Today's Message Index:
----------------------
1. 12:03 AM - engine (Wheeler North)
2. 12:24 AM - Re: Toe-in (Jim Jewell)
3. 05:06 AM - Re: Re: Dynon EMI (different scenario) (Stewart, Michael (ISS Atlanta))
4. 05:09 AM - Re: engine (Eric Parlow)
5. 05:31 AM - Re: Paint help? (Steve Glasgow)
6. 05:36 AM - Re: .........and another (RVEIGHTA@aol.com)
7. 06:01 AM - Possible New Virus Email Scheme (RV_8 Pilot)
8. 07:10 AM - Re: The groundloop from hell (John Danielson)
9. 07:12 AM - Paint Help! (Bruce Bell)
10. 07:26 AM - Dynon altitude encoder (James Gray)
11. 07:33 AM - Re: The groundloop from hell (C. Rabaut)
12. 07:39 AM - Re: ebay sleeze or double your money with van's preview sets do not archive. So am I a "righteous asshole?" I saw what looked like a manual and preview plans for an RV4 on ebay, the description indicated that the plans were for building so I (C. Rabaut)
13. 08:23 AM - Re: Dynon altitude encoder (Jim Jewell)
14. 09:03 AM - Re: Dynon altitude encoder (Noel & Yoshie Simmons)
15. 09:09 AM - Re: Possible New Virus Email Scheme (Mickey Coggins)
16. 09:11 AM - Re: Paint help? (Charles Rowbotham)
17. 09:12 AM - Fw: AeroElectric-List: Dynon EMI (different scenario) (Dan Checkoway)
18. 09:15 AM - Re: ebay sleeze (Mickey Coggins)
19. 09:36 AM - RV8 Tail Kit for sale (Frank Friedman)
20. 10:08 AM - Re: Toe-in (Randy Lervold)
21. 10:13 AM - Re: Possible New Virus Email Scheme (Kai Schumann)
22. 10:16 AM - EMI & stray RF (RiteAngle3@aol.com)
23. 10:19 AM - Zolatone Paint (Matthew Brandes)
24. 10:52 AM - Re: ebay sleeze (Paul Besing)
25. 10:56 AM - Re: Toe-in (Rob Prior)
26. 11:16 AM - Re: EMI & stray RF (kempthornes)
27. 11:50 AM - Re: Toe-in (Scott Bilinski)
28. 11:53 AM - Re: Re: Toe-in (Richard Tasker)
29. 12:45 PM - Re: ebay sleeze (Blanton Fortson)
30. 01:38 PM - Re: Toe-in (Rob Prior)
31. 02:06 PM - Re: Re: Toe-in (Richard Tasker)
32. 02:28 PM - Taildraggers and X wind landings (Steve Glasgow)
33. 03:34 PM - GPS or Anywheremap (Ron Calhoun)
34. 03:34 PM - Re: Re: Dynon EMI (different scenario) (Doug Rozendaal)
35. 03:40 PM - Re: engine (Charles Becker)
36. 03:47 PM - Re: GPS or Anywheremap ()
37. 04:26 PM - Re: Toe-in (Kevin Horton)
38. 04:29 PM - Re: engine (Rob Prior)
39. 04:38 PM - Re: GPS or Anywheremap (Wayne Reese)
40. 05:00 PM - Coms Aerial (Neil Henderson)
41. 05:26 PM - Reno Air Races (Mike Comeaux)
42. 05:44 PM - Re: Dynon altitude encoder (N223RV@aol.com)
43. 05:44 PM - Re: Taildraggers and X wind landings (Clifford Begnaud)
44. 05:54 PM - Re: Taildraggers and X wind landings (Alex Peterson)
45. 06:18 PM - gasculator (Michael Birmingham)
46. 07:28 PM - Re: gasculator (GMC)
47. 07:46 PM - Re: Toe-in (John D. Heath)
48. 07:48 PM - Re: Taildraggers and X wind landings (Dave Bristol)
49. 07:49 PM - Re: ebay sleezee description indicated that the plans were for building so I q (Brett Morawski)
50. 08:02 PM - Re: Toe-in (Cy Galley)
51. 08:42 PM - Re: ebay sleezee description indicated that the plans were for building so I q (Radomir Zaric)
52. 08:52 PM - One Yoke for Squeezer? ()
53. 08:57 PM - Landing Light - What Wing (Karie Daniel)
54. 09:33 PM - Custom spark plug wires (LightSpeed) (Dan Checkoway)
55. 09:45 PM - Re: Taildraggers and X wind landings (Will & Lynda Allen)
56. 09:57 PM - Hornet In-Flight Emergency.... (Jack Lockamy)
Message 1
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--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
put this baby in your RV
http://www.bath.ac.uk/~ccsshb/12cyl/
W
do not archive
Message 2
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--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
While assisting a fellow builder with drilling the gear into place on his
RV8 this same discussion arose. After some amount of chatter back and forth
and much head scratching we all decided that straight ahead (zero toe-in
toe-out) would likely be the best choice. At that point we agreed that a
call to Van's was in order.
The call was placed and the word from RV Mecca was to set the alignment
straight ahead with a preference to err toward very slight toe-in.
Thanks Wheeler,
Jim in Kelowna
----- Original Message -----
From: "Wheeler North" <wnorth@sdccd.cc.ca.us>
Subject: RV-List: Toe-in
> --> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
> Folks,
>
> after setting the alignment in well over 1000 cars and a few to many
> airplanes to factory specs I can assure you that a slight toe-in is more
> stable than slight toe-out if there is any flex in the suspension system
> along the lateral axis, ie wheel can track flexing inboard or outboard.
> SNIP <
Message 3
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| Subject: | RE: Dynon EMI (different scenario) |
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
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DQoJDQoJDQoJDQoJDQoJDQoNCg==
Message 4
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--> RV-List message posted by: "Eric Parlow" <ericparlow@hotmail.com>
This may be a more practical alternative.
New diesel engine similar to the one TCM was working on.
www.nivek-rd.com
ERic--
GodSpeed Aviation
----Original Message Follows----
From: Wheeler North <wnorth@sdccd.cc.ca.us>
Subject: RV-List: engine
--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
put this baby in your RV
http://www.bath.ac.uk/~ccsshb/12cyl/
W
do not archive
Message 5
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--> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
I used old screws to fill the holes before I painted.
Steve Glasgow
Message 6
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| Subject: | Re: .........and another |
--> RV-List message posted by: RVEIGHTA@aol.com
Mark, way to go man! Another TN RV flyin' and with a 3 blade Catto, no less.
Walt Shipley
Chuckey, TN RV-8A (3 blade catto)
Message 7
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| Subject: | Possible New Virus Email Scheme |
--> RV-List message posted by: "RV_8 Pilot" <rv_8pilot@hotmail.com>
FYI -
I just received an email that looked like an ebay correspondence. I clicked
on the link and my anti virus software grabbed something.
Should have known since it had "question for seller" listed in the text
describing some toy and I'm not selling anything either. Even though it had
"ebay" in the url, somehow they were attaching a virus I'm guessing.
Anyone know differently? Ever seen this kind of thing before?
Bryan Jones -8
www.LoneStarSquadron.com
Houston, Texas
Check out the coupons and bargains on MSN Offers!
http://shopping.msn.com/softcontent/softcontent.aspx?scmId=1418
Message 8
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| Subject: | The groundloop from hell |
--> RV-List message posted by: "John Danielson" <johnd@wlcwyo.com>
Hi Randy,
My condolences. Luckily I haven't had your experience. I fly out of
Casper Wy., and I would say we average 20 mph winds, with gusts to 30.
Definitely keeps you on your toes.
Good luck with the FAA and insurance company
Regards
John L. Danielson
307-266-2524
johnd@wlcwyo.com
WLC, Inc.
Message 9
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--> RV-List message posted by: "Bruce Bell" <rv4bell@door.net>
Thanks to all for the paint help. I will be using old screws in the plate
nuts.
Best regards,
Bruce Bell
Lubbock, Texas
RV4 # 2888
DO NOT ARCHIVE!
Message 10
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| Subject: | Dynon altitude encoder |
--> RV-List message posted by: James Gray <n747jg@earthlink.net>
Dynon users,
Can anyone offer advice on using the Dynon altitude encoder. Do I need
to buy an encoder to hook up to my transponder or is the internal encoder in
the Dynon satisfactory?
Jim Gray
N747JG - getting close to wiring
Message 11
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| Subject: | Re: The groundloop from hell |
--> RV-List message posted by: "C. Rabaut" <crabaut@coalinga.com>
Randy,
What can we say Bro? I wish ya' the best, but I've played with
Insurance folks before and it ain't pretty. Take care, you WILL get through
this !
Chuck
----- Original Message -----
From: Randy Lervold <randy@rv-8.com>
<randy.griffin@hp.com>; <eperry@san.rr.com>; <owens@aerovironment.com>; John
Barker <jcbarker@starband.net>; Gary Sobek <GASobek@comcast.net>
Subject: RV-List: The groundloop from hell
> --> RV-List message posted by: "Randy Lervold" <randy@rv-8.com>
>
> Guys,
>
> Many of you have seen the notice of an "incident" on Saturday 1/31 in
> Vancouver, WA on the FAA web site involving N558RL. And many of you have
> sent messages of query and/or condolence to me. I am truly touched, I
> genuinely appreciate the concern, thanks so much. Here's the notice in
case
> you're interested...
