Today's Message Index:
----------------------
1. 12:34 AM - Re: Re: BFR and Training in an Experimental (Bob U.)
2. 02:11 AM - Re: Finish Drill / Deburr Pre-punched holes? (Jim Sears)
3. 04:11 AM - Re: BFR and Training in an Experimental (Dana Overall)
4. 05:20 AM - Annunciator Light Bulb (Jack Lockamy)
5. 05:30 AM - One of lifes little pleasures (Stewart, Michael (ISS Atlanta))
6. 06:06 AM - Re: Dielectric grease vs heat sink compound (DWENSING@aol.com)
7. 06:21 AM - Re: One of lifes little pleasures (Bob U.)
8. 06:22 AM - Re: BFR and Training in an Experimental (Cy Galley)
9. 06:34 AM - Elevator trim (Scott Bilinski)
10. 06:36 AM - Re: new RV-7 needs left rudder in cruise (Scott Bilinski)
11. 06:43 AM - Re: new RV-7 needs left rudder in cruise (A20driver@aol.com)
12. 06:46 AM - Re: swivel air adaptors (Charlie Kuss)
13. 07:10 AM - Re: swivel air adaptors (David Burton)
14. 07:26 AM - Engine Woes - Cam profile inspection tool - anyone know of this tool ? (pcondon)
15. 07:27 AM - AN960-10L ()
16. 07:39 AM - (SportAV8R@aol.com)
17. 07:42 AM - (SportAV8R@aol.com)
18. 07:46 AM - Re: AN960-10L (Robert E. Lynch)
19. 07:46 AM - Re: AN960-10L (Albert Gardner)
20. 07:57 AM - Re: swivel air adaptors (Evan and Megan Johnson)
21. 08:00 AM - Re: AN960-10L (Vanremog@aol.com)
22. 08:01 AM - Re: Annunciator Light Bulb (Vanremog@aol.com)
23. 08:03 AM - Re: AN960-10L (Evan and Megan Johnson)
24. 08:07 AM - Re: AN960-10L (Dean)
25. 08:10 AM - Re: BFR and Training in an Experimental (jamesbaldwin@attglobal.net)
26. 08:11 AM - Re: AN960-10L (Darwin N. Barrie)
27. 08:19 AM - Re: AN960-10L (John D. Heath)
28. 08:23 AM - RV-8 off field landing. (Scott Bilinski)
29. 08:28 AM - Sun-n-Fun opportunity? (Jerry Hansen)
30. 08:28 AM - Re: Engine Woes - Cam profile inspection tool - (Charlie Kuss)
31. 08:28 AM - Re: AN960-10L (Charlie Kuss)
32. 08:38 AM - Fw: AN960-10L (John D. Heath)
33. 08:46 AM - Re: RV-8 off field landing. (David Burton)
34. 08:48 AM - Re: Engine Woes - Cam profile inspection tool - anyone (linn walters)
35. 09:37 AM - Re: One of lifes little pleasures (Hal / Carol Kempthorne)
36. 09:44 AM - Re: swivel air adaptors (Fred Oldenburg)
37. 09:49 AM - BFR in RV (son hoang)
38. 10:10 AM - Re: BFR in RV (John Helms)
39. 10:11 AM - Re: One of lifes little pleasures (Scott Bilinski)
40. 10:40 AM - Re: One of lifes little pleasures (Phil Sisson, Litchfield Aerobatic Club)
41. 11:00 AM - Re: One of lifes little pleasures (Bob U.)
42. 11:49 AM - Re: BFR and Training in an Experimental (Doug Rozendaal)
43. 12:23 PM - Re: new RV-7 needs left rudder in cruise (Dan Checkoway)
44. 12:41 PM - Re: new RV-7 needs left rudder in cruise (Ross Schlotthauer)
45. 01:11 PM - O320 parts manual question (Jim Sears)
46. 01:35 PM - Re: new RV-7 needs left rudder in cruise (linn walters)
47. 01:35 PM - Sterba Prop overhaul... (Travis Hamblen)
48. 02:11 PM - Re: AN960-10L (Cy Galley)
49. 02:29 PM - Re: new RV-7 needs left rudder in cruise (Skylor Piper)
50. 03:44 PM - Microair 760 repair shop (Ted Gauthier)
51. 04:29 PM - Re: Sterba Prop overhaul... (Charlie & Tupper England)
52. 05:00 PM - Re: accident rate in experimentals (bertrv6@highstream.net)
53. 05:30 PM - Re: Microair 760 repair shop (Fiveonepw@aol.com)
54. 06:04 PM - Re: AN960-10L (Brian Kraut)
55. 06:53 PM - Re: Sun-n-Fun opportunity? (Jerry Hansen)
56. 07:31 PM - Re: AN960-10L (KIMSEYCO@aol.com)
57. 08:09 PM - How to fish - was Re: AN960-10L (Bobby Hester)
58. 08:24 PM - Re: O320 parts manual question (Charlie Kuss)
59. 08:55 PM - Party time at Slobovia Outernational Airport!! (Charlie & Tupper England)
60. 09:11 PM - Re: Party time at Slobovia Outernational Airport!! (Tom Gummo)
61. 09:51 PM - Women Building RVs (RV7@Gunsite.to)
62. 10:28 PM - Re: Women Building RVs (Michael McGee)
Message 1
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| Subject: | Re: BFR and Training in an Experimental |
--> RV-List message posted by: "Bob U." <rv3@comcast.net>
Dave Hyde wrote:
>--> RV-List message posted by: "Dave Hyde" <nauga@brick.net>
>
>
>
>>I received my original RV-3 checkout for insurance purposes
>>in an RV-6 with the CFI who built it. A really neat situation
>>for us within reach of Jefferson City, MO. Ditto for BFR's
>>
>>
>
>I got a checkout from the same guy. I've since heard that
>he's no longer instructing in his own RV. I have this nagging
>feeling the two might be related.
>
>Dave Hyde
>RV-4 in flight test
>nauga@brick.net
>
=============================
Hi Dave,
I've not heard this news, but......
have always thought of you as one very bright and perceptive gentleman. :-)
Bob
Do not archive
Message 2
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| Subject: | Re: Finish Drill / Deburr Pre-punched holes? |
--> RV-List message posted by: Jim Sears <sears@searnet.com>
My goodness! I'm blushing all over! Somebody actually agrees with this out
in the boondocks KY builder and can say it so much better than I! Thanks
Rob! I liked it so much, I read it a second time to just relish it! I may
even keep in in my archives to show to others when the question is raised
again; and, I know it will be just like primers, canopies, etc. I even
included the whole thing in my reply so you guys can read it again! See
below.
Keep in mind that many of our best contributors have left this list because
they were beaten down and considered complete idiots by the chosen few who
seem to know so much more than the rest of us. I've thought about leaving
the list many times; but, I'm too stubborn for that and have opted to do
most of my replies to requests off line so that I don't get bashed in
public. I must admit that this bashing does give my local building buddies
more ammunition to bash me at home; but, I can at least bash back there
knowing we mean no harm to each other. I'm not so sure, here. However, I
do want to thank Tedd for his inputs. I think he was very sincere on the
issue and was very nice about it. We need to keep guys like him around
because we do need checks and balances for some of our wilder ideas.
BTW, I've been suggesting the #41 drill to others, as well. I used the #40
on Scooter because the manual said to do so. Somehow, somewhere, I found
out about the #41. Rob is right. There is a much tighter fit that works
much better. By the time one dimples after a #40, there is a lot of wobble
for the rivet in that hole. I don't like that, never have liked that, and
will probably not do that on my newest rendition from my RV factory. Will I
match drill? Sure, if it's needed. If not, I don't think I will. If I
don't, I'm still going to fly my new airplane. I've seen RVs out there that
are far more dangerous to fly in than anything I'm going to let out of my
shop. I think I will change debur tools, as well. I know that my old
cutter is not very good. I'll not be using a reamer in the holes, though.
I guess I may defeat my purpose because the holes will still be ugly. What
the heck, the bashing with the dimple die will make it even more ugly. :-)
Since I don't see "do not archive" in his note, it will go to the archives,
and should. I'm keeping a copy in my own archives. I don't want this jewel
to get lost.
Jim Sears in KY
RV-6A N198JS (Scooter. Saved from the chain saw!)
RV-7A #70317 (Cleaning engine parts. Waiting for wings. Finishing tail)
EAA tech counselor
Subject: RV-List: Finish Drill / Deburr Pre-punched holes?
> --> RV-List message posted by: "Rob W M Shipley" <rob@robsglass.com>
>
> Too many experts and not enough pragmatism.
>
> Tedd McHenry kindly posted the links for the mil rivet specs. There's a
problem here not addressed by those who feel Van's recommendations are akin
to a quick spritz with holy water. Follow directions and you will NOT meet
these specs. Charlie England's post echoes my own experiences. Match
drill, deburr and dimple and your hole will be oversize on the thinner skins
by as much as twice the allowed tolerance.
> You can't buy #41 dimple dies and everyone has done it this way for years
so it works. If you match drill with a #41 instead of a #40 it works
better, i.e. the hole is tighter, you need less swell from the rivet and the
recommended rivet size is more likely to work. I'm sure the theoreticians
out there won't like this suggestions much, however no one at EAA, AOPA and
the guys at Vans considered it a bad idea, when I discussed it with them.
>
> Paul Parashak is concerned about "one of the surest ways to accelerate
metal failures is to introduce a flaw. These miniscule cracks and stress
areas that are left in are prime areas for crack propagation." I cannot
believe that he has ever examined the holes which the average builder drills
and deburrs. Look at one with a magnifying glass. They are ugly to varying
degrees but definitely ugly. Cy Galley has a good grasp of the reality of
drilling and deburring. "If you are getting so anal about drilling, I would
propose that you use a chucking reamer instead of a drill. At least that way
you will get a round smooth hole. You don't get smooth or round with a
drill bit."
> If irregularities around the hole are significant, many riveted aluminium
monocoque planes would not have remained flying for as long, (or longer),
than many of us have been alive . He also makes the very pertinent
observation that presumably all the lightening holes are punched by Van's.
I haven't heard any suggestions from Van's or our list experts regarding the
necessity of enlarging these to remove the work hardened edge and the
attendant stress risers.
>
> Vans has not totally dismissed the idea of dimpling the punched hole
without match drilling. Charlie England's discussion with Van "I asked Van,
his own self, face to face, in person, at OSH last summer when they were
going to go ahead &punch the holes 'full size' &save us all some build time.
