Today's Message Index:
----------------------
1. 12:39 AM - Re: Rocket Lands Safely On Highway in Georgia (Bob 1)
2. 02:51 AM - Re: CONGRATULATIONS and WELL DONE !!!! (Christopher J Fortin)
3. 05:53 AM - Re: RV-List Digest: 41 Msgs - 08/13/04 (Glen Matejcek)
4. 05:55 AM - Emergency Parachutes (Glen Matejcek)
5. 06:09 AM - Re: Emergency Parachutes (Charlie Kuss)
6. 06:34 AM - Re: Re: RV-List Digest: 41 Msgs - 08/13/04 (Larry Pardue)
7. 07:58 AM - Re: Re: CONGRATULATIONS and WELL DONE !!!! (Jerry Springer)
8. 08:22 AM - Re: Matco Parking brake Lock-up (Matt Jurotich)
9. 08:35 AM - Re: Emergency Parachutes (Jaye and Scott Jackson)
10. 09:34 AM - Re: Emergency Parachutes (Bruce Gray)
11. 10:15 AM - compass wanted (Chuck Weyant)
12. 10:15 AM - Re: Re-subscribe (Stan & Eilene)
13. 11:24 AM - Re: (Dale Walker)
14. 02:44 PM - TruTrak static line (Doug Weiler)
15. 03:30 PM - Remove Wing from Stand? ()
16. 05:12 PM - Re: TruTrak static line (Pat Hatch)
17. 05:46 PM - Rocket Down (Donald Mei)
18. 05:48 PM - Performance Engines (Gary Lineberry)
19. 06:40 PM - Fuel pumps (Wheeler North)
20. 07:01 PM - Park brake (Wheeler North)
21. 07:04 PM - Re: Rocket Down (Kathleen (rv7))
22. 07:28 PM - Re: Rocket Lands Safely On Highway in Georgia (Jamie D. Painter)
23. 07:36 PM - Re: Park brake (Todd Bartrim)
24. 07:50 PM - Re: TruTrak static line (N223RV@aol.com)
25. 09:00 PM - Re: Rocket Down (RV_8 Pilot)
26. 09:24 PM - Poor Judgement (Eustace Bowhay)
27. 10:49 PM - Re: Performance Engines (RV6 Flyer)
Message 1
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| Subject: | Re: Rocket Lands Safely On Highway in Georgia |
--> RV-List message posted by: "Bob 1" <rv3a@comcast.net>
> So, what do you do if you're a long way from home, low and fuel and lost
in
> MVFR/IMC? Well, land on a highway, of course. Good to see that he walked
> away with very little damage to his plane. The write-up is also pretty
good
> and doesn't take the usual media approach of representing GA as a disaster
> waiting to happen.
=============================================
Of course????
I've got thousands of hours landing on roads from my crop dusting days.
It can be very dangerous and hazardous to your health if you are a novice.
Light poles, mail boxes, guy wires, highway signs, power lines, stop signs,
vehicles on the highway are just a few things that can ruin your day or
life.
IMO....
Anybody getting lost in the GPS world of today would probably botch
a highway landing too... while putting highway folks at risk in the process.
Patrick Swayze got lucky with his highway landing,
however his aircraft did not fair quite as well.
Plane Crash Involving Actor Patrick Swayze
On 1 June 2000, actor Patrick Swayze escaped injury after he made an
emergency landing in a housing development in Prescott Valley, AZ. He had
been en route from Van Nuys, CA to Las Vegas, NM when his aircraft
apparently had a pressurization problem at about 13,000 feet. The following
synopsis is taken from the NTSB report on the accident.
NTSB Identification: LAX00FA213
Date:1 June 2000
Location: Prescott Valley, AZ
Aircraft: Cessna 414A, registration: N414PS
Just prior to touchdown, the right wing of the aircraft struck a
streetlight, losing about a 4-foot outboard section of the right wing. The
aircraft then touched down, bounced, and touched down again, crossing an
intersection, striking a stop sign and another streetlight. The aircraft
then began veering right off the paved portion of the roadway, striking an
electrical utility box with outboard section of the extended left flap. The
aircraft came to a stop, facing south, about 200 yards from the impact
point.
Here's another collision with a light pole in VFR...
NTSB Identification: CHI04LA203
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 01, 2004 in Madison, WI
Aircraft: Knoepflein Lancair 2000, registration: N98SN
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has been
completed.
On August 1, 2004, at 1850 central daylight time, a Lancair 2000, N98SN,
collided with a light post and the terrain during an off airport landing in
Madison, Wisconsin, following a reported loss of engine power. The private
pilot was fatally injured. The airplane was destroyed. The 14 CFR Part 91
personal flight was operating in visual meteorological conditions. The pilot
had filed an instrument flight rules flight plan, but it had not been
activated at the time of the accident. The flight originated from Oshkosh,
Wisconsin, about 1820, and was en route to Lebanon, Kentucky.