>
> http://www1.faa.gov/avr/aai/M_0202_N.txt
>
> Now, what happened? This is a story you won't believe. As most of you know
I
> had put the plane up for sale. I had immediate interest and had buyers
> wanting to send me deposits without seeing the plane in person. I refused
> the deposits but made arrangements for the first party who contacted me to
> come up this past weekend from Florida and asked the other guys to call
back
> after Saturday. He flew up on Friday evening. Saturday we spent the day
> flying around, or should I say scud running, to local airports in the
nasty
> NW weather. He turned out to be really good guy, absolutely loved the
plane,
> and had decided to buy it. We were heading back to Pearson to sit down
with
> the purchase contract my attorney had drawn up and exchange the check
> ($100k).
>
> I monitored the ASOS for Pearson as we proceeded inbound which indicated a
> 10 knot wind 90 degrees to the runway. Upon rolling out on final I could
> tell the wind was stronger than that and was gusting. I made an approach
at
> 85 mph, +5 mph from my normal two-up speed and proceeded in. I was
flighting
> the gusts all the way down and with the extra speed just wasn't
comfortable
> with the way it was settling, or not settling, down on the runway so I
> gassed it and went around. On the next approach I went back down to 80
mph,
> my normal two-up speed, hoping to avoid the prolonged float, and made a
> solid approach. I held variable right stick and left rudder down through
the
> flare and got it on the ground solidly and dead straight -- it was done
> flying. Still holding full right stick and a bit of left rudder, we were
> rolling out straight down the runway -- thought I had nailed it. At
> approximately 30 mph groundspeed (later corroborated by my backseater, a
> 2,000 hour jet-rated pilot and sailboat racer) a gust hit from the right
and
> the tail started moving left. Full left rudder just wouldn't correct, we
> were going too slowly, and by the time I thought about jabbing the
throttle
> for some additional rudder authority we were almost 90 degrees and sliding
> sideways. The pavement was wet and we were sliding -- I was thinking to
> myself "sh**, this will damage my wheelpants and I'm gonna have to replace
> 'em before I can sell it". Then the left (lead) wheel started hopping, dug
> into the pavement, pogoed the plane up a bit and collapsed down on the
left
> wing just as we moved off the pavement onto the grass. As I watched the
wing
> go down I could see it wrinkle and thought "ok, that wing won't be flying
> any more". I was aware of exactly what was happening every nanosecond and
> could feel everything. Still, I just couldn't believe it. It was so slow
and
> benign feeling that I couldn't believe the gear collapsed. We were jostled
> around less than light turbulence while flying. After coming to a stop I
> just started shutting the ship down normally in checklist sequence. There
> was no tension or urgency at all. I smelled no fuel but my backseater said
> "hey, we better get outa here. I pulled the canopy back and let him exit
> while I finished my shut down and closed the fuel valve -- no fuel smell
> though. I exited normally and said to him "now EXACTLY what just
happened?".
> Well, you know what happened, but I wanted his analysis of the situation
to
> immediately learn what I had done wrong. He agreed that I had flown a
> beautiful approach, flare, and landing, but we simply got hit with a large
> gust at precisely the wrong time. Could some combination of rudder, brake,
> and throttle have saved it if I was a better pilot? I truly don't know.
Here
> is the FAA weather metars listed in the above referenced report...
WEATHER:
> VUOA505 2153Z 17010G17KT 10SM -RA OVC030 7/3 A2993. I landed runway 08,
so
> the "17010G17KT" had the wind direction at exactly 90 degrees with the
wind
> at 10 gusting to 17. Hmm, could a 17 knot gust do that? Felt like more
than
> that to me and my pax both.
>
> The left wing had significant wrinkling in it while it was laying on it,
> presumably from dropping down it after the gear folded under. After we
> propped it up some of it went away but there's no way I'm flying that wing
> again. The wing tip and aileron are crunched, the left landing gear
> completely ripped clean by ripping the close tolerance mounting bolts in
> tension, quite a sight. Nothing FWF touched the ground. We managed to get
> the plane onto a crude trailer and back into my hangar without damaging it
> further and prop the left side up on wing jacks (glad I had those!).
>
> Just as we're getting it into the hangar my cell phone starts ringing and
I
> make the mistake of answering it... it's the FAA wanting to know what
> happened. Great. So I proceeded to give them all the info. They asked me
to
> put all this in a statement and fax it to them, "Monday will be fine". At
> this point we had it back home and stabilized in the hangar and I just
> wanted to get away from the whole thing and think about it. The
prospective
> buyer, Peter, and my wife and I went out to dinner than night but I just
> felt awful and wanted to crawl up in fetal position in the corner -- two
> glasses of wine didn't help. Sunday wasn't much better but I forced myself
> to do the FAA statement anyway. Today I had to work and am feeling a bit
> better and have already spoken with both the insurance agent and adjuster.
I
> really don't know what my options are at this point but will spend the
next
> week or so with inspections and adjusters getting it sorted out. I'll try
to
> post something once I know what the final scenario is. Oh, he didn't buy
the
> plane. ;-)
>
> I need to inspect it further to accurately assess the damage both for
myself
> and for the insurance company. I'll probably have someone from Van's do
this
> and then attempt to settle up with the insurance company. I do have full
> coverage insurance with $80k hull coverage. Hmm, less than market value
but
> certainly better than nothing.
>
> Guys, be careful out there!!
>
> Randy Lervold
> RV-8, 367 hours and not flying any more for awhile.
>
> ps. here are a couple of pics of the ugliness...
> http://www.rv-8.com/Pictures/DSCN0007med.jpg
> http://www.rv-8.com/Pictures/DSCN0011.JPG
>
>
Message 12
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|
| Subject: | Re: ebay sleeze or double your money with van's preview sets |
do not archive. So am I a "righteous asshole?" I saw what looked like a manual
and preview plans for an RV4 on ebay, the description indicated that the plans
were for building so I
--> RV-List message posted by: "C. Rabaut" <crabaut@coalinga.com>
Robert,
Look at the bright side... In a few years, at least half of those
"bunch of gullible nincompoops " will be selling their kits for cheap.
Chuck
do not archive
----- Original Message -----
From: r miller <robertpmiller@comcast.net>
Subject: RV-List: ebay sleeze or double your money with van's preview sets
do not archive. So am I a "righteous asshole?" I saw what looked like a
manual and preview plans for an RV4 on ebay, the description indicated that
the plans were for building so I queried the seller: "what serial#. Is this
a set of full sized plans or just a manual and preview plans?"
> --> RV-List message posted by: r miller <robertpmiller@comcast.net>
>
> do not archive. So am I a "righteous asshole?" I saw what looked like
> a manual and preview plans for an RV4 on ebay, the description
> indicated that the plans were for building so I queried the seller:
>
> "what serial#. Is this a set of full sized plans or just a manual and
> preview plans?"
>
> he replied:
>
> "There's no serial number since I did not purchase a kit. The plans are
> all
> on B size sheets and the construction manual. This is what you will
> actually
> use while building an RV-4 from scratch or from a kit."
>
> so I asked (just to make sure):
>
> "what is B size"
>
> he replied:
>
> "11 x 17"
>
> so I said:
>
> "I'm sorry to contradict you but what you have is a construction manual
> and preview plans set. You are misrepresenting what you are selling.
> The construction plans are D sized. What you are selling can be
> purchased for 50 dollars from Van's. Don't your plans say "For preview
> only. Not for construction." in a large light gray type face in the
> middle of each sheet?"
>
> he wrote back:
>
> "The plans do not say: 'For preview only. Not for construction.'"
>
> By this time the bidding was up at 46 dollars so I wrote the high
> bidder and told him to look at www.vansaircraft.com. The manual
> finally sold for 96 dollars so I wrote the seller this:
>
> "Looks like you screwed some idiot out of $46."
>
> I then send email to the people who bid over $50 telling them to look
> at van's site.
>
> The seller than wrote me:
>
> "Thanks for your services warning everybody. You are quite a righteous
> asshole.
> Best Regards
> Joshua"
>
> Of course now I realize I have made a terrible mistake because I have
> pointed a bunch of gullible nincompoops at vans site and they might
> actually try to build airplanes. Oh, and I think he meant
> self-righteous. I guess it just steams me that some grifter is lying
> to my face about what I will "actually use while building..." when
> van's airplanes have always been so honest. I mean it's cheaper to buy
> aluminum from Van's than from AS or Wickes or Aircraft Aluminum.
>
>
Message 13
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| Subject: | Re: Dynon altitude encoder |
--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
Hi Jim,
The Dynon internal encoder is all you need to feed your transponder.
Jim in Kelowna
----- Original Message -----
From: "James Gray" <n747jg@earthlink.net>
Subject: RV-List: Dynon altitude encoder
> --> RV-List message posted by: James Gray <n747jg@earthlink.net>
>
> Dynon users,
>
> Can anyone offer advice on using the Dynon altitude encoder. Do I
need
> to buy an encoder to hook up to my transponder or is the internal encoder
in
> the Dynon satisfactory?
