Today's Message Index:
----------------------
1. 05:03 AM - Fuel Flow Transducer (LarryRobertHelming)
2. 06:26 AM - Re: exhaust smell during descent (Scott Bilinski)
3. 06:33 AM - this stuff has to go! (Frazier, Vincent A)
4. 06:48 AM - please unsubscribe me (Lwshine@aol.com)
5. 07:07 AM - Grommets for fuel lines (Richard Suffoletto)
6. 07:47 AM - Re: Grommets for fuel lines (Paul Besing)
7. 08:23 AM - Re: Terminal procedures and airport diagrams now availab (Chuck Jensen)
8. 08:43 AM - Re: Re:New Electronic Instruments (Chuck Jensen)
9. 08:45 AM - Re: Grommets for fuel lines (Dan Checkoway)
10. 08:46 AM - Re: Grommets for fuel lines (Albert Gardner)
11. 09:07 AM - Re: Terminal procedures and airport diagrams now availab le (Paul Besing)
12. 09:22 AM - Re: Location of Fuel Flow Transducer (Ross Mickey)
13. 09:54 AM - IT'S ALIVE! (Bill VonDane)
14. 10:02 AM - Re: Location of Fuel Flow Transducer (Bill VonDane)
15. 10:26 AM - Re: IT'S ALIVE! (SportAV8R@aol.com)
16. 11:10 AM - Re: IT'S ALIVE! (Bill VonDane)
17. 11:19 AM - Slider Canopy Rear Skirts ... No Problem! (Jack Lockamy)
18. 11:52 AM - Re: Slider Canopy Rear Skirts ... No Problem! (JOHN STARN)
19. 12:03 PM - Home Wing Fly-in coming up! (Randy Lervold)
20. 01:00 PM - Re: [VAF Mailing List] Panel mounting a handheld GPS (Bill VonDane)
21. 01:51 PM - QB delivery logistics (Mike Draper)
22. 03:18 PM - Re: QB delivery logistics (Mickey Coggins)
23. 03:19 PM - Re: QB delivery logistics (Curt)
24. 05:45 PM - Re: IT'S ALIVE! (jamesbaldwin@attglobal.net)
25. 06:33 PM - Flying RV's in Ontario (Are Barstad)
26. 07:27 PM - Re: Big Momma & Landings (Curt Reimer)
27. 07:45 PM - Re: IT'S ALIVE! (Lwfeatherston@aol.com)
28. 08:21 PM - Reno box seating (Mike Comeaux)
29. 08:51 PM - inner tube valve nut (thomas a. sargent)
30. 09:38 PM - Re: inner tube valve nut (Larry Pardue)
Message 1
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| Subject: | Fuel Flow Transducer |
--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
You wrote, "--> RV-List message posted by: PeterHunt1@aol.com
I need a little help understanding where to place my fuel flow transducer.
The manufacturer suggested suspending it somewhere in the flexible hose
running
between the engine fuel pump and carburetor, and at the same level as the
carburetor. This is awkward in my situation (O-360-A1A) and would involve
several additional fittings (and perhaps failure points). I would like to
place my
fuel flow transducer just after my electric fuel pump (inside the cockpit
and
before the gascolator). Is there an argument against doing this? Is there
some pulsing issue? What have others done that has worked well? The
manufacturer discourages fastening the fuel flow transducer outlet directly
to the
carburetor which is another option for me, but I can't get from them a
reason why.
What I want to understand is where to place my fuel flow transducer and,
most
specifically, why.
Pete
Clearwater, FL
RV-6, completing engine instillation
((((((((((())))))))))))
I am using the transducer that comes with the ACS2002. I placed mine
between the electronic fuel pump and the gascolator on the cabin side of the
FW. Fuel line is level going into and out of the transducer. I had to put
some holes in the floor and build a bracket to hold the transducer above the
floor about an 1" and fabricate/bend some aluminum fuel line to get the
required straight 5" before and after the transducer. I think mine is a
little less than 5 " straight after the transducer. It is a fit and took
about 4 times before I got it so it looks right. You'll want to make sure
your rudder/brake peddles do touch anything when you are done.
I could probably send you a picture if you would like that.
Indiana Larry, RV7 TipUp "SunSeeker"
Message 2
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| Subject: | Re: exhaust smell during descent |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
I have/had the same problem. It started after I tucked up and straightened
out my exhaust pipes. I have since then moved them to see if the exhaust
smell will go away. So, check to see if your exhaust pipe hangers are ok,
your pipes may have moved.
At 10:19 PM 6/3/2004 -0500, you wrote:
>--> RV-List message posted by: "Dave Ford" <dford@michweb.net>
>
>I have recently been noticing an exhaust type smell during power reduced
>decents in my RV6. Was just wondering if anyone has experienced
>that. Nothing has changed since I started flying in January other than
>warmer weather coming to Michigan now. I'm not quite sure where it would
>be coming in except maybe somewhere in the tail/tailwheel area? The only
>other place might be the .030 holes I drilled for the gear leg fairing
>hinge pins?
>
>Dave Ford
>RV6
>80 hrs
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 3
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| Subject: | this stuff has to go! |
--> RV-List message posted by: "Frazier, Vincent A" <VFrazier@usi.edu>
> This is the same stuff I posted a couple weeks ago, except that I am
> selling a lightweight starter that I had intended to use. I bought a
> Skytec because the pinion gear on the lightweight starter is for the
> 122 tooth ring gear and I had a 149 tooth ring gear installed.
>
> Thanks,
> Vince
> *****************************
>
> I have the items listed below for your consideration. All are in
> used, but usable condition unless noted otherwise. Payment by
> personal check is OK by me. Add $5 for shipping unless noted
> otherwise.
>
> New, never used, lightweight starter for 122 tooth ring gear Lycoming.
> See pictures of this one on:
> http://www.usi.edu/science/chemistry/vfrazier/engine,%20prop,%20and%20
> cowl.htm
> at the top of the page. 9 tooth pinion. $150 plus $15 for shipping.