Message 2
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| Subject: | RE: CONGRATULATIONS and WELL DONE !!!! |
--> RV-List message posted by: Christopher J Fortin <cjfortin@juno.com>
To the list at large,
It was not my intent to start a public debate over this matter. I assumed
this was a private discussion between Chuck and I. It appears that
somehow this was "leaked" to the list. ;-) It was suggested by some that
if "You don't like it, find another list. Just deal with it!! " We
wouldn't have to "deal" with it if people would just read and heed the
wishes of our list host. Certainly if one is smart enough to follow the
rules and regulations governing construction of a plane, you can follow
the simple instructions posted by Matt. Enough said.
Please accept my sincere apologies for cluttering up the bandwidth with
this.
Chris Fortin
N813CJ reserved
Do not archive
Message 3
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| Subject: | RE: RV-List Digest: 41 Msgs - 08/13/04 |
--> RV-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
Hi Don-
I used to jump, and still have friends in the community. One is a rigger I
used to jump with and who's judgement I trust completely. He had
recommended that a friend and I stay away from Strong due to his concerns
about apparent QC issues that have developed there. He did emphatically
recommend a National canopy in a Softie container. I was still building,
so I didn't buy rigs at that moment, but my buddy did.
Right at 2 years ago (Aug 10, 2002) my buddy found himself departing a
crippled Eagle II that was travelling essentially vertically at about 400'.
He's fine, the Eagle is landfill. (For the full story, see the annual
safety issue of Sport Aerobatics, May 2003). There was a lot of luck
involved in this event, both good and bad, but his canopy only had time to
open to about 5 feet in diameter before impact. That was the configuration
it was in as it lay atop the bean field. The drag of the pilot chute is
what actually extracted him from the cockpit. The deceleration and
reliability required to pull this off are fantastic!
Guess what brand of rigs I bought?
BTW, you know you have a conscientious rigger when they make you put your
rig on and pull the ripcord for real when you drop your rig off for your
regular repack cycle. Better still is a person who'll inspect and repack
it right before your very eyes.
Whatever rig you buy, know how to inspect it, know how to use it, and keep
up the inspection / repack cycle. After all, what good is an insurance
policy that you don't pay the premiums on?
Am I biased? You betcha! Remember, one of the few things worse than being
in an airplane and thinking 'now what do I do?' is being just outside the
airplane thinking 'now what do I do?'.
Glen
>
> Time: 10:03:08 AM PST US
> From: "Donald Mei" <don_mei@hotmail.com>
> Subject: RV-List: Emergency Parachutes
>
> --> RV-List message posted by: "Donald Mei" <don_mei@hotmail.com>
>
>
> I'm starting to do some formation flying and would like to purchase a
> parachute. It seems that Strong, National, and Softie are the preferred
> brands.
>
> I'm interested in anyone's opinions about any of the brands as well as on
> the various models they offer.
>
> I'm really interested in the seat vs. back pack tradeoffs. It seems to
me
> that with the seat pack works well in the RV-4. But I say this having
tried
> neither in my plane.
>
> I'm also curious about if anyone has used or knows about the RV-4
specific
> pack that Strong makes. It fits between the seat back and the spar.
>
> Thanks for all of your help.
>
> Don Mei
>
>
Message 4
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| Subject: | Emergency Parachutes |
--> RV-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
Hi All-
Sorry for the re-post, but I blew the subject line on my first note!
> [Original Message]
> From: Glen Matejcek <aerobubba@earthlink.net>
> To: <rv-list@matronics.com>
> Date: 8/14/2004 7:43:54 AM
> Subject: RE: RV-List Digest: 41 Msgs - 08/13/04
>
> Hi Don-
>
> I used to jump, and still have friends in the community. One is a rigger
I used to jump with and who's judgement I trust completely. He had
recommended that a friend and I stay away from Strong due to his concerns
about apparent QC issues that have developed there. He did emphatically
recommend a National canopy in a Softie container. I was still building,
so I didn't buy rigs at that moment, but my buddy did.
>
> Right at 2 years ago (Aug 10, 2002) my buddy found himself departing a
crippled Eagle II that was travelling essentially vertically at about 400'.
He's fine, the Eagle is landfill. (For the full story, see the annual
safety issue of Sport Aerobatics, May 2003). There was a lot of luck
involved in this event, both good and bad, but his canopy only had time to
open to about 5 feet in diameter before impact. That was the configuration
it was in as it lay atop the bean field. The drag of the pilot chute is
what actually extracted him from the cockpit. The deceleration and
reliability required to pull this off are fantastic!
>
> Guess what brand of rigs I bought?
>
> BTW, you know you have a conscientious rigger when they make you put your
rig on and pull the ripcord for real when you drop your rig off for your
regular repack cycle. Better still is a person who'll inspect and repack
it right before your very eyes.
>
> Whatever rig you buy, know how to inspect it, know how to use it, and
keep up the inspection / repack cycle. After all, what good is an
insurance policy that you don't pay the premiums on?