>
> Jim Gray
> N747JG - getting close to wiring
>
>
Message 14
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|
| Subject: | Dynon altitude encoder |
--> RV-List message posted by: "Noel & Yoshie Simmons" <noel@blueskyaviation.net>
Jim,
I have installed several and really like this feature. Very precise with no
calibrating necessary like other blind encoders.
Noel
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of James Gray
Subject: RV-List: Dynon altitude encoder
--> RV-List message posted by: James Gray <n747jg@earthlink.net>
Dynon users,
Can anyone offer advice on using the Dynon altitude encoder. Do I need
to buy an encoder to hook up to my transponder or is the internal encoder in
the Dynon satisfactory?
Jim Gray
N747JG - getting close to wiring
Message 15
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| Subject: | Re: Possible New Virus Email Scheme |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
Hi,
There are dozens of scams out there like this. The common
term for this is "phishing".
Basic advice, *never* trust any link sent via E-mail
from E-bay, Amazon, Mastercard, VISA, your bank, the
government, or just about anyone that might ask you
for any personal or financial information. Go to
their web site directly, by typing in the URL in your
browser, not via the link in the E-mail. The link
may look legit, but there are simple tricks they use
to hide the true address.
This is a serious problem, and these crooks will clean
you out quicker than you can squeeze a pop rivet.
For more info, here is a site you can visit:
http://www.ftc.gov/bcp/conline/pubs/alerts/phishingalrt.htm
Mickey
>I just received an email that looked like an ebay correspondence. I clicked
>on the link and my anti virus software grabbed something.
>
>Should have known since it had "question for seller" listed in the text
>describing some toy and I'm not selling anything either. Even though it had
>"ebay" in the url, somehow they were attaching a virus I'm guessing.
>
>Anyone know differently? Ever seen this kind of thing before?
>
>Bryan Jones -8
>www.LoneStarSquadron.com
>Houston, Texas
--
Mickey Coggins
http://www.rv8.ch/
#82007 Wings
Message 16
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--> RV-List message posted by: "Charles Rowbotham" <crowbotham@hotmail.com>
Bruce,
Toothpicks and rolled up Scott paper towel pieces worked well for us.
Chuck & Dave Rowbotham
RV-8A
>From: "Bruce Bell" <rv4bell@door.net>
>Reply-To: rv-list@matronics.com
>To: "rv-list" <rv-list@matronics.com>
>Subject: RV-List: Paint help?
>Date: Mon, 2 Feb 2004 15:41:42 -0600
>
>--> RV-List message posted by: "Bruce Bell" <rv4bell@door.net>
>
>Hi all you who have painted your RV's,
>I am masking off the fuselage and wonder about all those screw holes for
>the
>tail, wing and landing gear fairings. All have plate nuts. I am thinking
>about match sticks or something like that. What have you all done? I don't
>want any paint on the plate nut threads.
>Best regards,
>Bruce Bell
>Lubbock, Texas
>RV4 # 2888
>
>
Message 17
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|
| Subject: | Fw: AeroElectric-List: Dynon EMI (different scenario) |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
Hope people don't mind if I cross-pollinate lists on this topic. Hopefully
AeroElectric Bob will come up with something slick.
)_( Dan
----- Original Message -----
From: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
Subject: AeroElectric-List: Dynon EMI (different scenario)
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net>
>
> Hmmm, funny this should pop up right now in the OBAM aircraft
> community . . . Just yesterday, I was invited to work a project
> involving players I won't name but suffice it to say that there
> are some aspects of the current crop of flat panel displays that
> are needing closer examination.
>
> In some cases, the antagonist flight instrument does meed
> DO-160 emissions requirements but the frequencies of interest
> are so stable and coherent as to offer some problems (albeit
> small ones) to radio receivers on the airplane. Other aspects
> of radiation discovered exceed DO-160 requirements and are
> broad band noises that degrade performance of other systems.
>
> Be advised that this problem is not unique to the low-dollar
> players. If I learn something of this situation that can be
> shared in terms of the simple-ideas, I'll share it with the
> List.
>
> With respect to the anecdotes cited below: The builder might
> get acceptable if not completely quiet performance from the
> hand-held by connecting it to an external antenna remote as
> practical from the cockpit.
>
> It's true that older radios were NOT explored for their
> vulnerabilities to broad band noises typical of microprocessor
> based electronics. If you have one of those battery powered
> short wave receivers, try exploring the environment around
> your desktop or laptop computer over the short wave frequencies.
> This is why computers have the sticker on them that states
> while they're qualified under FCC Part 15 rules for total
> emissions, they MIGHT still interfere with other radio
> based systems. In these cases, it is incumbent upon the
> operator of the antagonist to modify the situation to
> favor the victim.
>
> It's unfortunate that many developmental tasks are not
> fully understood until AFTER a product hits the marketplace.
> The designers and testers cannot anticipate EVERY installation
> variable. It's seldom reflects on the ability or integrity
> of the designers, only in the discovery of NEW questions
> not asked and answered before the product hit the field.
>
> Bob . . .
Message 18
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--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
I've seen auctions on E-bay that went above the full
retail price for a new item at Amazon, and Amazon
even offered free shipping with the item. I don't
get it, but I guess people don't like to lose a
bidding war, even if it means they pay more than
full retail for a used item!
--
Mickey Coggins
http://www.rv8.ch/
#82007 Wings
do not archive
Message 19
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|
<rv9-list@matronics.com>, <rv3-list@matronics.com>,
<rocket-list@matronics.com>, <rv4-list@matronics.com>,
<aviation-list@matronics.com>, <rv6-list@matronics.com>,
<rv8-list@matronics.com>, <rv7-list@matronics.com>, <rv-list@matronics.com>
| Subject: | RV8 Tail Kit for sale |
--> RV-List message posted by: "Frank Friedman" <frankzip@charter.net>
Changed projects so RV 8 tail kit for sale. Very little work done. This is a pre
punched kit, however it was before the 4130 parts were powder coated. All 4130
parts were primered.
Included are preview plans, electric trim kit, 18 years of the RVaitor, Avery temporary
assembly pins, 2 construction videos. Vertical stabilizer tip is for
a rear position light. Cost for all of this now would be about $1775.
Buy it now for $1200. plus shipping before I put it on ebay. Bonus, free delivery
within 100 miles of Oshkosh.
Yep guys,I'm in OSH, 8-10 minutes to the airport, the downside, Jan temps, 17 days
below normal and 4-5 inches of snow last night.
Frank at 920-237-3536 or frankzip@charter.net
Message 20
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|
--> RV-List message posted by: "Randy Lervold" <randy@rv-8.com>
Guys, there's another aspect you need to be considering in analyzing gear
leg geometry that I finally have some data on. When building the -8 you set
the gear legs to zero toe with the fuse level by seeing that the axle mounts
are parallel. This translates to the airplane going down the runway with
tail way up in level flight attitude. How often are you in that
configuration? I've noticed that my RV-8 would seem squirlier during the
high-speed part of the rollout once the tail went down and hypothesized that
the toe was changing in one direction or the other as the plane changed
attitude. I intuitively guessed that it was going to a toe-out condition and
that was what was causing it and thought shimming it would be a good
experiment.
I finally got a chance to take some measurements on my pal's -8 who doesn't
have his wheel pants on yet. We set the tail up longerons level, put two
five foot straight edges up against the outside of the wheel, leveled them,
and measured the distance between the front and rear tips. In this condition
the distance matched (good job installing the gear legs Jeff!), as they
should. We then lowered the tail to the ground, re-leveled the straight
edges and measured again. We found the distance between the straight edges
to be wider in the rear by 3/16". Another pal did the trig on it and
computed that to be .18 degrees of toe-in. So my guess that the toe was
changing in the three point attitude was correct but I guessed the wrong
direction. Now, is two tenths of a degree enough to make any difference?
Draw your own conclusions, but my sense is that it is not.
FWIW,
Randy Lervold
RV-8, 367 hours
EAA Technical Counselor
www.rv-8.com
> --> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
>
> While assisting a fellow builder with drilling the gear into place on his
> RV8 this same discussion arose. After some amount of chatter back and
forth
> and much head scratching we all decided that straight ahead (zero toe-in
> toe-out) would likely be the best choice. At that point we agreed that a
> call to Van's was in order.
> The call was placed and the word from RV Mecca was to set the alignment
> straight ahead with a preference to err toward very slight toe-in.
>
> Thanks Wheeler,
>
> Jim in Kelowna
>
> ----- Original Message -----
> From: "Wheeler North" <wnorth@sdccd.cc.ca.us>
> To: <rv-list@matronics.com>
> Subject: RV-List: Toe-in
>
>
> > --> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
> >
> > Folks,
> >
> > after setting the alignment in well over 1000 cars and a few to many
> > airplanes to factory specs I can assure you that a slight toe-in is more
> > stable than slight toe-out if there is any flex in the suspension system
> > along the lateral axis, ie wheel can track flexing inboard or outboard.