>
> Prestolite starter, p/n MZ4206R, overhauled by Certified Aircraft
> Products, for use as core or install on your spam can. Fits Lycoming.
> 9 tooth pinion, I believe this one also fits the 122 tooth ring gear.
> This would be a good item if you plan to buy one of the Magnaflite
> starters from ACS and don't have a core laying around to eliminate the
> $200 core charge. They will take this core... I asked. Make offer.
> Shipping will be $15 on this heavy item.
>
> Mechanical Fuel pump by A/C, 276V41271, good for core or if you've got
> a Rocket and need to practice on a core before you modify the overflow
> port on your brand new pump. To see one, check the top left of page
> 235 of the 2003/2004 ACS catalog. Make offer.
>
> Right angle tach drive. ASC wants $60 for these. Similar, but not
> identical, to the one on page 354 of the 2003/2004 ACS catalog. Make
> offer.
>
> Kohler K-2403-2 fuel primer pump There's a picture of one of these on
> page 160 of the 2003/2004 ACS catalog. New price $189. This one is
> in good condition and works perfectly. $75
>
> Flightcom IIGX portable voice activated intercom Very similar, but
> not identical, to the one on page 466 of the 2003/2004 ACS catalog.
> $50 For an extra $10 I'll throw in two Telex push to talk switches.
> One has a 4' cord, the other a 6'. All of these items are in good
> condition.
>
> Why, because I want this stuff OUT of my way!
>
> Email replies to me, not the list. vfrazier@usi.edu
>
> Vince Frazier
> 3965 Caborn Road
> Mount Vernon, IN 47620
> 812-464-1839 work
> 812-985-7309 home
> F-1H Rocket, N540VF
> http://www.usi.edu/science/chemistry/vfrazier/page1.html
>
> do not archive
Message 4
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| Subject: | please unsubscribe me |
--> RV-List message posted by: Lwshine@aol.com
Please unsubscribe me,,, thank you
Message 5
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| Subject: | Grommets for fuel lines |
--> RV-List message posted by: "Richard Suffoletto" <rsuffoletto@hotmail.com>
The plans show two grommets per side where the fuel line exits the side of the
fuselage on a 7A, . I simply cannot get two grommets to fit, one from the inside
and one from the outside. The small space between the fuselage skins in this
area is not wide enough for two grommets.
What am I missing or doing wrong?
Thanks
Richard
Message 6
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| Subject: | Re: Grommets for fuel lines |
--> RV-List message posted by: "Paul Besing" <azpilot@extremezone.com>
Put a bulkhead fitting there instead. This way you can remove the fuel tank
simply by disconnecting the fuel line at the fuselage.
Paul Besing
RV-6A Sold
RV-10 Soon
http://www.lacodeworks.com/besing
Kitlog Pro Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: "Richard Suffoletto" <rsuffoletto@hotmail.com>
Subject: RV-List: Grommets for fuel lines
> --> RV-List message posted by: "Richard Suffoletto"
<rsuffoletto@hotmail.com>
>
>
> The plans show two grommets per side where the fuel line exits the side of
the fuselage on a 7A, . I simply cannot get two grommets to fit, one from
the inside and one from the outside. The small space between the fuselage
skins in this area is not wide enough for two grommets.
>
>
> What am I missing or doing wrong?
>
>
> Thanks
>
>
> Richard
>
>
Message 7
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|
le
| Subject: | Terminal procedures and airport diagrams now availab |
le
--> RV-List message posted by: Chuck Jensen <cjensen@dts9000.com>
If you happen to be an AOPA member, https://www.aopa.org/ticketLogin, they
have all of the procedures in digital format, they list all of the
procedures for each airport, then you can select the producers you want and
download all of them in a single download. Free (after membership) and you
don't have to drill down half way to China just to get to a couple
procedures.
Or, they're only a couple clicks away on http://www.airnav.com/airport Free
also.
Chuck
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of David Carter
Subject: Re: RV-List: Terminal procedures and airport diagrams now
available
--> RV-List message posted by: "David Carter" <dcarter@datarecall.net>
I went there - you have to drill down through the links on left side: Click
"Aeronautical Charting" then "On-line Products"(this is a good one to "book
mark") then either "digital- TPP" or "Airport Diagrams" then select the
"effective dates" you want - for inst apch procedures this is at
http://avn.faa.gov/index.asp?xml=naco/online/d_tpp
After you click the effective date, you get the map of US and click state,
then enter aprt identifier.
If you navigate a different route, you'll see stuff about subscription
prices - ignore that and keep going until you get to the page where you
enter your airport identifier and print the thing you want -for free.
David
----- Original Message -----
From: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
<name>
Subject: RV-List: Terminal procedures and airport diagrams now available
> --> RV-List message posted by: "Stewart, Michael (ISS Atlanta)"
<mstewart@iss.net>
>
> Though you would find interesting that the FAA has introduced FREE
> digital charting on-line with the availability of instrument approaches,
> procedures, airport diagrams, and other interesting stuff. Now I know
> you can get these in other places. But here is the catch. These are not
> scanned crappy images. These are digital, legal, up to date, printable,
> pdf's, high quality plates and airport diagrams.
>
> Images are 250kb ish in size.
>
> It appears that they will also be doing other charting items in the
> future so keep your eyes peeled.
>
> Enjoy,
>
> http://avn.faa.gov/index.asp?xmlnaco/onlineproducts
>
> Michael Stewart
Message 8
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|
| Subject: | Re:New Electronic Instruments |
--> RV-List message posted by: Chuck Jensen <cjensen@dts9000.com>
Martin, this is to confirm your encryption is working fine.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Martin Hone
Subject: RV-List: Re:New Electronic Instruments
--> RV-List message posted by: "Martin Hone"
<martin.hone@tradergroup.com.au>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Message 9
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| Subject: | Re: Grommets for fuel lines |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
Don't use two grommets. Open up the hole in the 7101 (or whatever it is)
plate large enough so that the fuel line couldn't possibly touch. Then just
use a single grommet in the hole in the skin.
