 AM - Re: Lowrance 300 To Navaid (Sam Buchanan)
18. 08:33 AM - Re: T-Bird Crash Pictures (Gary Zilik)
19. 08:39 AM - Re: 6A first flight (Cy Galley)
20. 09:40 AM - Re: 6A first flight (Gary Zilik)
21. 09:45 AM - Electrical Connectors (Garrett, Randy L (C4S))
22. 10:38 AM - toe in (Wheeler North)
23. 10:38 AM - Re: Fw: [rv8list] T'Bird shot. (flmike)
24. 11:05 AM - Re: Re: Fw: [rv8list] T'Bird shot. (Brian Denk)
25. 11:14 AM - Engine mount & gear legs for sale. (Dana Overall)
26. 12:50 PM - Re: Re: Fw: [rv8list] T'Bird shot. (Rob Prior)
27. 02:06 PM - rv-8 builders web sites (Stewart, Michael (ISS Atlanta))
28. 02:16 PM - Re: Engine mount & gear legs for sale. (Michael McGee)
29. 02:16 PM - Another option for Van's ABS air vents (Ken Brooks)
30. 02:27 PM - Re: Re: Fw: [rv8list] T'Bird shot. (Alex Peterson)
31. 03:32 PM - Re: Aeroelectric Seminars / Terminals (Charles Rowbotham)
32. 03:35 PM - Re: toe in (Dave Bristol)
33. 04:17 PM - Re: Re: Fw: [rv8list] T'Bird shot. (Cammie Patch)
34. 05:28 PM - RV-6 or -7 center arm rest question (N223RV@aol.com)
35. 06:01 PM - Re: toe in (Jerry Springer)
36. 06:34 PM - Re: Aeroelectric Seminars / Terminals (Ron Burnett)
37. 06:40 PM - Which is more efficient?? (Mike Bulcock)
38. 06:56 PM - Re: toe in (linn walters)
39. 07:00 PM - Re: Re: Fw: [rv8list] T'Bird shot. (Brian Denk)
40. 07:11 PM - Flap Jackscrew Rotation (PeterHunt1@aol.com)
41. 07:23 PM - Re: Re: Fw: [rv8list] T'Bird shot. (Darwin N. Barrie)
42. 07:32 PM - Re: Engine mount & gear legs for sale. (Dana Overall)
43. 07:35 PM - Re: toe in (Kevin Horton)
44. 07:43 PM - Re: rv-8 builders web sites (PSILeD@aol.com)
45. 08:22 PM - Re: toe in (Jerry Springer)
46. 09:18 PM - Re: Which is more efficient?? (Tedd McHenry)
47. 09:18 PM - Re: Which is more efficient?? (Denis Walsh)
48. 09:20 PM - Anywhere WX and others? (Steve Blank)
Message 1
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| Subject: | Airflow Performance Fuel Injector Mounting |
--> RV-List message posted by: Ronschreck99@aol.com
Listers,
I have acquired an AP FM-200 Fuel Control new from a second party. It was
intended for rear mounting on an IO-360-B1E and has a 45 degree elbow. I bought
the engine and will replace the sump with a forward facing sump. Can anybody
tell me which (if any) adapter I will need to attach the injector for my RV-8
application? I'm sure I need something because the straight intake adapter
bolt pattern does not fit the fuel control directly but must bolt onto another
adapter. Question is, what is that other adapter, straight, 45 degree, 22
degree or what?
Also, there are no fuel lines with my fuel control. Anybody have a good
source for these? Thanks for the help.
Ron Schreck
RV-8
Gold Hill, NC
Message 2
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--> RV-List message posted by: "Jerry Calvert" <rv6@cox.net>
How many degrees of toe in should there be on a -6?
Thanks,
Jerry Calvert
Edmond Ok
RV6
----- Original Message -----
From: "Dave Bristol" <bj034@lafn.org>
Subject: Re: RV-List: toe in
> --> RV-List message posted by: Dave Bristol <bj034@lafn.org>
>
> Wheeler,
>
> My alignment was out just about the same as yours was and I agonized
> over how to fix it until I finally just left it alone and of course I
> have a lot of tire wear. I like your method of changing it and I'll give
> it a try at the next inspection.
> I do have a comment about the method of measurement that Van's
> recommends - that is, in a level attitude.
> Unlike a trike, a tailwheel airplane is almost never in a level attitude
> when the wheels are on the ground. And with the camber that our
> airplanes have, there is a considerable change in toe-in from tail up to
> tail down. So, it doesn't make much sense to me to adjust the gear for
> straight ahead in a level attitude on a conventional gear airplane. Of
> course you don't want it perfectly straight ahead with the tail down
> either, since that will cause toe-out when the tail is up and extra tire
> wear. I like to have a compromise of about half way between tail down
> and level.
>
> Dave, RV6, So Cal
> EAA Technical Counselor & Flight Advisor
>
>
> Wheeler North wrote:
>
> >--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
> >
> >Wayne,
> >
> >Vans had mine off by 3.8 degs on one side and 2.5 on the other.
> >
> >I fixed this by wallowing the holes on the engine mount to rotate the
leg,
> >then back filled the "slot" with a lead plug that is trapped by the bolt
> >washers. Although I'm sure the pinch of the bolt would be enough to keep
> >this in place.
> >
> >If you put the AC in level position then use an accurate lasar level set
> >against the wheel hubs and project a line out say 100 inches (to make the
> >math easy) you can then use a little trig to calculate this very
accurately
> >by triangulating off the aircraft centerline and then subtracting the
> >distance measured from centerline to lasar at 100 inches out from the
> >distance measured at centerline to lasar at 0 inches out. If you do the
> >math, a 1/10 of a degree = 3/16" at 107.5 inches between the two
> >measurements.
> >
> >I set mine with full fuel but no baggage of pax as I figured that would
be
> >the average taxi weight.
> >
> >W
> >
> >
> >Time: 12:45:09 PM PST US
> >From: "wayne larabee" <wlarabee@specent.com>
> >Subject: RV-List: rv gear
> >
> >--> RV-List message posted by: "wayne larabee" <wlarabee@specent.com>
> >
> >anybody have any experience correcting excessive toe in or out on the
main
> >gear
> >rv6???
> >
> >wlarabee@specent.com
> >
> >
> >
> >
>
>
Message 3
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--> RV-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
Hi all-
I was contemplating seat heat, until the recent post about the car going up
in flames. Now I think I'll stay with a catalytic heat pad. They're made
by a company called 'Heat Wave' but don't have any other contact info at
this point. These devices are some sort of translucent vinyl pouch or bag
with sodium acetate in them. When you cycle the little metal disc
'clicker' within the fluid, it solidifies and puts out quite a bit of heat.
Later, you toss it in boiling water for a bit to return it to a liquid
state and it's ready to go again.
These widgets come in various sizes from hand warmer to full back pads.
I'm not sure, but I might even have gotten these at OSH a while back. One
could warm up the seats with these while preflighting the plane. As for
enroute, I have 2 heat muffs and always dress as if I were walking, not
flying...
gm
Message 4
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| Subject: | Re: Aeroelectric Seminars / Terminals |
--> RV-List message posted by: Lenleg@aol.com
In a message dated 1/28/2004 10:46:30 PM Eastern Standard Time,
tx_jayhawk@excite.com writes:
> 1) For those that have been to the aeroelectric seminars...would you go
> again? Do you feel you gained much more than having simply read the book?
> Anyone heading to the seminar in KC on 2/7?
>
>
Scott:
I am probably in the minority on this but I would not go again. I felt like
it was just a review of the book.
Len Leggette, RV-8A
Greensboro, NC N910LL
196 hrs
Message 5
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| Subject: | Re: Aeroelectric Seminars / Terminals |
--> RV-List message posted by: Fiveonepw@aol.com
Terminals: finish your wiring diagrams, do as careful an estimate as
possible, then order twice as many. Same for wire.
Seminar: I had to meet Nuckolls. Once you experience the full force of his
intellect, knowledge and conviction, you stop asking so many questions and do
as he instructs, because you know it will work. On the other hand, you also
ask better questions!
Well worth it IMHO...
Mark - do not archive
Message 6
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| Subject: | Airflow Performance Fuel Injector Mounting |
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
I would call AFP directly. They will have everything you need and are
very helpful.
Mike
Do not archive.
http://www.airflowperformance.com/
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
Ronschreck99@aol.com
Subject: RV-List: Airflow Performance Fuel Injector Mounting
--> RV-List message posted by: Ronschreck99@aol.com
Listers,
I have acquired an AP FM-200 Fuel Control new from a second party. It
was
intended for rear mounting on an IO-360-B1E and has a 45 degree elbow.