> > SNIP <
Message 21
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| Subject: | Re: Possible New Virus Email Scheme |
--> RV-List message posted by: Kai Schumann <kai92117@yahoo.com>
Because of the popularity of ebay, this type of thing
is rampant. My opinion of ebay is less than stellar
anyway. Fraud is a common occurance - I said never
again after being ripped off for $1200 for camera
equipment. The crook pirated another sellers ID (who
had an outstanding reputation) and apparantly "sold"
several million dollars worth of non existant camera
gear. Of course ebay weasled out of their supposed
"guarantee" by stating I wasnt dealing with an ebay
customer! Paypal ended up eating it, and I eventually
got refunded, but they froze my account so I cant use
them any longer. I got a call from a detective trying
to track the guy down (they think he's in Denmark)who
said that if the world knew how much fraud was really
on ebay, nobody would buy anything there.
Well - I won't any more.
Kai
(Do not Archive)
--- RV_8 Pilot <rv_8pilot@hotmail.com> wrote:
> --> RV-List message posted by: "RV_8 Pilot"
> <rv_8pilot@hotmail.com>
>
> FYI -
>
> I just received an email that looked like an ebay
> correspondence. I clicked
> on the link and my anti virus software grabbed
> something.
>
> Should have known since it had "question for seller"
> listed in the text
> describing some toy and I'm not selling anything
> either. Even though it had
> "ebay" in the url, somehow they were attaching a
> virus I'm guessing.
>
> Anyone know differently? Ever seen this kind of
> thing before?
>
> Bryan Jones -8
> www.LoneStarSquadron.com
> Houston, Texas
>
> Check out the coupons and bargains on MSN Offers!
>
http://shopping.msn.com/softcontent/softcontent.aspx?scmId=1418
>
>
>
> 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 22
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--> RV-List message posted by: RiteAngle3@aol.com
EMI / RF Electronic problems
I have several hundred AOA systems out in the field, during one FAA
certification a company spent 3 months trying to convince me that my system was
in
error, finally it was found that there was an RF leak (very strong) coming from
a
certified electronic instrument, which affected our system, We moved our
logic module to other side of aircraft and problem was resolved ~ this was on a
certified aircraft, electronics all certified and installed at the factory when
built. Two problems have occurred from one type of owner built up kit engine
instruments on one model of airplane. EMI appears to radiate at different
inputs from engine. With better shielding and grounding of these systems these
problems appear to have also been resolved. It is a very tricky problem, and
one very hard to track down. Dynon aren't alone in this, I'm sure that as more
types of electronic instruments are installed the evidence will increase more
and more. I'm sure Dynon are working on this problem ~ and it may be an
installation problem also!
Work with Dynon, I'm sure they will do their best to help you! We all know
Customer Service is the best form of advertisement there is.
Elbie
Elbie Mendenhall
President
EM aviation, LLC
13411 NE Prairie Rd
Brush Prairie WA 98606
Phone & Fax 360-260-0772
www.riteangle.com
Message 23
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--> RV-List message posted by: "Matthew Brandes" <matthew@n523rv.com>
Does anyone have any experience with the Zolatone Primer/Paints?
Aircraft Spruce sells this and I've looked at the manufacturers website.
(www.zolatoneaim.com <http://www.zolatoneaim.com/> ) It looks like a
nice product, durable textured finish.
The Z91 water based primer goes on first, followed by the color coat.
Many different color combinations.. some too wild for me... but nice.
Matthew Brandes,
Van's RV-9A (Wings/Fuselage)
EAA Chapter 868/91
www.n523rv.com <http://www.n523rv.com/>
Message 24
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--> RV-List message posted by: "Paul Besing" <azpilot@extremezone.com>
I sold a sporty's E6B for the same as a new one. It was 5 years old.
Paul Besing
RV-6A Sold
RV-10 Soon
http://www.lacodeworks.com/besing
Kitlog Pro Builder's Log Software
http://www.kitlog.com
do not archive
----- Original Message -----
From: "Mickey Coggins" <mick-matronics@rv8.ch>
Subject: Re: RV-List: ebay sleeze
> --> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
>
> I've seen auctions on E-bay that went above the full
> retail price for a new item at Amazon, and Amazon
> even offered free shipping with the item. I don't
> get it, but I guess people don't like to lose a
> bidding war, even if it means they pay more than
> full retail for a used item!
>
>
> --
> Mickey Coggins
> http://www.rv8.ch/
> #82007 Wings
>
> do not archive
>
>
Message 25
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--> RV-List message posted by: Rob Prior <rv7@b4.ca>
Wheeler North wrote:
> --> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
> after setting the alignment in well over 1000 cars and a few to many
> airplanes to factory specs I can assure you that a slight toe-in is more
> stable than slight toe-out if there is any flex in the suspension system
> along the lateral axis, ie wheel can track flexing inboard or outboard.
Sorry, I have to object. This is *not* accurate when it comes to
aircraft. The reason this is true in cars is, when you drive a car down
a road at speed, you *want* to be able to turn when you get to a corner.
When you're driving an aircraft down a road, you want that aircraft to
drive in a nice straight line, with *no* turns. Your aircraft is
designed to be self-stabilizing, your car is not.
A more involved discussion:
A nosewheel aircraft has it's center of gravity in front of it's main
wheels, and is self-stabilizing. If it gets into a situation where it's
landing on one wheel, or landing heavily on one side, or starting a
groundloop (yes, you can groundloop a nosewheel aircraft), it will
generally stabilize itself. A little toe-in, however, will help. Why?
Here's an example: Let's say the airplane is yawing to the left on
landing. The weight will shift to the outside wheel, ie. the right.
This wheel is pointing off to the left, as the airplane is yawed to that
side. It is generating a drag force that can be broken into two
components. One runs along the length of the aircraft, and is just a
drag force, working to restore the aircraft's heading. The second force
is lateral to the aircraft, directed across the nose, behind the center
of gravity. This too is a restorative force, that will tend to
straighten the airplane out. If you toe-in the wheel even further, this
lateral force will increase, and the airplane will become even more
stable on the ground. Of course at some point you trade-off tire wear
with toe-in, so usually you only set 1-2 degrees at maximum.
Now, a tailwheel aircraft is the exact opposite. If you have toe-in on
a tailwheel aircraft, and start to yaw, as in our example above, to the
left, the toe-in will cause a lateral force again, but this time it will
be directed *ahead* of the center of gravity. This is a destabilizing
force, which will cause the situation to get worse before it gets better
if it's not corrected. Toe-out will prevent this by allowing the
heavily loaded wheel to roll straight ahead (with small amounts of
toe-out) or even to roll to the outside of the turn, and "pull" the
airplane back straight again.
This all being said, many aircraft are designed with 0 degrees of toe-in
or out. This is quite common, because most landing gear flexes, and in
designing the gear, you can design it to flex in a favorable manner. On
a tailwheel aircraft, it makes sense for the flex to cause the wheels to
toe-out (if you get further out-of-line, you need more restorative
force). On a nosewheel aircraft, it makes sense for the flex to cause
the wheels to toe-in.
> Not sure if that makes sense to anybody as I've described it, but I can tell
> you that most manufacturers shoot for toe in or straight rather than toe
> out.
I hope what i've said makes sense too. And I hope it's clear that the
above statements about cars, when applied to aircraft, aren't correct.
Reference: Stinton, Darrol "The Design of the Aeroplane", Chapter 10
"Choice of Landing Gear"
-Rob
Message 26
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| Subject: | Re: EMI & stray RF |
--> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
At 10:16 AM 2/3/2004, you wrote:
>--> RV-List message posted by: RiteAngle3@aol.com
>
>EMI / RF Electronic problems
>
>Work with Dynon, I'm sure they will do their best to help you! We all know
Excellent advice!! I just installed a Dynon EFIS and so far I'm wild with
enthusiasm. I will not be surprised if there are some problems because
using a freshly developed product like this I am, as they said when I was
at Sun, on the bleeding edge.
If you are not comfortable with this idea, you might be interested in
buying some of the spinning wheel antiques those of us going digital will
have to sell. No data just a feeling, the vacuum system is the most
failure prone system in most small planes and the AI is the most failure
prone instrument.
In a year or so, spinning stuff will be on ebay for $5.
hal kempthorne
Message 27
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--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
<Your aircraft is designed to be self-stabilizing, your car is not.>
With a car, caster is there for self stabilizing/self centering of the
steering sheel....right?
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
do not archive
Message 28
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--> RV-List message posted by: Richard Tasker <retasker@optonline.net>
Actually, your friend made an error in his calculations. The toe-in is
actually closer to 1. You calculate the toe-in by taking the
difference between the the two readings (3/16") and dividing by the
distance between the two points (maybe 10" - depends on there you
actually measured) then take the inverse tangent (or inverse sine for
small angles). He calculated the result using the distance between the
two tires, not the distance between the two points on a single tire.
This gives us 0.187/10 = 0.0187. Take the inverse tangent and you get
1.07 which is a significant change from 0.
Dick Tasker, 90573
Randy Lervold wrote:
>--> RV-List message posted by: "Randy Lervold" <randy@rv-8.com>
>
>Guys, there's another aspect you need to be considering in analyzing gear
>leg geometry that I finally have some data on. When building the -8 you set
>the gear legs to zero toe with the fuse level by seeing that the axle mounts
>are parallel. This translates to the airplane going down the runway with
>tail way up in level flight attitude. How often are you in that
>configuration? I've noticed that my RV-8 would seem squirlier during the
>high-speed part of the rollout once the tail went down and hypothesized that
>the toe was changing in one direction or the other as the plane changed
>attitude. I intuitively guessed that it was going to a toe-out condition and
>that was what was causing it and thought shimming it would be a good
>experiment.
