Today's Message Index:
----------------------
1. 04:47 AM - Re: Rivet Direction, does it matter? (not processed: message from va... (Hopperdhh@aol.com)
2. 05:22 AM - Re: Pitot tube line? (Hopperdhh@aol.com)
3. 06:14 AM - Re: stiffeners for the 7 rudder (Condrey, Bob (US SSA))
4. 07:37 AM - Kim's first flight in N82JN!!! (Knicholas2@aol.com)
5. 09:50 AM - Tools (George Neal E Capt AU/PC)
6. 09:59 AM - Indicator Lights (sjhdcl@kingston.net)
7. 10:04 AM - gradual peak EGT creep - significance? (SportAV8R@aol.com)
8. 10:28 AM - Re: Kim's first flight in N82JN!!! (richard dudley)
9. 10:33 AM - Re: Indicator Lights (Gary Zilik)
10. 10:36 AM - Re: gradual peak EGT creep - significance? (Dan Checkoway)
11. 10:52 AM - Re: Kim's first flight in N82JN!!! (Ron Walker)
12. 11:23 AM - Re: Indicator Lights (Richard Tasker)
13. 11:38 AM - Re: gradual peak EGT creep - significance? (Kathleen (rv7))
14. 12:21 PM - Re: gradual peak EGT creep - significance? (Skylor Piper)
15. 12:53 PM - Burt Rutan's space ship and flight into space - first homebuilt in space (Philip Condon)
16. 02:04 PM - Determining Compression Ratio (John)
17. 02:27 PM - Re: stiffeners for the 7 rudder (Cammie Patch)
18. 03:06 PM - Re: stiffeners for the 7 rudder (Stein Bruch)
19. 08:21 PM - Re: Kim's first flight in N82JN!!! (Charles Rowbotham)
20. 08:47 PM - Fw: Speed improvement? -Antenna effects (LeastDrag93066@aol.com)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Rivet Direction, does it matter? (not processed: message |
from va...
--> RV-List message posted by: Hopperdhh@aol.com
In a message dated 7/11/04 11:20:18 AM US Eastern Standard Time,
Fiveonepw@aol.com writes:
> One thing that really worked well for me was to make some little donuts
> from
> 1/4" thick rubber sheet with a hole in the middle just big enough to hold it
>
> on the shank of the rivet before you squeeze/pound. Just use it until the
> rivet starts to expand, then remove and finish the rivet. Holds the rivet
> in
> place on hard-to-access locations, but the main thing is that it will help
> make
> sure there is no gap between the parts as the rivet begins to set.
>
> From The PossumWorks in TN
>
> Mark - RV-6A N51PW 80+ hours &packing for OSH
>
>
Great trick Mark! Now you tell me. I'll have to build another airplane to
try that out.
Dan Hopper
RV-7A (almost 4 hours!)
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Pitot tube line? |
--> RV-List message posted by: Hopperdhh@aol.com
Bryon,
Why not just leave enough to run all the way up to the indicator? There is
really no need for a connector. About 15 feet total is plenty if you take the
shortest route. How often do you expect to take the wings off? If you ever
do, you can then use the 1/4 inch id soft tubing to reconnect it. I used the
500 psi plastic brake tubing from Vans, since I don't have a heated pitot.
This heavy wall tubing is not likely to kink, chafe or get pinched. It runs
through the large fuselage hole that the pushrod goes through because the small
hole in the fuselage is out of line with the hole in the wing, if I remember
right. It needed to make a bend that didn't look good when running through the
small hole, so I just used cable ties to tie it to the bottom of the big hole.
It has plenty of clearance from the pushrod.
In retrospect (if you have a sliding canopy), and from some earlier posts, I
would run the static line down the right side of the fuselage and run a longer
(than the 15 ft. mentioned above) pitot line. You would go aft back to the
seat bulkhead, and then up and forward under the canopy skirt along the
longerons. I didn't do this because I already had the static line on the left
side.