Just my 2 cents,
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Richard Suffoletto" <rsuffoletto@hotmail.com>
Subject: RV-List: Grommets for fuel lines
> --> RV-List message posted by: "Richard Suffoletto"
<rsuffoletto@hotmail.com>
>
>
> The plans show two grommets per side where the fuel line exits the side of
the fuselage on a 7A, . I simply cannot get two grommets to fit, one from
the inside and one from the outside. The small space between the fuselage
skins in this area is not wide enough for two grommets.
>
>
> What am I missing or doing wrong?
>
>
> Thanks
>
>
> Richard
>
>
Message 10
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|
| Subject: | Re: Grommets for fuel lines |
--> RV-List message posted by: "Albert Gardner" <spudnut@worldnet.att.net>
I think the '9 is similar in this area. Some of us used just 1 grommet and
enlarged the other hole a little so it doesn't interfere with the line.
Albert Gardner
RV-9A 872RV
Yuma, AZ
----- Original Message -----
From: "Richard Suffoletto" <rsuffoletto@hotmail.com>
Subject: RV-List: Grommets for fuel lines
> The plans show two grommets per side where the fuel line exits the side of
the fuselage on a 7A, . I simply cannot get two grommets to fit, one from
the inside and one from the outside. The small space between the fuselage
skins in this area is not wide enough for two grommets.
> What am I missing or doing wrong?
Message 11
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|
| Subject: | Re: Terminal procedures and airport diagrams now availab |
le
--> RV-List message posted by: "Paul Besing" <azpilot@extremezone.com>
Also try www.myairplane.com
Paul Besing
RV-6A Sold
RV-10 Soon
http://www.lacodeworks.com/besing
Kitlog Pro Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: "Chuck Jensen" <cjensen@dts9000.com>
Subject: RE: RV-List: Terminal procedures and airport diagrams now availab
le
> --> RV-List message posted by: Chuck Jensen <cjensen@dts9000.com>
>
> If you happen to be an AOPA member, https://www.aopa.org/ticketLogin, they
> have all of the procedures in digital format, they list all of the
> procedures for each airport, then you can select the producers you want
and
> download all of them in a single download. Free (after membership) and you
> don't have to drill down half way to China just to get to a couple
> procedures.
>
> Or, they're only a couple clicks away on http://www.airnav.com/airport
Free
> also.
>
> Chuck
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of David Carter
> To: rv-list@matronics.com
> Subject: Re: RV-List: Terminal procedures and airport diagrams now
> available
>
>
> --> RV-List message posted by: "David Carter" <dcarter@datarecall.net>
>
> I went there - you have to drill down through the links on left side:
Click
> "Aeronautical Charting" then "On-line Products"(this is a good one to
"book
> mark") then either "digital- TPP" or "Airport Diagrams" then select the
> "effective dates" you want - for inst apch procedures this is at
> http://avn.faa.gov/index.asp?xml=naco/online/d_tpp
>
> After you click the effective date, you get the map of US and click state,
> then enter aprt identifier.
>
> If you navigate a different route, you'll see stuff about subscription
> prices - ignore that and keep going until you get to the page where you
> enter your airport identifier and print the thing you want -for free.
>
> David
>
> ----- Original Message -----
> From: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
> To: <rv-list@matronics.com>; <3.6>; <ALT_MED>; <Misspelled>; <medication>;
> <name>
> Subject: RV-List: Terminal procedures and airport diagrams now available
>
>
> > --> RV-List message posted by: "Stewart, Michael (ISS Atlanta)"
> <mstewart@iss.net>
> >
> > Though you would find interesting that the FAA has introduced FREE
> > digital charting on-line with the availability of instrument approaches,
> > procedures, airport diagrams, and other interesting stuff. Now I know
> > you can get these in other places. But here is the catch. These are not
> > scanned crappy images. These are digital, legal, up to date, printable,
> > pdf's, high quality plates and airport diagrams.
> >
> > Images are 250kb ish in size.
> >
> > It appears that they will also be doing other charting items in the
> > future so keep your eyes peeled.
> >
> > Enjoy,
> >
> > http://avn.faa.gov/index.asp?xmlnaco/onlineproducts
> >
> > Michael Stewart
>
>
Message 12
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| Subject: | Location of Fuel Flow Transducer |
--> RV-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
Pete,
On my 6A, I put the transducer on side of the fuselage next to the
rudder pedals between the electric fuel pump and the firewall. I have
about 6 inches of straight tubing before the transducer and probably
8-10 inches after. The transducer is angled the same as the fuel pump.
This set up is working well. My fuel flow reading is within .5 gal of
actual consumed. I have it set on the conservative side (i.e. reading
less fuel remaining than actual.) I am using the GRT EIS and am getting
a non-steady fuel flow reading at all power settings. The fuel flow
reading will slowly go up about 1 gal/hr and slowly back down and then
up again. Since it reads 0.1 gal/hr, this fluctuation looks big but my
end result fuel flow error is not large Greg at GRT is recommending
that I place a dampening tube before the transducer that I will probably
do next winter. Right now, I am having to much fun flying to worry
about this.
Ross Mickey
N9PT
-----Original Message-----
Subject: RV-List: Location of Fuel Flow Transducer
posted by: PeterHunt1@aol.com
I need a little help understanding where to place my fuel flow
transducer.
The manufacturer suggested suspending it somewhere in the flexible hose
running
between the engine fuel pump and carburetor, and at the same level as
the
carburetor. This is awkward in my situation (O-360-A1A) and would
involve
several additional fittings (and perhaps failure points). I would like
to place my
fuel flow transducer just after my electric fuel pump (inside the
cockpit and
before the gascolator). Is there an argument against doing this? Is
there
some pulsing issue? What have others done that has worked well? The
manufacturer discourages fastening the fuel flow transducer outlet
directly to the
carburetor which is another option for me, but I can't get from them a
reason why.
What I want to understand is where to place my fuel flow transducer and,
most
specifically, why.