His answer (his *only* answer) was that there was enough variation in
drilling patterns that they preferred to continue the match drilling thing
for now."
>
> I also had asked Van's about the rumour I'd heard that they had
experimented with this by building a wing or wings without drilling and was
told it was true but too early to make any comments. I didn't think to ask
them what plane they were for or if they would fly them. I'll ask Ken K.
next time I see him.
>
> Van is most certainly not reluctant to tackle issues he considers
dangerous for example his stand on not using engines larger than the O 320
in a 9. He is also notoriously conservative and yet he has not made any
attempt to take on this topic in a similar forthright fashion. This is
surprising if, as our theorists believe, this is a serious problem in
practice. I wonder why.
>
> There are many discrepancies between our practice and theory - hole
condition, size etc. and it would seem that little is known about dimpling
and riveting punched holes in practice. I have read nothing about actual
stress cracks seen in aircraft riveted together without match drilling.
There is a lot of theory flying around and virtually no practical examples.
We are very unlikely to get much information either, when we pillory the
pioneers. The list punishes non conformists and unfortunately some listers
become nasty about opinions that conflict with their own. This is NOT
conducive to getting useful practical information.
>
> Let's be conservative or daring(reckless?) as we choose but let's learn
something from this. It's just barely possible that the theorists are
overestimating the dangers and that our pioneers can contribute something
valuable. Make your own decision on what you can sift from the differing
opinions and contradictory fact and build accordingly. It's just barely
possible the pioneers are correct and that this is an issue the majority are
being overly anal about. If so building our next project may get even
easier.
>
> Rob
> Rob W M Shipley
> N919RV (res) Fuselage .....still! (Nomex most definitely on!)
>
>
Message 3
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| Subject: | Re: BFR and Training in an Experimental |
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
Mike, I've got to respectfully disagree with you on the interpretation of
that reg. I believe if you read it closely you will see it says, primary
instruction (initial private pilot) must be performed in an aircraft with
dual controls. Instrument and commercial instruction may be performed in an
aircraft without dual control, it is up to the individual. Instrument and
commercial checkrides are the same, the examiner may, to satisfy himself,
require duals but it is not a requirement. Been there, done that in my
prior swing over yoke Bonanza.
Dana Overall
Richmond, KY i39
RV-7 slider, Imron black, "Black Magic"
Finish kit
13B Rotary. Hangar flying my Dynon.
http://rvflying.tripod.com/aero1.jpg
http://rvflying.tripod.com/aero3.jpg
http://rvflying.tripod.com/blackrudder.jpg
do not archive
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Message 4
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"RV List" <rv-list@matronics.com>
| Subject: | Annunciator Light Bulb |
--> RV-List message posted by: "Jack Lockamy" <jacklockamy@att.net>
Anyone have a source for a CM388 light bulb? These are the 12v, really small light
bulbs for my annunciator panel buttons. A Google search only showed one
hit.... but they wanted $9 for each bulb and you had to buy 4 of em!!!
Any leads to another source would be appreciated.
Thanks in advance,
Jack Lockamy
Camarillo, CA
Message 5
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| Subject: | One of lifes little pleasures |
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
Yesterday, I went and bought 8 spark plugs for my Lycoming to get her
ready for the up and coming very busy month of flying. Between this
weekends formation clinic in Ohio, SnF, and our 12 ship gaggle to the
Turks and Caicos, I am really getting her up to snuff.
Well I ordered my plugs, got to the register, and they rang up as
$14.32, I smiled and gladly paid with a twenty, stuck my change in my
pocket, and wondered out the door. Paused.... Turned back around, and
bought another 8 just for kicks.
Screw up on their part? No..... NGK's, for my LSE dual electronic
ignition at Advance Autoparts round the corner.
Just thought I'd share that little tid bit with you all. I took great
personal satisfaction installing them too. Every 300 hours I put another
round of 8 in. Not because they need replacing, but because they are so
damn cheap!
Michael Stewart
Super 8 under way.
6A flying
Do not archive
Message 6
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| Subject: | Re: Dielectric grease vs heat sink compound |
--> RV-List message posted by: DWENSING@aol.com
In a message dated 4/1/04 7:38:48 PM Eastern Standard Time, jrdial@hal-pc.org
writes:
In regard to the following two responses to Randy's original question,
I would like to qualify the answers as they pertain to the silicone products.
There is a difference between products sold as dielectric grease and heat
sink compound. The temperature stability of the base fluids is different and each
has a different filler which makes it into a grease. The filler that gives
the heat sink products their designed performance would also give different
dielectric values than the product formulated for applications to electrical
applications.
Dielectric greases are not conductive but they do not prevent the flow of
electricity. They help preserve the conductor to conductor contact by excluding
the oxygen as someone else earlier pointed out. Silicone is most often used
because it is inert and has excellent thermal stability.
Dale Ensing
>
> Dielectric grease has a high resistance to conducting electric
> current and would be considered and insulator. It is used for heat sink
> grease among other things and the common kind is a silicon product.
>
>
> I believe the grease your talking about is used mainly on
> transistors
> for heat transfer to the heat sink it's attached to. Usually it is used
> in
> conjunction with some sort of dielectric between the transistor and the
> heat
> sink for electrical isolation.
>
>
Message 7
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| Subject: | Re: One of lifes little pleasures |
--> RV-List message posted by: "Bob U." <rv3@comcast.net>
Stewart, Michael (ISS Atlanta) wrote:
>Just thought I'd share that little tid bit with you all. I took great
>personal satisfaction installing them too. Every 300 hours I put another
>round of 8 in. Not because they need replacing, but because they are so
>damn cheap!
>
>
>Michael Stewart
>
>Super 8 under way.
>
>6A flying
>
=================================
Life is full of choices.
Some of them are.... certified.
Certification has its costs, benefits and rewards
Ditto for none-certified.
You have made your choice and are obviously ecstatic with it. I'm happy
for you and would not dream of rubbing your nose in your choice ,
but...... for the initial costs associated with a dual LSE system, how
many certified aircraft sparkplugs could one purchase?
100?
150?
200?
Whatever the number, the amount should literally last anyone interested
in certified reliability ..... a lifetime and then some.
Bob - to each his own - U.
Do not archive
Message 8
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| Subject: | Re: BFR and Training in an Experimental |
--> RV-List message posted by: "Cy Galley" <cgalley@qcbc.org>
I am probably wrong but I was under the impression that if I was current. I
am the PIC. If I am not current, then the CFI is the PIC during a BFR. The
instruction only comes into play for the ground school.
Don't the instructions for the flight review state that the flight check
shall include so much ground instruction?
Cy Galley
Editor, EAA Safety Programs
cgalley@qcbc.org or sportpilot@eaa.org
----- Original Message -----
From: "Mike Robertson" <mrobert569@hotmail.com>
Subject: RE: RV-List: BFR and Training in an Experimental
> --> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
>
> It is really up to the instructor. Most instructors, if they don't know
you
> well, will want full controls at their access just in case. During a BFR
> they are, technically, the PIC if an accident should happen. It really
> comes down to the question of whether or not a BFR is a check or
> instructional. If you go with the instructional mode then the regs say
that
> the CFI must have full access to the controls at all times.
>
> Mike R.
>
>
> >From: "Brian Denk" <akroguy@hotmail.com>
> >Reply-To: rv-list@matronics.com
> >To: rv-list@matronics.com
> >Subject: RE: RV-List: BFR and Training in an Experimental
> >Date: Thu, 01 Apr 2004 05:40:49 +0000
> >
> >--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
> >
> >
> > >The bottom line answer is that "yes" you can. As far as the FARs go
this
> > >is
> > >a case of not what the regs say but of not what they say. The regs do
> >not
> > >say anything about a restriction on which category of aircraft you use
to
> > >get a rating or BFR as long as the yeqrly (annual) condition inspection
> >is
> > >done and there are no discrepancies on the aircraft. This is all
covered
> > >by
> > >FAR Part 91.
> > >
> > >Mike Robertson
> > >Das Fed
> >
> >Mike,
> >
> >I'm currently dealing with this issue. I'm due for my BFR. I asked a
> >local
> >CFI/RV8 builder, who has flown with me a few times before, to do the
review
> >for me. He respectfully declined, saying the flight was supposed to be
> >"instructional" in nature. My RV8 does not have back seat controls
except
> >for the stick. So, he could not "teach" me anything requiring his input
on
> >the controls.
> >
> >My last BFR was done by the local flight school chief instructor. He was
> >more than willing to do it. First time RV flight for him! He never once
> >expressed any concern about the specific requirements of the flight, the
> >airplane, or any other issue. We flew, we talked for an hour on the
> >ground,
> >and he signed me off.
> >
> >So, is the first guy right, or the second guy? Time to rent spam and
just
> >get it over with?
> >
> >Brian Denk
> >RV8 N94BD
> >RV10 '51
> >
> >
>
>
Message 9
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--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
I am considering changing my HS incidence. Due to a light prop, battery,
and no mags I am light in the nose compared to a standard FWF set up. With
half fuel and just me in my 8a (156knots) the counter weight portion of the
elevator is 1/4~3/8 inch higher than the HS. Vans told me that if the
elevator is perfectly in trail that the plane will be more pitch sensitive
because the elevator is not loaded and may also run out of up trim on
landing. My concern is that I load up the plane and then I am really
running some (excessive?) down trim. So I guess what I am asking is down
trim the norm and if so how much is everyone else using?
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 10
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| Subject: | Re: new RV-7 needs left rudder in cruise |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
Dan read my post coming up here shortly about elevator trim.
At 10:45 PM 4/1/04 -0800, you wrote:
>--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
>
>I appreciate the replies. What most people don't seem to be acknowledging
>is that while trimming gets the plane to fly straight, there's a cost
>associated. Any rudder deflection at all means drag is being induced.
>
>Nothing beats a control surface that is perfectly in trail, at least as far
>as efficiency goes. The same concept holds true with elevator trim and the
>HS. You hear about people shimming the HS to remove any elevator deflection
>& elevator trim deflection at cruise. That's to reduce drag to the minimal
>possible amount. A tiny change in HS incidence can result in a major change
>in required elevator/trim deflection...there's speed to be gained.
>
>I'll use a trim wedge for now, and I'll play with the fairings before doing
>anything permanent...but I ultimately hope to remove all traces of control
>surface deflection at max cruise speed by tweaking the incidence of the
>stabilizers. Admittedly this will be at one indicated airspeed at one power
>setting...but I'll optimize it for what I intend to use most commonly.