I bought
the engine and will replace the sump with a forward facing sump. Can
anybody
tell me which (if any) adapter I will need to attach the injector for my
RV-8
application? I'm sure I need something because the straight intake
adapter
bolt pattern does not fit the fuel control directly but must bolt onto
another
adapter. Question is, what is that other adapter, straight, 45 degree,
22
degree or what?
Also, there are no fuel lines with my fuel control. Anybody have a good
source for these? Thanks for the help.
Ron Schreck
RV-8
Gold Hill, NC
==
==
==
==
Message 7
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| Subject: | Re: EIS help cht/egt |
--> RV-List message posted by: "Jeff Dowling" <shempdowling@earthlink.net>
Mine is fuel injected.
Your definitely right on overwhelming at first. Its signaling a problem way
too often.
Jeff
----- Original Message -----
From: "Curt Reimer" <cgreimer@mb.sympatico.ca>
Subject: Re: RV-List: EIS help cht/egt
> --> RV-List message posted by: "Curt Reimer" <cgreimer@mb.sympatico.ca>
>
> > Now that I have some time on my eis, Im wondering if those of you who
use
> this for cht/egt can help with some questions.
> >
> > I havent changed the factory defaults yet and keep getting temp problem
> warnings. The manual says to find >your normal highs and lows, then
> add/subtract 40. Were still tinkering with the engine so I dont know yet
if
> >Im getting a true high and low. The most common problem coming up is a
> temp difference fault. Im getting a >spread of 100 degrees on no.3 and
no.4
> egt at cruise settings while the chts are only 20 apart. I plan on
> >swapping probes before I adjust anything.
>
>
> Jeff, do you have fuel injection or a carburetor? For a carb, 100+ degrees
> difference on EGT is quite normal. My spread is somewhere around 150 I
> think. And a twenty degree difference on CHT is pretty good. I wish I
could
> get mine that close.
>
> The EIS is a great unit, but it monitors so many things that it can be
> overwhelming at first, and sometimes a pain in the butt until you get all
> the alarm limits set the way you want them. Set them wherever necessary to
> accomodate YOUR airplane and engine characteristics. Remember, you're only
> legally required to have Oil Pressure and Oil Temperature gauges.
>
> I set my limits high on things like EGT spread, specifically to avoid
alarms
> while I get used to the airplane. As I gain more experience with the
engine
> I figure I'll tighten up these settings.
>
> Curt
>
>
Message 8
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| Subject: | Re: Aeroelectric Seminars / Terminals |
--> RV-List message posted by: "Jeff Dowling" <shempdowling@earthlink.net>
Just like the rest of the building process, you'll use twice as much as you
guess :(
Do not archive
Jeff
----- Original Message -----
From: <tx_jayhawk@excite.com>
Subject: RV-List: Aeroelectric Seminars / Terminals
> --> RV-List message posted by: "" <tx_jayhawk@excite.com>
>
>
> Two questions for the list...
>
> 1) For those that have been to the aeroelectric seminars...would you go
again? Do you feel you gained much more than having simply read the book?
Anyone heading to the seminar in KC on 2/7?
>
> 2) If anyone kept a list of the types (red splice, #6 red stud, blue
faston, etc.) and rough quantities of terminal connectors used, I would
appreciate the help. I know it certainly depends on the panel, but I'm just
looking for some direction in advance.
>
> Thanks,
> Scott
> RV7A Wings
> http://sky.prohosting.com/rv7a/
>
>
> Join Excite! - http://www.excite.com
> The most personalized portal on the Web!
>
>
Message 9
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rv-list@matronics.com
--> RV-List message posted by: "Pat Perry" <pperryrv@hotmail.com>
I'm trying to get intouch with RV-4 builder Jim Ahman from Hackettstown NJ.
Anyone who knows how to get intouch with him please let me know.
Thanks,
Pat Perry
Dallas, PA
RV-4 N154PK Flies great!
Message 10
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--> RV-List message posted by: "Mike Henney" <Mike.Henney@jedunn.com>
On Sunday, January 25, 2004, N226MH, my RV-6A flew for the first time at
Front Range (FTG), Colorado. I am reporting awesome climb and
performance. It's Thursday and I'm still smiling. There were no
problems except for high CHT's due to my mistaken over-leaning. My
aircraft has an XP-360 assembled by Aero Sport Power, dual Light Speed
electronic ignitions, high compression pistons, and Hartzell CS prop. It
is equipped for day/night VFR. Final weight without gear leg fairings,
wheel pants, paint and upholstery is 1064 LBS. I spent more than 3000
hours in 6 years and 2 months building the standard kit. I owe thanks
for my good landing to Gary Zilik for allowing me to do transition
training in his RV-6A, Larry Wagner (an excellent CFI) and the ground
crew (Chuck Spaur and others) for re-directing me to the right runway as
the wind started to gust. I also thank Ted Lemen, Flight Advisor and
Kent Paser, Technical Counselor. It was reassuring to have my brother,
Larry Henney flying chase and watching over me in his Lancair 360,
N360LH. Finally, I must express gratitude to my family; Susanna,
Rachael, Samuel and Christine, for putting up with my self imposed exile
to the garage for so many years.
Message 11
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| Subject: | Fw: [rv8list] T'Bird shot. |
vansairforce <vansairforce@yahoogroups.com>
--> RV-List message posted by: Bill VonDane <bill@vondane.com>
If it's a fake, I want to meet the guy who faked it, cuz it's the best I've ever
seen!
Who said it's a fake? Someone at AvWeb? Or did the guy come forward?
-Bill
do not archive
----- Original Message -----
From: N733JJ@cs.com
Subject: [rv8list] T'Bird shot.
According to Avweb, the T'Bird ejection photo is doctored. Great shot but I
guess we can't believe anyone anymore.
>From Avweb:
As usual, we received dozens of great photos from AVweb and AVflash readers
this week. It was a tough call, but this week's winner is a departure from the
norm. The photo is a doctored image of the September, 2003, Air Force
Thunderbirds accident. The author is welcome to contact us. Otherwise, we hope
you'll
enjoy the product of an active imagination, a decent skill set ... and a bit
too much spare time.
Message 12
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--> RV-List message posted by: Dave Bristol <bj034@lafn.org>
You don't really want ANY toe-in. Toe-in tends to make a tailwheel
airplane unstable on the ground and toe-out is stable but causes tire
wear. Ideally the wheels should be straight ahead but when they have
camber ( not vertical ) the direction the wheels are pointed will change
with attitude (the airplanes attitude that is). It also changes with
weight and the worst case is right at touchdown - 3 point attitude and
zero weight on the wheels so they're tucked in as they will go and you
have maximum toe-in. I've flown airplanes where this is critical but
the RV 6 is so stable on the ground that it seems to be a non issue
except for tire wear.
So it's all a big compromise but should tend towards out not in.
Dave, RV6, So Cal
EAA Technical Counselor & Flight Advisor
Jerry Calvert wrote:
>--> RV-List message posted by: "Jerry Calvert" <rv6@cox.net>
>
>How many degrees of toe in should there be on a -6?
>
>Thanks,
>Jerry Calvert
>Edmond Ok
>RV6
>----- Original Message -----
>From: "Dave Bristol" <bj034@lafn.org>
>To: <rv-list@matronics.com>
>Subject: Re: RV-List: toe in
>
>
>
>
>>--> RV-List message posted by: Dave Bristol <bj034@lafn.org>
>>
>>Wheeler,
>>
>>My alignment was out just about the same as yours was and I agonized
>>over how to fix it until I finally just left it alone and of course I
>>have a lot of tire wear. I like your method of changing it and I'll give
>>it a try at the next inspection.
>>I do have a comment about the method of measurement that Van's
>>recommends - that is, in a level attitude.
>>Unlike a trike, a tailwheel airplane is almost never in a level attitude
>>when the wheels are on the ground. And with the camber that our
>>airplanes have, there is a considerable change in toe-in from tail up to
>>tail down. So, it doesn't make much sense to me to adjust the gear for
>>straight ahead in a level attitude on a conventional gear airplane. Of
>>course you don't want it perfectly straight ahead with the tail down
>>either, since that will cause toe-out when the tail is up and extra tire
>>wear. I like to have a compromise of about half way between tail down
>>and level.
>>
>>Dave, RV6, So Cal
>>EAA Technical Counselor & Flight Advisor
>>
>>
>>Wheeler North wrote:
>>
>>
>>
>>>--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>>>
>>>Wayne,
>>>
>>>Vans had mine off by 3.8 degs on one side and 2.5 on the other.