This would hide the line better than how mine came out. Maybe I'll change it
later, probably not.
IMHO, YMMV as they say.
Regards,
Dan Hopper
RV-7A (Finally flying)
In a message dated 7/10/04 5:48:16 PM US Eastern Standard Time,
BGCrook@aol.com writes:
>
> --> RV-List message posted by: BGCrook@aol.com
>
> Hi all,
>
> I'm getting ready to route my pitot line through the wing. I didn't
> find any info on the plans as to how much tubing should extend out the root
> rib.
>
> I have considered using a bulkhead union at the root rib instead. Later when
>
> the wing was mated to the fuse, I could just make a line to connect the root
>
> rib fitting to the fitting in the fuse. However, I don't know if this would
> work as I have not seen how much room there is between the wing and the
> fuse.
>
> Any thoughts or suggestions?
>
> Bryon Crook
> -7 wings
>
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | stiffeners for the 7 rudder |
--> RV-List message posted by: "Condrey, Bob (US SSA)" <bob.condrey@baesystems.com>
Bandsaws have already been suggested but I've also had good results with
a small 6" cut-off saw from Harbor Freight (around $30 on sale). Dan
Checkoway has a picture of these on his website:
http://www.rvproject.com/tools.html you'll need to scroll down about 2/3
of the way to see it. This is definitely one of those things that you
could do without but there are times when it is VERY handy.
Bob
RV-10 #40105
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Jeff Cours
Subject: Re: RV-List: stiffeners for the 7 rudder
--> RV-List message posted by: Jeff Cours <rv-j@moriarti.org>
Thanks for all the suggestions!
The reason for the fluting is that the snips were mildly distorting the
stiffeners. They come straight/flat from the factory, but the snips made
them slightly concave. Since the stiffeners pretty much control the
shape of the rudder's skin, I wanted to make sure they had the right
shape. I was able to mostly straighten them with seamers but had to
flute a bit to get them completely flat again.
One one of them, I did try going straight from the snips to the
scotchbrite wheel, but it was slow going: for the taper, there were
places I had to leave quite a bit of aluminum. I think the file was
faster...
I guess there's a bandsaw, a belt sander, or both in my future. :-)
thanks again!
Jeff
==
direct advertising on the Matronics Forums.
==
==
==
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Kim's first flight in N82JN!!! |
--> RV-List message posted by: Knicholas2@aol.com
Well, yesterday afternoon I could make no more excuses. The weather was
good. Temp mid 70's, light wind from the north. My EAA inspector said she was
ready. THe FAA gave their blessing. I have inspected and "pre-flighted" the
plane multiple times, the engine is running well, taxi tests were great.
With a friend flying chase plane in his Cessna, and just a few friends and
family watching, I took runway 34 at Pierce County (Thun) Airport. Slowly
applied power, kept the stick back to take the load off teh nose wheel....
perfect take off! SHE FLIES!!
I stayed in the pattern at 3000 feet for half an hour. Very smooth. No heavy
wing. Tried turns, slow flight, approach to stall with 1/2 flaps, then full
flaps. Even on climb out all I had to do is trim the elevator and she flew
hands-off. Good pilot sphincter control. I was very nervous about that first
landing but it was near perfect. Easy approach, flare, keep the nose wheel
up... up...up... Time to breath no. .
That was enough. My friends bought me a congralulatory beer with hand shakes
all around.
I was tired.
Kim Nicholas
RV9A FLYING!!!
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: George Neal E Capt AU/PC <Neal.George@MAXWELL.AF.MIL>
Listers -
If you're through building and would like to make room in your tool box, I'm
looking for some stuff like tank dimple dies, longeron yoke, thin-nose
no-hole yoke, flare tool, never know what else...
Contact me off-list at n8zg@arrl.net or 334-953-1516 or 334-546-2033.