>
> Am I biased? You betcha! Remember, one of the few things worse than
being in an airplane and thinking 'now what do I do?' is being just outside
the airplane thinking 'now what do I do?'.
>
> Glen
>
> >
> > Time: 10:03:08 AM PST US
> > From: "Donald Mei" <don_mei@hotmail.com>
> > Subject: RV-List: Emergency Parachutes
> >
> > --> RV-List message posted by: "Donald Mei" <don_mei@hotmail.com>
> >
> >
> > I'm starting to do some formation flying and would like to purchase a
> > parachute. It seems that Strong, National, and Softie are the
preferred
> > brands.
> >
> > I'm interested in anyone's opinions about any of the brands as well as
on
> > the various models they offer.
> >
> > I'm really interested in the seat vs. back pack tradeoffs. It seems to
me
> > that with the seat pack works well in the RV-4. But I say this having
tried
> > neither in my plane.
> >
> > I'm also curious about if anyone has used or knows about the RV-4
specific
> > pack that Strong makes. It fits between the seat back and the spar.
> >
> > Thanks for all of your help.
> >
> > Don Mei
> >
> >
> >
> >
> >
Message 5
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| Subject: | Emergency Parachutes |
--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
Mike
Does your truck have a sun roof? How do you plan to exit the truck in an
emergency?? :-)
Charlie Kuss
definitely do not achieve
>--> RV-List message posted by: "Mike Nellis" <mike@bmnellis.com>
>
>I've been carrying a chute in the back seat of my truck since OSH. A friend
>of a friend was selling two of them but only moved one at OSH. If you're
>interested, I'll put you in touch with him. I think he wanted about $800 or
>so for it. To my untrained eye, it looked to be in great condition. I just
>took it out of my truck today so I know it's still avaliable.
>
>Mike Nellis
>RV-6 Fuselage N699BM
>1947 Stinson 108-2 NC9666K
>http://bmnellis.com
>
>*** -----Original Message-----
>*** From: owner-rv-list-server@matronics.com
>*** [mailto:owner-rv-list-server@matronics.com] On Behalf Of Donald Mei
>*** Sent: Friday, August 13, 2004 12:01 PM
>*** To: rv-list@matronics.com
>*** Subject: RV-List: Emergency Parachutes
>***
>***
>*** --> RV-List message posted by: "Donald Mei" <don_mei@hotmail.com>
>***
>***
>*** I'm starting to do some formation flying and would like to
>*** purchase a
>*** parachute. It seems that Strong, National, and Softie are
>*** the preferred
>*** brands.
>***
>*** I'm interested in anyone's opinions about any of the brands
>*** as well as on
>*** the various models they offer.
>***
>*** I'm really interested in the seat vs. back pack tradeoffs.
>*** It seems to me
>*** that with the seat pack works well in the RV-4. But I say
>*** this having tried
>*** neither in my plane.
>***
>*** I'm also curious about if anyone has used or knows about
>*** the RV-4 specific
>*** pack that Strong makes. It fits between the seat back and the spar.
>***
>*** Thanks for all of your help.
>***
>*** Don Mei
>***
>***
>*** ==============
>*** Matronics Forums.
>*** ==============
>*** ==============
>*** ==============
>***
>***
>***
>***
>***
>***
>***
>
>
Message 6
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| Subject: | Re: RE: RV-List Digest: 41 Msgs - 08/13/04 |
--> RV-List message posted by: "Larry Pardue" <n5lp@warpdriveonline.com>
----- Original Message -----
From: "Glen Matejcek" <aerobubba@earthlink.net>
Subject: RV-List: RE: RV-List Digest: 41 Msgs - 08/13/04
> --> RV-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
>
>
> BTW, you know you have a conscientious rigger when they make you put your
> rig on and pull the ripcord for real when you drop your rig off for your
> regular repack cycle. Better still is a person who'll inspect and repack
> it right before your very eyes.
>
Lots of good points Glen. I am not well informed on parachutes but would
like to point out there are different opinions on the repack while you wait
deal. I would dearly love to do this as each trip to my rigger is over 300
miles round trip. He insists on opening and airing the parachute (can't
remember how long, but too long to wait). I have a high opinion of this guy
so comply with his wishes and do the 600 miles of traveling. I know other
riggers who do not require this and who would be more convenient for me.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://n5lp.net
Message 7
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| Subject: | Re: RE: CONGRATULATIONS and WELL DONE !!!! |
--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
Christopher J Fortin wrote:
>--> RV-List message posted by: Christopher J Fortin <cjfortin@juno.com>
>
>To the list at large,
>
>It was not my intent to start a public debate over this matter. I assumed
>this was a private discussion between Chuck and I. It appears that
>somehow this was "leaked" to the list. ;-) It was suggested by some that
>if "You don't like it, find another list. Just deal with it!! " We
>wouldn't have to "deal" with it if people would just read and heed the
>wishes of our list host. Certainly if one is smart enough to follow the
>rules and regulations governing construction of a plane, you can follow
>the simple instructions posted by Matt. Enough said.