>>>
>>>I fixed this by wallowing the holes on the engine mount to rotate the
>>>
>>>
>leg,
>
>
>>>then back filled the "slot" with a lead plug that is trapped by the bolt
>>>washers. Although I'm sure the pinch of the bolt would be enough to keep
>>>this in place.
>>>
>>>If you put the AC in level position then use an accurate lasar level set
>>>against the wheel hubs and project a line out say 100 inches (to make the
>>>math easy) you can then use a little trig to calculate this very
>>>
>>>
>accurately
>
>
>>>by triangulating off the aircraft centerline and then subtracting the
>>>distance measured from centerline to lasar at 100 inches out from the
>>>distance measured at centerline to lasar at 0 inches out. If you do the
>>>math, a 1/10 of a degree = 3/16" at 107.5 inches between the two
>>>measurements.
>>>
>>>I set mine with full fuel but no baggage of pax as I figured that would
>>>
>>>
>be
>
>
>>>the average taxi weight.
>>>
>>>W
>>>
>>>
>>>Time: 12:45:09 PM PST US
>>>From: "wayne larabee" <wlarabee@specent.com>
>>>Subject: RV-List: rv gear
>>>
>>>--> RV-List message posted by: "wayne larabee" <wlarabee@specent.com>
>>>
>>>anybody have any experience correcting excessive toe in or out on the
>>>
>>>
>main
>
>
>>>gear
>>>rv6???
>>>
>>>wlarabee@specent.com
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>
>
>
>
Message 13
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| Subject: | RE: Aeroelectric Seminars / Terminals |
--> RV-List message posted by: "Matthew Brandes" <matthew@n523rv.com>
Scott,
I'm the unofficial organizer of the Kansas City seminar and it looks
like we are going to have a great turnout. Last check with Bob was that
we have 15+ registered including a guy from Britain! I personally
haven't attended one of his seminars but they come highly recommended.
The EAA Chapter 91 hangar is very nice and the perfect setup. There are
several hotels just down the road as well as a lot of restaurants.
Look forward to meeting everyone in KC!
Matthew Brandes
RV-9A Wings
www.n523rv.com
> Message 19
> Time: 07:45:11 PM PST US
> Subject: RV-List: Aeroelectric Seminars / Terminals
> From: "" <tx_jayhawk@excite.com>
>
> --> RV-List message posted by: "" <tx_jayhawk@excite.com>
>
>
> Two questions for the list...
>
> 1) For those that have been to the aeroelectric
> seminars...would you go again? Do you feel you gained much
> more than having simply read the book? Anyone heading to the
> seminar in KC on 2/7?
>
> 2) If anyone kept a list of the types (red splice, #6 red
> stud, blue faston, etc.) and rough quantities of terminal
> connectors used, I would appreciate the help. I know it
> certainly depends on the panel, but I'm just looking for some
> direction in advance.
>
> Thanks,
> Scott
> RV7A Wings
> http://sky.prohosting.com/rv7a/
>
>
> Join Excite! - http://www.excite.com
> The most personalized portal on the Web!
>
Message 14
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| Subject: | FuselagePenetrationByFuelLevelWire |
--> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
Where have others been routing the fuel level sense wires through the fuselage?
If you go behind the spar to the lighting wire penetration point, how do you
pass the spar?
I put the fuel gauges in the painted left floor console today & set the assembly
in place in the airplane. I got this really pleased happy feeling looking at
it even though the garage was at 15 degrees this morning.
Dave Reel - RV8A
Message 15
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| Subject: | Re: 6A first flight |
--> RV-List message posted by: "C. Rabaut" <crabaut@coalinga.com>
Congratulations Mike and God's Speed.
do not archive
----- Original Message -----
From: Mike Henney <Mike.Henney@jedunn.com>
Subject: RV-List: 6A first flight
> --> RV-List message posted by: "Mike Henney" <Mike.Henney@jedunn.com>
>
> On Sunday, January 25, 2004, N226MH, my RV-6A flew for the first time at
> Front Range (FTG), Colorado. I am reporting awesome climb and
> performance. It's Thursday and I'm still smiling. There were no
> problems except for high CHT's due to my mistaken over-leaning. My
> aircraft has an XP-360 assembled by Aero Sport Power, dual Light Speed
> electronic ignitions, high compression pistons, and Hartzell CS prop. It
> is equipped for day/night VFR. Final weight without gear leg fairings,
> wheel pants, paint and upholstery is 1064 LBS. I spent more than 3000
> hours in 6 years and 2 months building the standard kit. I owe thanks
> for my good landing to Gary Zilik for allowing me to do transition
> training in his RV-6A, Larry Wagner (an excellent CFI) and the ground
> crew (Chuck Spaur and others) for re-directing me to the right runway as
> the wind started to gust. I also thank Ted Lemen, Flight Advisor and
> Kent Paser, Technical Counselor. It was reassuring to have my brother,
> Larry Henney flying chase and watching over me in his Lancair 360,
> N360LH. Finally, I must express gratitude to my family; Susanna,
> Rachael, Samuel and Christine, for putting up with my self imposed exile
> to the garage for so many years.
>
>
Message 16
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| Subject: | T-Bird Crash Pictures |
--> RV-List message posted by: Oldsfolks@aol.com
The pic in question fairly well matches the series of photos posted on this
list on 1-27-04 @ 11:53 PM.
Look at that series,great photos. The pucker factor in the tower must have
gotten HIGH !!!
Bob Olds
Message 17
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| Subject: | Re: Lowrance 300 To Navaid |
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
Brian Denk wrote:
> --> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
>
> --> RV-List message posted by: John Mcmahon <rv6@earthlink.net>
>
>>To those RV builder's that may have Navaid to Lowrance 300 Airmap working
>>Help!!!!
>>Need the cable out of Lowrance to Navaid wire pin out info please..
>>
>> Thanks
>> John McMahon (RV6 C/S 0360)
>
>
> I think Sam Buchanan interfaced an Airmap 100 to a Navaid. Might want to
> check his website or email him. I have a 300 and think it's great!
>
> Brian Denk
> RV8 N94BD
Here is a link to the Lowrance site with the pinouts:
http://www.lowrance.com/Support/pinout.asp
#3 pin (transmit serial) will go to the "data" wire on the Navaid.
Sam Buchanan
Message 18
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| Subject: | Re: T-Bird Crash Pictures |
--> RV-List message posted by: Gary Zilik <zilik@excelgeo.com>
I'll bet the pucker factor in the cockpit was High!!!
do not archive
Oldsfolks@aol.com wrote:
>--> RV-List message posted by: Oldsfolks@aol.com
>
>The pic in question fairly well matches the series of photos posted on this
>list on 1-27-04 @ 11:53 PM.
>Look at that series,great photos. The pucker factor in the tower must have
>gotten HIGH !!!
>Bob Olds
>
>
>
>
Message 19
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| Subject: | Re: 6A first flight |
--> RV-List message posted by: "Cy Galley" <cgalley@qcbc.org>
I would check other items as "over-leaning" does NOT cause high CHT! When
you go lean of peak, the engine puts out less power, less heat.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley@qcbc.org or experimenter@eaa.org
Always looking for articles for the Experimenter soon to be Sport Pilot
----- Original Message -----
From: "Mike Henney" <Mike.Henney@jedunn.com>
Subject: RV-List: 6A first flight
> --> RV-List message posted by: "Mike Henney" <Mike.Henney@jedunn.com>
>
> On Sunday, January 25, 2004, N226MH, my RV-6A flew for the first time at
> Front Range (FTG), Colorado. I am reporting awesome climb and
> performance. It's Thursday and I'm still smiling. There were no
> problems except for high CHT's due to my mistaken over-leaning. My
> aircraft has an XP-360 assembled by Aero Sport Power, dual Light Speed
> electronic ignitions, high compression pistons, and Hartzell CS prop. It
> is equipped for day/night VFR. Final weight without gear leg fairings,
> wheel pants, paint and upholstery is 1064 LBS. I spent more than 3000
> hours in 6 years and 2 months building the standard kit. I owe thanks
> for my good landing to Gary Zilik for allowing me to do transition
> training in his RV-6A, Larry Wagner (an excellent CFI) and the ground
> crew (Chuck Spaur and others) for re-directing me to the right runway as
> the wind started to gust. I also thank Ted Lemen, Flight Advisor and
> Kent Paser, Technical Counselor. It was reassuring to have my brother,
> Larry Henney flying chase and watching over me in his Lancair 360,
> N360LH. Finally, I must express gratitude to my family; Susanna,
> Rachael, Samuel and Christine, for putting up with my self imposed exile
> to the garage for so many years.
