Today's Message Index:
----------------------
1. 04:35 AM - Re: oil cooler crack (Fiveonepw@aol.com)
2. 04:58 AM - Re: A Wired Happy Customer (Dale Mitchell)
3. 06:41 AM - Hartzell prop for sale (John Huft)
4. 06:56 AM - Parachutes, any record (bertrv6@highstream.net)
5. 07:55 AM - Aerospace Logic fuel gauge ()
6. 07:55 AM - Re: EXP EN-CODE & TRANSPONDER FAR (cgalley)
7. 07:56 AM - Re: Anyone using an Aerospace Logic Fuel Gage? (Jeff Point)
8. 08:43 AM - Re: EXP EN-CODE & TRANSPONDER FAR (Tim Coldenhoff)
9. 09:08 AM - Re: EXP EN-CODE & TRANSPONDER FAR (Mike Robertson)
10. 09:10 AM - Re: Parachutes, any record (RV_8 Pilot)
11. 09:15 AM - Brake pluming (Chris W)
12. 09:29 AM - Re: Brake pluming (Bruce Gray)
13. 10:12 AM - Re: Brake pluming (Skylor Piper)
14. 10:18 AM - Re: Brake pluming (linn walters)
15. 11:29 AM - Re: Brake pluming (John D. Heath)
16. 11:31 AM - Re: Your Big Mistake - Your Big Chance (Chuck Weyant)
17. 11:43 AM - Paint Color site (Richard Bibb)
18. 12:02 PM - Re: EXP EN-CODE & TRANSPONDER FAR (RV6 Flyer)
19. 12:19 PM - Re: Brake pluming (Dean)
20. 12:26 PM - Turn & Slip needed (John DeCuir)
21. 12:47 PM - avionics dealers (steve dinieri)
22. 01:04 PM - Re: EXP EN-CODE & TRANSPONDER FAR (Ken Balch)
23. 01:43 PM - Re: EXP EN-CODE & TRANSPONDER FAR (Tim Coldenhoff)
24. 01:56 PM - Re: EXP EN-CODE & TRANSPONDER FAR (Richard Bibb)
25. 02:31 PM - Re: EXP EN-CODE & TRANSPONDER FAR (VERY LONG) (John D. Heath)
26. 02:37 PM - Re: Brake pluming (linn walters)
27. 02:53 PM - Re:Parachutes, any record (Oldsfolks@aol.com)
28. 03:16 PM - Re: a portable flypark (Oldsfolks@aol.com)
29. 04:21 PM - Fw: Re: RV8-List: ebay warning: WAS Garmin 296 (Skylor Piper)
30. 04:40 PM - Re: Hartzell prop for sale (Gert)
31. 06:31 PM - RV-7A Taxi light (Jim Ellsworth)
32. 07:03 PM - [Fw: Re: Parking brake info (PVPV-1)] (Bobby Hester)
33. 07:09 PM - Re: Hartzell prop for sale (John Huft)
34. 08:13 PM - [Fw: Re: Re: Parking brake info (PVPV-1)] (Bobby Hester)
35. 08:34 PM - HS-702 edge distances (Will, Scott)
36. 09:04 PM - RV6A aft top skins (Chris & Kellie Hand)
37. 10:08 PM - LIGHTSPEED ELECTRONIC IGNITION (Bruno)
38. 10:44 PM - Re: HS-702 edge distances (Jeff Point)
39. 11:30 PM - Re: RV6A aft top skins (thomas a. sargent)
40. 11:42 PM - Starter for Sale (Jeff Point)
Message 1
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| Subject: | Re: oil cooler crack |
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 8/17/04 9:34:36 PM Central Daylight Time, n242ds@cox.net
writes:
> My baffle is cracked where the oil cooler attaches. I would like to fix
> it correctly. Does anyone have a picture of how they fixed this issue?
>
>>>>>>>>>>>
Sure. Just put it on the firewall, I'll send ya a foto!
From The PossumWorks in TN
Mark -6A
do not archive
Message 2
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| Subject: | Re: A Wired Happy Customer |
--> RV-List message posted by: Dale Mitchell <dfm4290@yahoo.com>
Third that
Outstanding service and prices.
Good guy to deal with too.
Dale Mitchell
--- Jeff Orear <jorear@new.rr.com> wrote:
> --> RV-List message posted by: "Jeff Orear"
> <jorear@new.rr.com>
>
> Kathleen:
>
> I can second that comment re: SteinAir. Outstanding
> service and prices.
> Good guy to deal with too.
>
> Regards,
>
> Jeff Orear
> RV6A N782P (reserved)
> Agonizing through a audio panel problem :(
> Peshtigo, WI
>
>
> ----- Original Message -----
> From: "Kathleen (rv7)" <Kathleen@rv7.us>
> To: <RV-List@matronics.com>
> Subject: RV-List: A Wired Happy Customer
>
>
> > --> RV-List message posted by: "Kathleen (rv7)"
> <Kathleen@rv7.us>
> >
> > That's "wired" not "weird" (well, maybe a little).
> OK, I was a little
> > reluctant to order all my wire and some other
> stuff from Stein Bruch (
> > <http://www.steinair.com/>
> http://www.steinair.com) because of an off-list
> > email I got. Well, after I checked out some
> surplus options and lots of
> > other sources I ordered from him anyway because he
> had the best prices for
> > my quantities and he has built an RV. Reason
> enough, right?
> >
> > So, I want to share that I couldn't have been
> happier with the fast
> service,
> > good packaging and extra attention. No, I didn't
> get a kickback, but I do
> > believe good service and good quality should be
> recognized. I'll
> certainly
> > do business there again.
> >
> >
> > Kathleen Evans
> > www.rv7.us
> >
> >
> > Do not archive.
> >
> >
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/chat
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/RV-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
>
__________________________________
Message 3
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| Subject: | Hartzell prop for sale |
--> RV-List message posted by: "John Huft" <rv8@lazy8.net>
I guess this would be a good time to offer for sale:
A used, 10 hours since overhaul, Hartzell HC-C2YK-1BF 74" constant speed
2-blade prop.
Overhauled by Porterfield Propellers in Lubbock, TX, 10/30/03. Has FAA form
8130-3 from them. Blades were ground down below specs, so the prop is
experimental only. Logbook was lost.
I bought this prop on ebay to bring my airplane home after another prop
malfunctioned. I have replaced it with a new "blended airfoil" prop from
Van's. I flew the 10 hours bringing it home and testing it. It performed
equal to a $10K AeroComp prop, though it weighs 18 lbs more.
Offered to listers before I put it on ebay, $3500, you pay the shipping. A
reduced cost way to the land of constant speed props.
John Huft
Pagosa Springs, CO
Message 4
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| Subject: | Parachutes, any record |
--> RV-List message posted by: bertrv6@highstream.net
Hi:
I have notice, that some people use parachute on the first flight,some
do not. Is any actual record anywhere, of any RV breaking up, during first
flight?
Has any one, ever jumpped from an RV, using a parachute?
I cannot find anything on this from the Rvator..or really a suggestions as
to, if one should or should not wear parachute on first flight..
Since I am getting close to this time, would like to have some concrete
comments on the subject.
Thanks for your comments
Bert
RV6A
Do Not Archive
Message 5
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| Subject: | Aerospace Logic fuel gauge |
--> RV-List message posted by: <tomvelvick@cox.net>
I installed one of the first aerospace logic fuel gauges in my rv-4 and have had
no problems. I do have all of my grounds tied into a common point on the firewall.
Can you turn your electricial items off one at a time and isolate which
item is causing the interference with the fuel gauge?
Regards,
Tom Velvick
>>I recently installed an Aerospace Logic fuel gage. The installation works great
except when the engine is running. This is rather problematic for a fuel gage.
The people at Aerospace Logic tell me the problem is due to a "noisy" electrical
system in my -4. They sent to me an external electrical filter to solve
the problem. The filter is quite
large and heavy so I am reluctant to install it behind the panel per the instructions.
