Today's Message Index:
----------------------
1. 12:21 AM - RV-List Digest: 17 Msgs - 09/22/04 -Reply (Jim.Truitt@usdoj.gov)
2. 02:05 AM - Re: Aircraft Wiring (Doug Gray)
3. 05:55 AM - (David Figgins)
4. 06:53 AM - Re: Aircraft Wiring (Ben Cunningham)
5. 07:27 AM - Re: (Bobby Hester)
6. 10:12 AM - Tuft testing pics (Wheeler North)
7. 10:16 AM - yes she does (Wheeler North)
8. 10:25 AM - Re: (David Figgins)
9. 11:30 AM - Re: Aircraft Wiring (Jim & Bev Cone)
10. 11:33 AM - Re: (steve zicree)
11. 12:44 PM - Re: (David Figgins)
12. 01:47 PM - paint (Glen Matejcek)
13. 01:58 PM - Re: Tuft testing pics (Oldsfolks@aol.com)
14. 03:37 PM - Lycoming Power Settings and Break-In Techniques (John Wiegenstein)
15. 04:54 PM - Fuselage jig for sale ()
16. 05:31 PM - Re: Aircraft Wiring (Mike Nellis)
17. 06:25 PM - Discovery Wings Oshkosh 2004 - Comments (John)
18. 07:35 PM - Re: Lycoming Power Settings and Break-In Techniques (Eustace Bowhay)
19. 07:40 PM - Re: Discovery Wings Oshkosh 2004 - Comments (Alex Peterson)
20. 07:40 PM - Re: Discovery Wings Oshkosh 2004 - Comments (Robert Cutter)
21. 07:55 PM - Glide Characteristics (Kyle Boatright)
22. 09:09 PM - Re: Glide Characteristics (Stein Bruch)
23. 09:29 PM - Common Reamer Sizes ()
24. 09:31 PM - Flap Skin Part Number? ()
25. 09:55 PM - Re: Common Reamer Sizes (Dan Checkoway)
26. 10:35 PM - engine leaks and wingtips (Wheeler North)
27. 11:36 PM - Re: Glide Characteristics (GMC)
Message 1
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| Subject: | RV-List Digest: 17 Msgs - 09/22/04 -Reply |
(Receipt Notification Requested)
--> RV-List message posted by: "Jim.Truitt@usdoj.gov" <Jim.Truitt@usdoj.gov>
I have been temporarily assigned to a new task force in Indianapolis effective
September 22, 2004. All of my fugitive cases have been reassigned to other
task force members. If you need to contact the officer assigned to a case,
contact Jim Enea at (317) 226-7116 (office) or (317) 281-7502 (cell). For
contact concerning a new fugitive case, or collateral leads, contact
Supervisor Tom Cassels at (317) 226-6059 or Brian Aldridge at (317) 226-0255.
I will check my email and voice mail periodically during this period, or I can
be contacted at (317) 281-7503.
Message 2
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| Subject: | Re: Aircraft Wiring |
--> RV-List message posted by: Doug Gray <dgra1233@bigpond.net.au>
A quick check of the data tells me that there are two major variants of Teflon:
TFE Teflon - is good to 260 C max temperature. It also requires very high pressures
for extrusion so
special hydraulic ram machines are necessary.
FEP Teflon - is good to 200 C, and may be extruded in conventional machines (auger/screw
type feed)
Tefzel has a max temperature rating of 150 C
Nickel plated conductors are good to 260 C.
Silver plated conductors to 200 C.
>
> Silver or Nickel plated conductors generally have a 200 degree C max temeperature
rating.
> Tin plated conductors are limited to 150 C. High temps will cause the tin to
melt....
>
> ETFE (Tefzel) is more operator friendly and cheaper than PTFE. Both are generally
extruded but
> sometimes wrapped as strips arount the conductors. Both will cold flow.