Pete
Clearwater, FL
RV-6, completing engine instillation
Message 13
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|
rv8list@yahoogroups.com, RV10@yahoogroups.com
--> RV-List message posted by: Bill VonDane <bill@vondane.com>
Just wanted to let you all know that last Saturday, with the help of my
Yak-52 buddy, and safety wire aficionado, Dave Petri, and with adult
supervision from IA and RV-4 Driver Dom MacNiven, I reassembled the engine
for my -8A... Everything went together great with no problems at all...
After working the rest of the week on getting everything else back together
I finally fired her back up last night... What a relief... She came to
life in about 3 blades and ran great! Very smooth... I plan to do some
flying on Sunday and will post more info then...
Quick review:
Engine: (was) O320-E3D @150HP - that had a bad cam, which I was told was
cause about an 18% power loss, so let's say it was about 125HP... That
coupled with my field elevation of 7000' gave me about 94HP, and at 2300 RPM
on take-ff equated to about 65HP! LOL.....and I was still getting about 800
fpm climb and 175 MPH cruise!
Anyway... Engine: (now) O320-BELCHFIRE-170
I overhauled the engine with 9:1 pistons and an ASI Phase III CAM, which
should give me about 170HP, so this should be fun! I also had the cyls
overhauled by Don George aircraft... Just about everything else was
replaced but the cases, rods and valves, and everything was measured to be
within factory new specs... Looks like the finally price tag on this
overhaul is going to be about $4500, bringing the total cost for the engine
to $10,500...
I did get some donated parts that saved several hundred dollars, and a lot
of help from a lot of people! Thanks to all!
You can see more details here if you're interested:
http://www.rv8a.com/engine/overhaul/index.htm
-Bill VonDane
EAA Tech Counselor
RV-8A ~ N8WV ~ Colorado Springs
www.vondane.com
www.creativair.com
www.epanelbuilder.com
Message 14
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| Subject: | Re: Location of Fuel Flow Transducer |
--> RV-List message posted by: Bill VonDane <bill@vondane.com>
I installed mine in the same place, but haven't flown it enough to know how
well it works... I did notice that when I turn on the boost pump it read
about 1 gph higher... I ended up buying a pulsation dampener from Matt
Dralle to install:
http://www.matronics.com/fuelchec/dampener.html
The instructions also say something bout using a flexible line to help with
the pulses, so I may install the sphere right after the fuel pump and use a
flex line from the dampener to the flow transducer... Anyone see any
problems with this?
-Bill VonDane
EAA Tech Counselor
RV-8A ~ N8WV ~ Colorado Springs
www.vondane.com
www.creativair.com
www.epanelbuilder.com
----- Original Message -----
From: "Ross Mickey" <rmickey@ix.netcom.com>
Subject: RE: RV-List: Location of Fuel Flow Transducer
--> RV-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
Pete,
On my 6A, I put the transducer on side of the fuselage next to the
rudder pedals between the electric fuel pump and the firewall. I have
about 6 inches of straight tubing before the transducer and probably
8-10 inches after. The transducer is angled the same as the fuel pump.
This set up is working well. My fuel flow reading is within .5 gal of
actual consumed. I have it set on the conservative side (i.e. reading
less fuel remaining than actual.) I am using the GRT EIS and am getting
a non-steady fuel flow reading at all power settings. The fuel flow
reading will slowly go up about 1 gal/hr and slowly back down and then
up again. Since it reads 0.1 gal/hr, this fluctuation looks big but my
end result fuel flow error is not large Greg at GRT is recommending
that I place a dampening tube before the transducer that I will probably
do next winter. Right now, I am having to much fun flying to worry
about this.
Ross Mickey
N9PT
-----Original Message-----
Subject: RV-List: Location of Fuel Flow Transducer
posted by: PeterHunt1@aol.com
I need a little help understanding where to place my fuel flow
transducer.
The manufacturer suggested suspending it somewhere in the flexible hose
running
between the engine fuel pump and carburetor, and at the same level as
the
carburetor. This is awkward in my situation (O-360-A1A) and would
involve
several additional fittings (and perhaps failure points). I would like
to place my
fuel flow transducer just after my electric fuel pump (inside the
cockpit and
before the gascolator). Is there an argument against doing this? Is
there
some pulsing issue? What have others done that has worked well? The
manufacturer discourages fastening the fuel flow transducer outlet
directly to the
carburetor which is another option for me, but I can't get from them a
reason why.
What I want to understand is where to place my fuel flow transducer and,
most
specifically, why.
Pete
Clearwater, FL
RV-6, completing engine instillation
Message 15
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--> RV-List message posted by: SportAV8R@aol.com
Bill- best of luck with the new engine.
I did the belchfire upgrade to mine after a bad cam & followers episode, but only
went to 8.5:1, for a nominal 160 hp. Now I get to buy premium mogas at home
and 100LL while on the road (nobody sells premium mogas at FBO's) for an additional
10 hp, which has made little if any perceptible difference in performance
(I'm still limited to 2600 rpm by the Sensenich engineering marvel on the
nose and get 2280 static rpm at 1050 MSL typically, will get even less if I coarsen
the pitch as has been recommended to avoid overspeeding in cruise!) Would
I do it again if I had it to do over? NO WAY! Not for the privilege of paying
20 cents per gallon more for hi-test when regular used to do. Also, I heard
that 160hp was as high as one ought to push the O-320-E2D due to the small
front main bearing (from an O-290; gee, thanks, Lycoming...) so you might be
in relatively uncharted territory.
Hope your mileage varies considerably from mine.
-Stormy / 6-A, 386 hrs.
Message 16
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--> RV-List message posted by: Bill VonDane <bill@vondane.com>
I talked to two different IAs about the so-called "weaker" front main
bearing in the E2D/E3D and they both told me it is bogus... In fact, my IA
buddy Len said that in his opinion the two piece bearing setup was easier to
install, less problematic, and probably stronger than the one piece...
The cases are the same, so where is the weakness? I don't know...