The new units they are now shipping include an integral filter. Has anyone
else had "noise" problems with the Aerospace Logic Fuel gages?<<
Message 6
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| Subject: | Re: EXP EN-CODE & TRANSPONDER FAR |
--> RV-List message posted by: "cgalley" <cgalley@qcbc.org>
I believe that we are the manufacturer BUT the cost of the test equipment is
such that it doesn't make sense for the single builder or manufacturer to
test and certify. Remember the test equipment must also be checked and
certified.
Cy Galley
Safety Programs Editor
Always looking for ideas and articles for EAA Sport Pilot
----- Original Message -----
From: "RV6 Flyer" <rv6_flyer@hotmail.com>
Subject: RE: RV-List: EXP EN-CODE & TRANSPONDER FAR
> --> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
>
> FAR 91.413 require the 24-month tests and inspections on ALL aircraft that
> have ATC Transponder.
>
> FAR 91.215 (a) says it must meet the performance and environmental
> requirements of TSO-C74b orTSO-C74c. (It does not say it MUST be TSO'ed.)
>
> Even if you are an AB EXPERIMENTAL, you MUST have a certificated repair
> station do the work. FAR 91.413(c)(1). We are not technically the
> manufacturer in the eyes of the FAA that would allow us to do it under FAR
> 91.413(c)(3)
>
> Yes I am one of EAA's Volunteer AB DAR's from the first training class.
My
> MIDO office requires that it be done before I can issue your Special
> Airworthiness Certificate and Operating Limitations.
>
>
> 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: John Mcmahon <rv6@earthlink.net>
> To: RV LIST <rv-list@matronics.com>
> Subject: RV-List: EXP EN-CODE & TRANSPONDER FAR
> Date: Tue, 17 Aug 2004 22:00:41 -0500
>
> --> RV-List message posted by: John Mcmahon <rv6@earthlink.net>
>
> RV LIST DAR..
> Could some one state the FAR that say's that we (rv builders) must
> have our transponder and encoder certified..
>
> John McMahon (RV6 near paint)
>
> Dont just search. Find. Check out the new MSN Search!
> http://search.msn.click-url.com/go/onm00200636ave/direct/01/
>
>
Message 7
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| Subject: | Re: Anyone using an Aerospace Logic Fuel Gage? |
--> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
I have one of the early units, and have had no noise problems. I did
have a problem with it dropping off line during startup, but that
problem was traced to the huge voltage drop caused by the lightweight
Skytec permanent magnet starter. Replaced that starter and problem solved.
Jeff Point
RV-6
Milwaukee WI
>
>
Message 8
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| Subject: | Re: EXP EN-CODE & TRANSPONDER FAR |
--> RV-List message posted by: Tim Coldenhoff <rv9a_000@deru.com>
RV6 Flyer wrote:
> FAR 91.413 require the 24-month tests and inspections on ALL aircraft that
> have ATC Transponder.
>
> FAR 91.215 (a) says it must meet the performance and environmental
> requirements of TSO-C74b orTSO-C74c. (It does not say it MUST be TSO'ed.)
>
...
> MIDO office requires that it be done before I can issue your Special
> Airworthiness Certificate and Operating Limitations.
Gary -
I doubt it would make sense to withhold the airworthiness cert
for this issue since it is entirely possible that an aircraft
can be assembled at an airfield with no certified repair station
nearby. That is one reason we can call ATC and get a waiver for
flying into the mode C veil with a "non-functioning" transponder.
Since we can't do these tests without the right equipment, you seem
to be saying that we must complete final assembly of our aircraft at
an airfield with a certified test station or be denied the airworthiness
cert., yet this simply isn't the case since so many people fall
into this category and yet have received their cert.
Could you clarify your last statement with respect to this scenario?
Thanks.
--
Tim Coldenhoff
#90338 - Finishing!
http://rv9a.deru.com
Message 9
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| Subject: | EXP EN-CODE & TRANSPONDER FAR |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
For the transponder check out FAR 91.413. For the atlitude reporting
equipment (encoder) checkout 91.411. They say that the inspections must be
completed every two years.
I hope that is what you are asking about.
Mike Robertson
>From: John Mcmahon <rv6@earthlink.net>
>Reply-To: rv-list@matronics.com
>To: RV LIST <rv-list@matronics.com>
>Subject: RV-List: EXP EN-CODE & TRANSPONDER FAR
>Date: Tue, 17 Aug 2004 22:00:41 -0500
>
>--> RV-List message posted by: John Mcmahon <rv6@earthlink.net>
>
>RV LIST DAR..
>Could some one state the FAR that say's that we (rv builders) must
>have our transponder and encoder certified..
>
> John McMahon (RV6 near paint)
>
>
Dont just search. Find. Check out the new MSN Search!
http://search.msn.click-url.com/go/onm00200636ave/direct/01/
Message 10
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| Subject: | Parachutes, any record |
--> RV-List message posted by: "RV_8 Pilot" <rv_8pilot@hotmail.com>
I wore a chute on first flights not for structural problems but for fire...
and it's just one more option you have available should "something" happen.
Bryan Jones -8
www.LoneStarSquadron.com
Houston, Texas
>
> I have notice, that some people use parachute on the first flight,some
>do not. Is any actual record anywhere, of any RV breaking up, during
>first
>flight?
>
> Has any one, ever jumpped from an RV, using a parachute?
>
> I cannot find anything on this from the Rvator..or really a suggestions
>as
>to, if one should or should not wear parachute on first flight..
>
>
Message 11
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--> RV-List message posted by: Chris W <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
I was looking at the recommended break pluming on the Matco site here
http://matco.elixirlabs.com/users/matco/images/mastercylinder20a.jpg
That doesn't seem like the best way to do it to me. Basically they have
the pilot and copilot brakes set up in series, I think you would want
them in parallel. Doing it in series means you have to over come twice
the spring pressure. In the case of the copilot you have more suction
holding back the cylinder, if the suction gets too high (like if some
how the pilots pedals got stuck) in a hydraulic system you can get
cavitation which is really bad. The only advantage to this system that
I can see is with both the pilot and copilot putting pressure on the
pedals you can get twice the braking force (I'm not sure that would ever
really be an advantage though). I am having a hard time thinking of any
disadvantages to having it hooked up in parallel.
--
Chris W
Bring Back the HP 15C
http://hp15c.org
Not getting the gifts you want? The Wish Zone can help.
http://thewishzone.com
Message 12
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|
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
How are you going to prevent back flow to the CP side when the pilots
brakes are applied if they are plumbed in parallel? Without some kind of
checkvalve system you'll not get any brake pressure at all.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Chris W
Subject: RV-List: Brake pluming
--> RV-List message posted by: Chris W
<1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
I was looking at the recommended break pluming on the Matco site here
http://matco.elixirlabs.com/users/matco/images/mastercylinder20a.jpg
That doesn't seem like the best way to do it to me. Basically they have
the pilot and copilot brakes set up in series, I think you would want
them in parallel. Doing it in series means you have to over come twice
the spring pressure. In the case of the copilot you have more suction
holding back the cylinder, if the suction gets too high (like if some
how the pilots pedals got stuck) in a hydraulic system you can get
cavitation which is really bad. The only advantage to this system that
I can see is with both the pilot and copilot putting pressure on the
pedals you can get twice the braking force (I'm not sure that would ever
really be an advantage though). I am having a hard time thinking of any
disadvantages to having it hooked up in parallel.
--
Chris W
Message 13
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| Subject: | Re: Brake pluming |
--> RV-List message posted by: Skylor Piper <skylor4@yahoo.com>
You will not have to overcome the second master
cylinder spring pressure in the "series" set up. When
the master cylinder is in the "off" position the brake
fluid applied to the "inlet" port will free flow
throught the cylinder. IF this wasn't the case, the
fluid reservoir would be completely useless.