>
>)_( Dan
>RV-7 N714D
>http://www.rvproject.com
>
>----- Original Message -----
>From: "James E. Clark" <james@nextupventures.com>
>To: <rv-list@matronics.com>
>Subject: RE: RV-List: new RV-7 needs left rudder in cruise
>
>
>> --> RV-List message posted by: "James E. Clark" <james@nextupventures.com>
>>
>> Dan,
>>
>> A local "4-peater" (RV6, RV6A, RV8A, RV7A) recently discovered that he
>> needed a little left rudder as well. His philosophy is "put a rivet in
>every
>> hole and the airplane is gonna be a straight as you need to worry about".
>So
>> he did NOT make any changes other than taking the "rudder trim" from
>EPM.AV
>> ( http://www.epm-avcorp.com/ ) that I had bought, sticking it on and
>> flying. He says it flies straight now at cruise configuration (all
>fairings
>> installed).
>>
>> You may in fact introduce a LOT more errors by changing the offset,
>> especially BEFORE all the fairings are on and locked down.
>>
>> Just an opinion.
>>
>> James
>>
>>
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 11
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| Subject: | Re: new RV-7 needs left rudder in cruise |
--> RV-List message posted by: A20driver@aol.com
How about putting a shim washer between the engine and mount? a20driver....
Message 12
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| Subject: | Re: swivel air adaptors |
--> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
Jeff,
Time to buy a new one. You can pay $15 to $20 for a Made In The USA item OR you
can get them for $5 from Harbor Freight. See
http://www.harborfreight.com/cpi/ctaf/Displayitem.taf?itemnumber=46123
For die grinders and other high speed tools, I prefer a swivel connector with a
"regulator" (OK, it's just a valve) on it. I find that reducing the speed on
my die grinders makes my ScotchBrite pads and wheels last longer. See
http://www.harborfreight.com/cpi/ctaf/Displayitem.taf?itemnumber=7535
I save the receipt & the blister pack that these things come in. Why??? Because
at this low price, HF even guarantees them!! I've taken several back to my local
HF store to have them replaced for free.
Charlie Kuss
>--> RV-List message posted by: Jeff Cours <rv-j@moriarti.org>
>
>Hi, everyone -
>
>I have a newbie question that's totally unrelated to drilling, dimpling,
>deburring, FAA regulations, or choice of primer. It's about swivel
>adaptors for air hoses.
>
>My (rather young) swivel adaptor has started leaking. Not just little
>leaks, but a nice constant spray that would be useful for clearing
>aluminum chips off the work bench if it weren't happening all the time.
>While there's something tragically heroic in my compressor's futile
>attempt to pressurize the garage, it's starting to get a bit annoying,
>not to mention noisy. I've already tried replacing the teflon tape and
>have determined, through careful experimentation (i.e. I stuck the thing
>next to my face and felt the direction of the air) that it's coming from
>one of the swivel joints in the adaptor itself, not the spots where it
>attaches to the hose or the quick-connect.
>
>So here's my question: should I be looking for a new adaptor, or is it
>simply in the nature of swivel adaptors to leak?
>
>thanks,
>Jeff
>
>
Message 13
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| Subject: | Re: swivel air adaptors |
--> RV-List message posted by: "David Burton" <dburton@nwlink.com>
Here is another good suggestion (IMHO):
http://checkoway.com/url/?s=5d153ab
I really thought that this made a big difference. The hose is light,
flexable and I really like the quick disconect they use. Much nicer then
the cheap ones I've always used in the past...
Message 14
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| Subject: | Engine Woes - Cam profile inspection tool - anyone know of this |
tool ?
--> RV-List message posted by: "pcondon" <pcondon@mitre.org>
Short of what Bill is doing (removing the entire cylinder's) to inspect the
wear and profile of the cam, is there some tool available that would allow
you to remove the rocker, push rod & lifter only, leaving the cylinder on
the case, insert some sort of calibrated rod/dial gauge to measure the throw
of the cam profile, and compare these throws to see if you have a worn or
diminished cam profile ?? I am helping a Pitts builder in locating a
"morning sickness" rough running cylinder. His valve stems are ok in that
the valves freely rotate and ride up & down. There is no binding on the
rocker support (bosses-to-rocker-to boss) either. Pushrod is not bent. Cold,
bleed down lifter gap is within limits too......compression is 76-77/80.
Engine is a O-320-B2C 160 hp parallel valve.
Message 15
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--> RV-List message posted by: <sjevans@cox.net>
AN960-10L is a washer designation on DWG 15A, RV-7.
What does the L mean.
If its a lock washer, then what type? I cant seem to find this referenced in my
handy-dandy Aircraft Mechanics guide.
Thanks for any info.
Sam Evans
7A QB, working on wings
Message 16
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--> RV-List message posted by: SportAV8R@aol.com
<< remove the rocker, push rod & lifter only, leaving the cylinder on
the case, insert some sort of calibrated rod/dial gauge to measure the throw
of the cam profile, and compare these throws to see if you have a worn or
diminished cam profile >>
If you know a way to get the lifter out without splitting the case, share it with
us :-) Still, your idea may have merit even if the measurement is done at
the rocker arm or pushrod with dry tappets. Is there data, or would we have to
compare one lobe against another and hope they weren't all catastrophically
worn, as happened to me?
-Bill B
Message 17
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--> RV-List message posted by: SportAV8R@aol.com
<<remove the rocker, push rod & lifter only>> <snip>
well, now, you did stop short of saying to remove the cam follower, didn't you.
My apologies for my earlier tongue-in-cheek. Just don't pull that lifter out
with a magnet =:0
-Bill
Message 18
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--> RV-List message posted by: "Robert E. Lynch" <rv6lynch@earthlink.net>
Sam.
Thats a thin #10 washer.
Have fun.
Bob
Message 19
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--> RV-List message posted by: "Albert Gardner" <spudnut@worldnet.att.net>
It is a thin washer, takes 3 or 4 of them to equal the thickness of a -10
washer. Very useful for making castle nuts line up with the drilled bolt,
and on non-adjustable rivet squeezers.
Albert Gardner
RV-9A 872RV
Yuma, AZ
----- Original Message -----
From: <sjevans@cox.net>
> AN960-10L is a washer designation on DWG 15A, RV-7.
> What does the L mean.
> Sam Evans
Message 20
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| Subject: | Re: swivel air adaptors |
--> RV-List message posted by: "Evan and Megan Johnson" <evmeg@snowcrest.net>
In my experiance they always leak.....I just got a light weight air tubing
kit from Avery. Its not a swivel but light enought that it flexes around
enough that you dont feel it. I like it...try one :)
Evan
----- Original Message -----
From: "Jeff Cours" <rv-j@moriarti.org>
Subject: RV-List: swivel air adaptors
> --> RV-List message posted by: Jeff Cours <rv-j@moriarti.org>
>
> Hi, everyone -
>
> I have a newbie question that's totally unrelated to drilling, dimpling,
> deburring, FAA regulations, or choice of primer. It's about swivel
> adaptors for air hoses.
>
> My (rather young) swivel adaptor has started leaking. Not just little
> leaks, but a nice constant spray that would be useful for clearing
> aluminum chips off the work bench if it weren't happening all the time.
> While there's something tragically heroic in my compressor's futile
> attempt to pressurize the garage, it's starting to get a bit annoying,
> not to mention noisy. I've already tried replacing the teflon tape and
> have determined, through careful experimentation (i.e. I stuck the thing
> next to my face and felt the direction of the air) that it's coming from
> one of the swivel joints in the adaptor itself, not the spots where it
> attaches to the hose or the quick-connect.
>
> So here's my question: should I be looking for a new adaptor, or is it
> simply in the nature of swivel adaptors to leak?
>
> thanks,
> Jeff
>
>
Message 21
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|
--> RV-List message posted by: Vanremog@aol.com
In a message dated 4/2/2004 7:28:22 AM Pacific Standard Time, sjevans@cox.net
writes:
AN960-10L is a washer designation on DWG 15A, RV-7.
What does the L mean.
=========================
L means light series; as in thin.
GV (RV-6A N1GV flying 685 hrs)
Message 22
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|
| Subject: | Re: Annunciator Light Bulb |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 4/2/2004 5:21:48 AM Pacific Standard Time,
jacklockamy@att.net writes:
Anyone have a source for a CM388 light bulb? These are the 12v, really small
light bulbs for my annunciator panel buttons. A Google search only showed
one hit.... but they wanted $9 for each bulb and you had to buy 4 of em!!!
Any leads to another source would be appreciated.
==================================
See if Ledtronics has an LED replacement for these and buy once.
GV (RV-6A N1GV flying 685 hrs)
Message 23
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--> RV-List message posted by: "Evan and Megan Johnson" <evmeg@snowcrest.net>
I just found this out myself....it means thin. This washer should be about
half as thick as the regular ones. Information came from Tom at Vans...he
said something about it deriving from a Latin term.
Cheers....Evan
----- Original Message -----
From: <sjevans@cox.net>
Subject: RV-List: AN960-10L
> --> RV-List message posted by: <sjevans@cox.net>
>
> AN960-10L is a washer designation on DWG 15A, RV-7.
>
> What does the L mean.
>
> If its a lock washer, then what type? I cant seem to find this referenced
in my handy-dandy Aircraft Mechanics guide.
>
>
> Thanks for any info.
>
>
> Sam Evans
>
> 7A QB, working on wings
>
>
Message 24
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--> RV-List message posted by: "Dean" <dvanwinkle@royell.net>
Sam
The L designation stands for "Light" or thin washer. They are easy to
separate from the standard washers.
Dean Van Winkle
RV-9A
----- Original Message -----
From: <sjevans@cox.net>
Subject: RV-List: AN960-10L
> --> RV-List message posted by: <sjevans@cox.net>
>
> AN960-10L is a washer designation on DWG 15A, RV-7.
>
> What does the L mean.
>
> If its a lock washer, then what type? I cant seem to find this referenced
in my handy-dandy Aircraft Mechanics guide.
>
>
> Thanks for any info.