-Bill VonDane
EAA Tech Counselor
RV-8A ~ N8WV ~ Colorado Springs
www.vondane.com
www.creativair.com
www.epanelbuilder.com
----- Original Message -----
From: <SportAV8R@aol.com>
Subject: Re: RV-List: IT'S ALIVE!
--> RV-List message posted by: SportAV8R@aol.com
Bill- best of luck with the new engine.
I did the belchfire upgrade to mine after a bad cam & followers episode, but
only went to 8.5:1, for a nominal 160 hp. Now I get to buy premium mogas at
home and 100LL while on the road (nobody sells premium mogas at FBO's) for
an additional 10 hp, which has made little if any perceptible difference in
performance (I'm still limited to 2600 rpm by the Sensenich engineering
marvel on the nose and get 2280 static rpm at 1050 MSL typically, will get
even less if I coarsen the pitch as has been recommended to avoid
overspeeding in cruise!) Would I do it again if I had it to do over? NO
WAY! Not for the privilege of paying 20 cents per gallon more for hi-test
when regular used to do. Also, I heard that 160hp was as high as one ought
to push the O-320-E2D due to the small front main bearing (from an O-290;
gee, thanks, Lycoming...) so you might be in relatively uncharted territory.
Hope your mileage varies considerably from mine.
-Stormy / 6-A, 386 hrs.
Message 17
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<RV7and7A@yahoogroups.com>
| Subject: | Slider Canopy Rear Skirts ... No Problem! |
--> RV-List message posted by: "Jack Lockamy" <jacklockamy@att.net>
Hi all,
Just wanted to share a few thoughts and "crow" about how well (and easy) my -7A
slider canopy rear skirts were to install. Took all of 2.0 hours from start
to finish and they are FLUSH! I was really dreading this step in the construction
of the canopy after reading all the horror stories in the RV List archives
and various email lists. Heck, even Van's construction manual warns "....installing
the rear canopy skirts is perhaps the most difficult part of the entire
canopy construction process.....". I dis-agree! It was the easiest part for
me. I have a few ideas that may help dispell the fear of others who are not
quite there. Read on.....
First of all, none of this would have been possible without the help of my good
friend and local -7A builder Tom Yaberg. Tom has helped and guided me every
step of the way during the canopy construction from properly bending the canopy
frame and attaching the "glass", as well as installing the side and rear canopy
skirts. Tom recently completed his -7A slider canopy and it came out PERFECT.
My canopy is coming along just as well thanks to Tom's skills and the fact
the canopy construction is still fresh in his memory bank. Thank you, Tom!
Here are a couple of tips:
1. Try to locate a local builder who has sucessfully built a good looking (and
fitting) slider canopy that is willing to lend a hand. This is invaluable.
Don't be afraid to ask for help. Offer cold beer and pizza, a couple of steak
dinners, just do whatever it takes.... :-). It really takes two sets of hands
to safely move the canopy on/off the frame and to pull those skirts tight!
2. Spend the time necessary to get the steel canopy frame bent as close as possible
to the dimesions called out in the plans. Seems my canopy frame came from
the factory in pretty good shape.... only took Tom and me about 3 hours of
'tweaking' and we only had to install/re-move the canopy frame about 2 dozen times
from the fuselage.
3. I mis-takenly trimmed the canopy plexigalss within 3/8"-1/2" of the rear canopy
frame where the skirts will be attached. The plans indicate you should leave
approx. 1.5" of plexiglass back there. I didn't (again... by mistake) and
I think this is another reason the rear skirts fit so well and easy. By cutting
the plexiglass nearer the steel tube, I didn't have the "ski-slope/dove-tail"
effect of the rear canopy to worry about.... It just didn't exist!
4. I placed a 1/8" AL space between the roll bar and the forward portion of the
sliding canopy on both sides effectively holding it "open/ajar" while the rear
skirts were fitted. This I believe also helped snug-up the skirts even more
when the canopy is fully closed and latched.
Hope this helps those that haven't quite gotten there yet on the canopy. I may
have just gotten lucky, but I'm feeling pretty good about my "skirts" and canopy
in general. Only thing left is to fiberglass the front windscreen and Tom
has agreed to lend an expert hand there as well.....
Take care,
Jack Lockamy #71103
Camarillo, CA
-7A slider canopy almost done
Message 18
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| Subject: | Re: Slider Canopy Rear Skirts ... No Problem! |
--> RV-List message posted by: "JOHN STARN" <jhstarn@verizon.net>
Great post. One question: You indicated "skirts" which means to me more than
one piece. Took three attempts but HRII N561FS has a one piece rear skirt.
Cut several paper templates but it took approx 8 hrs over three days. Not
too many one piece skirts have I seen. Hope the RV-10 canopy is an easier
fit. KABONG Do Not Archive (GBA & GWB) 8*)
----- Original Message -----
From: "Jack Lockamy" <jacklockamy@att.net>
<RV7and7A@yahoogroups.com>
Subject: RV-List: Slider Canopy Rear Skirts ... No Problem!
Message 19
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|
| Subject: | Home Wing Fly-in coming up! |
--> RV-List message posted by: "Randy Lervold" <randy@romeolima.com>
Don't miss the Thirteenth Annual Northwest RV Fly-In!
Hosted by EAA Chapter 105 and Van's Air Force, Home Wing
This is the premier RV event of the Northwest, with examples of every type
(and then some): Van's prototypes, Rockets, and all manner of RV to admire
and talk about. We'll have Vendors, and Flybys, and Burgers, an event
t-shirt, and lots and lots of good RV cameraderie.
Scappoose Airport (SPB)
Saturday June 19, 2004 starting at 10:00 A.M.
Details at www.eaa105.org.
See you there!