I think that the Matco drawing is misleading because
it makes it look like the piston always "blocks" the
inlet port. I believe that when the brakes are
completely off, the piston is actually above the port.
--- Chris W <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
wrote:
> --> RV-List message posted by: Chris W
> <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
>
> I was looking at the recommended break pluming on
> the Matco site here
>
>
http://matco.elixirlabs.com/users/matco/images/mastercylinder20a.jpg
>
> That doesn't seem like the best way to do it to me.
> Basically they have
> the pilot and copilot brakes set up in series, I
> think you would want
> them in parallel. Doing it in series means you have
> to over come twice
> the spring pressure. In the case of the copilot you
> have more suction
> holding back the cylinder, if the suction gets too
> high (like if some
> how the pilots pedals got stuck) in a hydraulic
> system you can get
> cavitation which is really bad. The only advantage
> to this system that
> I can see is with both the pilot and copilot putting
> pressure on the
> pedals you can get twice the braking force (I'm not
> sure that would ever
> really be an advantage though). I am having a hard
> time thinking of any
> disadvantages to having it hooked up in parallel.
>
> --
> Chris W
>
> Bring Back the HP 15C
> http://hp15c.org
>
> Not getting the gifts you want? The Wish Zone can
> help.
> http://thewishzone.com
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/chat
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/RV-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
>
__________________________________
Message 14
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| Subject: | Re: Brake pluming |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
Chris W wrote:
>--> RV-List message posted by: Chris W <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
>
>I was looking at the recommended break pluming on the Matco site here
>
>http://matco.elixirlabs.com/users/matco/images/mastercylinder20a.jpg
>
>That doesn't seem like the best way to do it to me.
>
Best? I'm not sure there's really a 'best'>
> Basically they have
>the pilot and copilot brakes set up in series, I think you would want
>them in parallel.
>
probably, but there's more fittings involved with parallel operation,
and I'm not sure that would work
> Doing it in series means you have to over come twice
>the spring pressure.
>
Not sure that's true here.
> In the case of the copilot you have more suction
>holding back the cylinder, if the suction gets too high (like if some
>how the pilots pedals got stuck) in a hydraulic system you can get
>cavitation which is really bad.
>
There's so little suction going on here that I doube that would be the case.
> The only advantage to this system that
>I can see is with both the pilot and copilot putting pressure on the
>pedals you can get twice the braking force (I'm not sure that would ever
>really be an advantage though). I am having a hard time thinking of any
>disadvantages to having it hooked up in parallel.
>
Ok, I'm not sure about Matco specifically, but let me pass this by:
At rest, the cylinders will flow through ..... just unhook the tubing at
the brake cylinder to see ..... and clean it up after because it gets
sticky when the air gets to it.
So, in the serial mode the pilot pushes the brakes and the fluid flows
out of that cylinder (upper valve closed) through the passenger side and
to the brake caliper. If the passenger applies the brakes first, then
the pilot will have to press harder than the passenger to have any
effect on the braking because the hydraulic pressure from the pilot's
side will have to overcome the upper valve on the passenger side.
Now, in the parralel mode .... you need Ts in the lines to the cylinders
so each side is in parallel. One side (either pilot or pass) activates
the brake ..... what keeps the pressure from back-filling the other side
and rendering the brakes useless? OK, we'll put a check valve in the
line. OK, now how do we bleed the brakes from the bottom? Can't. So,
I don't see any way with the present hardware to make the parallel work.
That's probably why the Matco schematic ....... is serial.
There may be a fault in my logic ..... so think it through .... and if
you come up with a fault .... please let us know. I spent lots more
time typing than I did thinking!!!
Linn
do not archive
>
>
>
Message 15
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| Subject: | Re: Brake pluming |
--> RV-List message posted by: "John D. Heath" <alto_q@direcway.com>
Better understanding of the brake master cylinder will reveal that they
are the "checkvalve system". Also slight axial movement of the shaft in the
piston incorporates the valve that allows fluid to return to the reservoir.
Works pretty good, always has. Brakes get pressure from pilot applying
the most. Advantage, one reservoir.
John D.
Do not archive
----- Original Message -----
From: "Bruce Gray" <Bruce@glasair.org>
Subject: RE: RV-List: Brake pluming
> --> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
>
> How are you going to prevent back flow to the CP side when the pilots
> brakes are applied if they are plumbed in parallel? Without some kind of
> checkvalve system you'll not get any brake pressure at all.
>
> Bruce
> www.glasair.org
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Chris W
> To: rv-list@matronics.com
> Subject: RV-List: Brake pluming
>
>
> --> RV-List message posted by: Chris W
> <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
>
> I was looking at the recommended break pluming on the Matco site here
>
> http://matco.elixirlabs.com/users/matco/images/mastercylinder20a.jpg
>
> That doesn't seem like the best way to do it to me. Basically they have
>
> the pilot and copilot brakes set up in series, I think you would want
> them in parallel. Doing it in series means you have to over come twice
> the spring pressure. In the case of the copilot you have more suction
> holding back the cylinder, if the suction gets too high (like if some
> how the pilots pedals got stuck) in a hydraulic system you can get
> cavitation which is really bad. The only advantage to this system that
> I can see is with both the pilot and copilot putting pressure on the
> pedals you can get twice the braking force (I'm not sure that would ever
>
> really be an advantage though). I am having a hard time thinking of any
>
> disadvantages to having it hooked up in parallel.
>
> --
> Chris W
>
>
Message 16
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| Subject: | Re: Your Big Mistake - Your Big Chance |
--> RV-List message posted by: "Chuck Weyant" <cweyant@chuckdirect.com>
ME TOO!!!
Chuck
do not archive
----- Original Message -----
From: "Kathleen (rv7)" <Kathleen@rv7.us>
>
> I'm glad someone finally said it!
>
> 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 Robert Hansen
> To: rv-list@matronics.com
> Subject: RV-List: Your Big Mistake - Your Big Chance
>
> --> RV-List message posted by: "Robert Hansen" <RV7@Gunsite.to>
>
> There is good information on this list much of the time, but it seems too
> often loaded down with the chit chat of folks who want to use it as a
forum
> to offer opinions that have nothing to do with RVs. Like many others, I
> hate it that I have to wade through tons of, "Hurricane and tie-down"
> dribble to find RV stuff. Not to pick on these guys, there has been
plenty
> of other dribble as well. An RV lands on a road and somebody has tell us
> how, in the good old days, he flew pelicans out Uruguay and had to land in
> the trees. Who cares? But, that stimulates some other lonely soul to
want
> to tell his story and we care even less. I could go on for pages about
the
> personal charges and defenses mounted about everything, but mostly about
> someone being so thin skinned as to be insulted by someone else's remark.
>
> This list can be useful, but if it's not useful if it's not about
> RV-specific helpful information. This is not about list cops. It's about
> having the good sense and courteously to understand why the majority of
> folks are here and why some RV builders I've talked with say it's a waste
of
> time. This list should be about building and flying RVs. If you don't
use
> some restraint and common sense, this list will end up like most of the
> others. It will have a few hangers-on who spend their days chatting about
> their exploits and wondering why more people aren't interested enough to
> participate in an RV list.
>
> Now whine and make all your excuses and tell me I can go somewhere else
> while you tie up even more space with wasted key strokes. Or, you could
> decide that this is a helpful and informative RV list and bring back the
> folks who are interested in building and flying RVs. Good luck!
>
> Robert Hansen
> Denver, CO
Message 17
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| Subject: | Paint Color site |
--> RV-List message posted by: "Richard Bibb" <rebibb@comcast.net>
For anyone who is trying to figure out what color to paint their bird or
what the name of a particular color they like on some vehicle driving by I
offer up this site:
http://www.autocolorlibrary.com/scripts/depot.exe?pgm=aclgate.bbx
It has paint colors from almost every auto manufacturer for almost as long
as cars have been made.