>
> PTFE is a pain because very sharp tooling is necessary to strip the wire, and
it takes a skilled
> operator to avoid cut or nicked strands. It also seems to bond tenaceously to
the wire. (At least it
> is my experience)
>
> I do not have the data sheets at hand but IIRC both are equal and remarkable
in their ability to
> withstand environmental duress.
>
> Doug Gray
>
>
>>However, Tin finishes have the unfortunate tendency to spontaneously grow
>>whiskers, so I personally would always prefer Silver plating over Tin. Punch
>>"Tin Whiskers" into any search engine and find a bunch of info on this subject
>>from the military electronics realm.
>>
>>PTFE (Teflon) is extruded and sintered over the wire at high temperature so
>>Silver plating the strands works better here than Tin.
>>
>
Message 3
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--> RV-List message posted by: "David Figgins" <2004nospam@earthlink.net>
Getting to end of empennage and wrestling with the next step, QB is
attractive but a lot more money (particularly when you add the
shipping etc) and it also appears you have to order both wing and
fuselage at the same time as they are a matched set, unfortunately the
web site also says you have to order both items at the same time if you want
to go partial QB (i.e.
QB wings and standard fuselage or QB fuse and standard wings) which
were options I was considering as a balance of cost (paid
incrementally over
time) and build time. Do I understand the web information correctly?
Also if the partial QB is chosen, given a choice of standard wing or
standard fuselage which would be more practical considering I am
working by myself (no riveting helper at this time for example) in garage.
Thanks
Dave RV-7 Empennage
Message 4
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| Subject: | Re: Aircraft Wiring |
--> RV-List message posted by: "Ben Cunningham" <benandginny@insightbb.com>
The wiring booklet critique is at www.bluemountainavionics.com under the
discussion groups installation tab. Pretty good rebuttal by electric Bob.
Ben Cunningham
RV7 finish kit
----- Original Message -----
From: "Jim & Bev Cone" <jimnbev@olypen.com>
Subject: Re: RV-List: Aircraft Wiring
> --> RV-List message posted by: "Jim & Bev Cone" <jimnbev@olypen.com>
>
> There is also a very interesting rebuttal of the critique on the Blue
Mountain Discussion Board.
>
> Jim Cone
> 3-Peat Offender
>
>
Message 5
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--> RV-List message posted by: Bobby Hester <bhester@hopkinsville.net>
David Figgins wrote:
>--> RV-List message posted by: "David Figgins" <2004nospam@earthlink.net>
>
>Getting to end of empennage and wrestling with the next step, QB is
>attractive but a lot more money (particularly when you add the
>shipping etc) and it also appears you have to order both wing and
>fuselage at the same time as they are a matched set, unfortunately the
>web site also says you have to order both items at the same time if you want
>to go partial QB (i.e.
>QB wings and standard fuselage or QB fuse and standard wings) which
>were options I was considering as a balance of cost (paid
>incrementally over
>time) and build time. Do I understand the web information correctly?
>Also if the partial QB is chosen, given a choice of standard wing or
>standard fuselage which would be more practical considering I am
>working by myself (no riveting helper at this time for example) in garage.
>Thanks
>
>Dave RV-7 Empennage
>
>
>
Unless things have changed, you do not have to order both at the same
time. I did slow wings and QB fuse. I did have to send my center section
that came with the wings back, when I ordered the QB fuse. You would
probably, be better off doing QB wings and slow fuse. I say that because
the wings are just about complete as QB, I think you put on one bottom
skin on each wing. The QB fuse still has alot of things to do to it. You
will need help on the slow build wings both with the skins and the
tanks. Bad thing about ordering the QB wings and the slow build fuse
later is you will not have anything to do while saving money for the
slow fuse. I'm not sure if you can order slow fuse now and QB wings
later, if you can that would be better. I'd call Vans and ask.