Message 20
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|
| Subject: | Re: [VAF Mailing List] Panel mounting a handheld GPS |
"vansairforce <vansairforce@yahoogroups.com>
<010201c449cd$c272e710$6401a8c0@dell8200>
<07a901c449ed$332499d0$6400a8c0@bvd1>" <00a101c44a66$8e9efc00$6401a8c0@dell8200>
--> RV-List message posted by: Bill VonDane <bill@vondane.com>
No problem... You can pop the GPS out of the front too... There is a trim
ring around the GPS in the front that cleans it all up. It mounts using
nutplates in the panel... Take the ring off and you can pop out the gps...
http://www.vafml.org/members/bmackey/panel/9.jpg
http://www.vafml.org/members/bmackey/panel/3.jpg
http://www.vafml.org/members/bmackey/panel/2.jpg
If I were to do it again, and I guess I did on my -8A, I would make it
angled more toward the pilot... On mine I made a little puck to use for
mounting the GPS to the panel... It sticks out from the panel, but it is
also pointing right where I want it.....and I am very happy with it...
Follow the link below and scroll down to the "Garmin 196 Mounting"
section...
http://www.rv8a.com/upgrades/index.htm
-Bill
----- Original Message -----
From: "Randy Lervold" <randy@romeolima.com>
Subject: Re: [VAF Mailing List] Panel mounting a handheld GPS
Bill, nice work, very creative! I may copy you, hope you don't mind.
Randy
----- Original Message -----
From: Bill VonDane
To: vansairforce@yahoogroups.com
Sent: Thursday, June 03, 2004 9:34 PM
Subject: Re: [VAF Mailing List] Panel mounting a handheld GPS
Randy... you can sort of see how I did it in this photo:
http://www.vafml.org/members/bmackey/panel/9.jpg
Made a plate to attach the mount to, and then some stand offs to mount it
to
the panel with... the stand offs are delrin plastic and threaded on both
ends...
-Bill
----- Original Message -----
From: "Randy Lervold" <randy@romeolima.com>
To: <vansairforce@yahoogroups.com>
Sent: Thursday, June 03, 2004 6:45 PM
Subject: Re: [VAF Mailing List] Panel mounting a handheld GPS
Larry, how did you actually secure the GPS? I see a braket on the top but
no
means of attaching it to the GPS body.
Thanks,
Randy Lervold
RV-8, 368 hrs
RV-3B, empennage
----- Original Message -----
From: Larry Bowen
To: vansairforce@yahoogroups.com
Sent: Thursday, June 03, 2004 1:59 PM
Subject: RE: [VAF Mailing List] Panel mounting a handheld GPS
Yes.
http://bowenaero.com/copper/displayimage.php?album=topn&cat=0&pos=3
-
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: hughpa16 [mailto:hugh@bi-tech.com]
> Sent: Thursday, June 03, 2004 1:43 PM
> To: vansairforce@yahoogroups.com
> Subject: [VAF Mailing List] Panel mounting a handheld GPS
>
>
> Is it legal to panel mount a handheld GPS in an Experimental
> aircraft?? I am talking about a semi-permanent installation, not an
> installation that would make for quick removal. Thanks.
>
> Hugh "McFly"
>
>
>
>
>
> --------------------~-->
> Now with Pop-Up Blocker. Get it for free!
> http://us.click.yahoo.com/L5YrjA/eSIIAA/yQLSAA/1yWplB/TM
> ------~->
>
> Online help on this group at: http://help.yahoo.com/help/groups/
>
>
>
>
>
>
>
>
Online help on this group at:
http://help.yahoo.com/help/groups/
ADVERTISEMENT
--
--
a.. To visit your group on the web, go to:
http://groups.yahoo.com/group/vansairforce/
b.. To unsubscribe from this group, send an email to:
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Service.
[Non-text portions of this message have been removed]
Online help on this group at:
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Online help on this group at:
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--
a.. To visit your group on the web, go to:
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b.. To unsubscribe from this group, send an email to:
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[Non-text portions of this message have been removed]
Now with Pop-Up Blocker. Get it for free!
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Online help on this group at:
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<*> To visit your group on the web, go to:
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<*> To unsubscribe from this group, send an email to:
vansairforce-unsubscribe@yahoogroups.com
http://docs.yahoo.com/info/terms/
Message 21
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|
| Subject: | QB delivery logistics |
--> RV-List message posted by: Mike Draper <mdraper@nww.com>
I am back in the building mode working on my emp and am just about to
place an order for a QB fuse/wing.
My question to the group is one around logistics. Vans told me for
an addition $60 the trucking company can deliver to your door.
However, I was told that they trucker will not assist in the unloading.
Some folks have opted to pick up the crates at the terminal with a
uhaul rental. If you go this route, the folks at the terminal will
load your truck. You can then drive home and unpack at your leisure.
For those of you who have gone the home delivery option. How have
you unloaded the truck? Would you do it again or opt for a terminal
delivery?
Thanks in advance for sharing your experience.
Best,
Mike
Bridgewater, MA
RV-8 qb (finally)
Message
<META content="MSHTML 6.00.2800.1400" name=GENERATOR>
I am back in the building mode working on
my emp and am just about to
place an order for a QB fuse/wing.
My
question to the group is one around logistics. Vans told me for
an addition
$60 the trucking company can deliver to your door.
However, I was told that
theytrucker will not assist in the
unloading.
Some folks have opted to pick up the crates at the terminal
with a
uhaul rental. If you go this route, the folks at the terminal
will
load your truck. You can then drive home and unpack at your
leisure.
For those of you who have gone the home delivery option. How
have
you unloaded the truck? Would you
do it again or opt for a terminal delivery?
Thanks in advance for
sharing your experience.
Best,
Mike
Bridgewater, MA
RV-8 qb
(finally)
Message 22
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|
| Subject: | Re: QB delivery logistics |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
Hi,
The fuselage crate is pretty heavy, and rather big.
If you want to see some pictures of my delivery, I have
a bunch of them here.
http://rv8.ch/gallery/view_album.php?set_albumName=KitArrival
Don't even think about unloading it without at least 3 pretty
stout people. A forklift would be a good idea. Of course,
if you can get a low trailer, and then take time to unload
all the pieces, then two people will be enough. The fuselage
itself can be moved by two pretty strong people.