Message 18
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| Subject: | Re: EXP EN-CODE & TRANSPONDER FAR |
--> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
Tim:
Re-read the last statement. It means what it says.
If you read the regulations, you MUST have it done before you fly. Of the
last 6 inspections that I have had done, there are repair stations on the
field that do this kind of work. Gerdes Aviation at Fullertion also will
TRAVEL to your location to do the work. Brian did my last inspection and
test on a Saturday morning where the shop on my field was not open. His
price was the same as the shop on the field and he came to my hangar. Those
in SoCAL can take advantage of Brian's services at their airport.
I understand the regulations that you do not need the work done to get the
airworthiness certificate but the office I work out of wants it done. Will
(or Should) the FAA or the DAR take your word for it that you will get it
done?
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: Tim Coldenhoff <rv9a_000@deru.com>
Subject: Re: RV-List: EXP EN-CODE & TRANSPONDER FAR
--> RV-List message posted by: Tim Coldenhoff <rv9a_000@deru.com>
RV6 Flyer wrote:
> FAR 91.413 require the 24-month tests and inspections on ALL aircraft
that
> have ATC Transponder.
>
> FAR 91.215 (a) says it must meet the performance and environmental
> requirements of TSO-C74b orTSO-C74c. (It does not say it MUST be
TSO'ed.)
>
...
> MIDO office requires that it be done before I can issue your Special
> Airworthiness Certificate and Operating Limitations.
Gary -
I doubt it would make sense to withhold the airworthiness cert
for this issue since it is entirely possible that an aircraft
can be assembled at an airfield with no certified repair station
nearby. That is one reason we can call ATC and get a waiver for
flying into the mode C veil with a "non-functioning" transponder.
Since we can't do these tests without the right equipment, you seem
to be saying that we must complete final assembly of our aircraft at
an airfield with a certified test station or be denied the airworthiness
cert., yet this simply isn't the case since so many people fall
into this category and yet have received their cert.
Could you clarify your last statement with respect to this scenario?
Thanks.
--
Tim Coldenhoff
#90338 - Finishing!
http://rv9a.deru.com
hthttp://messenger.msn.click-url.com/go/onm00200471ave/direct/01/
Message 19
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| Subject: | Re: Brake pluming |
--> RV-List message posted by: "Dean" <dvanwinkle@royell.net>
Chris and Linn
I don't know about Beech single engine aircraft, but some or all of their
multi-engine aircraft have parallel brake systems in which the "tees"
incorporate shuttle valves to block backflow to the pedal/master cylinder
not being applied. If both sides are applied at the same time, I believe
the one applying the most pressure is the one in control. Just two more
expensive pieces of brake hardware that I think all RV's do fine without.
Dean Van Winkle
RV-9A Fuselage/Finish
----- Original Message -----
From: "linn walters" <lwalters2@cfl.rr.com>
Subject: Re: RV-List: Brake pluming
> --> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
>
> Chris W wrote:
>
> >--> RV-List message posted by: Chris W
<1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
> >
> >I was looking at the recommended break pluming on the Matco site here
> >
> >http://matco.elixirlabs.com/users/matco/images/mastercylinder20a.jpg
> >
> >That doesn't seem like the best way to do it to me.
> >
> Best? I'm not sure there's really a 'best'>
>
> > Basically they have
> >the pilot and copilot brakes set up in series, I think you would want
> >them in parallel.
> >
> probably, but there's more fittings involved with parallel operation,
> and I'm not sure that would work
>
> > Doing it in series means you have to over come twice
> >the spring pressure.
> >
> Not sure that's true here.
>
> > In the case of the copilot you have more suction
> >holding back the cylinder, if the suction gets too high (like if some
> >how the pilots pedals got stuck) in a hydraulic system you can get
> >cavitation which is really bad.
> >
> There's so little suction going on here that I doube that would be the
case.
>
> > The only advantage to this system that
> >I can see is with both the pilot and copilot putting pressure on the
> >pedals you can get twice the braking force (I'm not sure that would ever
> >really be an advantage though). I am having a hard time thinking of any
> >disadvantages to having it hooked up in parallel.
> >
> Ok, I'm not sure about Matco specifically, but let me pass this by:
> At rest, the cylinders will flow through ..... just unhook the tubing at
> the brake cylinder to see ..... and clean it up after because it gets
> sticky when the air gets to it.
>
> So, in the serial mode the pilot pushes the brakes and the fluid flows
> out of that cylinder (upper valve closed) through the passenger side and
> to the brake caliper. If the passenger applies the brakes first, then
> the pilot will have to press harder than the passenger to have any
> effect on the braking because the hydraulic pressure from the pilot's
> side will have to overcome the upper valve on the passenger side.
>
> Now, in the parralel mode .... you need Ts in the lines to the cylinders
> so each side is in parallel. One side (either pilot or pass) activates
> the brake ..... what keeps the pressure from back-filling the other side
> and rendering the brakes useless? OK, we'll put a check valve in the
> line. OK, now how do we bleed the brakes from the bottom? Can't. So,
> I don't see any way with the present hardware to make the parallel work.
>
> That's probably why the Matco schematic ....... is serial.
>
> There may be a fault in my logic ..... so think it through .... and if
> you come up with a fault .... please let us know. I spent lots more
> time typing than I did thinking!!!
> Linn
> do not archive
>
> >
> >
> >
>
>
Message 20
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| Subject: | Turn & Slip needed |
--> RV-List message posted by: John DeCuir <jadecuir@comcast.net>
My electric T & B seized up yesterday. And it was just serviced in '92!
I've shipped it off for repair, but the outcome is dependent on parts
(old R.C. Allen) availability. If anyone has a 2 1/4" elec. T&B they're
not going to use, let me know. Any fair price considered.
John DeCuir
N204CP, RV-4
Salinas, CA
Message 21
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| Subject: | avionics dealers |
--> RV-List message posted by: "steve dinieri" <capsteve@adelphia.net>
anyone have a shortlist of experimental friendly avionics dealers? i know
john stark is doing well, but i remember a post a while back about another
guy.
Message 22
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|
| Subject: | Re: EXP EN-CODE & TRANSPONDER FAR |
--> RV-List message posted by: Ken Balch <kbalch@cfl.rr.com>
RV6 Flyer wrote:
>I understand the regulations that you do not need the work done to get the airworthiness
certificate but the office I work out of wants it done.
>
To my ear that sounds like yet another example of 'local' interpretation
of the regs by the feds. Different office; different answer. We should
be doing whatever we can to discourage this sort of thing wherever it
rears its head. I'd go considerably out of my way to avoid the
jurisdiction of any FSDO or MIDO that engaged in this practice, but
that's just me.
>Will (or Should) the FAA or the DAR take your word for it that you will get it
done?
>
Absolutely! Aviation is, and should be, run on the honor system. The
feds take your word that the annual inspection you sign off with your
repairman certificate isn't pencil whipped. For that matter, every time
you take a checkride, the feds are taking your word that your logbook
entries & total hours aren't complete works of fiction. Lest anyone
think that I'm suffering from some sort of rosy-glassed naivet, rest
assured that I am not. Certainly there will be cheaters under any
system (and they should be run out of town on the proverbial rail when
caught), but I wouldn't advocate any reduction of our right to be taken
at our word as pilots & homebuilders, particularly when the regs are
actually on our side, 'local' rules notwithstanding.
Regards,
Ken Balch
RV-8 N118KB
Pitts Model 12 N612KB (under construction)
Do Not Archive
Message 23
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| Subject: | Re: EXP EN-CODE & TRANSPONDER FAR |
--> RV-List message posted by: Tim Coldenhoff <rv9a_000@deru.com>
RV6 Flyer wrote:
> Re-read the last statement. It means what it says.
No offense intended, but I re-read it a couple of times and it seemed far
enough off base that I had to question it.