>
>Please accept my sincere apologies for cluttering up the bandwidth with
>this.
>
>
>Chris Fortin
>N813CJ reserved
>
>Do not archive
>
>
>
Chris
This is a public F U to the personal email you sent me. I suggest if
things here bother you so bad you find another
list to join. I guess I really don't need to be here after all I have
been flying my RV-6 for over 15 years, so I guess you
are right I should just go somewhere else myself.
Jerry
do not archive
Message 8
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| Subject: | Re: Matco Parking brake Lock-up |
--> RV-List message posted by: Matt Jurotich <mjurotich@hst.nasa.gov>
The number of times I have parked on sloping ground could be counted on one
hand, but the few time when as single pilot my only was to go elsewhere
says a parking brake is very useful.
Matthew M. Jurotich
NASA/Goddard Space Flight Center
JWST ISIM Systems Engineer
m/c : 443
e-mail mailto: mjurotich@hst.nasa.gov
phone : 301-286-5919
fax : 301-286-7021
JWST URL: <http://ngst1.gsfc.nasa.gov>
Message 9
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| Subject: | Re: Emergency Parachutes |
--> RV-List message posted by: "Jaye and Scott Jackson" <jayeandscott@telus.net>
Sam:
As per the writeup on the WWWing webpage, I replaced the hardware that
holds the front of the canopy frame to the track rollers with quick release
hitch pins of the same diameter. These are also known as tractor pins in
farm supply stores.
I figured I could unlatch the canopy, pull these two pins, slide it enough
to have the overhead latching arm clear the rollover frame, then provide
just enough of a lift at the front to get the airflow underneath, instead of
having the airflow on the top pushing the canopy forward and downwards,
which it apparently does.
If anyone has done it before, and found the effort of raising the canopy a
couple of inches too great, I'm playing with the idea of two lever-operated
cams, that would pull aft and down, acting upon the canopy track, to provide
the necessary force.
Safer than, but not as much bang as, det. cord glued to the canopy around
the edges, which would surely work.
Scott in Vancouver
----- Original Message -----
From: "Sam Buchanan" <sbuc@hiwaay.net>
Subject: Re: RV-List: Emergency Parachutes
> --> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
>
> Jaye and Scott Jackson wrote:
>
> > --> RV-List message posted by: "Jaye and Scott Jackson"
<jayeandscott@telus.net>
> >
> > Although I fly an RV-6, I have two chutes.
> <snip>
>
>
> Scott, what is your plan for dealing with the RV-6 canopy if you decide
> you need to exit the plane while airborne?
>
> Sam Buchanan
>
>
Message 10
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| Subject: | Emergency Parachutes |
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Remember our motto. "There's no problem in the world that can't be
solved with enough explosives".
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Jaye and Scott
Jackson
Subject: Re: RV-List: Emergency Parachutes
--> RV-List message posted by: "Jaye and Scott Jackson"
<jayeandscott@telus.net>
Sam:
As per the writeup on the WWWing webpage, I replaced the hardware that
holds the front of the canopy frame to the track rollers with quick
release
hitch pins of the same diameter. These are also known as tractor pins in
farm supply stores.
I figured I could unlatch the canopy, pull these two pins, slide it
enough
to have the overhead latching arm clear the rollover frame, then provide
just enough of a lift at the front to get the airflow underneath,
instead of
having the airflow on the top pushing the canopy forward and downwards,
which it apparently does.
If anyone has done it before, and found the effort of raising the
canopy a
couple of inches too great, I'm playing with the idea of two
lever-operated
cams, that would pull aft and down, acting upon the canopy track, to
provide
the necessary force.
Safer than, but not as much bang as, det. cord glued to the canopy
around
the edges, which would surely work.
Scott in Vancouver
----- Original Message -----
From: "Sam Buchanan" <sbuc@hiwaay.net>
Subject: Re: RV-List: Emergency Parachutes
> --> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
>
> Jaye and Scott Jackson wrote:
>
> > --> RV-List message posted by: "Jaye and Scott Jackson"
<jayeandscott@telus.net>
> >
> > Although I fly an RV-6, I have two chutes.
> <snip>
>
>
> Scott, what is your plan for dealing with the RV-6 canopy if you
decide
> you need to exit the plane while airborne?
>
> Sam Buchanan
>
>
==
==
==
==
Message 11
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--> RV-List message posted by: "Chuck Weyant" <cweyant@chuckdirect.com>
Wanted: New or Used, compass that mounts on the windshield slider support post.
Chuck
RV9A SLO Build (In the paint shop for three weeks --- then we go flying!)
do not archive
Message 12
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| Subject: | Re: Re-subscribe |
--> RV-List message posted by: "Stan & Eilene" <stan@vangrunsven.us>
Sorry guys/gals, it was not Stan's mistake, it was my mistake. Actually it was
initially my son's mistake as he messed up our computer and all of our e-mails
went into another box. He found and corrected the mistake after I tried to
re-subscribe. But my REAL mistake came from interpreting UN/SUBSCRIBE as "unsubscribe".