>
>
> Sam Evans
>
> 7A QB, working on wings
>
>
Message 25
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|
| Subject: | Re: BFR and Training in an Experimental |
--> RV-List message posted by: jamesbaldwin@attglobal.net
Cy -
No, you are not wrong. You are the PIC if you are current and qualified
in the aircraft used for the BFR. It is also true the CFI, if rated in
the aircraft used for the BFR, doesn't need to be medically certified --
i.e. have a current medical. Many instructors use this regulatory
required event to review those areas of aeronautical knowledge where
individual pilots have some question. In some cases, a demonstration of
a manuver might be required but in most it is sufficient to merely
observe and suggest. If manipulation of the controls is required, it
would be handy to have some, otherwise, who cares. I have given BFRs
with and without controls available with an understanding beforehand as
to the contents of the review. The common thread of a satisfactory and
satisfying ride is one where the pilot's attitude demonstrates an
ongoing willingness and desire to learn. Instruction given during the
ground portion does not require a medical for the CFI either. JBB
Cy Galley wrote:
>--> RV-List message posted by: "Cy Galley" <cgalley@qcbc.org>
>
>I am probably wrong but I was under the impression that if I was current. I
>am the PIC. If I am not current, then the CFI is the PIC during a BFR. The
>instruction only comes into play for the ground school.
>Don't the instructions for the flight review state that the flight check
>shall include so much ground instruction?
>
>Cy Galley
>Editor, EAA Safety Programs
>cgalley@qcbc.org or sportpilot@eaa.org
>
>
>----- Original Message -----
>From: "Mike Robertson" <mrobert569@hotmail.com>
>To: <rv-list@matronics.com>
>Subject: RE: RV-List: BFR and Training in an Experimental
>
>
>
>
>>--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
>>
>>It is really up to the instructor. Most instructors, if they don't know
>>
>>
>you
>
>
>>well, will want full controls at their access just in case. During a BFR
>>they are, technically, the PIC if an accident should happen. It really
>>comes down to the question of whether or not a BFR is a check or
>>instructional. If you go with the instructional mode then the regs say
>>
>>
>that
>
>
>>the CFI must have full access to the controls at all times.
>>
>>Mike R.
>>
>>
>>
>>
>>>From: "Brian Denk" <akroguy@hotmail.com>
>>>Reply-To: rv-list@matronics.com
>>>To: rv-list@matronics.com
>>>Subject: RE: RV-List: BFR and Training in an Experimental
>>>Date: Thu, 01 Apr 2004 05:40:49 +0000
>>>
>>>--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
>>>
>>>
>>>
>>>
>>>>The bottom line answer is that "yes" you can. As far as the FARs go
>>>>
>>>>
>this
>
>
>>>>is
>>>>a case of not what the regs say but of not what they say. The regs do
>>>>
>>>>
>>>not
>>>
>>>
>>>>say anything about a restriction on which category of aircraft you use
>>>>
>>>>
>to
>
>
>>>>get a rating or BFR as long as the yeqrly (annual) condition inspection
>>>>
>>>>
>>>is
>>>
>>>
>>>>done and there are no discrepancies on the aircraft. This is all
>>>>
>>>>
>covered
>
>
>>>>by
>>>>FAR Part 91.
>>>>
>>>>Mike Robertson
>>>>Das Fed
>>>>
>>>>
>>>Mike,
>>>
>>>I'm currently dealing with this issue. I'm due for my BFR. I asked a
>>>local
>>>CFI/RV8 builder, who has flown with me a few times before, to do the
>>>
>>>
>review
>
>
>>>for me. He respectfully declined, saying the flight was supposed to be
>>>"instructional" in nature. My RV8 does not have back seat controls
>>>
>>>
>except
>
>
>>>for the stick. So, he could not "teach" me anything requiring his input
>>>
>>>
>on
>
>
>>>the controls.
>>>
>>>My last BFR was done by the local flight school chief instructor. He was
>>>more than willing to do it. First time RV flight for him! He never once
>>>expressed any concern about the specific requirements of the flight, the
>>>airplane, or any other issue. We flew, we talked for an hour on the
>>>ground,
>>>and he signed me off.
>>>
>>>So, is the first guy right, or the second guy? Time to rent spam and
>>>
>>>
>just
>
>
>>>get it over with?
>>>
>>>Brian Denk
>>>RV8 N94BD
>>>RV10 '51
>>>
>>>
>>>
>>>
>>
>>
>
>
>
>
Message 26
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--> RV-List message posted by: "Darwin N. Barrie" <ktlkrn@cox.net>
It is a thin version. It is called for in several places.
Darwin N. Barrie
Chandler AZ
----- Original Message -----
From: <sjevans@cox.net>
Subject: RV-List: AN960-10L
> --> RV-List message posted by: <sjevans@cox.net>
>
> AN960-10L is a washer designation on DWG 15A, RV-7.
>
> What does the L mean.
>
> If its a lock washer, then what type? I cant seem to find this referenced
in my handy-dandy Aircraft Mechanics guide.
>
>
> Thanks for any info.
>
>
> Sam Evans
>
> 7A QB, working on wings
>
>
Message 27
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|
--> RV-List message posted by: "John D. Heath" <altoq@direcway.com>
L = Light (thin), Don't know why they did it like that , guess they all
ready used "T"
An "L" would be .032" thick, and normal thickness would be .063" thick.
John D
----- Original Message -----
From: <sjevans@cox.net>
Subject: RV-List: AN960-10L
> --> RV-List message posted by: <sjevans@cox.net>
>
> AN960-10L is a washer designation on DWG 15A, RV-7.
>
> What does the L mean.
>
> If its a lock washer, then what type? I cant seem to find this referenced
in my handy-dandy Aircraft Mechanics guide.
>
>
> Thanks for any info.
>
>
> Sam Evans
>
> 7A QB, working on wings
>
>
Message 28
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|
| Subject: | RV-8 off field landing. |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
Anyone have the details?
IDENTIFICATION
Regis#: 284DM Make/Model: EXP Description: RV-8F DAVENPORT EXP
Date: 04/01/2004 Time: 1930
Event Type: Incident Highest Injury: Minor Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: COLLEGE PLACE State: WA Country: US
DESCRIPTION
ACFT LANDED IN A WHEAT FIELD UNDER UNKNOWN CIRCUMSTANCES, COLLEGE PLACE, WA
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 1
Unk:
# Pass: 0 Fat: 0 Ser: 0 Min: 0
Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0
Unk:
WEATHER: METAR KALW 011853Z 22005KT 10SM CLR 12/M02 A3025
OTHER DATA
Activity: Pleasure Phase: Unknown Operation: General Aviation
Departed: WALLA WALLA, WA Dep Date: 04/01/2004 Dep. Time: 1930
Destination: UNK Flt Plan: NONE Wx Briefing: N
Last Radio Cont: UNK
Last Clearance: RY 20 CLRD FOR T/O, RIGHT TURN APPRD
FAA FSDO: SPOKANE, WA (NM13) Entry date: 04/02/2004
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 29
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|
| Subject: | Sun-n-Fun opportunity? |
--> RV-List message posted by: "Jerry Hansen" <jerry-hansen@cox.net>
To those going to Sun-n-Fun - If you are interested in an autopilot for your
RV, stop by Trio Avionics for a "Show Special" on the EZ Pilot. We might be
a bit hard to find as we have been trying to get an indoor booth for the
past year (still none available), but we'll be there.
Message 30
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|
| Subject: | Re: Engine Woes - Cam profile inspection tool - |
anyone know of this tool ?
--> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
Hi Phil,
Just remove the valve cover. Use a machinist's dial indicator to measure the linear
movement of the push rod end of the rocker arm. There are specs for this,
but you won't need them. Simply measure all the cam lobes this way. If one is
more than approx. .020" lower than the rest, you've got a problem cam lobe.
As Bill discovered, all engines except the H2AD engines require splitting the
cases to change out a lifter. All engines must have the cases split to change
the cam. In reality, if the lifter is spalled, the cam needs re-conditioning or
replacement. There is no easy fix here.
Charlie Kuss
PS Bill's engine looks like the problem lobe was worn over 0.100" judging by his
photos.
>--> RV-List message posted by: "pcondon" <pcondon@mitre.org>
>
> Short of what Bill is doing (removing the entire cylinder's) to inspect the
>wear and profile of the cam, is there some tool available that would allow
>you to remove the rocker, push rod & lifter only, leaving the cylinder on
>the case, insert some sort of calibrated rod/dial gauge to measure the throw
>of the cam profile, and compare these throws to see if you have a worn or
>diminished cam profile ?? I am helping a Pitts builder in locating a
>"morning sickness" rough running cylinder. His valve stems are ok in that
>the valves freely rotate and ride up & down. There is no binding on the
>rocker support (bosses-to-rocker-to boss) either. Pushrod is not bent. Cold,
>bleed down lifter gap is within limits too......compression is 76-77/80.
>Engine is a O-320-B2C 160 hp parallel valve.
>
>
Message 31
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|
--> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
Sam
The L means "light". These washers are thinner than the standard washers.
Charlie Kuss
>--> RV-List message posted by: <sjevans@cox.net>
>
>AN960-10L is a washer designation on DWG 15A, RV-7.
>
>What does the L mean.
>
>If its a lock washer, then what type? I cant seem to find this referenced in
my handy-dandy Aircraft Mechanics guide.
>
>
>Thanks for any info.
>
>
>Sam Evans
>
>7A QB, working on wings
>
>
Message 32
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|
--> RV-List message posted by: "John D. Heath" <altoq@direcway.com>
----- Original Message -----
From: "John D. Heath" <altoq@direcway.com>
Subject: Re: RV-List: AN960-10L
> Original Post did not mention that the thickness given for "L" is for
steel,
> An aluninum "L" is .016".
>
> John D
>
>
> ----- Original Message -----
> From: "John D. Heath" <altoq@direcway.com>
> To: <rv-list@matronics.com>
> Sent: Friday, April 02, 2004 10:20 AM
> Subject: Re: RV-List: AN960-10L
>
>
> > L = Light (thin), Don't know why they did it like that , guess they all
> > ready used "T"
> > An "L" would be .032" thick, and normal thickness would be .063" thick.
> >
> > John D
> >
> > ----- Original Message -----
> > From: <sjevans@cox.net>
> > To: <rv-list@matronics.com>
> > Sent: Friday, April 02, 2004 9:27 AM
> > Subject: RV-List: AN960-10L
> >
> >
> > > --> RV-List message posted by: <sjevans@cox.net>
> > >
> > > AN960-10L is a washer designation on DWG 15A, RV-7.
> > >
> > > What does the L mean.
> > >
> > > If its a lock washer, then what type? I cant seem to find this
> referenced
> > in my handy-dandy Aircraft Mechanics guide.
> > >
> > >
> > > Thanks for any info.
> > >
> > >
> > > Sam Evans
> > >
> > > 7A QB, working on wings
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
>
Message 33
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|
| Subject: | Re: RV-8 off field landing. |
--> RV-List message posted by: "David Burton" <dburton@nwlink.com>
> Anyone have the details?