> I understand the regulations that you do not need the work done to get the
> airworthiness certificate but the office I work out of wants it done. Will
> (or Should) the FAA or the DAR take your word for it that you will get it
> done?
That's interesting. I guess in this case it sounds like a typical example
of your local office overriding the printed regs. I guess I am still trying
to get used to that idea. :-(
As for wether my word (or anybody elses, for that matter) is good enough, well,
does the FAA and/or DAR take my word that I will fly within the operating limitations
and other rules, and that I will perform/purchase annual inspections, and get BFRs,
and etc etc...? Isn't that why we have logbooks and ramp checks?
In any event, I will make it a point to ask my DAR about this before my inspection.
--
Tim Coldenhoff
#90338 - Finishing!
http://rv9a.deru.com
Message 24
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| Subject: | Re: EXP EN-CODE & TRANSPONDER FAR |
--> RV-List message posted by: "Richard Bibb" <rebibb@comcast.net>
Typical mindlessness.
If the aircraft is or could be located at an airport outside of an area that
requires a Mode C transponder for the first flight the simplest thing might
be to just remove the thing, go fly, and then fly it to someplace to get the
necessary transponder check done. Heck you could probably get a waiver from
the FSDO to fly to a place within Class B or Class C to get it done.
Anywhere but the People Republic of California and the DC area where, due to
the stupid ADIZ and a certain Governor of KY's aircraft that caused a mild
stir in June, all such waivers are henceforth canceled.
For every mindless government imposition there is usually an equally
illogical loophole to be driven, or in this case, flown through.
Message 25
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|
| Subject: | Re: EXP EN-CODE & TRANSPONDER FAR (VERY LONG) |
--> RV-List message posted by: "John D. Heath" <alto_q@direcway.com>
----- Original Message -----
From: "RV6 Flyer" <rv6_flyer@hotmail.com>
I don,t want to horn in here but, after having read the Regs' a few
hundred times, here's my 2 Cents.
Sec. 91.205 (b) [Day VFR]
Does not require a Tranponder be installed.
Sec. 91.215
ATC transponder and altitude reporting equipment and use.
(a) All airspace: U.S.-registered civil aircraft. ...ATC transponder
equipment installed must meet the performance...
<<<<<< key word here "installed" >>>>>>>>
(b) All airspace. Unless otherwise authorized or directed by ATC...
<<<<<<key words here "Unless otherwise authorized...">>>>>>>>
(d) ATC authorized deviations. Requests for ATC authorized deviations must
be made to the ATC facility having jurisdiction over the concerned airspace
within the time periods specified as follows:
(1) For operation of an aircraft with an operating transponder but without
operating automatic pressure altitude reporting equipment having a Mode C
capability, the request may be made at any time.
(2) For operation of an aircraft with an inoperative transponder to the
airport of ultimate destination, including any intermediate stops, or to
proceed to a place where suitable repairs can be made or both, the request
may be made at any time.
(3) For operation of an aircraft that is not equipped with a transponder,
the request must be made at least one hour before the proposed operation.
<<<<<<key words here "ATC authorized Deviations" >>>>>>>>>>>
Sec. 91.413
ATC transponder tests and inspections.
(a) No persons may use an ATC transponder ... unless, within the preceding
24 calendar months, the ATC transponder has been tested and inspected and
found to comply with appendix F of part 43 of this chapter; and
(b) Following any installation or maintenance on an ATC transponder where
data correspondence error could be introduced, the integrated system has
been tested, inspected, and found to comply with paragraph (c), appendix E,
of part 43 of this chapter.
<<<<<<< I think a newly constructed amateur built aircraft, which is
otherwise certifyable,quillifies under this subsection>>>>>>>>>>>>>>
(c) The tests and inspections specified in this section must be conducted
by--
(1) A certificated repair station properly equipped to perform those
functions and holding--
(i) A radio rating, Class III;
(ii) A limited radio rating appropriate to the make and model transponder to
be tested;
(iii) A limited rating appropriate to the test to be performed;
[(iv) deleted]
(2) A holder of a continuous airworthiness maintenance program as provided
in part 121 or Sec. 135.411(a)(2) of this chapter; or
(3) The manufacturer of the aircraft on which the transponder to be tested
is installed, if the transponder was installed by that manufacturer.
All that being said, I don't see how ATC would ever grant permisson to
leave an airfield with an authorized test Facility. Aircraft being built at
the end of Runway "PLUM 40", Surely would be Cleared to make that one time
flight.
So far as taking anybodies word, I guess that just isn't done any more. In
this case not necessary, the path is clear.
John D.
Message 26
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| Subject: | Re: Brake pluming |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
Dean wrote:
>--> RV-List message posted by: "Dean" <dvanwinkle@royell.net>
>
>Chris and Linn
>
>I don't know about Beech single engine aircraft, but some or all of their
>multi-engine aircraft have parallel brake systems in which the "tees"
>incorporate shuttle valves to block backflow to the pedal/master cylinder
>not being applied. If both sides are applied at the same time, I believe
>the one applying the most pressure is the one in control. Just two more
>expensive pieces of brake hardware that I think all RV's do fine without.
>
>Dean Van Winkle
>RV-9A Fuselage/Finish
>
Thanks Dean! This is what lists are for (not me too) and I thank you
for the knowledge. God only knows what those Beech Ts cost!!! That
takes it out of the KISS envelope ..... and I agree it's not worth it.
Does give you pause to wonder why they went to all that trouble though,
doesn't it???
Linn
>
>
>----- Original Message -----
>From: "linn walters" <lwalters2@cfl.rr.com>
>To: <rv-list@matronics.com>
>Subject: Re: RV-List: Brake pluming
>
>
>
>
>>--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
>>
>>Chris W wrote:
>>
>>
>>
>>>--> RV-List message posted by: Chris W
>>>
>>>
><1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
>
>
>>>I was looking at the recommended break pluming on the Matco site here
>>>
>>>http://matco.elixirlabs.com/users/matco/images/mastercylinder20a.jpg
>>>
>>>That doesn't seem like the best way to do it to me.
>>>
>>>
>>>
>>Best? I'm not sure there's really a 'best'>
>>
>>
>>
>>> Basically they have
>>>the pilot and copilot brakes set up in series, I think you would want
>>>them in parallel.
>>>
>>>
>>>
>>probably, but there's more fittings involved with parallel operation,
>>and I'm not sure that would work
>>
>>
>>
>>> Doing it in series means you have to over come twice
>>>the spring pressure.
>>>
>>>
>>>
>>Not sure that's true here.
>>
>>
>>
>>> In the case of the copilot you have more suction
>>>holding back the cylinder, if the suction gets too high (like if some
>>>how the pilots pedals got stuck) in a hydraulic system you can get
>>>cavitation which is really bad.
>>>
>>>
>>>
>>There's so little suction going on here that I doube that would be the
>>
>>
>case.
>
>
>>> The only advantage to this system that
>>>I can see is with both the pilot and copilot putting pressure on the
>>>pedals you can get twice the braking force (I'm not sure that would ever
>>>really be an advantage though). I am having a hard time thinking of any
>>>disadvantages to having it hooked up in parallel.
>>>
>>>
>>>
>>Ok, I'm not sure about Matco specifically, but let me pass this by:
>>At rest, the cylinders will flow through ..... just unhook the tubing at
>>the brake cylinder to see ..... and clean it up after because it gets
>>sticky when the air gets to it.
>>
>>So, in the serial mode the pilot pushes the brakes and the fluid flows
>>out of that cylinder (upper valve closed) through the passenger side and
>>to the brake caliper. If the passenger applies the brakes first, then
>>the pilot will have to press harder than the passenger to have any
>>effect on the braking because the hydraulic pressure from the pilot's
>>side will have to overcome the upper valve on the passenger side.