I have done it correctly before when we really were dropped, but
I goofed this time. Thanks for correcting me.
Eilene
Do not archive!
Message 13
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--> RV-List message posted by: Dale Walker <davawalker@nwboronet.com>
At 10:49 AM 8/8/2004 -0400, you wrote:
>--> RV-List message posted by: RVEIGHTA@aol.com
>
>Dave, I might be interested in your RV-7 project. Please email me the details
>( location, askiing price, etc.)
>
>Thanks, Walt Shipley RV-8A N314TS
>
>
Message 14
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| Subject: | TruTrak static line |
--> RV-List message posted by: "Doug Weiler" <dcw@nomadwi.com>
Greetings all:
I am in the process of installing a TruTrak DigiFlight IIVS with altitude
hold in my RV-4. I have Van's standard static installation (2 ports on each
side of the aft fuselage) on this aircraft.
The instructions call for tapping into the static line to provide static
pressure for the Tru Trak. They caution that an inadequate static line
volume may cause the A/P to hunt in altitude hold. My static installation
runs to the altimeter, A/S, and encoder. If I also tap off to the TruTrak I
may have this "hunting" problem. One solution is to just vent the Tru Trak
to cabin pressure which will work I understand (except for the altitude
variation when you open and close cabin heat or air) or run a separate
static line T-ed off the line at the static ports.
Has anyone had a problem with "hunting" T-ing the static line right at the
altimeter to the Tru Trak??
Thanks
Doug Weiler
RV-4 - still in paint shop
Message 15
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| Subject: | Remove Wing from Stand? |
--> RV-List message posted by: "" <tx_jayhawk@excite.com>
All,
Quick question...if I have completed the leading edges and installed the top skins
on both wings, is it safe to get rid of the wing stand (will I need it for
anything else)? I have the first wing in the cradle, and it looks like I can
do the bottom skins fine with it in the cradle. Is there any other reason I
would need the stand (flap stuff, aileron stuff, etc.)?
I am trying to clear some space in the relatively cramped garage.
THanks,
Scott
7A Wings
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Message 16
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| Subject: | Re: TruTrak static line |
--> RV-List message posted by: "Pat Hatch" <pat_hatch@msn.com>
Doug,
I have this same autopilot on the -7 that I just built. It has Van's
standard static ports on the fuselage sides that feed two Dynons, an
altimeter, airspeed, a micro encoder and the autopilot. You would think
this is about the worst case scenario, but altitude hold is rock solid.
Hope this helps.
Pat
----- Original Message -----
From: "Doug Weiler" <dcw@nomadwi.com>
Subject: RV-List: TruTrak static line
> --> RV-List message posted by: "Doug Weiler" <dcw@nomadwi.com>
>
> Greetings all:
>
> I am in the process of installing a TruTrak DigiFlight IIVS with altitude
> hold in my RV-4. I have Van's standard static installation (2 ports on
each
> side of the aft fuselage) on this aircraft.
>
> The instructions call for tapping into the static line to provide static
> pressure for the Tru Trak. They caution that an inadequate static line
> volume may cause the A/P to hunt in altitude hold. My static installation
> runs to the altimeter, A/S, and encoder. If I also tap off to the TruTrak
I
> may have this "hunting" problem. One solution is to just vent the Tru
Trak
> to cabin pressure which will work I understand (except for the altitude
> variation when you open and close cabin heat or air) or run a separate
> static line T-ed off the line at the static ports.
>
> Has anyone had a problem with "hunting" T-ing the static line right at the
> altimeter to the Tru Trak??
>
> Thanks
>
> Doug Weiler
> RV-4 - still in paint shop
>
>
Message 17
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--> RV-List message posted by: "Donald Mei" <don_mei@hotmail.com>
While we're all busy feeling good about the reasonable article, I'm afraid
we've lost sight of another equally important issue.
Sometimes when someone goes down, we shake our head and think "that could've
been me". Other times we think to ourselves "stupid idiot, I wonder how
long he's been tempting fate".
I'm afraid that (based on this very preliminary info) this person appears to
fall into the second category. Performing a very skillful landing is NO NO
NO consolation for excercising what appears (granted, facts may not be
correct at this point) to be very poor judgement.
Snip
The 46-year-old Rodman flew out of Ft. Lauderdale at 6:30 Wednesday morning.
He was scheduled to refuel in Dawson. But low on fuel and lost because of
the fog and light rain, decided to set down on the highway.
snip
so he took off in mvfr/ifr weather destined for a foggy airport without
appropriate nav equipment to find the airport. It sounds to me like someone
had a bit of get-home-itis and decided to scud run.
I don't care if he is an expert pilot with 17 ratings and endorsements.
snip
"He started noticing a lot of towers buzzing by his window. Based on that
and the low visibility he decided to go ahead and land on the highway rather
than have an accident."
snip
hmm. so while scud running, he decided it was a bit too low when he was
towers going by. because of his poor judgement, he put innocent motorists
at risk also.