>
>I finally got a chance to take some measurements on my pal's -8 who doesn't
>have his wheel pants on yet. We set the tail up longerons level, put two
>five foot straight edges up against the outside of the wheel, leveled them,
>and measured the distance between the front and rear tips. In this condition
>the distance matched (good job installing the gear legs Jeff!), as they
>should. We then lowered the tail to the ground, re-leveled the straight
>edges and measured again. We found the distance between the straight edges
>to be wider in the rear by 3/16". Another pal did the trig on it and
>computed that to be .18 degrees of toe-in. So my guess that the toe was
>changing in the three point attitude was correct but I guessed the wrong
>direction. Now, is two tenths of a degree enough to make any difference?
>Draw your own conclusions, but my sense is that it is not.
>
>FWIW,
>Randy Lervold
>RV-8, 367 hours
>EAA Technical Counselor
>www.rv-8.com
>
>
>
>
>>--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
>>
>>While assisting a fellow builder with drilling the gear into place on his
>>RV8 this same discussion arose. After some amount of chatter back and
>>
>>
>forth
>
>
>>and much head scratching we all decided that straight ahead (zero toe-in
>>toe-out) would likely be the best choice. At that point we agreed that a
>>call to Van's was in order.
>>The call was placed and the word from RV Mecca was to set the alignment
>>straight ahead with a preference to err toward very slight toe-in.
>>
>>Thanks Wheeler,
>>
>>Jim in Kelowna
>>
>>----- Original Message -----
>>From: "Wheeler North" <wnorth@sdccd.cc.ca.us>
>>To: <rv-list@matronics.com>
>>Subject: RV-List: Toe-in
>>
>>
>>
>>
>>>--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>>>
>>>Folks,
>>>
>>>after setting the alignment in well over 1000 cars and a few to many
>>>airplanes to factory specs I can assure you that a slight toe-in is more
>>>stable than slight toe-out if there is any flex in the suspension system
>>>along the lateral axis, ie wheel can track flexing inboard or outboard.
>>>SNIP <
>>>
>>>
>
>
>
>
Message 29
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--> RV-List message posted by: Blanton Fortson <blanton@alaska.net>
(do not archive)
Many items on Ebay are misspelled, with the seller not having a clue as
to why their "cannon camera" (Canon) drew so few bids. There are people
who make their living trolling for misspellings on Ebay.
On Feb 3, 2004, at 9:51 AM, Paul Besing wrote:
> --> RV-List message posted by: "Paul Besing" <azpilot@extremezone.com>
>
> I sold a sporty's E6B for the same as a new one. It was 5 years old.
>
>
> Paul Besing
> RV-6A Sold
> RV-10 Soon
> http://www.lacodeworks.com/besing
> Kitlog Pro Builder's Log Software
> http://www.kitlog.com
> do not archive
>
> ----- Original Message -----
> From: "Mickey Coggins" <mick-matronics@rv8.ch>
> To: <rv-list@matronics.com>
> Subject: Re: RV-List: ebay sleeze
>
>
>> --> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
>>
>> I've seen auctions on E-bay that went above the full
>> retail price for a new item at Amazon, and Amazon
>> even offered free shipping with the item. I don't
>> get it, but I guess people don't like to lose a
>> bidding war, even if it means they pay more than
>> full retail for a used item!
>>
>>
>> --
>> Mickey Coggins
>> http://www.rv8.ch/
>> #82007 Wings
>>
>> do not archive
>>
>>
>
>
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
Message 30
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--> RV-List message posted by: Rob Prior <rv7@b4.ca>
Scott Bilinski wrote:
> --> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
>
> <Your aircraft is designed to be self-stabilizing, your car is not.>
>
> With a car, caster is there for self stabilizing/self centering of the
> steering sheel....right?
That could be, I don't know. I'm not an automotive engineer... 8-) But
aircraft wheels (apart from nosewheels, tailwheels, and some specialized
crosswind gear) don't caster (apart from any flexing in the system).
-Rob
Message 31
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--> RV-List message posted by: Richard Tasker <retasker@optonline.net>
My apologies. I misunderstood your measurements. I thought you
measured the distances between the tires at the tires. Upon re-reading
the original post with this explanation in mind I see now that you
measured between the tips of the straight edges, not the tires.
Although I am still a little confused. You said you measured between
the tips of the five foot straight edges in the original post but here
you say the measurement distance was 30" (2.5 ft).
In any case, my calculations were not incorrect, only based on erroneous
information (or interpretation thereof). As far as dividing by two, I
will take your word for it. I was calculating total toe-in angle -
divide by two for each wheel toe-in.
Dick Tasker
GRIFFIN,RANDY (HP-Vancouver,ex1) wrote:
>Actually, your friend made an error in his calculations.
>
>
>RRRRRREEEEAAAALLLLLYYYYYY!!!!!!!!!
>I think YOUR calculations may be incorrect.
>
>
> The toe-in is actually closer to 1. You calculate the toe-in by taking
>the
>difference between the the two readings (3/16") and dividing by the
>distance between the two points(maybe 10" - depends on there you
>actually measured)
>
>Actually you take the difference between the two readings and divide by two
>first,
>because you want the angle for only one side.
>Then divide by the sample distance (in this case 30").
>This would give us .0938" divided by 30" equalling .0031.
>
>
> then take the inverse tangent (or inverse sine for small angles).
>
>
>Take the arctangent of that, and you get .1791
>Which I rounded up to .18 degrees.
>
>
> He calculated the result using the distance between the
>two tires, not the distance between the two points on a single tire.
>
>
>No I did'nt.
>
>
>This gives us 0.187/10 = 0.0187. Take the inverse tangent and you get
>1.07
>
>No it does'nt.
>
Actualy it does - just the wrong starting data.
Do not archive
>
>
>
>
Message 32
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| Subject: | Taildraggers and X wind landings |
--> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
Gentlemen,
Is there a best cross wind direction for landing a taildragger?
A right cross wind is best for takeoff, because the wind tends to counter the following
inherent aerodynamic yaw tendencies:
Slipstream effect
Torque reaction
Gyroscopic precession,
Asymmetric blade effect
But, how about landing?
It seems to me that to counter slipstream and torque effect during the last stage
of an approach with a right crosswind, some right rudder might be required,
but unnoticed at power reduction, due to the required left rudder controlling
the slip in the wing down method. This input or lack input might be unanticipated
at touchdown and cause a right yaw.
Additionally, the gyroscopic effect of lowering the tail could cause a right yaw.
Therefore, my conclusion is that, given a choice, a left cross wind might be preferable
to a right cross wind.
Please don=92t think this is criticism of Randy Lervold in any way. I personally
feel he did a wonderful job and was just involved in one of those =93freak
situations=94. Hit by a very strong gust at slow speed.
Randy, we all sympathize with you, and feel your pain.
Steve Glasgow
Message 33
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| Subject: | GPS or Anywheremap |
--> RV-List message posted by: "Ron Calhoun" <roncal@earthlink.net>
My Garmin Pilot III that I have mounted in low center of my RV-4 panel needs
repair. I am thinking of replacing it with a Garmin 196 or Anywheremap. I
am leaning toward the Anywhere map since I might subscribe to weather
someday. What would you do?
Ron Calhoun
RV-4 Flying
_
Message 34
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|
| Subject: | Re: RE: Dynon EMI (different scenario) |
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
> Kevin Behrent wrote:
> <snip>
> > It would be interesting to study the type of avionics being used by both
groups
> > and see if there are any similarities.
> >
I can hear the Dynon in the com if I open the squelch and turn it of and on.
I could not tell by listening if it is on or off without the on and off
comparison. VERY minimal noise.
Dynon D-10
Rocky Engine monitor
Rocky Encoder
KX-155 ( a widely known EMI noise generator)
ARnav Star 5000 GPS
Terra digital xponder
ICS ?
100+ hours on my Dynon.
Tailwinds,
Doug Rozendaal
Message 35
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|
--> RV-List message posted by: "Charles Becker" <ctbecker@Charter.net>
Would you have to put the battery in the tail for balance? :)
Charles Becker
N474CB - RV8A
Empennage
----- Original Message -----
From: "Wheeler North" <wnorth@sdccd.cc.ca.us>
Subject: RV-List: engine
> --> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
> put this baby in your RV
>
> http://www.bath.ac.uk/~ccsshb/12cyl/
>
> W
>
> do not archive
>
>
Message 36
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| Subject: | Re: GPS or Anywheremap |
--> RV-List message posted by: <klwerner@comcast.net>
I would do Control Vision's ANYWHEREMAP (but then I am biased as I do have one.)
I flew to OSH'03 behind a Garmin 196, and it is not bad either, but given the choice
. . .