--
Surfing the Web from Hopkinsville, KY
Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
RV7A Slowbuild wings-QB Fuse :-)
Message 6
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| Subject: | Tuft testing pics |
--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Sorry about that guys, MS Frontpage does it to me again.
http://www.miramarcollege.net/programs/avim/faculty/north/tufttests/
should work now, I have no idea why front page decided to reroute every
picture link to a non-existant folder. Must be some kind of arcane Bill
Gates magic. What's odd is I check for this with netscape and IE and both
seemed to find the pics even though the path was wrong.
This leads me to believe that FP made the modification as it was shut down.
Sure glad my airplane is an RV rather than an FP!!! "Hey, we're on short
final, let's help the pilot by becoming a retractable gear aircraft just
before touch down. But to do that the object oriented code must have an
autoretract.dll that activates upon any user inputs below 100 ft agl"
W
do not archive
Time: 05:48:47 PM PST US
From: Richard Tasker <retasker@optonline.net>
Subject: Re: RV-List: Tuft Testing the RV wing
--> RV-List message posted by: Richard Tasker <retasker@optonline.net>
Well, this would all be very interesting, but the pictures and movies do
not show up on the web pages - just the text. The images are blank and
if you try to look at just the image, it shows 404 missing link.
Really would like to look at your testing results!
Dick Tasker
Message 7
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--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Yes she does, and she's kinda cute...
MTBE: Methyl Tertieary Butyal Ether
But be careful kissing her as she can make your armpits fall off.
EPDM: Ethylene Propylene Diene Monomer
Yea, but does she have a good looking sister ?
Do Not Archive
Message 8
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--> RV-List message posted by: "David Figgins" <2004nospam@earthlink.net>
This is what I was thinking (slow build fuselage and QB wings later) as
there is a lot that can be done on the fuselage and from what I have read
the QB wings do not take long and you get straight wings and surfaces, this
would also help with storage in the garage. Next is call to van's. Can one
person build the fuselage??
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bobby Hester
Subject: Re: RV-List:
--> RV-List message posted by: Bobby Hester <bhester@hopkinsville.net>
David Figgins wrote:
>--> RV-List message posted by: "David Figgins"
>--> <2004nospam@earthlink.net>
>
>Getting to end of empennage and wrestling with the next step, QB is
>attractive but a lot more money (particularly when you add the shipping
>etc) and it also appears you have to order both wing and fuselage at
>the same time as they are a matched set, unfortunately the web site
>also says you have to order both items at the same time if you want to
>go partial QB (i.e.
>QB wings and standard fuselage or QB fuse and standard wings) which
>were options I was considering as a balance of cost (paid incrementally
>over
>time) and build time. Do I understand the web information correctly?
>Also if the partial QB is chosen, given a choice of standard wing or
>standard fuselage which would be more practical considering I am
>working by myself (no riveting helper at this time for example) in garage.
>Thanks
>
>Dave RV-7 Empennage
>
>
>
Unless things have changed, you do not have to order both at the same time.
I did slow wings and QB fuse. I did have to send my center section that came
with the wings back, when I ordered the QB fuse. You would probably, be
better off doing QB wings and slow fuse. I say that because the wings are
just about complete as QB, I think you put on one bottom skin on each wing.
The QB fuse still has alot of things to do to it. You will need help on the
slow build wings both with the skins and the tanks. Bad thing about ordering
the QB wings and the slow build fuse later is you will not have anything to
do while saving money for the slow fuse. I'm not sure if you can order slow
fuse now and QB wings later, if you can that would be better. I'd call Vans
and ask.
--
Surfing the Web from Hopkinsville, KY
Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
RV7A Slowbuild wings-QB Fuse :-)
Message 9
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| Subject: | Re: Aircraft Wiring |
--> RV-List message posted by: "Jim & Bev Cone" <jimnbev@olypen.com>
The link is: http://www.bluemountainavionics.com/
Message 10
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--> RV-List message posted by: "steve zicree" <szicree@adelphia.net>
I built my entire slow build rv4 fuse by myself except for the very end,
when I stuffed my girlfriend into the tail cone to buck a few rivets (see
attached picture). Otherwise, it can all be done solo.