With rights, come responsibilities. Our responsibility is to not put
passengers and people on the ground at risk.
Whats that old saying "my excellent judgement precludes me from having to
demonstrate my exceptional skill"
Don
Message 18
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| Subject: | Performance Engines |
--> RV-List message posted by: "Gary Lineberry" <glineberry@earthlink.net>
Has anyone had dealings with Performance Engines in La Verne, California?
How would you rate their products and service?
Thanks,
Gary Lineberry
RV-8 QB
N48GG reserved
Message 19
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--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
OK,
I'm hearing some strange things about fuel pumps and RSA servos.
First, the bypass in all engine driven pumps is because the law says the
failure of such a device may not be the cause of a fuel stoppage, so the
bypass allows a boost pump or gravity to bypass the engine pump.
The reason to turn on the boost pump right after switching tanks is to
ensure that one still has a good rate of flow. My pressure gauge will rise
at a certain rate when the pump is turned on. If it doesn't do that after
switching tanks then I go back to the old one and land ASAP.
I've only had this happen once and it was due to sloshing compound
delaminating in another brand of aircraft.
Cavitation in the diaphragm types pumps used on most lycomings is not
possible unless the springs driving the check valves are failed. Vaporized
fuel will not pump well on any type of pump but it will move through a
diaphragm pump at a very low rate. In any event, turning on a boost pump
will make the vapor turn back into liquid as the pressure rises above the
vapor pressure of the fuel. Even if a diaphragm pump could cavitate there
would be nothing to cavitate once the boost pressure goes up.
If turning a boost pump on causes an RSA injected engine to change its
operating characteristics from good to bad then there is a problem with the
servo. I start teaching this class again in about two weeks for the
umpteenth time and will be happy to enroll anyone who wants to come to San
Diego and take it.
The most common failure in fuel injection systems is contamination. That is
always the first thing I check for signs of once I am certain there are no
profuse leaks, loose or misadjusted stuff, unattached wide angle thunder
bearings, etc. The diaphram that controls the servo outlet poppet valve is a
fuel pressure regulating device that is balanced by delta p from metered
fuel pressure and unmetered fuel inlet pressure. It is then unbalenced by a
second diaphram which has delta P across it from venturi vs impact pressure.
Any change in inlet fuel pressure causes the poppet valve diaphragm to
compensate.
If the servo poppet valve was being bypassed due to an internal housing
crack or the poppet valve seat was loose that might explain the symptoms.
The only other possibility that I can think of is if the poppet valve shaft
seal between the venturi/impact chambers and the fuel chambers was allowing
false fuel into the venturi side to which mixture settings were compensating
for, then changes in inlet pressure would effect the rate of leakage.
W
Message 20
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--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
The matco park brake valves have two spring loaded poppet valves (one for
each side) that are pushed open by two cam lobes on a rotating shaft.
When the cams are pushed on them they are stuck open, when the cam is
rotated off they act like check valves and allow pressure to build up from
the master cyls but not return.
If the lever rotates too far it will cause the cam to come back off the
valves and reengage the parking brake.
If I remember correctly 90degs is too much lever travel, its more like 45
degs.
As stated in other posts, if the compensating valves in the master cylinders
don't open up at the top end of the MC piston travel this will also keep the
brakes on.
W
Message 21
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--> RV-List message posted by: "Kathleen (rv7)" <Kathleen@rv7.us>
Oh, it is so easy to judge from the armchair! Having had a near-fatal
accident, I can tell you that the majority of the opinions of what led to
it, all be they held by otherwise competent pilots, are mostly bunk. It is
very easy to pick out a few pieces of information that make it clear an
incident was the result of poor judgment and pilot error. Perhaps it was
here, but let us hold on to the wisdom to judge from the facts and not the
speculation.
For me, I'm happy he's alive and we don't have another bad statistic for GA.
If he made a mistake, at least he found a way out and didn't kill anyone in
the process. I'd like to think the decision about how stupid he is or isn't
can be made by reasonable people in possession of the facts.
Do not archive
Kathleen Evans
Folsom, CA
www.rv7.us
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Donald Mei
Subject: RV-List: Rocket Down
--> RV-List message posted by: "Donald Mei" <don_mei@hotmail.com>
While we're all busy feeling good about the reasonable article, I'm afraid
we've lost sight of another equally important issue.
Sometimes when someone goes down, we shake our head and think "that could've
been me". Other times we think to ourselves "stupid idiot, I wonder how
long he's been tempting fate".
I'm afraid that (based on this very preliminary info) this person appears to
fall into the second category. Performing a very skillful landing is NO NO
NO consolation for excercising what appears (granted, facts may not be
correct at this point) to be very poor judgement.
Snip
The 46-year-old Rodman flew out of Ft. Lauderdale at 6:30 Wednesday morning.