Neal
RV-7 N8ZG
Wings ordered
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Indicator Lights |
--> RV-List message posted by: sjhdcl@kingston.net
Anybody know where I can get some indicator lights made? I want the 1" by
1/4" (or so) lights that have word cutouts on them such as LOW VOLTAGE,
CANOPY OPEN, etc. Cirrus SR22 aircraft have lights like this. Sort of like
most warning lights in cars.
I've tried all sorts of lights on my last RV but never really liked any of
them.
Steve
RV7A - 70015 sold
RV7A - 71629
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | gradual peak EGT creep - significance? |
--> RV-List message posted by: SportAV8R@aol.com
I have a GRT engine monitor keeping watch over my Lycoming O-320 with fixed pitch
Sensenich prop. For the past 6 years and 400 hours, I have had the monitor
set to notify me at an upper limit EGT of 1520 F, to eliminate nuisance alarms.
Typically, when I lean to peak, and sometimes beyond, the EGT will rise on
#3 cylinder (the one I usually watch) to about 1510 and then drop. Of note,
I can lean this carbureted engine to about 1480 {lean-of-peak} without any roughness
(but with noticable power loss). I lean agressively in cruise, to about
peak, and then stop before power loss becomes a factor.
Over the past three weeks, I have noticed a steady increase in the number of EGT
over-temp alarms which require me to enrich the mixture to cancel them out.
On a recent cross country, this became very annoying. I realize that absolute
EGT readings are almost meaningless, and that one solution to the problem is
to reset the alarm limits on the GRT monitor, but I want to know why the new
trend has developed. Just for science, I went ahead and leaned to peak the other
day and found my "new peak" occurred at 1539 F. This is 25 degrees higher
than I had ever been able to push the EGT in the past 6 years. The engine otherwise
runs normally.
There has been no appreciable difference in fuel burn, static rpm or overall performance.
Could this be: a thermocouple or instrument issue; a change in timing
(e-gap, magneto points, etc); spring summer mogas blended differently this
year than last season; or some other cause I haven't thought of? The engine
is high-compression and has had nothing but 93 octane mogas for the past few months;
in past years I have been more consistent about running some 100LL through
it every now and then. Oil analysis and compression tests don't point to
anything wrong.
Before I just reset my alarm limits and learn to live with new relative readings,
I'd like to make sure there isn't more to be on the lookout for. Thoughts
appreciated.
-BB RV-6A 399 hrs
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Kim's first flight in N82JN!!! |
--> RV-List message posted by: richard dudley <rhdudley@att.net>
Congratulations Kim!!!
Richard Dudley
-6A painting
Knicholas2@aol.com wrote:
>--> RV-List message posted by: Knicholas2@aol.com
>
>Well, yesterday afternoon I could make no more excuses. The weather was
>good. Temp mid 70's, light wind from the north. My EAA inspector said she was
>ready. THe FAA gave their blessing. I have inspected and "pre-flighted" the
>plane multiple times, the engine is running well, taxi tests were great.
>
>With a friend flying chase plane in his Cessna, and just a few friends and
>family watching, I took runway 34 at Pierce County (Thun) Airport. Slowly
>applied power, kept the stick back to take the load off teh nose wheel....
>perfect take off! SHE FLIES!!
>
>I stayed in the pattern at 3000 feet for half an hour. Very smooth. No heavy
>wing. Tried turns, slow flight, approach to stall with 1/2 flaps, then full
>flaps. Even on climb out all I had to do is trim the elevator and she flew
>hands-off. Good pilot sphincter control. I was very nervous about that first
>landing but it was near perfect. Easy approach, flare, keep the nose wheel
>up... up...up... Time to breath no. .
>
>That was enough. My friends bought me a congralulatory beer with hand shakes
>all around.
>
>I was tired.
>
>Kim Nicholas
>RV9A FLYING!!!