>
>
Message 20
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| Subject: | Re: 6A first flight |
--> RV-List message posted by: Gary Zilik <zilik@excelgeo.com>
I think what Mike ment by over-leaning was that he leaned more than he
should have and did not get the cooling effect from running a rich mixture
Gary Zilik
Cy Galley wrote:
>--> RV-List message posted by: "Cy Galley" <cgalley@qcbc.org>
>
>I would check other items as "over-leaning" does NOT cause high CHT! When
>you go lean of peak, the engine puts out less power, less heat.
>
>Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
>Editor, EAA Safety Programs
>cgalley@qcbc.org or experimenter@eaa.org
>
>Always looking for articles for the Experimenter soon to be Sport Pilot
>
>
>----- Original Message -----
>From: "Mike Henney" <Mike.Henney@jedunn.com>
>To: <rv-list@matronics.com>
>Subject: RV-List: 6A first flight
>
>
>
>
>>--> RV-List message posted by: "Mike Henney" <Mike.Henney@jedunn.com>
>>
>>On Sunday, January 25, 2004, N226MH, my RV-6A flew for the first time at
>>Front Range (FTG), Colorado. I am reporting awesome climb and
>>performance. It's Thursday and I'm still smiling. There were no
>>problems except for high CHT's due to my mistaken over-leaning. My
>>aircraft has an XP-360 assembled by Aero Sport Power, dual Light Speed
>>electronic ignitions, high compression pistons, and Hartzell CS prop. It
>>is equipped for day/night VFR. Final weight without gear leg fairings,
>>wheel pants, paint and upholstery is 1064 LBS. I spent more than 3000
>>hours in 6 years and 2 months building the standard kit. I owe thanks
>>for my good landing to Gary Zilik for allowing me to do transition
>>training in his RV-6A, Larry Wagner (an excellent CFI) and the ground
>>crew (Chuck Spaur and others) for re-directing me to the right runway as
>>the wind started to gust. I also thank Ted Lemen, Flight Advisor and
>>Kent Paser, Technical Counselor. It was reassuring to have my brother,
>>Larry Henney flying chase and watching over me in his Lancair 360,
>>N360LH. Finally, I must express gratitude to my family; Susanna,
>>Rachael, Samuel and Christine, for putting up with my self imposed exile
>>to the garage for so many years.
>>
>>
>>
>>
>
>
>
>
Message 21
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| Subject: | Electrical Connectors |
--> RV-List message posted by: "Garrett, Randy L (C4S)" <Randy.L.Garrett@GDC4S.Com>
I certainly don't have an exact number but here's a rough idea ...
Red #6 and #8 ring terminals ... can't get enough of these. I'd say about
50 of each. I used #8 screws extensively, primarily because I happened to
have a lot of them. #6's would work just fine, otherwise. You will need to
worry about the size screw that your circuit breaker, switch, etc. has ...
which you can't control. The ground screws, of course, you can.
A modest assortment of other sizes is good, because you keep running across
them. There aren't many, but I find it very annoying to need one and not
have. I also like to have the actual correct size and not try to make
something work. So, I'd say around 20 ea of different size ring terminals
for different size wires (pink and blue). I used many more pink's than
blues. Only a very small number of yellow.
Faston connectors are probably only needed if you're using Bob
Nuckoll's-type fuse bar ... which I did and found to work great. I believe
those are .250 fastons. 25 pinks and 10 blues ought to be close, depending
on how many fuses you use.
Splices ... Doubt I even used 6 of those. Instead, I used ...
Knife Disconnects ... I just love those things. Frequently used them in
lieu of splices, if there was a possibility of needing to disconnect the
wire in future. Of course, every slice or knife connector is another
possibility for failure, so think about the tradeoffs.
I think the recommended practice is to use PIDG connectors. Basically,
these have a metal housing inside the plastic hub where the wire is
inserted. Car parts connectors are just plastic. Presumably the PIDG
connectors are stronger, but you have to order them or get them from a more
sophisticated electronics supplier.
Randy
RV-6A
235 hours
>Time: 07:45:11 PM PST US
>Subject: RV-List: Aeroelectric Seminars / Terminals
>From: "" <tx_jayhawk@excite.com>
>
>--> RV-List message posted by: "" <tx_jayhawk@excite.com>
>
>2) If anyone kept a list of the types (red splice, #6 red stud, blue
faston, >>etc.)
>anrough quantities of terminal connectors used, I would appreciate the
help.
>I know it certainly depends on the panel, but I'm just looking for some
>direction in advance.
Message 22
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--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Dave,
I wrestled with this in my mind for a long time and finally decided that if
both axels form a straight line with the weight on the wheels then it really
doesn't matter what their respective position is, assuming the gear dosen't
flex any or flexes symetrically.
It seemed to me that since they won't flex exactly symetrical then as the
tail goes higher they will flex more due to weight shift fwd, and as they
flex toe will shift from in to out while camber will shift from positive to
negative. So as the tail goes down, they will unflex and it should shift to
toein. This is due to the aft, outward rake on the gear. The extra weight
will add both a bending moment back/up and slightly outwards and a twisting
moment along the axis of the gear leg. If you hold your arm in the gear leg
position, with your fist cocked in the postion of the wheel then rotate your
arm along its axis you will see what I mean. The twisting action is what
effects toe the most.
So it seemed the worse time to have toe out would be WOW or lighter in a
wheel landing, whereas any extra toe in other phases would just be more
stability and less tire life. And the reason I picked level is that I hope
to never make a landing with the tail higher than that attitude.
Not sure if this logic is completely valid, ie any holes I missed, but I
seem to be able to land it and the tires provide good service life.
W
Message 23
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| Subject: | Re: Fw: [rv8list] T'Bird shot. |
--> RV-List message posted by: flmike <flmike2001@yahoo.com>
I thought it was an obvious Photoshop job.
Clues:
Resolution of jet is very different than rest of
photo.
That is a really fast lens/high shutter speed/steady
hand/superb focusing/perfect depth of field on a plane
that is coming/crashing at YOU! No way is that a
still from a video.
Crowd is mostly facing away from what I would call a
rather attention getting event.
The actual crowd was much farther away.
Flame from seat looks fake, too big/broad for the
distance the seat is from the plane. Doesn't match
the video of the actual ejection.
Very strong shadows in actual photos with the sun
around 45 degrees above the horizon (typical late
afternoon T-bird show), but background vehicles etc.
in this photo don't show the same shadow
characteristics. Looks to be more near mid-day.
Never seen a T-bird pull out of a vertical maneuver
over the crowd.
And so forth.
My opinion, could be wrong.
Mike
do not archive
__________________________________
Message 24
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| Subject: | Re: Fw: [rv8list] T'Bird shot. |
--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
-> RV-List message posted by: flmike <flmike2001@yahoo.com>
>
>I thought it was an obvious Photoshop job.
>
>Clues:
>Resolution of jet is very different than rest of
>photo.
>
>That is a really fast lens/high shutter speed/steady
>hand/superb focusing/perfect depth of field on a plane
>that is coming/crashing at YOU! No way is that a
>still from a video.
>
>Crowd is mostly facing away from what I would call a
>rather attention getting event.
>
>The actual crowd was much farther away.
>
>Flame from seat looks fake, too big/broad for the
>distance the seat is from the plane. Doesn't match
>the video of the actual ejection.
>
>Very strong shadows in actual photos with the sun
>around 45 degrees above the horizon (typical late
>afternoon T-bird show), but background vehicles etc.
>in this photo don't show the same shadow
>characteristics. Looks to be more near mid-day.
>
>Never seen a T-bird pull out of a vertical maneuver
>over the crowd.
>
>And so forth.
>
>My opinion, could be wrong.
>Mike
>
>do not archive
I'd say you're right on the money. When I saw it, (after getting over the
WOWOWOW! factor), it just started to look odd to me in general. It's just
too slick and well composed for an "oh sh*t" type of event when adrenaline
is running high.
Brian Denk
RV8 N94BD
Find high-speed net deals comparison-shop your local providers here.
https://broadband.msn.com
Message 25
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| Subject: | Engine mount & gear legs for sale. |
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
I just got my Rotary 13B via truck today so I have for sale a brand new set
of 6/7 gear legs and Dyna 1 engine mount for sale. If you are not aware,
Van's match drills these assemblies, so they need to go as an assembly.
Van's price with your kit will be $1060.00. I'll take $960 and shipping is
on me. If you have not ordered your finish kit yet, this is a way to save
$100.
Let me know offline.