Konrad
----- Original Message -----
From: Ron Calhoun
To: rv-list@matronics.com
Sent: Tuesday, February 03, 2004 4:33 PM
Subject: RV-List: GPS or Anywheremap
--> RV-List message posted by: "Ron Calhoun" <roncal@earthlink.net>
My Garmin Pilot III that I have mounted in low center of my RV-4 panel needs
repair. I am thinking of replacing it with a Garmin 196 or Anywheremap. I
am leaning toward the Anywhere map since I might subscribe to weather
someday. What would you do?
Ron Calhoun
RV-4 Flying
_
Message 37
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--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
>--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
>Folks,
>
>after setting the alignment in well over 1000 cars and a few to many
>airplanes to factory specs I can assure you that a slight toe-in is more
>stable than slight toe-out if there is any flex in the suspension system
>along the lateral axis, ie wheel can track flexing inboard or outboard.
>
How many of those cars had the vast majority of the weight on the
front wheels, and a tiny little wheel in the back?
Your experience in cars only translates to aircraft if your landing
gear has a car-like set of four equal sized tires with roughly equal
weight on each tire.
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 38
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--> RV-List message posted by: Rob Prior <rv7@b4.ca>
Yeah, and it would have to go in an RV-4 or an RV-8 (or maybe a rocket).
Inline engines look funny in wide-fuselaged airplanes.
-Rob
Definitely, definitely, do not archive...
Charles Becker wrote:
> --> RV-List message posted by: "Charles Becker" <ctbecker@Charter.net>
>
> Would you have to put the battery in the tail for balance? :)
>
> Charles Becker
> N474CB - RV8A
> Empennage
> ----- Original Message -----
> From: "Wheeler North" <wnorth@sdccd.cc.ca.us>
> To: <rv-list@matronics.com>
> Subject: RV-List: engine
>
>
>
>>--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>>
>>put this baby in your RV
>>
>>http://www.bath.ac.uk/~ccsshb/12cyl/
>>
>>W
>>
>>do not archive
>>
>>
>
>
>
>
>
>
Message 39
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| Subject: | GPS or Anywheremap |
--> RV-List message posted by: "Wayne Reese" <waynereese@qwest.net>
A friend flying a RV-6a replaced his Anywheremap with a 196 because
although the anywhere was neat in the living room, in the bouncing
aircraft it was very difficult for him to use.
My only experience is with the 196, its good.
Wayne
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Ron Calhoun
Subject: RV-List: GPS or Anywheremap
--> RV-List message posted by: "Ron Calhoun" <roncal@earthlink.net>
My Garmin Pilot III that I have mounted in low center of my RV-4 panel
needs
repair. I am thinking of replacing it with a Garmin 196 or Anywheremap.
I
am leaning toward the Anywhere map since I might subscribe to weather
someday. What would you do?
Ron Calhoun
RV-4 Flying
_
==
==
==
==
Message 40
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--> RV-List message posted by: "Neil Henderson" <neil.mo51@btopenworld.com>
Listers
I'm about to fit a belly mounted VHF Coms whip aerial. What's the best position.
Can it go anywhere and does it matter if it's close to the Transponder Aerial.
Your input would be most helpful.
Neil Henderson RV9-A nr Aylesbury England
Message 41
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--> RV-List message posted by: "Mike Comeaux" <mcomeaux@bendnet.com>
I will have a few tickets for the reno air races in box B-43 or possible
A Row by the start/finish pylon. Ten people total cost of box 2800.00
divided 10 ways $280.00 for 4 days including pit passes & perferred
parking. (4) Tickets available....
Regards Mike Comeaux
mcomeaux@bendnet.com
(541)593-2364
Please respond off list
Do not archive
Message 42
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| Subject: | Re: Dynon altitude encoder |
--> RV-List message posted by: N223RV@aol.com
Hooked mine up, works great, 100 hours!
-Mike Kraus
N223RV RV-4 Flying
N213RV RV-10 Empennage
Message 43
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| Subject: | Re: Taildraggers and X wind landings |
--> RV-List message posted by: "Clifford Begnaud" <shoeless@barefootpilot.com>
Steve,
I may not qualify as a gentleman, but I'll answer anyway ;-)
I don't have my RV flying yet, so I don't know if this is applicable. On my
Kitfox I have a larger, stiffer spring on the right side to counter-act the
p-factor, torque effect etc on takeoff. When landing, these forces are not
present, so I like the wind from the left because of the stiffer spring on
the right side.
Cliff
>
> Gentlemen,
>
>
> Is there a best cross wind direction for landing a taildragger?
>
>
> A right cross wind is best for takeoff, because the wind tends to counter
the following inherent aerodynamic yaw tendencies:
>
>
> Slipstream effect
>
> Torque reaction
>
> Gyroscopic precession,
>
> Asymmetric blade effect
>
>
> But, how about landing?
>
>
> It seems to me that to counter slipstream and torque effect during the
last stage of an approach with a right crosswind, some right rudder might be
required, but unnoticed at power reduction, due to the required left rudder
controlling the slip in the wing down method. This input or lack input
might be unanticipated at touchdown and cause a right yaw.
>
>
> Additionally, the gyroscopic effect of lowering the tail could cause a
right yaw.
>
>
> Therefore, my conclusion is that, given a choice, a left cross wind might
be preferable to a right cross wind.
>
>
> Please don=92t think this is criticism of Randy Lervold in any way. I
personally feel he did a wonderful job and was just involved in one of those
=93freak situations=94. Hit by a very strong gust at slow speed.
>
>
> Randy, we all sympathize with you, and feel your pain.
>
>
> Steve Glasgow
>
>
Message 44
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| Subject: | Taildraggers and X wind landings |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
>
> Additionally, the gyroscopic effect of lowering the tail
> could cause a right yaw.
>
Actually, this would cause a left yaw. However, at idle power, I suspect
it is trivial.
Alex Peterson
Maple Grove, MN
RV6-A N66AP 435 hours
www.usfamily.net/web/alexpeterson
Message 45
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--> RV-List message posted by: "Michael Birmingham" <mbirmham@flightline.com>
I have noticed that my gasculator, an ACS 10564, on my RV-6 doesn't flow
well. Shouldn't I be getting more of a steady stream like the wing tanks?
Mike
N267WT
Message 46
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--> RV-List message posted by: "GMC" <gmcnutt@intergate.ca>
Hi Mike
It's not vented like the wing tanks, kind of like pouring gas out of a jerry
can without opening the cans air vent cap.
If you are worried about fuel flow try it (carefully) with the electric
boost pump on.
George in Langley
-----Original Message-----
--> RV-List message posted by: "Michael Birmingham"
<mbirmham@flightline.com>
I have noticed that my gasculator, an ACS 10564, on my RV-6 doesn't flow
well. Shouldn't I be getting more of a steady stream like the wing tanks?
Mike
N267WT
Message 47
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--> RV-List message posted by: "John D. Heath" <altoq@direcway.com>
You guys never quit.
After twenty six or so years of wheel alignment duty on US military aircraft
I translated all that knowledge Into about twenty two years of doing the
same for cars like Porsche, MB, BMW and a few Home Built jobs that had a
better top end than a F1 Rocket on steroids.
During that time I found out that you have to think in 3D, to align wheels
. Cars like Porsche, don't need rear wheels when they're braking down hard
for a corner and they only use rear brakes for backing out of drive ways.
Toe is only used to correct for camber. If you look at the wheels on
Aircraft with this kind of landing gear, they all have a lot of camber
(weight off). RV's are no exception. Camber makes a wheel act like a Dixie
Cup rolling around on the ramp. That works out great just as the aircraft
touches down. You have the wheels trying to "Dixie Cup"
Ah ha!, the stability we've all been looking for. (DON'T hit the brakes) As
the rollout continues , weight settles on the wheels the gear flexes and
most of the camber goes away. (OK hit the brakes) By this time the other
wheel, where ever it's attached to the airplane has started doing it's job.
Now if some one hasn't been playing with Toe in ,er out or what ever they
figured out it would be, that's the way it would work.
As the wheel touches down, if you have just the right amount of Toe to
compensate for excessive Camber it's gona be a sweet thing. Notice I said
EXCESSIVE Camber, You don't want to compensate for more than that. If you
do, I don't care if it is Saturday, as far as you're concerned it's the
sixth Monday this week.
The just right amount of Toe, how do you get that? Well, if you look in
the maintenance manual for one of those $100,000 Cars it will tell you
exactly what it should be, Along with all the other Camber, Caster, Setback,
Rake and Ackerman settings you must arrive at, at the same time ( forgot
RIDE HEIGHT). THEEENNNN you roll it up on this Precision, Laser aligned,
$40,000 Alignment machine. You do all that, and it turns out perfect!!! You
can't wait to test drive this $MegaBuck$ Monster, because it's the only time
you get to drive one, is when some one screws it up.
SSOOOOO you do, and it pulls left and the first time you hit the brakes,
You're sure you should have had two more mechanics come along to help steer.
So you go back to the shop and you find the old gray haired guy that you
wonder how he gets away with never doing any thing. You tell him what it
did. He says,"No Problem, Put a little more Caster on the Left side and a
sixteenth more Toe in and drive it. Now you know it's going to mess up all
those perfect numbers But , you do it,....and it works! You don't get to
thank him until Sunday at the race track, and he's in the pits, lining up a
$300,000 race car with a pieces of string and carpenter's square and level.