>
>
>
>
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Indicator Lights |
--> RV-List message posted by: Gary Zilik <zilik@direcpc.com>
How about these?
http://www.aircraftspruce.com/catalog/elpages/legendlights.php
Gary
sjhdcl@kingston.net wrote:
>--> RV-List message posted by: sjhdcl@kingston.net
>
>Anybody know where I can get some indicator lights made? I want the 1" by
>1/4" (or so) lights that have word cutouts on them such as LOW VOLTAGE,
>CANOPY OPEN, etc. Cirrus SR22 aircraft have lights like this. Sort of like
>most warning lights in cars.
>
>I've tried all sorts of lights on my last RV but never really liked any of
>them.
>
>Steve
>RV7A - 70015 sold
>RV7A - 71629
>
>
>
>
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: gradual peak EGT creep - significance? |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
I'll bet it's ignition related. Turn off each mag in flight, one mag at a
time. When you turn off the mag you should see a rise in EGT on all 4
cylinders. If you don't see one or more cylinders' EGT rise, then you
pretty much know you've got a spark/ignition issue there. If all four
cylinders' EGTs rise when you turn off each mag, then you can rule out that
possibility.
On a recent flight I noticed cylinders 3 & 4 running hotter EGT than
"normal," and when I shut of my one mag (running only on the EI), the engine
ran rough at best. When I shut off the EI, only cylinders 1 & 2 EGTs
rose...I knew immediately that the coil firing 3 & 4 wasn't doing its job.
Traced the problem to a wiring fault, done deal.
I got into a debate last week when I attended the FAA's seminar on "Modern
Piston Engine Management." It was aimed at people running with fuel
injection and all-cylinder EGT monitoring capability, because the topic of
conversation was lean of peak operations. Right up my alley. But there
were some people with carb+single probe EGT there...the discussion didn't
really apply to them, but they asked if there was any rationalization for
having a 4-probe EGT on their O-360. Most people said, "Don't spend the
money, it's a waste." But I argue strongly on the other side of the fence.
The more engine monitoring we have, the more quickly we can detect and
diagnose a problem.
Just my 2 cents (only partially relevant, sorry).
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: <SportAV8R@aol.com>
Subject: RV-List: gradual peak EGT creep - significance?
> --> RV-List message posted by: SportAV8R@aol.com
>
> I have a GRT engine monitor keeping watch over my Lycoming O-320 with
fixed pitch Sensenich prop. For the past 6 years and 400 hours, I have had
the monitor set to notify me at an upper limit EGT of 1520 F, to eliminate
nuisance alarms. Typically, when I lean to peak, and sometimes beyond, the
EGT will rise on #3 cylinder (the one I usually watch) to about 1510 and
then drop. Of note, I can lean this carbureted engine to about 1480
{lean-of-peak} without any roughness (but with noticable power loss). I lean
agressively in cruise, to about peak, and then stop before power loss
becomes a factor.
>
> Over the past three weeks, I have noticed a steady increase in the number
of EGT over-temp alarms which require me to enrich the mixture to cancel
them out. On a recent cross country, this became very annoying. I realize
that absolute EGT readings are almost meaningless, and that one solution to
the problem is to reset the alarm limits on the GRT monitor, but I want to
know why the new trend has developed. Just for science, I went ahead and
leaned to peak the other day and found my "new peak" occurred at 1539 F.
This is 25 degrees higher than I had ever been able to push the EGT in the
past 6 years. The engine otherwise runs normally.
>
> There has been no appreciable difference in fuel burn, static rpm or
overall performance. Could this be: a thermocouple or instrument issue; a
change in timing (e-gap, magneto points, etc); spring summer mogas blended
differently this year than last season; or some other cause I haven't
thought of? The engine is high-compression and has had nothing but 93
octane mogas for the past few months; in past years I have been more
consistent about running some 100LL through it every now and then. Oil
analysis and compression tests don't point to anything wrong.
>
> Before I just reset my alarm limits and learn to live with new relative
readings, I'd like to make sure there isn't more to be on the lookout for.
Thoughts appreciated.
>
> -BB RV-6A 399 hrs
>
>
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Kim's first flight in N82JN!!! |
--> RV-List message posted by: "Ron Walker" <ron@walker.net>
Fantastic! I know that feeling all too well! Just went through it myself
with my 7A on the 4th of July !!!