>>
>>Now, in the parralel mode .... you need Ts in the lines to the cylinders
>>so each side is in parallel. One side (either pilot or pass) activates
>>the brake ..... what keeps the pressure from back-filling the other side
>>and rendering the brakes useless? OK, we'll put a check valve in the
>>line. OK, now how do we bleed the brakes from the bottom? Can't. So,
>>I don't see any way with the present hardware to make the parallel work.
>>
>>That's probably why the Matco schematic ....... is serial.
>>
>>There may be a fault in my logic ..... so think it through .... and if
>>you come up with a fault .... please let us know. I spent lots more
>>time typing than I did thinking!!!
>>Linn
>>do not archive
>>
>>
>>
>>>
>>>
>>>
>>
>>
>
>
>
>
Message 27
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| Subject: | Re:Parachutes, any record |
--> RV-List message posted by: Oldsfolks@aol.com
I have flown initial test flights on 6-or 7 RV's without a parachute. I was
very familiar with the builder and building on them though. I have had no
problems.
I was testing a new controllable pitch propeller on our RV-4 and I wore the
'chute on those flights. On the third flight the prop shed part of one blade
and I thought the engine would depart. That was about 50 feet above the runway
on take-off. I got it down with minimal damage and no damage to me.
I don't mind wearing the parachute.
Bob Olds RV-4 , N1191X
A&P , EAA Tech. Counselor
Charleston,Arkansas
Real Aviators Fly Taildraggers
Message 28
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|
| Subject: | Re: a portable flypark |
--> RV-List message posted by: Oldsfolks@aol.com
Craig;
I have done those straight down landings. They do play with your brain a
little the first few times. I had an Aeronca Chief to play with while based at
Dagget airport ( Barstow) Calif. The winds get to 30-40 kts. pretty often and
it is fun to practice for when the winds get strong !!
I also was able to throttle back and back across the airport at 8-10 MPH.
The things we do for fun !!
do not archive
Bob Olds RV-4 , N1191X
A&P , EAA Tech. Counselor
Charleston,Arkansas
Real Aviators Fly Taildraggers
Message 29
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|
| Subject: | Re: Fwd: Re: RV8-List: ebay warning: WAS Garmin 296 |
--> RV-List message posted by: Skylor Piper <skylor4@yahoo.com>
--- Skylor Piper <skylor4@yahoo.com> wrote:
> Date: Wed, 18 Aug 2004 15:22:01 -0700 (PDT)
> From: Skylor Piper <skylor4@yahoo.com>
> Subject: Re: RV8-List: ebay warning: WAS Garmin 296
> To: rv8-list@matronics.com
>
> --> RV8-List message posted by: Skylor Piper
> <skylor4@yahoo.com>
>
> This sounds EXACTLY like the same scammer(s) that
> has
> ripped off many, many people with supposed high end
> cell phones.
>
> Several identical things of note:
>
> 1. Too good to be true price.
> 2. Payment through Western Union.
> 3. Foreign country.
> 4. Free shipping (2nd day air).
> 5. Attempts to sell directly (outside of ebay).
>
> These scammers will attempt to convince you that
> your
> wire transfer is safe with Western union until you
> verify you've received the item. That's not the
> case.
> Sometimes, when potential buyers request the use of
> escrow, they will refer you to a apparently legit
> company that's also bogus.
>
> More on these ebay scams here:
>
>
>
http://ming.tv/flemming2.php?did=10&vid=10&xmode=show_article&amode=standard&aoffset=0&artid=000010-000653&time=1076088131
>
>
> I must say that I am shocked at how many people
> naively fall for these scammers. Apparently many
> people's common sense goes out the window when they
> think they can get a great deal on something.
>
> Use common sense, people!!!
>
>
> I also discovered another scam after I recently bid
> on
> a legit avionics item:
>
> I received an e-mail apparently from e-bay
> indicating
> that the sale of the item I was outbid on had fallen
> through, and it was being made available to me
> through
> a second chance auction. This, however, was not a
> legit second chance auction, and the notice tried to
> get me to contact somebody directly through e-mail
> to
> buy the item. What tipped me off was the fact that
> I
> knew the original seller's e-mail address, and the
> one
> in the notice wasn't it.
>
> Skylor
> RV-8 QB Under Construction
> N808SJ Reserved
>
> --- Kevin Hanson <rv8tor@comcast.net> wrote:
>
> > --> RV8-List message posted by: Kevin Hanson
> > <rv8tor@comcast.net>
> >
> > Well, he's back. This time it has a note about
> > emailing him to get
> > pre-approval to bid. I emailed him and got this
> > response:
> >
> > "The total price of the one Garmin 296 is 1400 USD
> > shipping taxes and
> > insurance of the package included. It is brand new
> > in it's original box
> > and it has full US warranty. For the shipping I
> use
> > UPS Express Air and
> > the package will arrive to you in 2 days. For the
> > payment I use Western
> > Union Money Transfer."
> >
> > So, I would think long and hard before wiring him
> > money. You have no
> > protection.
> >
> > Cheers,
> > Kevin
> >
> > Kevin Hanson wrote:
> > > --> RV8-List message posted by: Kevin Hanson
> > <rv8tor@comcast.net>
> > >
> > > Who knows where this guy from Germany got all
> > these Garmin's. I was
> > > watching these auctions as well and even sent
> the
> > guy an email asking
> > > for more details.
> > >
> > > Just looked again...all the auctions are gone !!
>
> > Something fishy going
> > > on here.
> > >
> > > Cheers,
> > > Kevin
> > > RV8 emp
> > >
> > > N8RV@gte.net wrote:
> > >
> > >>--> RV8-List message posted by: N8RV@gte.net
> > >>
> > >>File this in the FWIW department ...
> > >>
> > >>I just noticed on eBay that there's somebody
> > selling OODLES of new
> > >>Garmin 296s. Starting bid is $1000. At OSH,
> this
> > unit was not being
> > >>discounted by anyone, and the selling price
> > everywhere was $1695. I
> > >>have no idea if this is legit or not, but if
> > you're in the market for
> > >>one, it might save you a bundle. As always with
> > eBay, caveat emptor.
> > >>
> > >>Alas, I don't need one yet. :-(
> > >>
> > >>-- Don
> > >> N8RV
> > >>
> > >>do not archive
> > >>
> > >>
> > >>
> > >>
> > >>
> > >>
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> > Contributions
> > any other
> > Forums.
> >
> > http://www.matronics.com/chat
> >
> > http://www.matronics.com/subscription
> > http://www.matronics.com/FAQ/RV8-List.htm
> > http://www.matronics.com/archives
> > http://www.matronics.com/photoshare
> > http://www.matronics.com/emaillists
> >
> >
> >
> >
> >
> >
>
>
>
> __________________________________
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/chat
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/RV8-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
>
__________________________________
Message 30
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|
| Subject: | Re: Hartzell prop for sale |
--> RV-List message posted by: Gert <gert@execpc.com>
Hi John
how much are they ground down??
Gert
p.s.
See you survived the "Custom Parking Camping Bruhaa" for another year ;-)
John Huft wrote:
> --> RV-List message posted by: "John Huft" <rv8@lazy8.net>
>
> I guess this would be a good time to offer for sale:
>
> A used, 10 hours since overhaul, Hartzell HC-C2YK-1BF 74" constant speed
> 2-blade prop.
>
> Overhauled by Porterfield Propellers in Lubbock, TX, 10/30/03. Has FAA form
> 8130-3 from them. Blades were ground down below specs, so the prop is
> experimental only. Logbook was lost.
>
> I bought this prop on ebay to bring my airplane home after another prop
> malfunctioned. I have replaced it with a new "blended airfoil" prop from
> Van's. I flew the 10 hours bringing it home and testing it. It performed
> equal to a $10K AeroComp prop, though it weighs 18 lbs more.
>
> Offered to listers before I put it on ebay, $3500, you pay the shipping. A
> reduced cost way to the land of constant speed props.