A place to start, that's what we need. Not all of them are going
to be the same place
If you have the just right amount of Camber, on both sides, weight off.
Toe required will most likely come in right at zero. If for some unknown
reason , camber is less than ideal, you're going to have to use toe
out....more camber/toe in...uneven camber/uneven toe (within reason)...These
are Experimental Aircraft for the purpose of display and education. Display
some discreet courage, Experiment, Educate yourself, Err only on the side of
safety. To agree to disagree on any point in question is not a solution.
Well I've gone on too far with this, my spell checker has gone to bed, so
I'm taking a chance just sending it.
DO NOT ARCHIVE
John D.
----- Original Message -----
From: "Kevin Horton" <khorton01@rogers.com>
Subject: Re: RV-List: Toe-in
> --> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
>
> >--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
>
Message 48
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| Subject: | Re: Taildraggers and X wind landings |
--> RV-List message posted by: Dave Bristol <bj034@lafn.org>
We're forgetting one very important thing, what happens when you cob the
throttle for the go-around after that botched landing that we all make
now and then especially in a crosswind? I personally will take a
crosswind from the right every time if I have a choice. Been there done
that and I'm not gonna do it again!
Dave RV6, So Cal, EAA Technical Counselor and Flight Advisor
Alex Peterson wrote:
>--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
>
>
>
>>Additionally, the gyroscopic effect of lowering the tail
>>could cause a right yaw.
>>
>>
>>
>
>Actually, this would cause a left yaw. However, at idle power, I suspect
>it is trivial.
>
>Alex Peterson
>Maple Grove, MN
>RV6-A N66AP 435 hours
>www.usfamily.net/web/alexpeterson
>
>
>
>
Message 49
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| Subject: | ebay sleezee description indicated that the plans were for |
building so I q
--> RV-List message posted by: "Brett Morawski" <brett.morawski@buckeye-express.com>
I don't have a serial # for my kit. My builder # is 81922 - is this the
serial # or do I actually need to send back the form Van's sent me once
(that has a blank line for serial #) that is supposed to be notarized and
returned to them? They sent me my wing kit without them having received
that form so I figured it's worthless.
Brett Morawski
Toledo
RV8a - wing
"what serial#. Is this a set of full sized plans or just a manual and
preview plans?"
Joshua"
do not archive
Message 50
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--> RV-List message posted by: "Cy Galley" <cgalley@qcbc.org>
I think it is the other way round. Cars are very stable, Airplanes are very
high center of gravity where a car has a low center of gravity. Tail wheeled
airplanes have the center of Gravity behind the mains. When the TD turns
sharp enough that the CG is outside the main wheels, the weight tends to
tighten the turn which the lightly loaded tail wheel can't resist.
(OverSteer) With Nose wheeled planes, the cg is in front of the mains and cg
weight tends to reduce the turning moment. (UnderSteer). Cars can been
either over or understeer but are much more balanced with a lower center of
gravity so they general slide instead of increasing or decreasing the turn.
Cars also have a much better distribution of weight on all wheels. A lightly
loaded Pick Up is much light a tail dragger and its rear end will come
around much more easily.
----- Original Message -----
From: "Rob Prior" <rv7@b4.ca>
Subject: Re: RV-List: Toe-in
> --> RV-List message posted by: Rob Prior <rv7@b4.ca>
>
> Scott Bilinski wrote:
> > --> RV-List message posted by: Scott Bilinski
<bilinski@kyocera-wireless.com>
> >
> > <Your aircraft is designed to be self-stabilizing, your car is not.>
> >
> > With a car, caster is there for self stabilizing/self centering of the
> > steering sheel....right?
>
> That could be, I don't know. I'm not an automotive engineer... 8-) But
> aircraft wheels (apart from nosewheels, tailwheels, and some specialized
> crosswind gear) don't caster (apart from any flexing in the system).
>
> -Rob
>
>
Message 51
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| Subject: | ebay sleezee description indicated that the plans were for |
building so I q
--> RV-List message posted by: "Radomir Zaric" <radomirz@vitez.net>
Yeah, that's it. Wish it was explicitly stated somewhere.. Just put
81922 on that blank line and send it back to them.
--> RV-List message posted by: "Brett Morawski"
<brett.morawski@buckeye-express.com>
I don't have a serial # for my kit. My builder # is 81922 - is this the
serial # or do I actually need to send back the form Van's sent me once
(that has a blank line for serial #) that is supposed to be notarized
and
returned to them? They sent me my wing kit without them having received
that form so I figured it's worthless.
Brett Morawski
Toledo
RV8a - wing
Message 52
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| Subject: | One Yoke for Squeezer? |
--> RV-List message posted by: "" <tx_jayhawk@excite.com>
I know this has been done to death in the archives, but I am looking for some updated
opinions. If I were to only buy one yoke for a pneumatic squeezer, which
have people found to be most valuable? I am assuming the longeron yoke would
be the most versatile. It seems to be $135 at Cleveland...anyone know of a
cheaper spot? I am looking for yokes that fit the 214c style squeezers. For
reference, I am at the wing skeleton stage.
Also, if anyone has a used squeezer they want to get rid of, I would love to take
it off your hands.
Thanks,
Scott
7A Wings
http://sky.prohosting.com/rv7a/
Join Excite! - http://www.excite.com
The most personalized portal on the Web!
Message 53
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| Subject: | Landing Light - What Wing |
--> RV-List message posted by: "Karie Daniel" <karie4@comcast.net>
Last summer I bought 2 of the Duckworks landing light kits. After getting the first
one installed I decided one light and cutting a hole in one perfectly good
wing would be enough. After looking at some RV pics lately I've noticed most
kits with only one landing light mount them in the right wing. Mine is in the
left.
Is there a reason when installing only one landing light to install it in the right
wing? Is mounting a single light setup in the left a no no for any obvious
reason that I have overlooked? Should I just install another light in the right
wing now?
Karie Daniel
Sammamish, WA.
RV-7A QB
Message 54
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| Subject: | Custom spark plug wires (LightSpeed) |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
I need to make custom spark plug wires for my LightSpeed Plasma II. Does
anybody know of a source for bulk wire & ends that would end up being
cheaper than about $30? That's what it will cost to have Klaus custom-make
'em for me.
The wire that comes with the LightSpeed are MSD 8.5mm Super Conductor. I've
seen MSD sells a bulk universal kit, but I believe it's much more expensive
(not sure).
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Klaus Savier" <klaus@lightspeedengineering.com>
Subject: Re: Custom spark plug wires
> Dan,
> The wire is $2.2 per ft and $2.5 per termination. I would need the dims
from
> you.
> Regards,
> Klaus Savier
>
> Dan Checkoway wrote:
>
> > Klaus,
> >
> > I need to make custom length spark plug wires for the Plasma II on my
> > IO-360-A1B6. Can you point me in the right direction? I'm looking for
a
> > kit, if possible, that comes with a length of wire, and eight 90-to-90
ends.
> > Any tips?
> >
> > I heard Jeff Rose sells something like this, but I wanted to check with
you
> > first.
> >
> > )_( Dan
> > RV-7 N714D
> > http://www.rvproject.com
>
>
Message 55
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| Subject: | Taildraggers and X wind landings |
--> RV-List message posted by: "Will & Lynda Allen" <linenwool@comcast.net>
I agree that at idle power this would be negligible but the applied force
when lowering the tail is on the bottom of the prop and so the resultant
force 90 ahead in the plane of rotation will be on the left side, causing
the plane to yaw to the right.
-Will Allen
North Bend, WA
RV8 wings
-----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: Taildraggers and X wind landings
--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
>
> Additionally, the gyroscopic effect of lowering the tail
> could cause a right yaw.
>
Actually, this would cause a left yaw. However, at idle power, I suspect
it is trivial.
Alex Peterson
Maple Grove, MN
RV6-A N66AP 435 hours
www.usfamily.net/web/alexpeterson
Message 56
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| Subject: | Hornet In-Flight Emergency.... |
--> RV-List message posted by: "Jack Lockamy" <jacklockamy@att.net>
From a buddy at General Electric...
Oyster, here. This note is to share with you the exciting night I had the other
month. It has nothing to do with me wanting to talk about me. But it has everything
to do with sharing what will no doubt become a better story as the years
go by. So....
There I was .. ' manned up' a hot seat for the 2030 night launch about 500 miles
north of Hawaii. I was taxied off toward the carrier's island where Idid a 180
degree turn to get spotted to be the first one off Catapult #1. They lowered
my launch bar and started the launch cycle. All systems were
'go' on the run-up. And after waiting the requisite 5 seconds to make sure my flight
controls are good to go, I turned on my lights. As is my habit I shifted
my eyes to the catwalk and watched the deck edge dude and as he started his routine
of looking left, then right. I put my head back against the head rest.
The Hornet cat shot is pretty impressive. As the cat fires, I stage the afterburners
and am along for the ride. Just prior to the end of the stroke... there's
a huge flash... and a simultaneous . B-O-O-M ! And my night world is in turmoil.
My little pink body is doing 145 knots or so and
is 100 feet above the black Pacific. And there it stays -- except for the airspeed,
which decreases to 140 knots. Some where in here I raised my gear. And the
throttles aren't going any farther forward despite my Schwarzze-negerian efforts
to make them do so.