No details, but it's interesting that he used a Franklin engine in it. The
owner is listed as David Davenport...
Message 34
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|
| Subject: | Re: Engine Woes - Cam profile inspection tool - anyone |
know of this tool ?
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
pcondon wrote:
>--> RV-List message posted by: "pcondon" <pcondon@mitre.org>
>
> Short of what Bill is doing (removing the entire cylinder's) to inspect the
>wear and profile of the cam, is there some tool available that would allow
>you to remove the rocker, push rod & lifter only, leaving the cylinder on
>the case, insert some sort of calibrated rod/dial gauge to measure the throw
>of the cam profile, and compare these throws to see if you have a worn or
>diminished cam profile ??
>
You can do that by removing only the valve cover and putting a dial
indicator on the rocker. Unless you did it with a new cam, you don't
have a benchmark (and I don't know if the data is in the parts manual)
but you'd notice a difference between cam lift on a worn lobe.
> I am helping a Pitts builder in locating a
>"morning sickness" rough running cylinder. His valve stems are ok in that
>the valves freely rotate and ride up & down. There is no binding on the
>rocker support (bosses-to-rocker-to boss) either. Pushrod is not bent. Cold,
>bleed down lifter gap is within limits too......compression is 76-77/80.
>Engine is a O-320-B2C 160 hp parallel valve.
>
I'm not sure if the O-320 is covered in the Lycoming Valve Wobble Test
or not, but if the guides are worn the valves may not seat properly
until things warm up. Just a WAG. Could be fuel related too.
Linn
Do not archive
>
>
>
>
Message 35
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| Subject: | Re: One of lifes little pleasures |
--> RV-List message posted by: Hal / Carol Kempthorne <kempthornes@earthlink.net>
How about the fuel savings, Mike??
hal
At 05:27 AM 4/2/2004, you wrote:
>--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)"
><mstewart@iss.net>
>
>Yesterday, I went and bought 8 spark plugs for my Lycoming to get her
>ready for the up and coming very busy month of flying. Between this
>weekends formation clinic in Ohio, SnF, and our 12 ship gaggle to the
>Turks and Caicos, I am really getting her up to snuff.
>
>Well I ordered my plugs, got to the register, and they rang up as
>$14.32, I smiled and gladly paid with a twenty, stuck my change in my
>pocket, and wondered out the door. Paused.... Turned back around, and
>bought another 8 just for kicks.
>
>Screw up on their part? No..... NGK's, for my LSE dual electronic
>ignition at Advance Autoparts round the corner.
Message 36
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| Subject: | swivel air adaptors |
--> RV-List message posted by: "Fred Oldenburg" <foldenburg@earthlink.net>
I agree....I use the cheap swivel adaptors from harbor freight and have
not had any issues with them.
- Fred
Frederick W. Oldenburg Jr.
RV-7A Standard Kit - Empennage
http://www.rv.oldsack.com
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Charlie Kuss
Subject: Re: RV-List: swivel air adaptors
--> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
Jeff,
Time to buy a new one. You can pay $15 to $20 for a Made In The USA
item OR you can get them for $5 from Harbor Freight. See
http://www.harborfreight.com/cpi/ctaf/Displayitem.taf?itemnumber=46123
For die grinders and other high speed tools, I prefer a swivel connector
with a "regulator" (OK, it's just a valve) on it. I find that reducing
the speed on my die grinders makes my ScotchBrite pads and wheels last
longer. See
http://www.harborfreight.com/cpi/ctaf/Displayitem.taf?itemnumber=7535
I save the receipt & the blister pack that these things come in. Why???
Because at this low price, HF even guarantees them!! I've taken several
back to my local HF store to have them replaced for free.
Charlie Kuss
>--> RV-List message posted by: Jeff Cours <rv-j@moriarti.org>
>
>Hi, everyone -
>
>I have a newbie question that's totally unrelated to drilling,
dimpling,
>deburring, FAA regulations, or choice of primer. It's about swivel
>adaptors for air hoses.
>
>My (rather young) swivel adaptor has started leaking. Not just little
>leaks, but a nice constant spray that would be useful for clearing
>aluminum chips off the work bench if it weren't happening all the time.
>While there's something tragically heroic in my compressor's futile
>attempt to pressurize the garage, it's starting to get a bit annoying,
>not to mention noisy. I've already tried replacing the teflon tape and
>have determined, through careful experimentation (i.e. I stuck the
thing
>next to my face and felt the direction of the air) that it's coming
from
>one of the swivel joints in the adaptor itself, not the spots where it
>attaches to the hose or the quick-connect.
>
>So here's my question: should I be looking for a new adaptor, or is it
>simply in the nature of swivel adaptors to leak?
>
>thanks,
>Jeff
>
>
==
==
==
==
Message 37
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--> RV-List message posted by: "son hoang" <son@hoangs.com>
RVers
As a flight instructor and an RV6A builder/owner here is my take:
1. I can not instruct others using my RV6A unless it is for transition training.
To do that I will have to pay high insurance rate and require some special
waivers
2. I can and will instruct others in their own RVs (BFR - IPC- initial training
- instrument rating ) but most insurance companies have very specific requirements
so I want to make sure that I am covered before I do, Nation Air would
not even cover me if I fly/act as PIC in others' experimentals , EAA (Falcon
Insurance) provides covereage when I act as PIC in other experimentals - I paid
higher premium for that privilege.
Son Hoang RV6A -N64SH
CFI- I MEI
Message 38
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--> RV-List message posted by: "John Helms" <jhelms@i1.net>
And, the EAA Program is NOT exclusive thru Falcon. NationAir and any other
agent can provide that coverage thru the EAA as long as the individual is an
EAA Member.
Falcon just pays for the advertising... that's why their phone number is
what is listed there.
JT
----- Original Message -----
From: "son hoang" <son@hoangs.com>
Subject: RV-List: BFR in RV
--> RV-List message posted by: "son hoang" <son@hoangs.com>
RVers
As a flight instructor and an RV6A builder/owner here is my take:
1. I can not instruct others using my RV6A unless it is for transition
training. To do that I will have to pay high insurance rate and require
some special waivers
2. I can and will instruct others in their own RVs (BFR - IPC- initial
training - instrument rating ) but most insurance companies have very
specific requirements so I want to make sure that I am covered before I do,
Nation Air would not even cover me if I fly/act as PIC in others'
experimentals , EAA (Falcon Insurance) provides covereage when I act as PIC
in other experimentals - I paid higher premium for that privilege.
Son Hoang RV6A -N64SH
CFI- I MEI
Message 39
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|
| Subject: | Re: One of lifes little pleasures |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
I got my EI with the new engine, so I never had to buy mags. So one EI is
paid for due to the credit from 2 new mags, one EI cost about 8~900.00
which gives me more speed at altitude and saves me 1.0 gal and hour. So in
400 hours its paid for and then sum. Plus automotive spark plugs have been
tested way more than aircraft plugs and are of superior design. I also dont
like 100 year old technology as a ignition source and am lighter in the
nose due to the EI. Everyone has there own idea of what is best. You have
yours, I have mine, and everyone else has there. Both systems are of solid
design but I wanted more effiency and power so the EI fit the bill for me.
If I did not do it when I build the plane I probably never would have same
with the CS composite 3 blade prop.
At 09:35 AM 4/2/04 -0800, you wrote:
>--> RV-List message posted by: Hal / Carol Kempthorne
><kempthornes@earthlink.net>
>
>How about the fuel savings, Mike??
>
>hal
>At 05:27 AM 4/2/2004, you wrote:
>>--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)"
>><mstewart@iss.net>
>>
>>Yesterday, I went and bought 8 spark plugs for my Lycoming to get her
>>ready for the up and coming very busy month of flying. Between this
>>weekends formation clinic in Ohio, SnF, and our 12 ship gaggle to the
>>Turks and Caicos, I am really getting her up to snuff.
>>
>>Well I ordered my plugs, got to the register, and they rang up as
>>$14.32, I smiled and gladly paid with a twenty, stuck my change in my
>>pocket, and wondered out the door. Paused.... Turned back around, and
>>bought another 8 just for kicks.
>>
>>Screw up on their part? No..... NGK's, for my LSE dual electronic
>>ignition at Advance Autoparts round the corner.
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 40
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|
| Subject: | Re: One of lifes little pleasures |
--> RV-List message posted by: "Phil Sisson, Litchfield Aerobatic Club" <sisson@consolidated.net>
"Stewart, Michael (ISS Atlanta)" wrote:
> --> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
>
> Yesterday, I went and bought 8 spark plugs for my Lycoming to get her
> ready for the up and coming very busy month of flying. Between this
> weekends formation clinic in Ohio, SnF, and our 12 ship gaggle to the
> Turks and Caicos, I am really getting her up to snuff.
>
> Well I ordered my plugs, got to the register, and they rang up as
> $14.32, I smiled and gladly paid with a twenty, stuck my change in my
> pocket, and wondered out the door. Paused.... Turned back around, and
> bought another 8 just for kicks.
>
> Screw up on their part? No..... NGK's, for my LSE dual electronic
> ignition at Advance Autoparts round the corner.
>
> Just thought I'd share that little tid bit with you all. I took great
> personal satisfaction installing them too. Every 300 hours I put another
> round of 8 in. Not because they need replacing, but because they are so
> damn cheap!
>
> Michael Stewart
>
> Super 8 under way.
>
> 6A flying
>
> Do not archive
Hmmmmmmmmmm. I use Platinum Champions..
They were free pull outs with about 500 hours on them. I put another 500 hours
on them
and they still look very good.
I have one more set of them that were free too... Just in case.
Phil in Illinois do not archive
Message 41
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|
| Subject: | Re: One of lifes little pleasures |
--> RV-List message posted by: "Bob U." <rv3@comcast.net>
Hal / Carol Kempthorne wrote:
>--> RV-List message posted by: Hal / Carol Kempthorne <kempthornes@earthlink.net>
>
>How about the fuel savings, Mike??
>
I'm not Mike, but...
no practical savings, if one is running a carburetor.
If one is sporting Gami injectors with each cylinder calibrated, there
can be some fuel savings in certain modes of operation. There is info
here on the net that explains when, where and how EI can save fuel.