Keep it goin! Congrats!
Ron
----- Original Message -----
From: <Knicholas2@aol.com>
Subject: RV-List: Kim's first flight in N82JN!!!
> --> RV-List message posted by: Knicholas2@aol.com
>
> Well, yesterday afternoon I could make no more excuses. The weather was
> good. Temp mid 70's, light wind from the north. My EAA inspector said she
was
> ready. THe FAA gave their blessing. I have inspected and "pre-flighted"
the
> plane multiple times, the engine is running well, taxi tests were great.
>
> With a friend flying chase plane in his Cessna, and just a few friends
and
> family watching, I took runway 34 at Pierce County (Thun) Airport.
Slowly
> applied power, kept the stick back to take the load off teh nose wheel....
> perfect take off! SHE FLIES!!
>
> I stayed in the pattern at 3000 feet for half an hour. Very smooth. No
heavy
> wing. Tried turns, slow flight, approach to stall with 1/2 flaps, then
full
> flaps. Even on climb out all I had to do is trim the elevator and she
flew
> hands-off. Good pilot sphincter control. I was very nervous about that
first
> landing but it was near perfect. Easy approach, flare, keep the nose
wheel
> up... up...up... Time to breath no. .
>
> That was enough. My friends bought me a congralulatory beer with hand
shakes
> all around.
>
> I was tired.
>
> Kim Nicholas
> RV9A FLYING!!!
>
>
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Indicator Lights |
--> RV-List message posted by: Richard Tasker <retasker@optonline.net>
If you want to make up your own, this line of LED indicators at Digikey
may be just what you are looking for.
MU04-2101 (0.8 x .027) or MU07-2101 (1.2 x 0.27). These are red, other
are colors available.
Just go to www.digikey.com and enter the part number. You can then get
to the page or the vendor's info.
Dick Tasker, RV9A # 90573
sjhdcl@kingston.net wrote:
>--> RV-List message posted by: sjhdcl@kingston.net
>
>Anybody know where I can get some indicator lights made? I want the 1" by
>1/4" (or so) lights that have word cutouts on them such as LOW VOLTAGE,
>CANOPY OPEN, etc. Cirrus SR22 aircraft have lights like this. Sort of like
>most warning lights in cars.
>
>I've tried all sorts of lights on my last RV but never really liked any of
>them.
>
>Steve
>RV7A - 70015 sold
>RV7A - 71629
>
>
>
>
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | gradual peak EGT creep - significance? |
--> RV-List message posted by: "Kathleen (rv7)" <Kathleen@rv7.us>
Dan raised the issue of finding these problems through having constant
monitoring of EGT for all cylinders. He's right. You can't live without
it. We recently lost a Mooney 201, and almost our lives, because of
partially clogged fuel injectors shortly after a warm day takeoff from a
5000' msl mountain airport. With only 1 cylinder being monitored for EGT,
the problem wasn't immediately apparent. Had we had 4-channel EGT, we may
have landed back at the airport instead of cartwheeling along a steep rocky
mountainside. In our case, Dan's 2 cents worth would have equaled avoiding
the loss of a nice airplane and months in the hospital. Hmmm, let's see,
that, or the cost of an EGT? A lesson hard learned. If you're not flying
with all-cylinder EGT monitoring, you'd better give it some really serious
thought. You can bet your hind quarters that I'm not flying anything
without it...
Kathleen Evans
www.rv7.us
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Dan Checkoway
Subject: Re: RV-List: gradual peak EGT creep - significance?
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
I'll bet it's ignition related. Turn off each mag in flight, one mag at a
time. When you turn off the mag you should see a rise in EGT on all 4
cylinders. If you don't see one or more cylinders' EGT rise, then you
pretty much know you've got a spark/ignition issue there. If all four
cylinders' EGTs rise when you turn off each mag, then you can rule out that
possibility.