From out of the ether I hear a voice say one word: "JETTISON!"
Rogered that ! And a nano second later my two drops and single MER, about 4,500
pounds in all, are Black Pacific bound. The airplane leapt up a bit but not enough.
I'm now about a mile in front of the boat at 160 feet and fluctuating from
135 to 140 knots. The next comment that comes out of the ether is another
one-worder: "EJECT!" I'm still flying... so I respond "Not yet... I've still
got it." Finally, at 4 miles ahead of the boat, I take a peek at my engine instruments
and notice my left engine . . doesn't match the right. (Funny, how quick
glimpses at instruments get burned into your brain.) The left rpm is at 48%
even though I'm still doing the Ah-Nold thing. I bring it back out of afterburner
to military power.
About now I get another "EJECT!"call. "Nope... it's still flying." At 5 1/2 miles
I asked tower to please get the helo headed my way as I truly thought I was
going to be 'shelling out '. At some point, I thought it would probably be a
good idea to start dumping some gas. But as my hand reached down for the dump
switch, I actually remembered that we had a NATOPS operation prohibition against
dumping fuel while in afterburner. But after a second or two [contemplating
the threat of the unnecessarily burden. I turned the fuel dump switches on.
Immediately [ I was told later ] . .SIXTY FOOT ROMAN CANDLE . . BEGAN TRAILING
BEHIND. At 7 miles I started a
( very slight ) climb to get a little breathing room. CATCC control chimes in giving
me a downwind [ landing pattern] heading . .and I'm like: "Ooh . .what a
good idea" . . and I throw down my tail hook.
Eventually I get headed downwind to the carrier at 900 feet and ask for a Tech
Rep [Manufacturer's Technical Representative]. While waiting, I shut down the
left engine. But In short order, I hear Scott "Fuzz" McClure's voice. I tell him
the following : " OK Fuzz, my gear's up . . my left motor's off . and I'm only
able to stay level by using minimum afterburner. And every time I pull it
back to military power, I start down at about a hundred feet per minute." I just
continue trucking downwind . .trying to stay level . . and
keep dumping fuel. I think I must have been in afterburner for about fifteen minutes.
At ten miles or so I'm down to 5000 pounds of gas and start a turn back
toward the ship. I don't intend to land but I don't want to get too far away.
Of course, as soon I as I stuck in that angle of bank . . I start dropping like
a stone. So I end up doing a [shallow bank] 5 mile [radius] circle around the
ship. Fuzz is reading me the single engine rate of climb numbers from the book
based on temperature, etc. And it doesn't take us long to figure
out that things aren't adding up. One of the things I'd learned about the Hornet
is that it is a perfectly good single engine aircraft . . flies great on
one motor. So why do I now need blower [afterburner ] to stay level ? By this
time, I'm talking to the Deputy CAG ( turning [duty] on the flight deck) and
CAG who's on the bridge with the Captain. And we decide that the thing to do is
climb to three thousand feet and ' dirty up' [gear and flaps down] to see if
I'm going to have the excess power needed to be able to shoot a night approach
for a landing. I get headed downwind . . go full burner on my remaining motor
. .and eventually make it to 2000 feet
before leveling out below a scattered layer of puffy clouds. And the
'puffies' are silhouetted against a half a moon which was really, really cool.
I start a turn back toward the ship . .and when I get pointed in the right direction
. . I throw the gear down and pull the throttle out of after-burner.
Remember that flash/boom! . . that started this little tale ? [ Repeat it here
]... Boom ! I jam it back into afterburner, and after three or four huge compressor
stalls [and accompanying acceleration] the right motor 'comes back'. I'm
thinking my blood pressure was probably up there' about now . and for the first
time, I notice that my mouth has dried up.
This next part is great. You know those stories about guys who deadstick crippled
airplanes away from the orphanages and puppy stores and stuff and get all this
great media attention? Well, at this point I'm looking at the picket ship
in front of me, at about two miles, and I transmit to no one in particular, "You
need to have the picket ship hang a left right now. I think I'm gonna be outta
here in a second." I said it very calmly but with meaning. The picket immediately
pitched out of the fight. Ha! I scored major
points with the heavies afterwards for this. Anyway, it's funny how your mind works
in these situations. OK, so I'm dirty and I get it back level and pass a
couple miles up the starboard side of the ship. I'm still in minimum blower and
my fuel state is now about 2500 pounds. Hmmm. I hadn't really thought about
running out of gas. I muster up the gonads to pull it out of blower again and
sure enough...flash, BOOM! I'm thinking that I'm gonna end up punching out and
tell Fuzz at this point " Dude, I really don't want to
try that again." Don't think everyone else got it . . but he chuckled.
Eventually I discover that even the tiniest throttle movements cause the 'flash/boom
thing ' to happen so I'm trying to be as smooth as I can. I'm downwind a
couple miles when CAG comes up and says, " Oyster, we're going to rig the barricade."
Remember, CAG's up on the bridge watching me fly around doing blower
donuts in the sky and he's also thinking I'm gonna run outta
JP-5 fuel. By now I've told everyone who's listening that there a better than average
chance that I'm going to be ejecting. (The helicopter bubbas . . God bless
'em have been following me around this entire time.) I continue downwind and
again, sounding more calm than I probably was, call the LSO. "Paddles, you
up [listening] ?" "Go ahead" replies "Max" Stout, one of our LSO's. "Max, I probably
know most of it ,but do you want to shoot me the barricade briefing?" So,
in about a minute .. he went from expecting me to '
punch out' .. to have me asking for the barricade brief [so he was
hyper-ventilating.] But he was awesome to hear on the radio though . . just the
kind of voice you'd want to hear in this
He gives me the barricade brief. And at nine miles I say, "If I turn will 'it'
be up when I get there? Because I don't want to have to go around again." "It's
going up right now, Oyster. Go ahead and turn." "Turning in, say the final bearing."
"Zero six three," replies the voice in CATCC. Intercept glide slope at
about a mile and three quarters then reduce power. "
When I reduced power: Flash/boom ! [ Add power out of fear.] Going high ! [Flashback
to LSO school...." All right class, today's lecture will be on the single
engine barricade approach. Remember, the one place you really, really don't
want to be is high. O.K.? You can go play golf now."] I start to set up a higher
than desired sink rate the LSO hits the " Eat At Joe's" wave-off night lights."
Very timely too. I stroke the AB and cross the flight deck with my right
hand on the stick and my left thinking about the little yellow and black ejection
handle between my legs. No worries. I cleared that sucker by at least ten
feet. By the way my fuel state at the ball call was [now low] at 1.1. As I slowly
climb out I punched the radio button saying .. again to no one in particular
: " I can do this." I'm in blower still and CAG says, "Turn downwind." After
I get turned around he says, "Oyster, this is gonna be your last look [at the
boat in the dark below] so you can turn in again as soon as you're comfortable."
I flew the DAY pattern and I lost about 200 feet in the turn and like a total
dumbs -- I look out of the cockpit as I get on centerline and that" night
thing about feeling that I'm
too high " grabbed me . . and [ inerror] I pushed down further to 400 feet. I got
kinda irked at myself then as I realized I would now be intercepting the four
degree glide slope in the middle .. with a flash/boom every several seconds
all the way down. Last look at my gas was 600-and-some pounds [100 gallons] at
a mile and a half. "Where am I on the glide slope, Max ?" I ask. And way up
there. I can't remember what the response was but by now the
ball's shooting up from the depths. I start flying it but before I get a chance
to spot thedeck I hear : " Cut, cut, CUT !" I'm really glad I was a paddles for
so long because my mind said to me " Do what he says Oyster ! "and I pulled
it back to idle. (My hook hit 11 paces from the ramp.
The rest is pretty tame.I hit the deck . . skipped the one, the two and snagged
the three wire and rolled into the barricade about a foot right of centerline.
Once stopped, my vocal cords involuntarily shouted, " VICTORY ! " The deck
lights came on bright . . and off to my right there must have been a ga-zillion
cranials and eyes watching. You could hear a huge cheer across
the flight deck. After I open the canopy and the first guy I see is our huge Flight
Deck Chief named Richards. And he gives me the coolest personal look . .
and then two thumbs up. I will remember all of that forever.
P.S. You're probably wondering what gave motors problems. When they taxied that
last Hornet over the catapult .. they forgot to remove a section or two of the
rubber cat seal. When the catapult shuttle came back [tohook me up], it removed
the cat rubber seal which was then inhaled by both motors during my catapult
stroke. Left engine basically quit even though the motor is in pretty good
shape. But it was producing no thrust and during the wave-off one of the LSO's
saw "about thirty feet" of black rubber hanging off the left side of the airplane.
The right motor .. the one that kept running .. had 340 major hits to all
engine stages. The compressor section is trashed . . and best of all it had
two pieces of the cat seal [one 2 feet and the other about 4 feet long] sticking
out of the first stage and into the air intake. God Bless General Electric
! By the way, maintenance data showed that I was fat on fuel --I had 380 pounds
( 61 gallons) of gas when I shut down.
Again, remember this particular number as in ten years [ of story telling]when
it will surely be... "FUMES MAN... FUMES... I TELL YOU!"
Oyster, out
DO NOT ARCHIVE
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