It's a complex subject and not given to short and quick answers. For the
unvarished truth, just look for INDEPENDENT sources... with no horse in
this EI race. :-)
Bob
=================================================
>
>hal
>At 05:27 AM 4/2/2004, you wrote:
>
>
>>--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)"
>><mstewart@iss.net>
>>
>>Yesterday, I went and bought 8 spark plugs for my Lycoming to get her
>>ready for the up and coming very busy month of flying. Between this
>>weekends formation clinic in Ohio, SnF, and our 12 ship gaggle to the
>>Turks and Caicos, I am really getting her up to snuff.
>>
>>Well I ordered my plugs, got to the register, and they rang up as
>>$14.32, I smiled and gladly paid with a twenty, stuck my change in my
>>pocket, and wondered out the door. Paused.... Turned back around, and
>>bought another 8 just for kicks.
>>
>>Screw up on their part? No..... NGK's, for my LSE dual electronic
>>ignition at Advance Autoparts round the corner.
>>
>>
>
>
>
>
Message 42
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|
| Subject: | Re: BFR and Training in an Experimental |
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
All,
Below are clips from the faa.gov FARs that address BFR and flight
instruction. 61.56 says it must include 1 hour of flight training and 1
hour of ground training.
If the pilot is still current to haul pax and within BFR, then the pilot may
be the PIC for this flight, but it is still dual instruction. 61.195 says
that unless it is a multi-engine airplane, helicopter, or powered lift
aircraft, no time in type is required to give instruction. It also says
that the airplane must comply with 91.109.
91.109 says that the airplane must have dual controls. The FAA for awhile
was reading this to mean brakes, but my understanding is they have relented
on that. I am certain, however, they would not see a tandem airplane without
stick, rudder, and throttle in back as a dual control airplane.
Tailwinds,
Doug Rozendaal
61.56 Flight review.
(a) Except as provided in paragraphs (b) and (f) of this section, a flight
review consists of a minimum of 1 hour of flight training and 1 hour of
ground training. The review must include:
61.195 Flight instructor limitations and qualifications.
(f) Training received in a multiengine airplane, a helicopter, or a
powered-lift. A flight instructor may not give training required for the
issuance of a certificate or rating in a multiengine airplane, a helicopter,
or a powered-lift unless that flight instructor has at least 5 flight hours
of pilot-in-command time in the specific make and model of multiengine
airplane, helicopter, or powered-lift, as appropriate.
(g) Position in aircraft and required pilot stations for providing flight
training.
(1) A flight instructor must perform all training from in an aircraft that
complies with the requirements of 91.109 of this chapter.
(2) A flight instructor who provides flight training for a pilot certificate
or rating issued under this part must provide that flight training in an
aircraft that meets the following requirements-
(i) The aircraft must have at least two pilot stations and be of the same
category, class, and type, if appropriate, that applies to the pilot
certificate or rating sought.
(ii) For single-place aircraft, the pre-solo flight training must have been
provided in an aircraft that has two pilot stations and is of the same
category, class, and type, if appropriate.
91.109 Flight instruction; Simulated instrument flight and certain
flight tests.
(a) No person may operate a civil aircraft (except a manned free balloon)
that is being used for flight instruction unless that aircraft has fully
functioning dual controls. However, instrument flight instruction may be
given in a single-engine airplane equipped with a single, functioning
throwover control wheel in place of fixed, dual controls of the elevator and
ailerons when-
Message 43
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|
| Subject: | Re: new RV-7 needs left rudder in cruise |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
> How about putting a shim washer between the engine and mount?
a20driver....
And lose the cowl/spinner alignment that I worked so hard to get right? No
thanks... 8-)
After some more flying this morning I find that while it takes left rudder
to center the ball, when the ball is centered, so is the rudder. When feet
are off the pedals in cruise, the rudder seems to trail slightly to the
right of the VS centerline.
So as it turns out, a trim tab/wedge is probably exactly what the doctor
ordered...keep that rudder centered in trail, ball gets centered,
everybody's happy. Hopefully...we'll see.
do not archive
)_( Dan
RV-7 N714D
http://www.rvproject.com
Message 44
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|
| Subject: | Re: new RV-7 needs left rudder in cruise |
--> RV-List message posted by: "Ross Schlotthauer" <rv7maker@hotmail.com>
Dan,
I think your approach is ideal. We can all make our planes fly strait by
kicking in full rudder and countering it with opposite aileron, but it is
draggy as hell. You could be doing the same thing with fairings and trim
tabs unless you establish a baseline without the fairings. Granted you can
only choose one speed and power setting to be in perfect trim, but most fuel
efficint cruise, or max cruise would be two good choices. If you dropped
30K on a motor, then you better go with the latter.
-Ross Schlotthauer
RV-7 Finishing
Fellow dumbass that will
be trimming for max cruise
>From: "Dan Checkoway" <dan@rvproject.com>
>Reply-To: rv-list@matronics.com
>To: <rv-list@matronics.com>
>Subject: Re: RV-List: new RV-7 needs left rudder in cruise
>Date: Thu, 1 Apr 2004 22:45:36 -0800
>
>--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
>
>I appreciate the replies. What most people don't seem to be acknowledging
>is that while trimming gets the plane to fly straight, there's a cost
>associated. Any rudder deflection at all means drag is being induced.
>
>Nothing beats a control surface that is perfectly in trail, at least as far
>as efficiency goes. The same concept holds true with elevator trim and the
>HS. You hear about people shimming the HS to remove any elevator
>deflection
>& elevator trim deflection at cruise. That's to reduce drag to the minimal
>possible amount. A tiny change in HS incidence can result in a major
>change
>in required elevator/trim deflection...there's speed to be gained.
>
>I'll use a trim wedge for now, and I'll play with the fairings before doing
>anything permanent...but I ultimately hope to remove all traces of control
>surface deflection at max cruise speed by tweaking the incidence of the
>stabilizers. Admittedly this will be at one indicated airspeed at one
>power
>setting...but I'll optimize it for what I intend to use most commonly.
>
>)_( Dan
>RV-7 N714D
>http://www.rvproject.com
>
>----- Original Message -----
>From: "James E. Clark" <james@nextupventures.com>
>To: <rv-list@matronics.com>
>Subject: RE: RV-List: new RV-7 needs left rudder in cruise
>
>
> > --> RV-List message posted by: "James E. Clark"
><james@nextupventures.com>
> >
> > Dan,
> >
> > A local "4-peater" (RV6, RV6A, RV8A, RV7A) recently discovered that he
> > needed a little left rudder as well. His philosophy is "put a rivet in
>every
> > hole and the airplane is gonna be a straight as you need to worry
>about".
>So
> > he did NOT make any changes other than taking the "rudder trim" from
>EPM.AV
> > ( http://www.epm-avcorp.com/ ) that I had bought, sticking it on and
> > flying. He says it flies straight now at cruise configuration (all
>fairings
> > installed).
> >
> > You may in fact introduce a LOT more errors by changing the offset,
> > especially BEFORE all the fairings are on and locked down.
> >
> > Just an opinion.
> >
> > James
> >
> >
>
>
Check out MSN PC Safety & Security to help ensure your PC is protected and
safe. http://specials.msn.com/msn/security.asp
Message 45
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|
| Subject: | O320 parts manual question |
--> RV-List message posted by: Jim Sears <sears@searnet.com>
For those who have paid out the big price for a late edition O320 Lycoming
parts manual, I need to know if the supplements include the O320-D3G. If I
look at the engine list in the manual, the D3G is actually a D2A with some
minor changes. I'd like to use the D2A to create a needed parts list for my
D3G; but, I want to be sure there is no supplement that might throw me a
curve. I've got a feeling that my want list will be a large enough curve,
as it is. :-)
Jim Sears in KY
RV-6A N198JS (Scooter)
RV-7A #70317 (Cleaning engine parts and waiting for wings)
EAA Tech Counselor
Message 46
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|
| Subject: | Re: new RV-7 needs left rudder in cruise |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
Dan, If you have rudder return springs, you can twist the 'light' side
rudder cable to shorten it and 'trim' the rudder that way. I did notice
that some RVs (if not all?) are built withoug rudder return springs.
Linn
do not archive
Dan Checkoway wrote:
>--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
>
>
>
>>How about putting a shim washer between the engine and mount?
>>
>>
>a20driver....
>
>And lose the cowl/spinner alignment that I worked so hard to get right? No
>thanks... 8-)
>
>After some more flying this morning I find that while it takes left rudder
>to center the ball, when the ball is centered, so is the rudder. When feet
>are off the pedals in cruise, the rudder seems to trail slightly to the
>right of the VS centerline.
>
>So as it turns out, a trim tab/wedge is probably exactly what the doctor
>ordered...keep that rudder centered in trail, ball gets centered,
>everybody's happy. Hopefully...we'll see.
>
>do not archive
>)_( Dan
>RV-7 N714D
>http://www.rvproject.com
>
>
>
>
Message 47
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|
| Subject: | Sterba Prop overhaul... |
--> RV-List message posted by: "Travis Hamblen" <TravisHamblen@cox.net>
I have a Sterba 68x76 wood prop on my RV-6A. I am not a wood worker by any
means and know even less about wood props than wood work in general. With
this in mind I know better than to try to work on my prop myself. I have
tried a couple times to get a hold of Ed Sterba, I sent 2 e-mails and just
left a second phone message for him. I have heard that he offers excellent
customer service, but I just can=92t seem to get a hold of him! I have left
phone messages at 941-778-3103, and sent him e-mail at HYPERLINK
"mailto:ed_sterba@excite.com"ed_sterba@excite.com but no luck hearing back
from him. If anyone has better numbers to call him at or a better e-mail
address please send it to me.
On another note=85 the Sterba prop has done great so far, but I have noted
what might be a crack, more likely that it is just a minor separation in
some of the layers. Anyway, the possible crack is only about 1 inch long
and does NOT go through the entire blade of the prop. I actually have one
on each prop blade, but neither of them seems to go all the way through the
prop, and both look to follow with the grain of the wood. I have been told
that such cracks can be epoxied (re-glued somehow) and the prop will be as
good as new. I also need to have the prop refinished as the finish is very
thin, almost bare wood, in spots although it still looks GREAT! I need to
have this done professionally, by someone who knows what they are doing.
From what little wood working experience I do have the job looks to be
pretty simple, but yet to complex for me! So supposing I don=92t hear from
Ed Sterba is there anyone you guys can recommend to refinish this prop for
me. Please e-mail me here or offline with any advice on shops that may be
able to do this job as well as any info on how to get a hold of Ed Sterba.
Thanks in advance=85
Travis
RV6A 330 hrs.
--
Checked by AVG Anti-Virus (http://www.grisoft.com).