On a recent flight I noticed cylinders 3 & 4 running hotter EGT than
"normal," and when I shut of my one mag (running only on the EI), the engine
ran rough at best. When I shut off the EI, only cylinders 1 & 2 EGTs
rose...I knew immediately that the coil firing 3 & 4 wasn't doing its job.
Traced the problem to a wiring fault, done deal.
I got into a debate last week when I attended the FAA's seminar on "Modern
Piston Engine Management." It was aimed at people running with fuel
injection and all-cylinder EGT monitoring capability, because the topic of
conversation was lean of peak operations. Right up my alley. But there
were some people with carb+single probe EGT there...the discussion didn't
really apply to them, but they asked if there was any rationalization for
having a 4-probe EGT on their O-360. Most people said, "Don't spend the
money, it's a waste." But I argue strongly on the other side of the fence.
The more engine monitoring we have, the more quickly we can detect and
diagnose a problem.
Just my 2 cents (only partially relevant, sorry).
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: <SportAV8R@aol.com>
Subject: RV-List: gradual peak EGT creep - significance?
> --> RV-List message posted by: SportAV8R@aol.com
>
> I have a GRT engine monitor keeping watch over my Lycoming O-320 with
fixed pitch Sensenich prop. For the past 6 years and 400 hours, I have had
the monitor set to notify me at an upper limit EGT of 1520 F, to eliminate
nuisance alarms. Typically, when I lean to peak, and sometimes beyond, the
EGT will rise on #3 cylinder (the one I usually watch) to about 1510 and
then drop. Of note, I can lean this carbureted engine to about 1480
{lean-of-peak} without any roughness (but with noticable power loss). I lean
agressively in cruise, to about peak, and then stop before power loss
becomes a factor.
>
> Over the past three weeks, I have noticed a steady increase in the number
of EGT over-temp alarms which require me to enrich the mixture to cancel
them out. On a recent cross country, this became very annoying. I realize
that absolute EGT readings are almost meaningless, and that one solution to
the problem is to reset the alarm limits on the GRT monitor, but I want to
know why the new trend has developed. Just for science, I went ahead and
leaned to peak the other day and found my "new peak" occurred at 1539 F.
This is 25 degrees higher than I had ever been able to push the EGT in the
past 6 years. The engine otherwise runs normally.
>
> There has been no appreciable difference in fuel burn, static rpm or
overall performance. Could this be: a thermocouple or instrument issue; a
change in timing (e-gap, magneto points, etc); spring summer mogas blended
differently this year than last season; or some other cause I haven't
thought of? The engine is high-compression and has had nothing but 93
octane mogas for the past few months; in past years I have been more
consistent about running some 100LL through it every now and then. Oil
analysis and compression tests don't point to anything wrong.
>
> Before I just reset my alarm limits and learn to live with new relative
readings, I'd like to make sure there isn't more to be on the lookout for.
Thoughts appreciated.
>
> -BB RV-6A 399 hrs
>
>
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: gradual peak EGT creep - significance? |
--> RV-List message posted by: Skylor Piper <skylor4@yahoo.com>
IMO, multi cylinder engine moniters should be
considered a must in ANY piston airplane. As Dan
indicated, they can be tremendously useful in
diagnosing engine problems.
If the ignition checks don't turn up anything, try
doing a compression check, and listen specifically for
exhaust valve leakage. Leaky exhaust valves can also
cause an increase in EGT's.
--- Dan Checkoway <dan@rvproject.com> wrote:
> --> RV-List message posted by: "Dan Checkoway"
> <dan@rvproject.com>
>
> I'll bet it's ignition related. Turn off each mag
> in flight, one mag at a
> time. When you turn off the mag you should see a
> rise in EGT on all 4
> cylinders. If you don't see one or more cylinders'
> EGT rise, then you
> pretty much know you've got a spark/ignition issue
> there. If all four
> cylinders' EGTs rise when you turn off each mag,
> then you can rule out that
> possibility.