He was scheduled to refuel in Dawson. But low on fuel and lost because of
the fog and light rain, decided to set down on the highway.
snip
so he took off in mvfr/ifr weather destined for a foggy airport without
appropriate nav equipment to find the airport. It sounds to me like someone
had a bit of get-home-itis and decided to scud run.
I don't care if he is an expert pilot with 17 ratings and endorsements.
snip
"He started noticing a lot of towers buzzing by his window. Based on that
and the low visibility he decided to go ahead and land on the highway rather
than have an accident."
snip
hmm. so while scud running, he decided it was a bit too low when he was
towers going by. because of his poor judgement, he put innocent motorists
at risk also.
With rights, come responsibilities. Our responsibility is to not put
passengers and people on the ground at risk.
Whats that old saying "my excellent judgement precludes me from having to
demonstrate my exceptional skill"
Don
advertising on the Matronics Forums.
Message 22
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| Subject: | Rocket Lands Safely On Highway in Georgia |
--> RV-List message posted by: "Jamie D. Painter" <jdpainter@jpainter.org>
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bob 1
Subject: Re: RV-List: Rocket Lands Safely On Highway in Georgia
--> RV-List message posted by: "Bob 1" <rv3a@comcast.net>
> Of course????
Bob:
I agree with you completely. My comment was my feeble attempt at sarcasm.
Do not archive
Message 23
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--> RV-List message posted by: "Todd Bartrim" <haywire@telus.net>
OK, now this sheds some light on the subject. I had assumed that it was
a
simple on/off valve and unfortunately in it's installed location it is very
hard to closely inspect. This makes allot of sense and I believe I have mine
set up for a 90 degree arc of travel. I do remember that mine never came
with any info at all. Every time that I have this problem I check that the
lever is down and I try to reach down to push it that little extra, which is
apparently the wrong thing to do.
Thanks Wheeler!
Previous google searches failed to bring up Matco's web site, only vendor
sites, however a search for "Matco" only brought up Matco Mfg, which has
exactly the info required including an exploded view of the valve,
confirming Wheelers explanation. It can be seen at:
http://www.matcomfg.com/catalog/index.php?file=catalog&action=catalog_produc
tinfo&uid=2192&pi_id=61655&clist=0,59990,60741
Click on illustrated parts list.
It appears that they also recently increased the inlet hole spacing to allow
90 degree AN fittings (remember that little pain-in-the-a**?)
Thanks to all those that helped
Todd Bartrim
RV9Endurance
13B Turbo Rotary
C-FSTB
http://www3.telus.net/haywire/RV-9/C-FSTB.htm
"The world will always have a place for those that bring hard
work and determination to the things they do."
--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
The matco park brake valves have two spring loaded poppet valves (one for
each side) that are pushed open by two cam lobes on a rotating shaft.
When the cams are pushed on them they are stuck open, when the cam is
rotated off they act like check valves and allow pressure to build up from
the master cyls but not return.
If the lever rotates too far it will cause the cam to come back off the
valves and reengage the parking brake.
If I remember correctly 90degs is too much lever travel, its more like 45
degs.
As stated in other posts, if the compensating valves in the master cylinders
don't open up at the top end of the MC piston travel this will also keep the
brakes on.
W
Message 24
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| Subject: | Re: TruTrak static line |
--> RV-List message posted by: N223RV@aol.com
I have the altitude hold in my RV-4. I do not have the static port
connected, it is just open to cabin pressure. It works awesome, and I have not
noticed any appreciable change when opening or closing vents or cabin heat.
From my experience, I'd just keep it simple and let it use cabin static.
-Mike Kraus
N223RV RV-4 Flying
N213RV RV-10 Empennage/Tailcone complete, starting on wings
Message 25
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--> RV-List message posted by: "RV_8 Pilot" <rv_8pilot@hotmail.com>
Gotta go with Kathleen on this one. If I ever ended up in a situation like
this, I'd sure like to be judged by the NTSB report (first hand facts)
rather than perceptions generated by a brief and vague newspaper article.
Until then, I give him credit for making the decision to land while he could
instead of running out of fuel or hitting something.
Who knows - one of the very experienced "aviation-savy" cops responding made
the *assumption* that he "got lost". If I was that guy I wouldn't say
anything to anyone while trying to figure out how to get the plane home -
absolutely nothing to a reporter, and as little as possible to Barney Fife!
If he did speak to the reporter directly, just maybe he was trying to
de-stress the situation speaking tongue-in-cheek about seeing towers, etc.
Was this an NBC affiliate reporter?!?! Maybe it was all staged! Point is,
I'm not cartain we've heard the facts.
do not archive
Bryan Jones -8
www.LoneStarSquadron.com
Houston, Texas
>Oh, it is so easy to judge from the armchair! Having had a near-fatal
>accident, I can tell you that the majority of the opinions of what led to
>it, all be they held by otherwise competent pilots, are mostly bunk. It is
>The 46-year-old Rodman flew out of Ft. Lauderdale at 6:30 Wednesday
>morning.