Steve Zicree
----- Original Message -----
From: "David Figgins" <2004nospam@earthlink.net>
Subject: RE: RV-List:
> --> RV-List message posted by: "David Figgins" <2004nospam@earthlink.net>
>
> This is what I was thinking (slow build fuselage and QB wings later) as
> there is a lot that can be done on the fuselage and from what I have read
> the QB wings do not take long and you get straight wings and surfaces,
this
> would also help with storage in the garage. Next is call to van's. Can one
> person build the fuselage??
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Bobby Hester
> To: rv-list@matronics.com
> Subject: Re: RV-List:
>
> --> RV-List message posted by: Bobby Hester <bhester@hopkinsville.net>
>
> David Figgins wrote:
>
> >--> RV-List message posted by: "David Figgins"
> >--> <2004nospam@earthlink.net>
> >
> >Getting to end of empennage and wrestling with the next step, QB is
> >attractive but a lot more money (particularly when you add the shipping
> >etc) and it also appears you have to order both wing and fuselage at
> >the same time as they are a matched set, unfortunately the web site
> >also says you have to order both items at the same time if you want to
> >go partial QB (i.e.
> >QB wings and standard fuselage or QB fuse and standard wings) which
> >were options I was considering as a balance of cost (paid incrementally
> >over
> >time) and build time. Do I understand the web information correctly?
> >Also if the partial QB is chosen, given a choice of standard wing or
> >standard fuselage which would be more practical considering I am
> >working by myself (no riveting helper at this time for example) in
garage.
> >Thanks
> >
> >Dave RV-7 Empennage
> >
> >
> >
> Unless things have changed, you do not have to order both at the same
time.
> I did slow wings and QB fuse. I did have to send my center section that
came
> with the wings back, when I ordered the QB fuse. You would probably, be
> better off doing QB wings and slow fuse. I say that because the wings are
> just about complete as QB, I think you put on one bottom skin on each
wing.
> The QB fuse still has alot of things to do to it. You will need help on
the
> slow build wings both with the skins and the tanks. Bad thing about
ordering
> the QB wings and the slow build fuse later is you will not have anything
to
> do while saving money for the slow fuse. I'm not sure if you can order
slow
> fuse now and QB wings later, if you can that would be better. I'd call
Vans
> and ask.
>
> --
> Surfing the Web from Hopkinsville, KY
> Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
> RV7A Slowbuild wings-QB Fuse :-)
>
>
Message 11
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--> RV-List message posted by: "David Figgins" <2004nospam@earthlink.net>
I did check with Van's and their suggestion if I wanted to build the
fuselage first (due to the matched drilling of the fuselage center section
and wing spars) was to order slow build fuselage with the wing spar which
they would match drill and hold until the QB wing was ordered and then
incorporate the spar into QB wings (and credit the spar cost against the QB
wing price), drilled fuselage center section would then be delivered with
the fuselage standard kit. Seems like a reasonable compromise of cost and
build time.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of steve zicree
Subject: Re: RV-List:
--> RV-List message posted by: "steve zicree" <szicree@adelphia.net>
I built my entire slow build rv4 fuse by myself except for the very end,
when I stuffed my girlfriend into the tail cone to buck a few rivets (see
attached picture). Otherwise, it can all be done solo.
Steve Zicree
----- Original Message -----
From: "David Figgins" <2004nospam@earthlink.net>
Subject: RE: RV-List:
> --> RV-List message posted by: "David Figgins" <2004nospam@earthlink.net>
>
> This is what I was thinking (slow build fuselage and QB wings later) as
> there is a lot that can be done on the fuselage and from what I have read
> the QB wings do not take long and you get straight wings and surfaces,
this
> would also help with storage in the garage. Next is call to van's. Can one
> person build the fuselage??