>
> John Huft
> Pagosa Springs, CO
>
>
>
>
>
>
>
--
is subject to a download and archival fee in the amount of $500
Message 31
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|
| Subject: | RV-7A Taxi light |
--> RV-List message posted by: "Jim Ellsworth" <ellsworj@m33access.com>
I am installing a Duckworks Taxi light in the right wing of my 7A and
was wondering if the standard cutout has good light coverage for ground
operations. The cutout looks like it won't provide much forward light
projection. Is there any problem with making the cutout 3/4" longer on
the top of the leading edge (back toward the leading edge).
Jim Ellsworth
RV-7A
Building wings
Message 32
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|
| Subject: | [Fwd: RE: Parking brake info (PVPV-1)] |
0.1 HTML_TITLE_EMPTY BODY: HTML title contains no text
--> RV-List message posted by: Bobby Hester <bhester@hopkinsville.net>
I emailed Matco about the recent parking brake discussion and received
this reply and permission to forward to this list.
-------- Original Message --------
Subject: RE: Parking brake info (PVPV-1)
From: Technical Support <tech@matcomfg.com>
Mr. Hester,
Thank you for the heads-up. I am not sure how the link on the PV-1
information sheet got misdirected but I have corrected it now. The
drawing was on the site under the Technical Support link correctly but
the link to it from the catalog page was wrong. Strange...but it is
fixed now. Is the RV-List that you mention a public access list or a
subscription list? I do check the list at MATRONICS.COM from time to
time but have not seen the comments about the valve operation
Feedback from our customers is very important to us. The RV builders
provided feedback to us on our port spacing that lead to a change last
year. The fittings used by most RV builders were slightly longer than
the type used back when the PV-1 was designed and it turned out that two
90 degree fittings could not be installed in the body of the valve
(inlet fittings). It was possible to increase the port spacing to allow
these fittings to be used and the change was incorporated in October of
2003. The outlet fitting spacing stayed the same but is generally not
an issue as straight fittings are typically used. I know that it has
helped with the installation for others as well.
I will pass your suggestion along to our shipping department. Your
observation is well taken and would be of benefit to our customers.
Sincerely,
George R. Happ
MATCO mfg
801-486-7574 801-486-7581 (F)
www.matcomfg.com <http://www.matcomfg.com>
From: Bobby Hester [mailto:bhester@hopkinsville.net]
Subject: Parking brake info (PVPV-1)
I thought I should let you know that the Installation Drawing
<http://matco.elixirlabs.com/users/matco/images/mastercylinder24a.jpg>
link on this page is no longer working.
http://www.matcomfg.com/catalog/index.php?file=catalog&action=catalog_productinfo&uid=2192&pi_id=61655&clist=0,59990,60741
<http://www.matcomfg.com/catalog/index.php?file=catalog&action=catalog_productinfo&uid=2192%F0_id=61655&clist=0,59990,60741>
I think the correct drawing can be found at:
http://matco.elixirlabs.com/users/matco/images/IM27a.jpg
There has been a big discussion on the RV-List talking about the corrct
way this valve should be installed. Everyone is talking about the valve
coming with no documentation. Alot of people assumed that the arm would
work straight down as being open and 90 degrees up would be off. Alot of
people have installed them that way and some are complaining about them
not working poperly (most likely because they are not installed correctly).
I would think it would be a real good idea to include this drawing with
each valve sold. It would keep your customers form having these
problems. You may not be receiving complaints because most of the people
that have a problem with them just quit using them and then get on the
internet and tell everyone that they do not work very well.
--
Surfing the Web from Hopkinsville, KY
Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
RV7A Slowbuild wings-QB Fuse :-)
Message 33
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|
| Subject: | Hartzell prop for sale |
--> RV-List message posted by: "John Huft" <rv8@lazy8.net>
Hi Gert
Custom parking was no problem thanks to your help...lost a little paint off
the trailing edge corner of one wingtip...just the usual for an
airshow...somebody cut the corner as they walked by.
The guy who ground the prop said it was just barely too much to certify.
But, it is sold already. Wow, the power of the list!!
Best, John
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Gert
Subject: Re: RV-List: Hartzell prop for sale
--> RV-List message posted by: Gert <gert@execpc.com>
Hi John
how much are they ground down??
Gert
p.s.
See you survived the "Custom Parking Camping Bruhaa" for another year ;-)
John Huft wrote:
> --> RV-List message posted by: "John Huft" <rv8@lazy8.net>
>
> I guess this would be a good time to offer for sale:
>
> A used, 10 hours since overhaul, Hartzell HC-C2YK-1BF 74" constant speed
> 2-blade prop.
>
> Overhauled by Porterfield Propellers in Lubbock, TX, 10/30/03. Has FAA
form
> 8130-3 from them. Blades were ground down below specs, so the prop is
> experimental only. Logbook was lost.
>
> I bought this prop on ebay to bring my airplane home after another prop
> malfunctioned. I have replaced it with a new "blended airfoil" prop from
> Van's. I flew the 10 hours bringing it home and testing it. It performed
> equal to a $10K AeroComp prop, though it weighs 18 lbs more.
>
> Offered to listers before I put it on ebay, $3500, you pay the shipping. A
> reduced cost way to the land of constant speed props.
>
> John Huft
> Pagosa Springs, CO
>
>
--
is subject to a download and archival fee in the amount of $500
Message 34
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|
| Subject: | [Fwd: RE: RE: Parking brake info (PVPV-1)] |
0.1 HTML_TITLE_EMPTY BODY: HTML title contains no text
--> RV-List message posted by: Bobby Hester <bhester@hopkinsville.net>
I'll upload the photo that George sent me to the list as soon as I can.
I think this is exactlly what everyone would like to see. This
information needs to come the parking brake, so it can be installed
properly.
-------- Original Message --------
Subject: RE: RE: Parking brake info (PVPV-1)
From: Technical Support <tech@matcomfg.com>
Mr. Hester,
I hadn't checked the RV page in a while. I more often browse the RV6 and
RV8 pages. Wow... lot's of discussion. I had another call from an RV
builder today on the topic.
Here is a different drawing hoping to clarify the operating range. Let me
know if this helps clarify.
There is some discussion about not being able to get release of the valve.
As we discussed on the phone, and as the catalog page description notes, the
valve operates as a resetable check valve. The poppets ride on a cam and
are either held open (when the valve is in the open range) or allow flow in
only one direction (when the valve is in the closed range). When pressure
has been trapped in the brake by the valve, the poppets must be unseated to
allow flow to be re-established and this is done by moving the handle to the
open range. The valve is most easy reopened, and the longest o-ring life
will occur, if the pressure across the valve is equalized before moving the
lever to the open range. This is done by first applying brake pressure to
about the same value as the maximum value set while the closed range was
selected. I do this on my a/c by simply pressing the toe brakes firmly
before moving my park brake control to the open position. This concept was
suggested in several of the correspondence and is the correct idea.
There was also some discussion about adding stops on the valve. They are
not required as the valve has an open range and a closed range. It is not
necessary to precisely stop the valve at either end of it's arc of travel
since it only becomes more open or more closed at either extreme. It is
only necessary to insure there is adequate travel about the position where
the handle is perpendicular to the body.
Let me know if the attached drawing clarifies the operating range.
Thank you,
George R. Happ
MATCO mfg
801-486-7574 801-486-7581 (F)
www.matcomfg.com
-----Original Message-----
From: Bobby Hester [mailto:bhester@hopkinsville.net]
Subject: Re: RE: Parking brake info (PVPV-1)
I would like to forward a copy of your response to the RV-List if you don't
mind. Yes, this is the Matronics RV-List. Thanks for your time.