>
>.........................................
>
> I got into a debate last week when I attended the
> FAA's seminar on "Modern
> Piston Engine Management." It was aimed at people
> running with fuel
> injection and all-cylinder EGT monitoring
> capability, because the topic of
> conversation was lean of peak operations. Right up
> my alley. But there
> were some people with carb+single probe EGT
> there...the discussion didn't
> really apply to them, but they asked if there was
> any rationalization for
> having a 4-probe EGT on their O-360. Most people
> said, "Don't spend the
> money, it's a waste." But I argue strongly on the
> other side of the fence.
> The more engine monitoring we have, the more quickly
> we can detect and
> diagnose a problem.
>
> Just my 2 cents (only partially relevant, sorry).
>
__________________________________
http://promotions.yahoo.com/new_mail
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Burt Rutan's space ship and flight into space - first homebuilt |
in space
--> RV-List message posted by: "Philip Condon" <pcondon@mitre.org>
http://www.richard-seaman.com/Aircraft/AirShows/SpaceShipOne2004/index.html
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Determining Compression Ratio |
0.0 FROM_HAS_MIXED_NUMS From: contains numbers mixed in with letters
--> RV-List message posted by: "John" <n1cxo320@salidaco.com>
Is there a simple method of determining the compression ratio on a Lycoming
O-320 that may or may not have been upgraded to larger pistons without
taking anything apart and without using some exotic measuring devise?
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | stiffeners for the 7 rudder |
--> RV-List message posted by: "Cammie Patch" <cammie@sunvalley.net>
The stiffeners can be maddeningly boring. I trim them just shy of the line
with a band saw, sand the edges on a 12" disc sander (one of my most valuble
building tools http://www.grizzly.com/products/item.cfm?itemnumber=G7297 ),
and then finish with a finer grit on a sanding block then debur quickly with
scotchbrite (the wheel or manually). No fluting necessary. The snips-file
route would be way to slow for me.
Cammie
brake pedals
7a
--> RV-List message posted by: Jeff Cours <rv-j@moriarti.org>
I've been fabricating the stiffeners for a newer 7-style rudder. I'm
almost done with them, and will probably finish by the time any
responses to this message come back, but I'm in this process to learn
and can't help but wonder if there's a better way.
So far, I've been cutting away the extra aluminum with snips, leaving it
wide of the line. Then I file to the line with an aluminum file, deburr,
finish on a scotch-brite wheel, and bend and flute as necessary (since
the snips tend to distort the soft stiffener stock) to get them flat
again. It works well, but it's a fairly slow process. Out of curiousity,
have any of you all come up with a better or faster method?
thanks,
Jeff
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | stiffeners for the 7 rudder |
--> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
I'll do ya one better! After building 2 of these things the old slow way, I
have a tool that is hands down the most invaluable I have. It's bench
grinder with 2 3M scotchbrite wheels on it. On the left side I have a
"deburring wheel" which is like the abrasive quality of the brown
scotchbrite wheels, and on the right I have a finer buffing/polishing wheel
which is the consistancy of the blue scotchbrite wheels. No more using both
the disc sander and then the scotchbrite wheels. The left wheel is course
enought to grind corners and material, and the right wheel is fine enought
to polish with.
I agree with Cammie, cut with the bandsaw, then I just cleaned them up with
the scothbrite wheels on the bench grinder. It's VERY FAST, and does a
great job. Once again a tool I don't know how I did without on the 1st
plane.... The wheels are pricey but last a long time.
I still used the disc sander for thick (.063+) materials, but any thinner
than that and the scotchbrite wheels work fine. The RV7/9 rudder is not
difficult, I think I spend less than a day building the whole thing. I had
a head start after having built 2 of the old folded RV6 rudders though.