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Bobby Hester
> To: rv-list@matronics.com
> Subject: Re: RV-List:
>
> --> RV-List message posted by: Bobby Hester <bhester@hopkinsville.net>
>
> David Figgins wrote:
>
> >--> RV-List message posted by: "David Figgins"
> >--> <2004nospam@earthlink.net>
> >
> >Getting to end of empennage and wrestling with the next step, QB is
> >attractive but a lot more money (particularly when you add the shipping
> >etc) and it also appears you have to order both wing and fuselage at
> >the same time as they are a matched set, unfortunately the web site
> >also says you have to order both items at the same time if you want to
> >go partial QB (i.e.
> >QB wings and standard fuselage or QB fuse and standard wings) which
> >were options I was considering as a balance of cost (paid incrementally
> >over
> >time) and build time. Do I understand the web information correctly?
> >Also if the partial QB is chosen, given a choice of standard wing or
> >standard fuselage which would be more practical considering I am
> >working by myself (no riveting helper at this time for example) in
garage.
> >Thanks
> >
> >Dave RV-7 Empennage
> >
> >
> >
> Unless things have changed, you do not have to order both at the same
time.
> I did slow wings and QB fuse. I did have to send my center section that
came
> with the wings back, when I ordered the QB fuse. You would probably, be
> better off doing QB wings and slow fuse. I say that because the wings are
> just about complete as QB, I think you put on one bottom skin on each
wing.
> The QB fuse still has alot of things to do to it. You will need help on
the
> slow build wings both with the skins and the tanks. Bad thing about
ordering
> the QB wings and the slow build fuse later is you will not have anything
to
> do while saving money for the slow fuse. I'm not sure if you can order
slow
> fuse now and QB wings later, if you can that would be better. I'd call
Vans
> and ask.
>
> --
> Surfing the Web from Hopkinsville, KY
> Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
> RV7A Slowbuild wings-QB Fuse :-)
>
>
Message 12
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--> RV-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
Thanks guys for the on and off line responses!
Glen
Message 13
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| Subject: | Re: Tuft testing pics |
--> RV-List message posted by: Oldsfolks@aol.com
I got the pics OK.
Bob Olds RV-4 , N1191X
A&P , EAA Tech. Counselor
Charleston,Arkansas
Real Aviators Fly Taildraggers
Message 14
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| Subject: | Lycoming Power Settings and Break-In Techniques |
--> RV-List message posted by: "John Wiegenstein" <n727jw@hellerwiegenstein.com>
Listers, I have a new O-360-A1A and the Hartzell "blended airfoil" C/S prop
on my -6, now with 5 hours flight time. Couple more questions have come up:
1. I have Kevin Horton's Excel spreadsheet for the O-360-A series, and its
a good tool, but does anyone have a decent hard copy of the factory power
setting charts? I cannot believe that Lycoming sells you a $23,000 engine
and then gives you operational documentation that is so pathetic it is
outclassed by that which comes with a (Honda lawnmower from Home Depot.
2. I'm trying to keep power settings at 75% or better as much as I can, but
this means cruising around a lot at pretty good speeds. Problem is I'd
also like to do more pattern work, to get better at managing the C/S prop
and its noteworthy braking effect and resulting power-off descent rate on
approach, plus get more comfortable with aircraft control and power
application on takeoff (it is NOT a 172, that's for sure). This kind of
flying seems to conflict with desired engine break-in techniques. Any
suggestions on how to balance these two goals? TIA
John H. Wiegenstein
HELLER WIEGENSTEIN PLLC
19301 - 8th Ave. NE, Suite A
Poulsbo, WA 98370
(360) 394-3500
(360) 394-3503 FAX
johnw@hellerwiegenstein.com
www.hellerwiegenstein.com
Message 15
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| Subject: | Fuselage jig for sale |
--> RV-List message posted by: <Clay.Killion@infineon.com>
Hello RV listers:
I have a wood fuselage jig for sale in Phoenix AZ. It's assembled with
dry wall
screws.... so it could be disassembled for transport. Also it should
be possible
to alter as to allow RV3 or 4 fuselage construction.