Dana Overall
Richmond, KY
RV-7 slider, Imron black, "Black Magic"
Finish kit
Buying Instruments. Hangar flying my Dynon.
http://rvflying.tripod.com
do not archive
Scope out the new MSN Plus Internet Software optimizes dial-up to the max!
Message 26
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| Subject: | Re: Fw: [rv8list] T'Bird shot. |
--> RV-List message posted by: Rob Prior <rv7@b4.ca>
flmike wrote:
> Clues:
> Resolution of jet is very different than rest of
> photo.
The jet is in the foreground of the picture, and the rest of the photo
is either in the background or is exhaust gas or smoke. So
unfortunately that's not conclusive.
> That is a really fast lens/high shutter speed/steady
> hand/superb focusing/perfect depth of field on a plane
> that is coming/crashing at YOU! No way is that a
> still from a video.
Definitely not a video still. But still possibly a photo. Looks to be
about a 1/500 or 1/1000 sec. photo, either of which would be
hand-holdable. Remember that the airplane isn't coming towards the
photographer in that photo as much as it is going *down*, towards the
ground.
Also, if you look at the photo and the onboard video, as the canopy
departs a black object flies off to the right of the frame... What is
presumably that same object can be seen just above and to the right of
the airplane in the photo.
> Crowd is mostly facing away from what I would call a
> rather attention getting event.
An F-16 doing a reverse cuban-8 on takeoff? Yawn. Like we haven't seen
that before. I'm sure it's quite common for people to be not watching.
Also, you're looking at the parking lot, really, not the crowd. The
video of the crash from outside the cockpit is taken from the audience,
which is definitely abeam the airplane. The cars in the background are
off to airshow left, ie. to the left of the crowd. The reason they're
visible behind the F-16 in the photo is that the F-16 turned slightly
away from the crowd when he realized a bailout was imminent.
> Flame from seat looks fake, too big/broad for the
> distance the seat is from the plane. Doesn't match
> the video of the actual ejection.
Actually it does... If you step through the video frame by frame, you
can see the flash from the seat almost engulf the top of the wing just
as the seat clears the fuselage, then the camera CCD saturates so you
lose the picture.
> Very strong shadows in actual photos with the sun
> around 45 degrees above the horizon (typical late
> afternoon T-bird show), but background vehicles etc.
> in this photo don't show the same shadow
> characteristics. Looks to be more near mid-day.
Again, they're well out of the plane of focus, so you might not see the
differences. But without knowing the orientation of the runways and
hence the parked cars, it'd be hard to surmise what the shadows on the
cars "should" look like.
> Never seen a T-bird pull out of a vertical maneuver
> over the crowd.
Nor is he in this case. The photo was taken from the airport's tower,
which you can see in the video taken from the audience. The tower is
almost (but not quite) in line with the airplane's crash path.
> My opinion, could be wrong.
And just my opinion too. I'll be there will be either a confirmation or
a retraction in the next AvWeb.
-Rob
Message 27
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| Subject: | rv-8 builders web sites |
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
Builders,
Can you rank your top rv-8 construction web sites you visit. Gimmie the
top 4 please. You know, those sites you go to, to get that picture of
the doo dad you have to assemble? I have several of these when building
my 6. That was many moons ago. And now I need some for the 8. I have
visited quite a few of course, but I don't want to miss any and you have
more experience than I.
Oh... And I will not be doing a site for my 8 that I did for my 6. It
takes way too much time away from the task at hand. Maybe Ill conical
the Super 8 mods. But that's it.
Thanks
Michael Stewart
Do not archive, unless you think you have a great list, then you can
remove this line.
Message 28
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| Subject: | Re: Engine mount & gear legs for sale. |
--> RV-List message posted by: Michael McGee <jmpcrftr@teleport.com>
At 11:14 2004-01-29, you wrote:
>--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
>
>I just got my Rotary 13B via truck today so I have for sale a brand new set
>of 6/7 gear legs and Dyna 1 engine mount for sale. If you are not aware,
>Van's match drills these assemblies, so they need to go as an assembly.
>Van's price with your kit will be $1060.00. I'll take $960 and shipping is
>on me. If you have not ordered your finish kit yet, this is a way to save
>$100.
>
>Let me know offline.
>
>
>Dana Overall
>Richmond, KY
>RV-7 slider, Imron black, "Black Magic"
>Finish kit
>Buying Instruments. Hangar flying my Dynon.
>http://rvflying.tripod.com
>do not archive
Right on Dana! (no I don't need the engine mount .. sorry)
Who built your engine?
How are you setting it up? (gear ratio, manifold, TB, fuel & ignition
system, etc).
What's your plan for the engine mount?
Mike
Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
13B in gestation mode
Message 29
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| Subject: | Another option for Van's ABS air vents |
--> RV-List message posted by: "Ken Brooks" <kenbrooks@charter.net>
While looking at the Aircraft Simulators site for backlit panel switches,
etc., I noticed they also had some attractive eyeball vents (ABS plastic)
that are smaller than the large ones that Van's sells. Thought others might
be interested. Cost is $25 ea.
http://www.aircraftsimulators.com/litevent.html
Ken Brooks
Roscoe, IL
Mired down with the canopy
Message 30
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| Subject: | Re: Fw: [rv8list] T'Bird shot. |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
For entertainment, I must respond. Unless we are looking at different
pictures, I see it differently. I'm looking at a picture taken nearly
head on as the pilot is about six feet up from the plane. Assuming the
same photo, my comments are interspersed below:
> I thought it was an obvious Photoshop job.
>
> Clues:
> Resolution of jet is very different than rest of
> photo.
If the camera was tracking the plane, it would naturally be clearer than
the background. Telephoto zoomed in, focus at infinity. I've take very
clear shots of jets going by at a 90 degree angle, and they have been
very clear while the background seemed "low resolution".
>
> That is a really fast lens/high shutter speed/steady
> hand/superb focusing/perfect depth of field on a plane that
> is coming/crashing at YOU! No way is that a still from a video.
Whoever took the picture didn't know the pilot was going to eject, and
got a lucky shot. With a telephoto, everything from infinity in to
fairly close would seemingly be at the same distance. I would estimate
that the cars in the parking lot are about twice as far away from the
camera as the plane, given the relative sizes (an F16's wingspan is
something like 2 to 2.5 car lengths, yet measures about 5 car lengths).
I suspect the cameraman was the guy standing on the balcony of the
control tower, based upon the angles.
>
> Crowd is mostly facing away from what I would call a
> rather attention getting event.
What crowd? I only see latecomers in the parking lot. The people in
the parking lot wouldn't even have had time to react, that photo is
probably only a tenth of a second or so after he pulled the handles.
>
> The actual crowd was much farther away.
The crowd was left, way out of the image.
>
> Flame from seat looks fake, too big/broad for the
> distance the seat is from the plane. Doesn't match
> the video of the actual ejection.
There was a bunch of dust/exhaust from the ejection seat that got into
the vapor trails above the strake area, and it probably caused an
increase in the condensation. The video is just stills, and a lot
happens between the video's stills.
>
> Very strong shadows in actual photos with the sun
> around 45 degrees above the horizon (typical late
> afternoon T-bird show), but background vehicles etc.
> in this photo don't show the same shadow
> characteristics. Looks to be more near mid-day.
>
> Never seen a T-bird pull out of a vertical maneuver
> over the crowd.
What crowd was he over? It looks like the parking area is to the left
of the departure end of the runway from which the striken aircraft just
took off. It looks like the maneuver took place over the runway
centerline.
>
> And so forth.
>
> My opinion, could be wrong.
> Mike
>
> do not archive
I don't know, I'm just keeping the entertainment going.
Alex Peterson
Maple Grove, MN
RV6-A N66AP 434 hours
www.usfamily.net/web/alexpeterson
Message 31
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| Subject: | Aeroelectric Seminars / Terminals |
--> RV-List message posted by: "Charles Rowbotham" <crowbotham@hotmail.com>
Terry,
Absolutely worth the time and money. Highly recommend. - In fact our EAA
chapter is sponsoring Bob's North East Seminar in March - with special hotel
rates.
Regarding the materail counts you will use more than you think. If the item
is cheap I usually order double what I think I'll need and have afew spares
at the end. I have also found a few good sources that have the items, a good
turn around time and are reasonable.
I will add buy the higest quality parts you can - they will be worth it.
Good building,
Chuck & Dave Rowbotham
RV-8A
>From: "" <tx_jayhawk@excite.com>
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RV-List: Aeroelectric Seminars / Terminals
>Date: Wed, 28 Jan 2004 22:44:02 -0500 (EST)
>
>--> RV-List message posted by: "" <tx_jayhawk@excite.com>
>
>
>Two questions for the list...