Message 48
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|
--> RV-List message posted by: "Cy Galley" <cgalley@qcbc.org>
The "L" stands for Light or thin.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley@qcbc.org or sportpilot@eaa.org
Always looking for articles for Sport Pilot
----- Original Message -----
From: <sjevans@cox.net>
Subject: RV-List: AN960-10L
> --> RV-List message posted by: <sjevans@cox.net>
>
> AN960-10L is a washer designation on DWG 15A, RV-7.
>
> What does the L mean.
>
> If its a lock washer, then what type? I cant seem to find this referenced
in my handy-dandy Aircraft Mechanics guide.
>
>
> Thanks for any info.
>
>
> Sam Evans
>
> 7A QB, working on wings
>
>
Message 49
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| Subject: | Re: new RV-7 needs left rudder in cruise |
--> RV-List message posted by: Skylor Piper <skylor4@yahoo.com>
Hmmm,
Could this be the result of asymmetrical aerodynamic
loads caused by the rocket steering link and the
single sided tail wheel control horn? The drag loads
are higher on the left side of the rudder than the
right, thus causing the rudder to move right
slightly...
--- Dan Checkoway <dan@rvproject.com> wrote:
> --> RV-List message posted by: "Dan Checkoway"
> <dan@rvproject.com>
>
> > How about putting a shim washer between the engine
> and mount?
> a20driver....
>
> And lose the cowl/spinner alignment that I worked so
> hard to get right? No
> thanks... 8-)
>
> After some more flying this morning I find that
> while it takes left rudder
> to center the ball, when the ball is centered, so is
> the rudder. When feet
> are off the pedals in cruise, the rudder seems to
> trail slightly to the
> right of the VS centerline.
>
> So as it turns out, a trim tab/wedge is probably
> exactly what the doctor
> ordered...keep that rudder centered in trail, ball
> gets centered,
> everybody's happy. Hopefully...we'll see.
>
> do not archive
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
>
>
>
> 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
>
>
>
>
>
__________________________________
http://promotions.yahoo.com/design_giveaway/
Message 50
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| Subject: | Microair 760 repair shop |
--> RV-List message posted by: "Ted Gauthier" <TGauthier@comcast.net>
I am getting an occurrence of strange display characters on my Microair
760. I found a service bulletin SB-003 on Microair Avionics web site.
I would like to get it repaired. Are there any repair shops in the
U.S.?
Thanks,
Ted Gauthier RV-6
125 hours
Pontiac, Michigan
tgauthier@comcast.net
Message 51
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| Subject: | Re: Sterba Prop overhaul... |
--> RV-List message posted by: Charlie & Tupper England <cengland@netdoor.com>
Travis Hamblen wrote:
>--> RV-List message posted by: "Travis Hamblen" <TravisHamblen@cox.net>
>
>I have a Sterba 68x76 wood prop on my RV-6A. I am not a wood worker by any
>means and know even less about wood props than wood work in general. With
>this in mind I know better than to try to work on my prop myself. I have
>tried a couple times to get a hold of Ed Sterba, I sent 2 e-mails and just
>left a second phone message for him. I have heard that he offers excellent
>customer service, but I just can=92t seem to get a hold of him! I have left
>phone messages at 941-778-3103, and sent him e-mail at HYPERLINK
>"mailto:ed_sterba@excite.com"ed_sterba@excite.com but no luck hearing back
>from him. If anyone has better numbers to call him at or a better e-mail
>address please send it to me.
>
>
>On another note=85 the Sterba prop has done great so far, but I have noted
>what might be a crack, more likely that it is just a minor separation in
>some of the layers. Anyway, the possible crack is only about 1 inch long
>and does NOT go through the entire blade of the prop. I actually have one
>on each prop blade, but neither of them seems to go all the way through the
>prop, and both look to follow with the grain of the wood. I have been told
>that such cracks can be epoxied (re-glued somehow) and the prop will be as
>good as new. I also need to have the prop refinished as the finish is very
>thin, almost bare wood, in spots although it still looks GREAT! I need to
>have this done professionally, by someone who knows what they are doing.
>>From what little wood working experience I do have the job looks to be
>pretty simple, but yet to complex for me! So supposing I don=92t hear from
>Ed Sterba is there anyone you guys can recommend to refinish this prop for
>me. Please e-mail me here or offline with any advice on shops that may be
>able to do this job as well as any info on how to get a hold of Ed Sterba.
>
>
>Thanks in advance=85
>
>Travis
>
>RV6A 330 hrs.
>
The phone # is the one I've used recently. Try calling him in the
evening. He doesn't have a phone at his shop.
Charlie
Message 52
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| Subject: | Re: accident rate in experimentals |
--> RV-List message posted by: bertrv6@highstream.net
Quoting Scott Bilinski <bilinski@kyocera-wireless.com>:
> --> RV-List message posted by: Scott Bilinski
> <bilinski@kyocera-wireless.com>
>
> All the stupid people killed themselves already?
>
>
> At 09:21 AM 3/29/04 -0500, you wrote:
> >--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)"
> ><mstewart@iss.net>
> >
> >I just received a letter from EAA national as part of their tech
> >counselor and Flight advisor program.
> >
> >
> >They are very excited about some data put out by the faa regarding
> >accident rates between homebuilts and GA. Answer:
> >
> >"The accident rate for homebuilts in the past 12 months was better than
> >that of general aviation."
> >
> >
> >I have absolutely no idea as to what semantics and data are being used
> >here. But no matter how you slice it, this is a very interesting piece
> >of data. I have to believe, based on my personal experience with RV's,
> >that we are flying a generally safer plane that other homebuilts. Does
> >anyone have some data on this?
> >
> >
> >I realize this gets fairly complicated analyzing this stuff. I know you
> >can dice any which way to say anything. But I would like to be able to
> >say to friends and family with confidence 2 things:
> >
> >1. Experimentals are safer than other commercially available aircraft in
> >General Aviation
> >
> >2. My particular plane is safer than other experimentals.
> >
> >
> >Can I?
> >
> >
> >Michael Stewart
> > Michael: I think, is more the question
> >Do not archive of how safe is the pilot; one> >
> > have to admit, for example;, that
> a Cessna is a very safe airplane,
(150- 172, the only ones I know)
>> Scott Bilinski Pilots, make very stupid mistakes,
we know the type, weather, not
knowing when to say no go. etc..
Another study, shows, that for general
aviation, the fatal accident rate
has remained the same...
I could tell you things, I have
seeing pilots do, that curl my hair..
always, the guys in the Twentys....
But, any reliable comments, are
welcome news..
Just my thoughts..
Bert
rv6a
Do not archive
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
>
>
>
>
>
>
>
Message 53
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| Subject: | Re: Microair 760 repair shop |
--> RV-List message posted by: Fiveonepw@aol.com
Hi Ted-
I had to send my radio back to Australia for repair for the same reason-
painless procedure. Had it back in less than two weeks and it works flawlessly
now (with the exception of my audible faux pax!)
Contact them at www.microair.com.au for the entire drill...
By the by- I will be sending my T2000 xpndr back to the same address for
"update" due to the dreaded "NO COMM" error shortly.................
From The PossumWorks in TN
Mark- by golly this here flyin' sho' nuf be FUN! 8-)
Message 54
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--> RV-List message posted by: "Brian Kraut" <brian.kraut@engalt.com>
The L stands for light.
Brian Kraut
Engineering Alternatives, Inc.
www.engalt.com
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Albert Gardner
Subject: Re: RV-List: AN960-10L
--> RV-List message posted by: "Albert Gardner" <spudnut@worldnet.att.net>
It is a thin washer, takes 3 or 4 of them to equal the thickness of a -10
washer. Very useful for making castle nuts line up with the drilled bolt,
and on non-adjustable rivet squeezers.
Albert Gardner
RV-9A 872RV
Yuma, AZ
----- Original Message -----
From: <sjevans@cox.net>
> AN960-10L is a washer designation on DWG 15A, RV-7.
> What does the L mean.
> Sam Evans
Message 55
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| Subject: | Sun-n-Fun opportunity? |
--> RV-List message posted by: "Jerry Hansen" <jerry-hansen@cox.net>
In response to several RV'er emails responding to the one below, Trio has
decided to offer the show special discount of $100 on autopilots that are
ordered prior to the end of the Sun-n-Fun fly in (April 19). The discount
applies to a complete system, or just the control head (if you already have
a Navaid servo). Purchasers do not need to attend the fly in.
During the show (12th through 19th) there will not be anyone in the office.
However we will be able to get email and our phone will be forwarded to a
cell phone we will carry with us. If you can't get us by phone you can
leave a message. Email info@trioavionics.com - Phone 619-448-4619.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Jerry Hansen
Subject: RV-List: Sun-n-Fun opportunity?
--> RV-List message posted by: "Jerry Hansen" <jerry-hansen@cox.net>
To those going to Sun-n-Fun - If you are interested in an autopilot for your
RV, stop by Trio Avionics for a "Show Special" on the EZ Pilot. We might be
a bit hard to find as we have been trying to get an indoor booth for the
past year (still none available), but we'll be there.
Message 56
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--> RV-List message posted by: KIMSEYCO@aol.com
it means it is half standard thickness. normal thickness for most washers is
.032
Message 57
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--> RV-List message posted by: Bobby Hester <bhester@hopkinsville.net>
sjevans@cox.net wrote:
>--> RV-List message posted by: <sjevans@cox.net>
>
>AN960-10L is a washer designation on DWG 15A, RV-7.
>
>What does the L mean.
>
>If its a lock washer, then what type? I cant seem to find this referenced in
my handy-dandy Aircraft Mechanics guide.
>
>
>Thanks for any info.
>
>
>Sam Evans
>
>7A QB, working on wings
>
>
Sam you've had a hunderd people answer your question (give you a fish)
but what they have failed to do was tell you how to find out what things
like that mean (teach you how to fish).
Go to: http://www.aircraft-spruce.com/ and click on order a free
catalog. It has all the part numbers that you'll be finding and
descriptions of what they are. I keep one on my bench in the hanger and
one here at home.
--
Surfing the Web from Hopkinsville, KY
Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
RV7A Slowbuild wings-QB Fuse :-)
Message 58
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| Subject: | Re: O320 parts manual question |
--> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
Jim
Contact Mattituck. Mahlon recently posted that 320 parts manuals were available
from them for $20 plus shipping. I just bought a 360 parts manual from them
for $30.