Mine is the 3rd RV6 fuselage to have been built using it and I believe
it still has
enough integrity/strength for another project. Asking $160.00.
Interested?.... call this weekend at (602)957-3612 and leave a
message....or
respond using my email address. I'm at Deer Valley Airport 41-03.
Clay Killion
RV6
Message 16
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| Subject: | Re: Aircraft Wiring |
--> RV-List message posted by: Mike Nellis <mike@bmnellis.com>
Bob wrote the critique, Greg wrote the rebuttle.
Ben Cunningham wrote:
>--> RV-List message posted by: "Ben Cunningham" <benandginny@insightbb.com>
>
>The wiring booklet critique is at www.bluemountainavionics.com under the
>discussion groups installation tab. Pretty good rebuttal by electric Bob.
>
>Ben Cunningham
>RV7 finish kit
>
>----- Original Message -----
>From: "Jim & Bev Cone" <jimnbev@olypen.com>
>To: <rv-list@matronics.com>
>Subject: Re: RV-List: Aircraft Wiring
>
>
>
>
>>--> RV-List message posted by: "Jim & Bev Cone" <jimnbev@olypen.com>
>>
>>There is also a very interesting rebuttal of the critique on the Blue
>>
>>
>Mountain Discussion Board.
>
>
>>Jim Cone
>>3-Peat Offender
>>
>>
>>
>>
>
>
>
>
Message 17
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| Subject: | Discovery Wings Oshkosh 2004 - Comments |
--> RV-List message posted by: "John" <n1cxo320@salidaco.com>
DO NOT ARCHIVE
I just watched the hour-long Oshkosh 2004 program on Discovery Wings. While
generally interesting it really missed the heart and soul of home building,
something "Oshkosh" is supposed to represent.
The military stuff, the aerobatics, the small "inexpensive" (read
$2-million) jets, etc, are interesting, but I didn't see a single RV, only
some Long EZ's in connection with a Burt Rutran interview.
I think they missed the central point of Experimental Aircraft Association's
true beginnings and present primary focus, that is, hands-on aircraft
building and flying.
My two-cents worth.
John at Salida, CO
Message 18
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| Subject: | Re: Lycoming Power Settings and Break-In Techniques |
--> RV-List message posted by: "Eustace Bowhay" <ebowhay@jetstream.net>
Hi John:
This is a hard one, the recognized way to break this engine in is to run at
75% ( 2400 & 24 inches) give or take until the oil consumption
stabilizes.This combined with careful control of the cylinder head
temperatures (gradual cooling on the descents) will give the best long term
cylinder life and oil consumption.
I can only suggest that you keep circuit work to a minimum until the
break-in is complete, this can happen in as little as ten hours.
Eustace Bowhay
Blind Bay, B.C.
----- Original Message -----
From: "John Wiegenstein" <n727jw@hellerwiegenstein.com>
Subject: RV-List: Lycoming Power Settings and Break-In Techniques
> --> RV-List message posted by: "John Wiegenstein"
<n727jw@hellerwiegenstein.com>
>
> Listers, I have a new O-360-A1A and the Hartzell "blended airfoil" C/S
prop
> on my -6, now with 5 hours flight time. Couple more questions have come
up:
> 1. I have Kevin Horton's Excel spreadsheet for the O-360-A series, and
its
> a good tool, but does anyone have a decent hard copy of the factory power
> setting charts? I cannot believe that Lycoming sells you a $23,000
engine
> and then gives you operational documentation that is so pathetic it is
> outclassed by that which comes with a (Honda lawnmower from Home Depot.