>
>1) For those that have been to the aeroelectric seminars...would you go
>again? Do you feel you gained much more than having simply read the book?
>Anyone heading to the seminar in KC on 2/7?
>
>2) If anyone kept a list of the types (red splice, #6 red stud, blue
>faston, etc.) and rough quantities of terminal connectors used, I would
>appreciate the help. I know it certainly depends on the panel, but I'm
>just looking for some direction in advance.
>
>Thanks,
>Scott
>RV7A Wings
>http://sky.prohosting.com/rv7a/
>
>
>Join Excite! - http://www.excite.com
>The most personalized portal on the Web!
>
>
Message 32
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--> RV-List message posted by: Dave Bristol <bj034@lafn.org>
Wheeler,
I agree with you except that "out" is stable and "in" is unstable. We
had this issue with a Woody Pusher many years ago and found this out
through trial and error. With the original toe-in that it had, it was so
squirrely that it was dangerous and when we adjusted it out, it became a
pussy cat but went through tires quickly.
I also believe that some of the main wheel shimmy that the RV's seem to
have from time to time may be caused by excessive toe-in. The wheels
tend to track towards each other and when they reach their limit, they
loose traction and snap back setting up an oscillation. When they track
away from each other they just scuff.
I may be all wet on this but it's based on what I've learned in 35 years
of fooling with taildraggers. All may feel free to disagree. :>)
Dave
Wheeler North wrote:
>--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
>Dave,
>
>I wrestled with this in my mind for a long time and finally decided that if
>both axels form a straight line with the weight on the wheels then it really
>doesn't matter what their respective position is, assuming the gear dosen't
>flex any or flexes symetrically.
>
>It seemed to me that since they won't flex exactly symetrical then as the
>tail goes higher they will flex more due to weight shift fwd, and as they
>flex toe will shift from in to out while camber will shift from positive to
>negative. So as the tail goes down, they will unflex and it should shift to
>toein. This is due to the aft, outward rake on the gear. The extra weight
>will add both a bending moment back/up and slightly outwards and a twisting
>moment along the axis of the gear leg. If you hold your arm in the gear leg
>position, with your fist cocked in the postion of the wheel then rotate your
>arm along its axis you will see what I mean. The twisting action is what
>effects toe the most.
>
>So it seemed the worse time to have toe out would be WOW or lighter in a
>wheel landing, whereas any extra toe in other phases would just be more
>stability and less tire life. And the reason I picked level is that I hope
>to never make a landing with the tail higher than that attitude.
>
>Not sure if this logic is completely valid, ie any holes I missed, but I
>seem to be able to land it and the tires provide good service life.
>
>W
>
>
>
>
Message 33
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| Subject: | Re: Fw: [rv8list] T'Bird shot. |
--> RV-List message posted by: "Cammie Patch" <cammie@sunvalley.net>
I was at the airshow. The picture was taken from the tower. I could see a
few people up there, and of course they'd be taking pictures. The pilot
manuevered away from the crowd, thus the angle towards the photographer. The
people in the background are way off to the side of the main part of the
crowd, and you can see where we all parked. It's obvious to me it's not a
fake, I knew this photo had to be out there somewhere.
Cammie
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Alex Peterson
Subject: RE: RV-List: Re: Fw: [rv8list] T'Bird shot.
--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
For entertainment, I must respond. Unless we are looking at different
pictures, I see it differently. I'm looking at a picture taken nearly
head on as the pilot is about six feet up from the plane. Assuming the
same photo, my comments are interspersed below:
> I thought it was an obvious Photoshop job.
>
> Clues:
> Resolution of jet is very different than rest of
> photo.
If the camera was tracking the plane, it would naturally be clearer than
the background. Telephoto zoomed in, focus at infinity. I've take very
clear shots of jets going by at a 90 degree angle, and they have been
very clear while the background seemed "low resolution".
>
> That is a really fast lens/high shutter speed/steady
> hand/superb focusing/perfect depth of field on a plane that
> is coming/crashing at YOU! No way is that a still from a video.
Whoever took the picture didn't know the pilot was going to eject, and
got a lucky shot. With a telephoto, everything from infinity in to
fairly close would seemingly be at the same distance. I would estimate
that the cars in the parking lot are about twice as far away from the
camera as the plane, given the relative sizes (an F16's wingspan is
something like 2 to 2.5 car lengths, yet measures about 5 car lengths).
I suspect the cameraman was the guy standing on the balcony of the
control tower, based upon the angles.
>
> Crowd is mostly facing away from what I would call a
> rather attention getting event.
What crowd? I only see latecomers in the parking lot. The people in
the parking lot wouldn't even have had time to react, that photo is
probably only a tenth of a second or so after he pulled the handles.
>
> The actual crowd was much farther away.
The crowd was left, way out of the image.
>
> Flame from seat looks fake, too big/broad for the
> distance the seat is from the plane. Doesn't match
> the video of the actual ejection.
There was a bunch of dust/exhaust from the ejection seat that got into
the vapor trails above the strake area, and it probably caused an
increase in the condensation. The video is just stills, and a lot
happens between the video's stills.
>
> Very strong shadows in actual photos with the sun
> around 45 degrees above the horizon (typical late
> afternoon T-bird show), but background vehicles etc.
> in this photo don't show the same shadow
> characteristics. Looks to be more near mid-day.
>
> Never seen a T-bird pull out of a vertical maneuver
> over the crowd.
What crowd was he over? It looks like the parking area is to the left
of the departure end of the runway from which the striken aircraft just
took off. It looks like the maneuver took place over the runway
centerline.
>
> And so forth.
>
> My opinion, could be wrong.
> Mike
>
> do not archive
I don't know, I'm just keeping the entertainment going.
Alex Peterson
Maple Grove, MN
RV6-A N66AP 434 hours
www.usfamily.net/web/alexpeterson
Message 34
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| Subject: | RV-6 or -7 center arm rest question |
--> RV-List message posted by: N223RV@aol.com
I saw someone who had pictures of a center arm rest in thier -6 or -7 and
can't seem to find the site anymore. Does anyone know where I can find them or
does anyone have any pictures of a center arm rest? I'm looking for ideas.
Thanks!
do not archive
-Mike Kraus
N223RV RV-4 Flying
N213RV RV-10 Empennage
Message 35
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--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
Dave, I cannot speak about a Woody Pusher having never been in one but
on most tailwheel airplanes
toe in is more stable than toe out. On a RV I agree with Wheeler line
them up as straight as possible
and don't worry about it.
Jerry
do not archive
Dave Bristol wrote:
>--> RV-List message posted by: Dave Bristol <bj034@lafn.org>
>
>Wheeler,
>
>I agree with you except that "out" is stable and "in" is unstable. We
>had this issue with a Woody Pusher many years ago and found this out
>through trial and error. With the original toe-in that it had, it was so
>squirrely that it was dangerous and when we adjusted it out, it became a
>pussy cat but went through tires quickly.
>I also believe that some of the main wheel shimmy that the RV's seem to
>have from time to time may be caused by excessive toe-in. The wheels
>tend to track towards each other and when they reach their limit, they
>loose traction and snap back setting up an oscillation. When they track
>away from each other they just scuff.
>I may be all wet on this but it's based on what I've learned in 35 years
>of fooling with taildraggers. All may feel free to disagree. :>)
>
>Dave
>
>Wheeler North wrote:
>
>
>
>>--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>>
>>Dave,
>>
>>I wrestled with this in my mind for a long time and finally decided that if
>>both axels form a straight line with the weight on the wheels then it really
>>doesn't matter what their respective position is, assuming the gear dosen't
>>flex any or flexes symetrically.
>>
>>It seemed to me that since they won't flex exactly symetrical then as the
>>tail goes higher they will flex more due to weight shift fwd, and as they
>>flex toe will shift from in to out while camber will shift from positive to
>>negative. So as the tail goes down, they will unflex and it should shift to
>>toein. This is due to the aft, outward rake on the gear. The extra weight
>>will add both a bending moment back/up and slightly outwards and a twisting
>>moment along the axis of the gear leg. If you hold your arm in the gear leg
>>position, with your fist cocked in the postion of the wheel then rotate your
>>arm along its axis you will see what I mean. The twisting action is what
>>effects toe the most.
>>
>>So it seemed the worse time to have toe out would be WOW or lighter in a
>>wheel landing, whereas any extra toe in other phases would just be more
>>stability and less tire life. And the reason I picked level is that I hope
>>to never make a landing with the tail higher than that attitude.
>>
>>Not sure if this logic is completely valid, ie any holes I missed, but I
>>seem to be able to land it and the tires provide good service life.