Charlie Kuss
>--> RV-List message posted by: Jim Sears <sears@searnet.com>
>
>For those who have paid out the big price for a late edition O320 Lycoming
>parts manual, I need to know if the supplements include the O320-D3G. If I
>look at the engine list in the manual, the D3G is actually a D2A with some
>minor changes. I'd like to use the D2A to create a needed parts list for my
>D3G; but, I want to be sure there is no supplement that might throw me a
>curve. I've got a feeling that my want list will be a large enough curve,
>as it is. :-)
>
>Jim Sears in KY
>RV-6A N198JS (Scooter)
>RV-7A #70317 (Cleaning engine parts and waiting for wings)
>EAA Tech Counselor
>
>
Message 59
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|
"Lassen, Finn " <finnlassen@netzero.net>,
"Mars, Sam " <sammars@bellsouth.net>, "Powell, Ken" <kenpowell@alltel.net>,
"Powell, ken " <kenpowell@comcast.net>,
"Presson, Bill " <wpresson@netdoor.com>,
"Richardson, Coley " <coleyrich@juno.com>,
"Roberts, Monty" <montyr2157@alltel.net>, RV list <rv-list@matronics.com>,
"rv7-list@matronics.com" <rv7-list@matronics.com>,
Sanders Herb <hsanders@bellsouth.net>,
"Scott, Jonathan " <jonscott.ms@netzero.net>,
"Stall, Kendall " <kstall@stcharles.k12.la.us>,
thorplist <thorplist@onelist.com>
| Subject: | Party time at Slobovia Outernational Airport!! |
--> RV-List message posted by: Charlie & Tupper England <cengland@netdoor.com>
Greetings Fellow Aviators,
The Lower Slobovia Outernational Garden Club would like to extend to You
and Yours a cordial invitation to our next effort to cultivate more
frequent pilotage, higher flour bombing accuracy, and an increased
consumption of non plant food matter.
We will be serving lunch to you on Saturday, June 5, 2004.
I'll make available sheet metal tools & aluminum for anyone wanting
their 1st exposure to metal work. For those interested in alternative
engines, I'll try ot hav a Mazda rotary opened up for inspection.
Formation flight teams are invited to attend & demonstrate their skills.
(Mike Stewart, are you listening?) Plaques will be awarde for flour
bombing, longest distance flown, & other categories & as determined by
our totally biased judges.
Anyone wishing to arrive on Friday and/or stay until Sunday is welcome
to do so. Just throw a bedrool in your plane/car & we will find yo a
place to sleep that's out of the heat. There are lots of spare bedrooms,
hangar apartments, floor space, etc. available with the sponsoring
families. We will do continental breakfast stuff in the morning & poll
the participants for evening meal decisions. Some of our pilots actually
consider themselves multitalented & encourage you to bring your musical
instrument of choice for some homegrown music in the evening.
Now for the details:
Disclaimer: Slobovia is a private airport. Pilots operate at their own risk.
You can get complete info about our airport at airnav.com
http://www.airnav.com/airport/MS71
FAA Identifier: MS71
Lat/Long: 32-29-42.508N / 090-17-34.325W
32-29.70847N / 090-17.57208W
32.4951411 / -90.2928681
(estimated)
Elevation: 250 ft. / 76 m (estimated)
Variation: 03E (1985)
From city: 1 mile N of POCAHONTAS, MS (10 miles N of Jackson MS)
Airport Operations
Airport use: Private use. Permission required prior to landing
Activation date: 11/1988
Sectional chart: MEMPHIS
<http://www.airnav.com/ad/click/taHR0cDovL3d3dy5hdnNob3.uY29tL3NlY3Rpb25hbGNoYXJ0cy5odG1sP3Jl+LZj05MyBhdnNob3..>
Control tower: no
ARTCC: MEMPHIS CENTER
FSS: GREENWOOD FLIGHT SERVICE STATION [1-800-WX-BRIEF]
Attendance: UNATNDD
Wind indicator: yes
Segmented circle: no
Lights: RDO REQ
Beacon: unknown
Airport Communications
UNICOM: 122.75
WX ASOS at HKS (10 nm S): 120.625 (601-354-4037)
WX ASOS at JAN (16 nm SE): PHONE 601-932-2822
Nearby radio navigation aids
VOR radial/distance VOR name Freq Var
JAN
<http://www.airnav.com/cgi-bin/navaid-info?id=JAN&type=VORTAC&name=JACKSON>r258/6.4
JACKSON VORTAC
112.60
05E
Runway Information
Runway 15/33
Dimensions: 3540 x 80 ft. / 1079 x 24 m
Surface: turf
RUNWAY 15 RUNWAY 33
Traffic pattern: left
left
Obstructions: 70 ft. trees, 200 ft. from runway
none
If you need driving directions or more info, feel free to email me at
cengland@netdoor.com
or call at 601-879-9596.
Charlie
Message 60
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| Subject: | Re: Party time at Slobovia Outernational Airport!! |
--> RV-List message posted by: "Tom Gummo" <T.gummo@verizon.net>
Charlie,
Has anybody have a system for flour bombing from an RV?? All the RVs I
know, don't have a window or any other means to drop the flour.
Tom Gummo
Apple Valley, CA
Harmon Rocket-II
do not archive
http://mysite.verizon.net/t.gummo/index.html
----- Original Message -----
From: "Charlie & Tupper England" <cengland@netdoor.com>
"Lassen, Finn " <finnlassen@netzero.net>; "Mars, Sam "
<sammars@bellsouth.net>; "Powell, Ken" <kenpowell@alltel.net>; "Powell, ken
" <kenpowell@comcast.net>; "Presson, Bill " <wpresson@netdoor.com>;
"Richardson, Coley " <coleyrich@juno.com>; "Roberts, Monty"
<montyr2157@alltel.net>; "RV list" <rv-list@matronics.com>;
<rv7-list@matronics.com>; "Sanders Herb" <hsanders@bellsouth.net>; "Scott,
Jonathan " <jonscott.ms@netzero.net>; "Stall, Kendall "
<kstall@stcharles.k12.la.us>; "thorplist" <thorplist@onelist.com>
Subject: RV-List: Party time at Slobovia Outernational Airport!!
> --> RV-List message posted by: Charlie & Tupper England
<cengland@netdoor.com>
>
> Greetings Fellow Aviators,
>
> The Lower Slobovia Outernational Garden Club would like to extend to You
> and Yours a cordial invitation to our next effort to cultivate more
> frequent pilotage, higher flour bombing accuracy, and an increased
> consumption of non plant food matter.
>
> We will be serving lunch to you on Saturday, June 5, 2004.
>
> I'll make available sheet metal tools & aluminum for anyone wanting
> their 1st exposure to metal work. For those interested in alternative
> engines, I'll try ot hav a Mazda rotary opened up for inspection.
> Formation flight teams are invited to attend & demonstrate their skills.
> (Mike Stewart, are you listening?) Plaques will be awarde for flour
> bombing, longest distance flown, & other categories & as determined by
> our totally biased judges.
>
> Anyone wishing to arrive on Friday and/or stay until Sunday is welcome
> to do so. Just throw a bedrool in your plane/car & we will find yo a
> place to sleep that's out of the heat. There are lots of spare bedrooms,
> hangar apartments, floor space, etc. available with the sponsoring
> families. We will do continental breakfast stuff in the morning & poll
> the participants for evening meal decisions. Some of our pilots actually
> consider themselves multitalented & encourage you to bring your musical
> instrument of choice for some homegrown music in the evening.
>
> Now for the details:
>
> Disclaimer: Slobovia is a private airport. Pilots operate at their own
risk.
>
> You can get complete info about our airport at airnav.com
> http://www.airnav.com/airport/MS71
>
> FAA Identifier: MS71
> Lat/Long: 32-29-42.508N / 090-17-34.325W
> 32-29.70847N / 090-17.57208W
> 32.4951411 / -90.2928681
> (estimated)
> Elevation: 250 ft. / 76 m (estimated)
> Variation: 03E (1985)
> From city: 1 mile N of POCAHONTAS, MS (10 miles N of Jackson MS)
>
> Airport Operations
>
> Airport use: Private use. Permission required prior to landing
> Activation date: 11/1988
> Sectional chart: MEMPHIS
>
<http://www.airnav.com/ad/click/taHR0cDovL3d3dy5hdnNob3.uY29tL3NlY3Rpb25hbGN
oYXJ0cy5odG1sP3Jl+LZj05MyBhdnNob3..>
>
> Control tower: no
> ARTCC: MEMPHIS CENTER
> FSS: GREENWOOD FLIGHT SERVICE STATION [1-800-WX-BRIEF]
> Attendance: UNATNDD
> Wind indicator: yes
> Segmented circle: no
> Lights: RDO REQ
> Beacon: unknown
>
>
> Airport Communications
>
> UNICOM: 122.75
> WX ASOS at HKS (10 nm S): 120.625 (601-354-4037)
> WX ASOS at JAN (16 nm SE): PHONE 601-932-2822
>
>
> Nearby radio navigation aids
>
> VOR radial/distance VOR name Freq Var
> JAN
>
<http://www.airnav.com/cgi-bin/navaid-info?id=JAN&type=VORTAC&name=JACKSON>r
258/6.4
>
> JACKSON VORTAC
> 112.60
> 05E
>
> Runway Information
>
>
> Runway 15/33
>
> Dimensions: 3540 x 80 ft. / 1079 x 24 m
> Surface: turf
>
> RUNWAY 15 RUNWAY 33
> Traffic pattern: left
> left
> Obstructions: 70 ft. trees, 200 ft. from runway
> none
>
> If you need driving directions or more info, feel free to email me at
> cengland@netdoor.com
> or call at 601-879-9596.
>
> Charlie
>
>
Message 61
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| Subject: | Women Building RVs |
--> RV-List message posted by: "RV7@Gunsite.to" <RV&@Gunsite.to>
I am trying to identify any women building an RV, particularly those with
websites. Would appreciate any help I can get.
Anyone know of any?
Thanks.
Message 62
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| Subject: | Re: Women Building RVs |
--> RV-List message posted by: Michael McGee <jmpcrftr@teleport.com>
RV-9A -- Amarylis Khat, Toledo, Oregon (just moved from Portland). She
doesn't have a web site and I don't know if her email is working yet.
A woman in Seattle built a -4 several years ago, don't remember her name.
Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
13B in gestation mode
At 21:45 2004-04-02, you wrote:
>--> RV-List message posted by: "RV7@Gunsite.to" <RV&@Gunsite.to>
>
>I am trying to identify any women building an RV, particularly those with
>websites. Would appreciate any help I can get.
>
>Anyone know of any?
>
>Thanks.
>
>
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