Just my 2 cents,
Stein Bruch
RV6's, Minneapolis
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Cammie Patch
Subject: RE: RV-List: stiffeners for the 7 rudder
--> RV-List message posted by: "Cammie Patch" <cammie@sunvalley.net>
The stiffeners can be maddeningly boring. I trim them just shy of the line
with a band saw, sand the edges on a 12" disc sander (one of my most valuble
building tools http://www.grizzly.com/products/item.cfm?itemnumber=G7297 ),
and then finish with a finer grit on a sanding block then debur quickly with
scotchbrite (the wheel or manually). No fluting necessary. The snips-file
route would be way to slow for me.
Cammie
brake pedals
7a
--> RV-List message posted by: Jeff Cours <rv-j@moriarti.org>
I've been fabricating the stiffeners for a newer 7-style rudder. I'm
almost done with them, and will probably finish by the time any
responses to this message come back, but I'm in this process to learn
and can't help but wonder if there's a better way.
So far, I've been cutting away the extra aluminum with snips, leaving it
wide of the line. Then I file to the line with an aluminum file, deburr,
finish on a scotch-brite wheel, and bend and flute as necessary (since
the snips tend to distort the soft stiffener stock) to get them flat
again. It works well, but it's a fairly slow process. Out of curiousity,
have any of you all come up with a better or faster method?
thanks,
Jeff
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Kim's first flight in N82JN!!! |
--> RV-List message posted by: "Charles Rowbotham" <crowbotham@hotmail.com>
Kim,
CONGRATULATIONS and WELL DONE !!!
Chuck & Dave Rowbotham
RV-8A
>From: Knicholas2@aol.com
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RV-List: Kim's first flight in N82JN!!!
>Date: Mon, 12 Jul 2004 10:36:01 EDT
>
>--> RV-List message posted by: Knicholas2@aol.com
>
>Well, yesterday afternoon I could make no more excuses. The weather was
>good. Temp mid 70's, light wind from the north. My EAA inspector said she
>was
>ready. THe FAA gave their blessing. I have inspected and "pre-flighted"
>the
>plane multiple times, the engine is running well, taxi tests were great.
>
>With a friend flying chase plane in his Cessna, and just a few friends and
>family watching, I took runway 34 at Pierce County (Thun) Airport. Slowly
>applied power, kept the stick back to take the load off teh nose wheel....
>perfect take off! SHE FLIES!!
>
>I stayed in the pattern at 3000 feet for half an hour. Very smooth. No
>heavy
>wing. Tried turns, slow flight, approach to stall with 1/2 flaps, then
>full
>flaps. Even on climb out all I had to do is trim the elevator and she flew
>hands-off. Good pilot sphincter control. I was very nervous about that
>first
>landing but it was near perfect. Easy approach, flare, keep the nose wheel
>up... up...up... Time to breath no. .
>
>That was enough. My friends bought me a congralulatory beer with hand
>shakes
>all around.
>
>I was tired.
>
>Kim Nicholas
>RV9A FLYING!!!
>
>
http://join.msn.click-url.com/go/onm00200361ave/direct/01/
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Fwd: Speed improvement? -Antenna effects |
--> RV-List message posted by: LeastDrag93066@aol.com
Hi All,
Just thought I would forward some information from a TC A/C site.
Jim Ayers
Subj:Speed improvement? - Antenna effects
Date:07/12/2004 6:15:28 PM Pacific Daylight Time
From:jeff@irealtylink.com
To:grumman-gang@xmission.com
Sent from the Internet (Details)
There is a recent article in Plane & Pilot which features the Socata
Trinidad. Interesting enough, the engineers at Socata actually
quantified the cruise speed impact of each antenna:
ADF - .75 knots
G/S - .32 knots
VOR - .59 knots
ELT - .16 knots
Other items:
Non-enclosed wingtip strobes - .43 knots
Rotating beacon - .16 knots
They also mention that Roy LoPresti once did a test of a Mooney 201
before/after removing all of the antennas. He gained 3.5 knots.
Jeff Simon
Approach Aviation
www.ApproachAviation.com
Phone: (978) 567-9909
Fax: (801) 697-4537
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|