>>
>>W
>>
>>
>>
>>
>>
>>
>
>
>
>
Message 36
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| Subject: | Re: Aeroelectric Seminars / Terminals |
--> RV-List message posted by: "Ron Burnett" <smileyburnett@charter.net>
Scott,
Definitely go to the KC seminar. I went to the Jeff City one and I am still
reading the book, but it makes more sense now. Take along a couple of
electric items you are concerned about and you may get some answers while
you're there.
Best wishes,
Ron Burnett
----- Original Message -----
From: <tx_jayhawk@excite.com>
Subject: RV-List: Aeroelectric Seminars / Terminals
> --> RV-List message posted by: "" <tx_jayhawk@excite.com>
>
>
> Two questions for the list...
>
> 1) For those that have been to the aeroelectric seminars...would you go
again? Do you feel you gained much more than having simply read the book?
Anyone heading to the seminar in KC on 2/7?
>
> 2) If anyone kept a list of the types (red splice, #6 red stud, blue
faston, etc.) and rough quantities of terminal connectors used, I would
appreciate the help. I know it certainly depends on the panel, but I'm just
looking for some direction in advance.
>
> Thanks,
> Scott
> RV7A Wings
> http://sky.prohosting.com/rv7a/
>
>
> Join Excite! - http://www.excite.com
> The most personalized portal on the Web!
>
>
Message 37
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| Subject: | Which is more efficient?? |
--> RV-List message posted by: Mike Bulcock <mike@lancashirewitches.com>
Hi,
I have a question you might be able to help me with. For cruise which is
more efficient, a big engine or a small engine?
eg. Which would use more fuel?. An RV7 with 160hp or an RV7 with 200hp both
cruising at say 190mph?
Mike
Message 38
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--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
Jerry Springer wrote:
>--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
>
>Dave, I cannot speak about a Woody Pusher having never been in one but
>on most tailwheel airplanes toe in is more stable than toe out.
>
I don't think that's true. In fact. I think toe-in invites a groundloop
in a taildragger. Others have given the same opinion, but nothing to
support it. So, here goes. Let's get radical. Toe in is 10 degrees.
Makes it easier to see if we visualize a major angle. The tires will,
with even pressure, want to roll towards each other, until they skid.
One or the other will! Now comes the gusting crosswind from the right,
and the tail swerves left. The left wheel, pointing right, (and
tracking right) 'helps' the turn. Now the gear flexes because the
airplanes mass has a vector towards the outside of the circle, and the
right main loses more traction while the left gets some more. See where
we're heading? Into the boonies!!! Go through the same scenario with
toe out and see what happens.
>On a RV I agree with Wheeler line them up as straight as possible
>and don't worry about it.
>
Excellent advice. My experience comes from my Pitts, which I built with
the spring aluminum gear instead of the bungy gear. The aluminum gear
is stiffer, and the wheels do not move laterally as much as the bungy
gear does. Because the front pivot point is higher than the aft one on
the bungy gear, as pressure is applied (for whatever reason) on one side
or the other, the bungy's stretch and as the wheel moves outwards, the
toe-in increases, and the same thing happens as in the above scenario.
I believe this is why the Pitts has such a lousy ground-handling
reputation. Mine is a pussycat!
Now to keep this RV related, it's my opinion that the tapered steel gear
legs move around more than I'd care to have them do. No experience on
my part ..... I don't have any RV landings to my credit. I've just
watched them jink and jive as they taxi over stuff on the ramp. My 6A
buddy took some excursions before he tamed the beast ...... without any
damage other than to his ego. Both of us will tell ya that ego's
heal!!! Be safe out there!
Linn -10 in the near future!
>
>Jerry
>do not archive
>
Message 39
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| Subject: | Re: Fw: [rv8list] T'Bird shot. |
--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
<lots of snippage>
WOW! We have our very own "Grassy noll" of aviation! Let's see...was there
only one photographer or a conspiracy of Adobe Photoshop editors...
Pretty cool debate nonetheless.
Brian Denk
RV8 N94BD
do not archive
Scope out the new MSN Plus Internet Software optimizes dial-up to the max!
Message 40
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| Subject: | Flap Jackscrew Rotation |
--> RV-List message posted by: PeterHunt1@aol.com
Albert,
Yes, the lock nut can, and has, come lose. If it does the flap motor will
wind the flap shaft right off the bearing screw. An easy fix is to add a "grub"
screw which screws through the flap shaft and into the threads of the bearing
screw. I simply drilled a small hole near the end of the flap shaft, tapped
threads into it, went to the local hardware store and purchased a small "grub"
screw with a recessed head to accept an Allen wrench (hex key), installed the
flap motor, adjusted the flap bearing and linkages, and tightened the "grub"
screw tightly into the bearing threads. I also used the lock nut as a back-up.
Pete
Clearwater
RV-6 All electric IFR panel
Installing engine
Message 41
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| Subject: | Re: Fw: [rv8list] T'Bird shot. |
--> RV-List message posted by: "Darwin N. Barrie" <ktlkrn@cox.net>
I had the link for the in cockpit video that clearly shows what happened.
Unfortunately it is dead now. Contrary to what was reported as a split S the
maneuver was supposed to be a half reverse Cuban 8 as follows as observed
from the in plane video:
The plane pulls up to a 45 degree, holds the line for about 2 seconds then
does a half roll to inverted. Now here is where it comes apart. After the
half roll he was supposed to hold the line for another two or so seconds to
gain altitude to 2200' agl before completing the 5/8ths inside loop. He
didn't. Instead immediately after the half roll he began to pull. At this
point according to the Commanders report he was 500' short of where he
needed to be.
The video show the pilot reaching for the ejection handle and missing it
twice before finally punching out. Just glad he is okay.
Darwin N. Barrie
Chandler AZ
----- Original Message -----
From: "Cammie Patch" <cammie@sunvalley.net>
Subject: RE: RV-List: Re: Fw: [rv8list] T'Bird shot.
> --> RV-List message posted by: "Cammie Patch" <cammie@sunvalley.net>
>
> I was at the airshow. The picture was taken from the tower. I could see a
> few people up there, and of course they'd be taking pictures. The pilot
> manuevered away from the crowd, thus the angle towards the photographer.
The
> people in the background are way off to the side of the main part of the
> crowd, and you can see where we all parked. It's obvious to me it's not a
> fake, I knew this photo had to be out there somewhere.
>
> Cammie
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of Alex Peterson
> To: rv-list@matronics.com
> Subject: RE: RV-List: Re: Fw: [rv8list] T'Bird shot.
>
>
> --> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
>
> For entertainment, I must respond. Unless we are looking at different
> pictures, I see it differently. I'm looking at a picture taken nearly
> head on as the pilot is about six feet up from the plane. Assuming the
> same photo, my comments are interspersed below:
>
>
> > I thought it was an obvious Photoshop job.
> >
> > Clues:
> > Resolution of jet is very different than rest of
> > photo.
>
> If the camera was tracking the plane, it would naturally be clearer than
> the background. Telephoto zoomed in, focus at infinity. I've take very
> clear shots of jets going by at a 90 degree angle, and they have been
> very clear while the background seemed "low resolution".
>
> >
> > That is a really fast lens/high shutter speed/steady
> > hand/superb focusing/perfect depth of field on a plane that
> > is coming/crashing at YOU! No way is that a still from a video.
>
> Whoever took the picture didn't know the pilot was going to eject, and
> got a lucky shot. With a telephoto, everything from infinity in to
> fairly close would seemingly be at the same distance. I would estimate
> that the cars in the parking lot are about twice as far away from the
> camera as the plane, given the relative sizes (an F16's wingspan is
> something like 2 to 2.5 car lengths, yet measures about 5 car lengths).
> I suspect the cameraman was the guy standing on the balcony of the
> control tower, based upon the angles.
>
> >
> > Crowd is mostly facing away from what I would call a
> > rather attention getting event.
>
> What crowd? I only see latecomers in the parking lot. The people in
> the parking lot wouldn't even have had time to react, that photo is
> probably only a tenth of a second or so after he pulled the handles.
>
> >
> > The actual crowd was much farther away.
>
> The crowd was left, way out of the image.
>
> >
> > Flame from seat looks fake, too big/broad for the
> > distance the seat is from the plane. Doesn't match
> > the video of the actual ejection.
>
> There was a bunch of dust/exhaust from the ejection seat that got into
> the vapor trails above the strake area, and it probably caused an
> increase in the condensation. The video is just stills, and a lot
> happens between the video's stills.