> 2. I'm trying to keep power settings at 75% or better as much as I can,
but
> this means cruising around a lot at pretty good speeds. Problem is I'd
> also like to do more pattern work, to get better at managing the C/S prop
> and its noteworthy braking effect and resulting power-off descent rate on
> approach, plus get more comfortable with aircraft control and power
> application on takeoff (it is NOT a 172, that's for sure). This kind of
> flying seems to conflict with desired engine break-in techniques. Any
> suggestions on how to balance these two goals? TIA
> John H. Wiegenstein
> HELLER WIEGENSTEIN PLLC
> 19301 - 8th Ave. NE, Suite A
> Poulsbo, WA 98370
> (360) 394-3500
> (360) 394-3503 FAX
> johnw@hellerwiegenstein.com
> www.hellerwiegenstein.com
>
>
Message 19
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| Subject: | Discovery Wings Oshkosh 2004 - Comments |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@earthlink.net>
> I think they missed the central point of Experimental
> Aircraft Association's
> true beginnings and present primary focus, that is, hands-on aircraft
> building and flying.
>
> My two-cents worth.
>
> John at Salida, CO
John,
I sounds like the show accurately represented EAA's current position
with respect to homebuilts and Airventure. I was quite disgusted with
where they have recently moved the homebuilt camping to on the field.
One would think that the homebuilt camping should be in the prime
airplane camping area, not the worst. We (a couple RV's) bullied our
way to the vintage camping area this year, which is much better camping
than the "north 40".
Alex Peterson
Maple Grove, MN
RV6-A N66AP 524 hours
do not archive
http://www.home.earthlink.net/~alexpeterson/
Message 20
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| Subject: | Re: Discovery Wings Oshkosh 2004 - Comments |
--> RV-List message posted by: "Robert Cutter" <rcutter@cupower.com>
DO NOT ARCHIVE
John, I didn't get to see the show, but during the event, I was looking at the
"official" web pages for photos and made the same comment. I emailed EAA and
asked if they had instructed their photographers NOT to take pictures of the
hundreds of RVs, Tailwinds and glass birds that I am sure were there. I never
got a response from them.
Warbirds are wonderful and my 4 will more than likely have a warbird paint scheme
in memory of my father, but to have less than a handful of experimentals on
EAA's site during the event, was astounding! I thought EAA was for Experimental
Aviation Assoc.
"just my opinion"
Robert Cutter
RV4 fuse in jig
----- Original Message -----
From: John
To: rv-list@matronics.com
Sent: Thursday, September 23, 2004 9:24 PM
Subject: RV-List: Discovery Wings Oshkosh 2004 - Comments
--> RV-List message posted by: "John" <n1cxo320@salidaco.com>
DO NOT ARCHIVE
I just watched the hour-long Oshkosh 2004 program on Discovery Wings. While
generally interesting it really missed the heart and soul of home building,
something "Oshkosh" is supposed to represent.
The military stuff, the aerobatics, the small "inexpensive" (read
$2-million) jets, etc, are interesting, but I didn't see a single RV, only
some Long EZ's in connection with a Burt Rutran interview.
I think they missed the central point of Experimental Aircraft Association's
true beginnings and present primary focus, that is, hands-on aircraft
building and flying.
My two-cents worth.
John at Salida, CO
Message 21
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| Subject: | Glide Characteristics |
--> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.net>
Has anyone done power off (prop stopped) glide testing on their RV-6 or RV-7?
I was doing some airwork today and tried to simulate an engine out no flaps landing,
and the airplane simply didn't want to come down. With the engine at idle,
the rate of descent was only 350 FPM, which tells me that my high pitched
prop was still generating some thrust.