Mickey
At 23:33 04-06-04, Mike Draper wrote:
-----Start of Original Message-----
>--> RV-List message posted by: Mike Draper <mdraper@nww.com>
>
>I am back in the building mode working on my emp and am just about to
>place an order for a QB fuse/wing.
>
>My question to the group is one around logistics. Vans told me for
>an addition $60 the trucking company can deliver to your door.
>However, I was told that they trucker will not assist in the unloading.
>
>Some folks have opted to pick up the crates at the terminal with a
>uhaul rental. If you go this route, the folks at the terminal will
>load your truck. You can then drive home and unpack at your leisure.
>
>For those of you who have gone the home delivery option. How have
>you unloaded the truck? Would you do it again or opt for a terminal
>delivery?
>
>Thanks in advance for sharing your experience.
>
>Best,
>
>Mike
>Bridgewater, MA
>RV-8 qb (finally)
-----End of Original Message-----
--
Mickey Coggins
http://www.rv8.ch/
#82007 QB Wings/Fuselage
do not archive
Message 23
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| Subject: | Re: QB delivery logistics |
--> RV-List message posted by: "Curt" <choffman9@cinci.rr.com>
I went the terminal route for the QB fuselage. The wings I had the slow kit.
I liked the terminal method better since I could pick the time to get it to
my house, have some friends to help, and take my time unloading. Plus with
the Uhaul trailer, the box was only about 18" or so off the ground. And it
is a very big box. Hangs over the 12' flat bed trailer by a bit.
I will say the terminal in Cincinnati was not high on loading the box onto
my trailer. They don't have a good method to get it down to ground level. it
took them a while to agree to do it and then a while to get it down there
via a narrow twisty ramp. I told them they either get it on the trailer or
send it back to Oregon. Either way was ok with me but I wasn't paying unless
it was on my trailer or on the ground at my house.
It got to my trailer pretty quick after that.
Curt Hoffman
RV-9A Wings done, QB fuselage, tail about done
Cherokee N5320W
TR6 back to running with HS6 SUs
Harley Road King Classic
Maybe I need a sailboat
----- Original Message -----
From: "Mike Draper" <mdraper@nww.com>
Subject: RV-List: QB delivery logistics
> --> RV-List message posted by: Mike Draper <mdraper@nww.com>
>
> I am back in the building mode working on my emp and am just about to
> place an order for a QB fuse/wing.
>
> My question to the group is one around logistics. Vans told me for
> an addition $60 the trucking company can deliver to your door.
> However, I was told that they trucker will not assist in the unloading.
>
> Some folks have opted to pick up the crates at the terminal with a
> uhaul rental. If you go this route, the folks at the terminal will
> load your truck. You can then drive home and unpack at your leisure.
>
> For those of you who have gone the home delivery option. How have
> you unloaded the truck? Would you do it again or opt for a terminal
> delivery?
>
> Thanks in advance for sharing your experience.
>
> Best,
>
> Mike
> Bridgewater, MA
> RV-8 qb (finally)
>
>
> Message
>
> <META content="MSHTML 6.00.2800.1400" name=GENERATOR>
>
> I am back in the building mode working on
> my emp and am just about to
> place an order for a QB fuse/wing.
>
> My
> question to the group is one around logistics. Vans told me for
> an addition
> $60 the trucking company can deliver to your door.
> However, I was told that
> theytrucker will not assist in the
> unloading.
>
> Some folks have opted to pick up the crates at the terminal
> with a
> uhaul rental. If you go this route, the folks at the terminal
> will
> load your truck. You can then drive home and unpack at your
> leisure.
>
> For those of you who have gone the home delivery option. How
> have
> you unloaded the truck? Would you
> do it again or opt for a terminal delivery?
>
> Thanks in advance for
> sharing your experience.
>
> Best,
>
> Mike
> Bridgewater, MA
> RV-8 qb
> (finally)
>
>
Message 24
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--> RV-List message posted by: jamesbaldwin@attglobal.net
I have seen several posts here with comments regarding speed vs
horsepower, most recently Bill Von Dan's comment on converting his 0-320
to 160 HP. Just so you other guys don't perform these engine hop-ups
to gain unattainable speed increases I hasten to point out that the
increase in speed (cruise) is the cube root of the horsepower ratio. In
other words, add an engine with 50% more power (pretty difficult without
increasing displacement) and you might see as much as 14% speed
increase. If it was a 170 mph airframe it would now cruise best case
at maybe 193 mph. Of course the big engine will have more cooling drag,
perhaps a larger cowl, etc., so the increase is more likely less.
A friend told me, after converting his Grumman Cheetah, 150 HP, to a
Tiger with 180 HP that his cruise was 20 mph faster. Of course large
numbers of beers were bet and only barely did I escape the Betty Ford
Clinic. The speed increase worked out to 6 mph which was very close to
the cube root of the HP ratio. Just thought you guys might like to know
before you spend the bucks upgrading. Now, if we're talking climb
numbers, the equation is much different and HP makes a bigger
difference. Good for a later post.
James Baldwin
SportAV8R@aol.com wrote:
>--> RV-List message posted by: SportAV8R@aol.com
>
>Bill- best of luck with the new engine.
>
>I did the belchfire upgrade to mine after a bad cam & followers episode, but only
went to 8.5:1, for a nominal 160 hp. Now I get to buy premium mogas at home
and 100LL while on the road (nobody sells premium mogas at FBO's) for an additional
10 hp, which has made little if any perceptible difference in performance
(I'm still limited to 2600 rpm by the Sensenich engineering marvel on the
nose and get 2280 static rpm at 1050 MSL typically, will get even less if I coarsen
the pitch as has been recommended to avoid overspeeding in cruise!) Would
I do it again if I had it to do over? NO WAY! Not for the privilege of
paying 20 cents per gallon more for hi-test when regular used to do. Also, I
heard that 160hp was as high as one ought to push the O-320-E2D due to the small
front main bearing (from an O-290; gee, thanks, Lycoming...) so you might be
in relatively uncharted territory.