>
> >
> > Very strong shadows in actual photos with the sun
> > around 45 degrees above the horizon (typical late
> > afternoon T-bird show), but background vehicles etc.
> > in this photo don't show the same shadow
> > characteristics. Looks to be more near mid-day.
> >
> > Never seen a T-bird pull out of a vertical maneuver
> > over the crowd.
>
> What crowd was he over? It looks like the parking area is to the left
> of the departure end of the runway from which the striken aircraft just
> took off. It looks like the maneuver took place over the runway
> centerline.
>
> >
> > And so forth.
> >
> > My opinion, could be wrong.
> > Mike
> >
> > do not archive
>
>
> I don't know, I'm just keeping the entertainment going.
>
> Alex Peterson
> Maple Grove, MN
> RV6-A N66AP 434 hours
> www.usfamily.net/web/alexpeterson
>
>
Message 42
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| Subject: | Re: Engine mount & gear legs for sale. |
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
Look at these three sites. I will use Tracy for my reduction and rebuild
kits, Bruce for engine knowledge and misc. parts purchases, and conversion
concepts for my engine mount. Bruce will build you up a short block,
extremely reasonable. I will build up my own and will have about 9K
including engine mount and prop. This includes Tracy's electronic engine
control.
http://www.rotaryaviation.com/.
http://rotaryresources.com
http://www.conversionconcepts.com/rv-6-7.htm
Now.............someone buy my Dyna 1 mount and legs:-)
http://www.rotaryaviation.com
http://rotaryresources.com
http://www.conversionconcepts.com/rv-6-7.htm
Dana Overall
Richmond, KY
RV-7 slider, Imron black, "Black Magic"
Finish kit
Buying Instruments. Hangar flying my Dynon.
http://rvflying.tripod.com
do not archive
Scope out the new MSN Plus Internet Software optimizes dial-up to the max!
Message 43
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--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
>--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
>
>Dave, I cannot speak about a Woody Pusher having never been in one but
>on most tailwheel airplanes
>toe in is more stable than toe out. On a RV I agree with Wheeler line
>them up as straight as possible
>and don't worry about it.
>
>Jerry
>do not archive
>
The laws of physics suggest that toe in would decrease the
directional stabilty. But, I have never messed around my varying the
toe-in or toe-out to see what effect it had. So, maybe there is some
other effect that comes into play that I haven't puzzled out yet.
Jerry - I'd like to learn from your experience. Which aircraft types
did you vary the toe-in or toe-out on? How much of a change did you
make, and what effect did it have?
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 44
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| Subject: | Re: rv-8 builders web sites |
--> RV-List message posted by: PSILeD@aol.com
Mike,
Here are the 4 sites I visit most, not in any order of preference:
Kevin Horton
Randy Lervold
Bill VonDane
Larry Bowen
I am building an RV-8 which is located in Hanger D30 at Peachtree City. Met
you there at the Bar B Q.
Paul LeDoux
Message 45
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--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
Brain f**t :-( you guys are right. I have been down 3 days with the
flu, thats my excuse and I am sticking to it.
You are right straight or toe out on a tailwheel airplane.
Jerry
do not archive
linn walters wrote:
>--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
>
>Jerry Springer wrote:
>
>
>
>>--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
>>
>>Dave, I cannot speak about a Woody Pusher having never been in one but
>>on most tailwheel airplanes toe in is more stable than toe out.
>>
>>
>>
>I don't think that's true. In fact. I think toe-in invites a groundloop
>in a taildragger. Others have given the same opinion, but nothing to
>support it. So, here goes. Let's get radical. Toe in is 10 degrees.
>Makes it easier to see if we visualize a major angle. The tires will,
>with even pressure, want to roll towards each other, until they skid.
>One or the other will! Now comes the gusting crosswind from the right,
>and the tail swerves left. The left wheel, pointing right, (and
>tracking right) 'helps' the turn. Now the gear flexes because the
>airplanes mass has a vector towards the outside of the circle, and the
>right main loses more traction while the left gets some more. See where
>we're heading? Into the boonies!!! Go through the same scenario with
>toe out and see what happens.
>
>
>
>>On a RV I agree with Wheeler line them up as straight as possible
>>and don't worry about it.
>>
>>
>>
>Excellent advice. My experience comes from my Pitts, which I built with
>the spring aluminum gear instead of the bungy gear. The aluminum gear
>is stiffer, and the wheels do not move laterally as much as the bungy
>gear does. Because the front pivot point is higher than the aft one on
>the bungy gear, as pressure is applied (for whatever reason) on one side
>or the other, the bungy's stretch and as the wheel moves outwards, the
>toe-in increases, and the same thing happens as in the above scenario.
>I believe this is why the Pitts has such a lousy ground-handling
>reputation. Mine is a pussycat!
>
>Now to keep this RV related, it's my opinion that the tapered steel gear
>legs move around more than I'd care to have them do. No experience on
>my part ..... I don't have any RV landings to my credit. I've just
>watched them jink and jive as they taxi over stuff on the ramp. My 6A
>buddy took some excursions before he tamed the beast ...... without any
>damage other than to his ego. Both of us will tell ya that ego's
>heal!!! Be safe out there!
>Linn -10 in the near future!
>
>
>
>>Jerry
>>do not archive
>>
>>
>>
>
>
>
>
Message 46
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| Subject: | Re: Which is more efficient?? |
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
On Thu, 29 Jan 2004, Mike Bulcock wrote:
> eg. Which would use more fuel?. An RV7 with 160hp or an RV7 with 200hp both
> cruising at say 190mph?
Lycomings achieve best specific fuel consumption (lb/hp-hr) at close to
"24-squared" conditions (24" manifold pressure and 2400 RPM), or 75 percent
power. So whichever engine was closest to that would give you the lowest fuel
consumption. At 75 percent cruise with the 200 HP engine you'll be going
almost as fast as the 160 HP engine can go flat out, so you will definitely be
getting better fuel consumption with the 200 HP engine at that speed. At a
guess, I'd say 190 mph is about half-way between 120 HP cruise (75 percent of
160) and 150 HP cruise (75 percent of 200). So the best engine FOR THAT SPEED
is probably 180 HP.
The bottom line is that you will always get better fuel consumption with the
160 engine, up to the practical limit of its performance (i.e. 75 percent
cruise). But if you want to cruise faster than that you have no choice, you
need the more powerful engine. If you operate the 200 HP engine at 120 HP in
cruise you will not get as good fuel consumption as you would with the 160 HP
at the same speed. (Plus, you may not get as good life out of the engine.)
Tedd McHenry
Surrey, BC
Message 47
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| Subject: | Re: Which is more efficient?? |
--> RV-List message posted by: Denis Walsh <denis.walsh@comcast.net>
I think this is something most will agree on! The fuel consumption will be
nearly identical, given the drag factors weight, and propeller efficiency
are nearly the same. I have flown in gaggles enough with different
horsepower RV-6s and 4s to verify that that for the same cruise speed, the
fuel consumption is very close between the 160 and 180 HP . The angle valve
is supposed to be a little more efficient so I would give it the slight nod.
Of course the obvious disclaimer is that you must not be over taxing the
160. 190 TAS is pretty high for the 160 so you might be going over 75%.
When you do that you should run full rich and consumption goes up big time.
Bottom line I predict very close.
Denis
> From: Mike Bulcock <mike@lancashirewitches.com>
> Reply-To: rv-list@matronics.com
> Date: Thu, 29 Jan 2004 23:40:46 -0300
> To: <rv-list@matronics.com>
> Subject: RV-List: Which is more efficient??
>
> --> RV-List message posted by: Mike Bulcock <mike@lancashirewitches.com>
>
> Hi,
>
> I have a question you might be able to help me with. For cruise which is
> more efficient, a big engine or a small engine?
>
> eg. Which would use more fuel?. An RV7 with 160hp or an RV7 with 200hp both
> cruising at say 190mph?
>
>
> Mike
>
>
>
>
>
>
Message 48
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| Subject: | Anywhere WX and others? |
--> RV-List message posted by: Steve Blank <blanks01@luey.redars.ca.boeing.com>
Dear List,
Anyone have additional information on NEXRAD weather
comming down from XM satellite radio? I hear they are going to
have a weather channel available in March from one of the PDA
navigation software companies. If it is what I'm thinking then
I could have XM radio tunes plus weather info going to my ipaq
for a groovey colored overlay. I did write to sirius and they
responded saying a weather channel would be in place in the next
twelve months. Just looking for a lower cost solution than a
satellite phone. Of course if I had only bought XM stock a year
ago I wouldn't care ;
)
Steven Blank
Seattle rv-6a wings
DNA
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