Message 26
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--> RV-List message posted by: "Eustace Bowhay" <ebowhay@jetstream.net>
It doesn't seem to matter how much experience we have we can still make some dumb
decisions. The following is one that I made a few years back. At the time I
had been flying commercially for some thirty odd years.
A friend and also a pilot asked me to ferry a DeHaviland single Otter that he had
purchased from US Army surplus from Denver Co to Calgary Alberta. The reason
he asked me was that he had no experience on this type of aircraft and knew
that I had flown them for several years.
He went with me to Denver and while the aircraft turned out to be in fairly good
condition there was no nav or radio equipment in it. This didn't pose a problem
as I had a portable VHF and some new WAC charts with me.
Our first leg was to be Denver to Billings Montana, about the limit for the Otter.
I had checked weather and there was a frontal system approaching Billings
from the north but Billings was forecast to stay VFR.
By the time we got out of Denver we would only have about an hour of daylight left
on arrival at Billings. Our track took us by Cheyenne and I suggested to my
friend that it would be a good idea to pull in and top up with fuel and take
another look at the Billings weather. The weather where we where was CAVU, he
said something to the effect " why would you want to do that, it is supposed
to be good". In my head I thought " well you own the airplane and I guess you
just became the captain even though he didn't change seats with me"
About fifty miles south of Billings we came to the edge of the front and descended
to stay underneath it, the ceiling kept getting lower and soon we were going
along at 500 ft or less to stay visual and at the same time getting low on
fuel and map reading with a WAC chart under these conditions isn't the easiest
thing to do.
Finally it got to point were I was having trouble maintaining visual reference
and the fuel situation as it was ruled out everything but getting this bird on
the ground. I turned to my friend and suggested that since he made the decision
to pass up Cheyenne that you are now the captain and you can take-over. With
this his face was getting a bit paler and hands were shaking and said that he
thought it would be better if I carried on.
About this time we crossed a narrow two lane paved road and I turned to follow
it. About a mile down the road we came to a big cattle feed lot with a good place
to turn of and park the plane. I circled back and lined up on the road, there
was a strong cross wind and the road had some small hills. I looked over to
my friend and told him this was it, with this he crossed himself and hung on
to the armrests with both hands. Well the Otter is noted for it's slow flight
characteristics but it is also a fairly good sized bird having a 2000 pound
payload. There wasn't much pavement left outside the wheel width and with the
big vertical fin and rudder the cross wind really presented a challenge. I wheeled
it on touching down on the left main and the left wing down enough to offset
the cross wind and fortunately it had good brakes so I was able to keep it
on the road as we lost flying speed. Using a lot of right brake was able to taxi
up to the feed lot and park it into wind. Needless to say their wasn't a whole
lot of conversation going on in the cockpit at this point.
We were 35 miles south and a bit east of Billings, the only damage was a couple
of rivets popped in the trailing edge of the left hand flap that hit a road sign
with the wing being down so low correcting for the cross wind. The feed lot
owner drove us into Billings to a hotel were we spent two days before the weather
cleared up. Rest of trip was uneventful and it stayed fairly quite in the
cockpit.
Eustace Bowhay
Do not Achieve
Message 27
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| Subject: | Performance Engines |
--> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
I have known the owner Ron Munson for the past 10 years back when he was at
Magnum Aircraft Engine in Ontario. I trust Ron with all my engine work. He
balanced, lapped and line bored the case, and assembled the bottom end of
my engine when he worked at Magnum Aircraft Engine. I purchased NEW (S/N:
8, 9, 10, and 11) Superior Millinum Cylinders from an oufit with the best
price. Took the new cylinders in the box to Ron on a Saturday. He and I
disassembled the brand new cylinders to verify all the measurements to "Blue
Print" the parts. We then reassembled everything. My cost was $75 for this
inpection and use of the tools in his shop. Since I am an A&P, I did the
work of installing the cylinders on the engine back at my hangar.
My aircraft will be 7 years old in September. Some of this engine work goes
back 10 years. I was able to purchase a WRECKED airplane for $2,600. That
is how I got the engine in my RV. The engine was balanced, "blue printed",
and rebuilt to NEW specs. Total time on engine is now over 4,500 hours.
Ron has everything in his shop necessary to do the same kind of work as
Lycon and Bart at PowerSport. He is not as well know. Being that Ron is
located in SoCAL, you may have a little more money spent for an engine but
he is local and you will not need to pay shipping.
I have enough confidence in Ron and his work that I am willing to give him a
blank check to do work for me. I believe that it will be done correctly and
at a fair price.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,570 + Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
----Original Message Follows----
From: "Gary Lineberry" <glineberry@earthlink.net>
Subject: RV-List: Performance Engines
--> RV-List message posted by: "Gary Lineberry" <glineberry@earthlink.net>
Has anyone had dealings with Performance Engines in La Verne, California?
How would you rate their products and service?
Thanks,
Gary Lineberry
RV-8 QB
N48GG reserved
http://messenger.msn.click-url.com/go/onm00200471ave/direct/01/
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