> -----Original Message-----
> From: "Technical Support" <tech@matcomfg.com>
> To: "'Bobby Hester'" <bhester@hopkinsville.net>
> Date: Wed, 18 Aug 2004 06:49 (CDT)
> Subject: RE: Parking brake info (PVPV-1)
>
>
>
> Mr. Hester,
>
> Thank you for the heads-up. I am not sure how the link on the PV-1
> information sheet got misdirected but I have corrected it now. The
drawing
> was on the site under the Technical Support link correctly but the link to
> it from the catalog page was wrong. Strange.but it is fixed now. Is the
> RV-List that you mention a public access list or a subscription list? I
do
> check the list at MATRONICS.COM from time to time but have not seen the
> comments about the valve operation
>
>
>
>
>
> Feedback from our customers is very important to us. The RV builders
> provided feedback to us on our port spacing that lead to a change last
year.
> The fittings used by most RV builders were slightly longer than the type
> used back when the PV-1 was designed and it turned out that two 90 degree
> fittings could not be installed in the body of the valve (inlet fittings).
> It was possible to increase the port spacing to allow these fittings to be
> used and the change was incorporated in October of 2003. The outlet
fitting
> spacing stayed the same but is generally not an issue as straight fittings
> are typically used. I know that it has helped with the installation for
> others as well.
>
>
>
> I will pass your suggestion along to our shipping department. Your
> observation is well taken and would be of benefit to our customers.
>
> Sincerely,
>
>
>
> George R. Happ
>
> MATCO mfg
>
> 801-486-7574 801-486-7581 (F)
>
> www.matcomfg.com
>
>
>
> _____
>
> From: Bobby Hester [mailto:bhester@hopkinsville.net]
> Sent: Tuesday, August 17, 2004 9:22 PM
> To: tech@MATCOmfg.com
> Subject: Parking brake info (PVPV-1)
>
>
>
> I thought I should let you know that the Installation
> <http://matco.elixirlabs.com/users/matco/images/mastercylinder24a.jpg>
> Drawing link on this page is no longer working.
> http://www.matcomfg.com/catalog/index.php?file=catalog
>
<http://www.matcomfg.com/catalog/index.php?file=catalog&action=catalog_produ
> ctinfo&uid=2192~_id=61655&clist=0,59990,60741>
> &action=catalog_productinfo&uid=2192&pi_id=61655&clist=0,59990,60741
>
> I think the correct drawing can be found at:
> http://matco.elixirlabs.com/users/matco/images/IM27a.jpg
>
> There has been a big discussion on the RV-List talking about the corrct
way
> this valve should be installed. Everyone is talking about the valve coming
> with no documentation. Alot of people assumed that the arm would work
> straight down as being open and 90 degrees up would be off. Alot of people
> have installed them that way and some are complaining about them not
working
> poperly (most likely because they are not installed correctly).
>
> I would think it would be a real good idea to include this drawing with
each
> valve sold. It would keep your customers form having these problems. You
may
> not be receiving complaints because most of the people that have a problem
> with them just quit using them and then get on the internet and tell
> everyone that they do not work very well.
>
>
>
> --
> Surfing the Web from Hopkinsville, KY
> Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
> RV7A Slowbuild wings-QB Fuse :-)
>
>
-------
Surfing the web from Hopkinsville, KY
RV7A web site: http://www.geocities.com/hester-hoptown/RVSite
--
Surfing the Web from Hopkinsville, KY
Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
RV7A Slowbuild wings-QB Fuse :-)
Message 35
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|
| Subject: | HS-702 edge distances |
--> RV-List message posted by: "Will, Scott" <Scott.Will@delta.com>
Looking for advice on the front spar acceptable edge distances. When match drilling
the skin to the spar, I ended up with edge distances on the spar of about
.110 (worst case, top side of stab) and about .140 - .150" (bottom side of stab).
I must not have had all the parts clamped tightly when I drilled. The
holes receive #3 rivets but edge distances are slightly more than 1D. All of
them are not like that, just the first two or three -- then they progress to a
more normal, centered spacing.
Have any of you had experience with this and if so what was the outcome? Thanks
for all the insight in advance.
Scott Will
Atlanta, GA
-7A emp
Message 36
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|
| Subject: | RV6A aft top skins |
--> RV-List message posted by: "Chris & Kellie Hand" <ckhand@earthlink.net>
Questions for RV-6/6A tip-up canopy builders:
Did you rivet the forward-most aft top skin (that mates w/ aft canopy
section) before fitting and drilling the canopy in place, or after fitting
the canopy? Would you do it the same way if starting over?
Seems easy enough to just final trim the skin with it riveted in place, but
how much, if any of the forward fingers reaching to the cabin frame should
stay cleco'd until canopy fitting?
My finish kit is due for shipping in late Sept and I was going to go ahead
and rivet the skins, but I have riveted things too soon in the past so
looking for opinions...
Thanks for your help!
Chris Hand
RV-6A
Message 37
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|
| Subject: | LIGHTSPEED ELECTRONIC IGNITION |
0.1 EXTRA_CASH BODY": rv-list@matronics.com
--> RV-List message posted by: Bruno <rv4@videotron.ca>
Hello All
I thinking about replacing one of the mags on my RV-4 with an
electronic system and would like to know from the peoples who have done it
using a Lightspeed System the pros & cons of using such a system.
What kind of fuel economy and HPs increase did you get?
Also is a Plasma 3 system worth the extra cash vs a Plasma 2 Plus system?
What spark plugs are you using ( Long life or Iridiums??)
Comments regarding Klaus's services...?
Thank you for your time
Bruno Dionne
C-GDBH RV-4
rv4@videotron.ca
P.S# You may reply off list if you wish.
Message 38
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|
| Subject: | Re: HS-702 edge distances |
--> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
Are you measuring edge distance from the edge of the hole, or from the
center? Edge distance is normally measured from the center of the hole
to the edge of the material. The minimum edge distance for #3 rivets is
.156 or .219 in, depending on the nature of the hole (dimpled v.
countersunk, etc.) If you haven't read Milspec MIL-R-47196A, check it
out here: http://home.flash.net/~gila/rivet_spec/rivet_a.htm
Everything you ever wanted to know about rivets. You'll find that the
"rules of thumb" on riveting are more conservative than what is required
by the Milspec.
Jeff Point
RV-6
Milwaukee WI
>
>
Message 39
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|
| Subject: | Re: RV6A aft top skins |
--> RV-List message posted by: "thomas a. sargent" <sarg314@earthlink.net>
Chris, Kellie:
I left the skin clecoed until it was in its final shape. (I have a
tip-up, but I don't think that matters in this respect.) Then I
rivetted all except for the forward pieces that rivet to the top
longeron. I left about a foot unrivetted. Then I finished the
plexiglass. Made it easier to get the plexi in and out. Beware you
don't accidentally bend those pieces back. I kept them clecoed all the
time or taped down so they wouldn't snag on my sleeve as I walked by. I
rivetted that last bit after the plexiglass was all finished and ready
for "permanent" installation. (Is anything ever installed permanently?)
Chris & Kellie Hand wrote:
> --> RV-List message posted by: "Chris & Kellie Hand" <ckhand@earthlink.net>
>
> Questions for RV-6/6A tip-up canopy builders:
> Did you rivet the forward-most aft top skin (that mates w/ aft canopy
> section) before fitting and drilling the canopy in place, or after fitting
> the canopy? Would you do it the same way if starting over?
--
Tom Sargent, RV-6A, Landing gear
Message 40
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|
Aeroelectric List <aeroelectric-list@matronics.com>
| Subject: | Starter for Sale |
--> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
I'm selling an extra starter on Ebay if anyone is interested. This is
the Sky-tec High Torque model, 12V, 149 tooth. It's not the el-cheapo
"flyweight" model, but the better one using a wound field motor, which
is the better choice if using the smaller (17AH RG) batteries which have
become popular (I use one too.) Zero time since factory overhaul.
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=2487542503
Forgive the commercialism, and do not archive.
Jeff Point
RV-6
Milwaukee WI
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