>
>Hope your mileage varies considerably from mine.
>
>-Stormy / 6-A, 386 hrs.
>
>
>
>
Message 25
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|
| Subject: | Flying RV's in Ontario |
--> RV-List message posted by: "Are Barstad" <are_barstad@norlogic.com>
DO NOT ARCHIVE
Here's the latest list of flying RV's in Ontario. If you go to our website
www.ontariorvators.org, you will see the details. Click on the 'Member's
RV's' link.
This is up to date with Transport Canada but if anyone see anything that
should be changed, please let me know.
Flying RV's in Ontario
RV-3 - 4
RV-4 - 12
RV-6 - 18
RV-6A - 13
RV-8 - 4
TOTAL 51
Are RV-8 wings
VAF-OW
Van's Air Force - Ontario Wing
www.ontariorvators.org
---
Message 26
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| Subject: | Re: Big Momma & Landings |
--> RV-List message posted by: "Curt Reimer" <cgreimer@mb.sympatico.ca>
I find my -6 handles and performs just fine with a full load (1750) and two
people. I might give up a couple of hundred feet per minute in climb, even
with only 160 hp and a fixed pitch prop. There are some advantages too. With
the higher wing loading, it's noticably more solid in feel, which isn't a
bad thing on a cross country flight. What I dislike about flying with two is
the lack of space. RV-6s just don't have a lot of extra room. I'm the
broad-shouldered type and even with me and my small wife, I find it cramped.
I'd give up 10 knots for another 4" of width. Hmmm - maybe the next RV
should be a widebody varient...
Curt
Message 27
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--> RV-List message posted by: Lwfeatherston@aol.com
Do Not Archive! I have been a huge fan of Richard Van Grunsven's airplanes
since my RV-4 with a Lycoming IO-360 sort of fell into my lap about 8 years
ago. I purchased mine from the wife of my very close friend who unfortunately
deceased himself at an early age. It is a bit amusing to remember talking with
the people at Van's and with Mike Seager, inquiring as to whether or not my
flying abilities measured up to this "hot" ship. They were all very kind and
assured me that it would be a very nice airplane to fly. I was positively
amazed (as were many of you) what a delightful airplane I had discovered. The
only
things I was unhappy about was the physical (I am 6'1" and 215 lbs)
dimensions of the cockpit, and the solid crankshaft Lycoming which was equipped
with a
wooden prop. I.E. no serious IFR work in rain! Within a couple of years my
desires overwhelmed my budget, and I decided to build a much larger RV........
I decided on the RV-8 and purchased an RV-8QB. I was intent upon the Super
RV-8 conversion so popular in Indianapolis. When I went to Oregon to pick up
the kits, Van "his-self" and I spoke for a number of hours regarding the
I0-540. First off, there are almost no O- or I0-360's left out there. But there
is
an IO-540 laying around almost every hanger in the country just begging to be
restored. It is my unremitting conviction, that you can have a -540 for less
or no worse than equal money over a -360. Now with all respect to Van, when
he asked me not to put a -540 on an RV-8, I found a Harmon Rocket II project
which I purchased and finished. I believe I have found true happiness, a
large cockpit, a constant speed Hartzell for penetrating the rain, and maybe best
of all a designer who blesses the Lycoming -540. Want to go faster? Don't
boost the compression (we did that in High School); don't force yourself into the
premium fuel market; just do what the drag racing boys have
done..............Cubic Inches! I love my Rocket. With 61 hours on it, I have
experienced a
flight in formation with a Mooney cross country at 155 knots. He burned 8.4
gph, and I burned 7.8. Then when I have money, but want to move it on, I cruise
at my "N" number which is 206KT@75%. That costs 13.6 gph. Most of the time
I like 188 knots at 10.7gph which is my most efficient at 53% power. Can you
spell T.B.O? And can you climb at 4300'/min if you want to? I purchased my
engine for $14,000 with 450 hours on a first run rebuild by a terrific "name
brand" shop in Tulsa. Please do not think I am bragging or some egotistical bad
guy. I just researched all the options, talked with everyone who would give
me a piece of their wisdom, and I believe I made the correct choice. You may
do as you wish, but I would encourage you to consider a lovely airplane; the
Van's RV-4, converted by a really sincere and nice gentleman (John Harmon) who
cares about his customers; and build a Harmon Rocket. I am absolutely
delighted. Thanks for reading about my experiences. And good flying in whatever
pleases you. Les Featherston morocketman@aol.com or 417-466-4663 DO NOT ARCHIVE!
Message 28
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| Subject: | Reno box seating |
--> RV-List message posted by: "Mike Comeaux" <mcomeaux@bendnet.com>
Is there any one in the group with seating available in a box for a fellow Rv'er
I'm trying to find (2) seats for him. Contact me off list
at mcomeaux@bendnet.com. Do not Archive.....
Mike Comeaux
Message 29
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| Subject: | inner tube valve nut |
--> RV-List message posted by: "thomas a. sargent" <sarg314@earthlink.net>
I just put my first wheel together. There is a washer and nut
installed on the inner tube valve as it comes out of the box. I don't
see anything useful to do with that nut and washer.
The part of the valve sticking out of the wheel isn't threaded all the
way down to where it emerges from the wheel, so the nut can't be made to
bear against that. Is the nut not used on the RV wheel? Or does it go
inside the wheel?
--
Tom Sargent, RV-6A, Landing gear
Message 30
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| Subject: | Re: inner tube valve nut |
--> RV-List message posted by: "Larry Pardue" <n5lp@warpdriveonline.com>
> --> RV-List message posted by: "thomas a. sargent" <sarg314@earthlink.net>
>
> I just put my first wheel together. There is a washer and nut
> installed on the inner tube valve as it comes out of the box. I don't
> see anything useful to do with that nut and washer.
>
Ahhh! Yes it is a problem. I say save up all those nuts and washers and
use them for keel ballast (you don't need them on the airplane).
do not archive
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://n5lp.net
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