Does an engine idling glide with half flaps provide a good representation of the
glide with no flaps and the prop stopped? How about full flaps? My goal here
is to get a feel for what the airplane's performance would be if I actually
suffered an engine out event. By the way, I'm not brave enough these days to
do the actual engine out routine... ;-)
Thanks in advance,
KB
Message 22
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| Subject: | Glide Characteristics |
--> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
Hi Kyle,
Even with my FP Sensenich, I can easily do power off glides (with the engine
idling) and flaps up/down, and can easily manage the descent from around
350fpm like you say, all the way down to 1200-1500fpm if need be.
The best way to come down (fast) is to slow down - wayyy down. If you keep
that nose up in the air and the airspeed down, she'll start falling like a
manhole cover. Add a full rudder slip to it and you should easily see
1200-1500fpm.
I know this is possible with the flap up, because those of us lucky enough
to have one of those "Piecie of #%$
" flap motors (that Van's refused to
replace) had the opportunity to land the plane more than once with no flaps
(even on my short little grass runway).
I also shut my engine off one day at about 10K and messed around above the
airport for about 5K'. I also saw similar numbers to what I mentioned
above. Also to note, those of us that keep our planes on grass runways that
are not super long with trees over the approach end get used to those steep
approaches, and even with a FP prop it's not that big of a problem, just no
300-500fpm shallow "carrier" approaches! I do a lot of approaches down in
with a slip all the way into the flare........
Just the experience in my FP plane.
Cheers,
Stein Bruch
RV6's, Minneapolis
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Kyle Boatright
Subject: RV-List: Glide Characteristics
--> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.net>
Has anyone done power off (prop stopped) glide testing on their RV-6 or
RV-7? I was doing some airwork today and tried to simulate an engine out no
flaps landing, and the airplane simply didn't want to come down. With the
engine at idle, the rate of descent was only 350 FPM, which tells me that my
high pitched prop was still generating some thrust.
Does an engine idling glide with half flaps provide a good representation of
the glide with no flaps and the prop stopped? How about full flaps? My
goal here is to get a feel for what the airplane's performance would be if I
actually suffered an engine out event. By the way, I'm not brave enough
these days to do the actual engine out routine... ;-)
Thanks in advance,
KB
Message 23
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| Subject: | Common Reamer Sizes |
--> RV-List message posted by: "" <tx_jayhawk@excite.com>
All,
Anyone care to comment on any required reamer sizes used? I have no intention
of reaming regular sheetmetal holes, but I would like to do so in the "bushing-type"
applications. I understand that a 1/4" reamer would be beneficial...are
any other sizes really required (3/16, 5/16, etc.)?
Thanks,
Scott
7A Wings
www.scottsrv7a.com
Join Excite! - http://www.excite.com
The most personalized portal on the Web!
Message 24
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| Subject: | Flap Skin Part Number? |
--> RV-List message posted by: "" <tx_jayhawk@excite.com>
Stupid question that I can't believe I cannot find in the archives...
My plans call for 701 and 702 as the flap skins (it's a 7A). The skins I have
are labeled 801 and 802. I assume they are the same? I think it is the same
wing, but I thought I would double-check before drilling the skin.
Thanks,
Scott
7A Wings
www.scottsrv7a.com
Join Excite! - http://www.excite.com
The most personalized portal on the Web!
Message 25
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| Subject: | Re: Common Reamer Sizes |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
I used a 13/64" and 17/64" chucking reamers in a bunch of spots on the
baffles to reduce stress around 3/16" and 1/4" fasteners.
Other than that I've got 1/4" and 3/16" reamers. I figure a #19 and #10
would also be helpful, will probably snag each of those before starting the
HR-II.
)_( Dan
RV-7 N714D (232 hours)
http://www.rvproject.com
----- Original Message -----
From: <tx_jayhawk@excite.com>
Subject: RV-List: Common Reamer Sizes
> --> RV-List message posted by: "" <tx_jayhawk@excite.com>
>
>
> All,
>
> Anyone care to comment on any required reamer sizes used? I have no
intention of reaming regular sheetmetal holes, but I would like to do so in
the "bushing-type" applications. I understand that a 1/4" reamer would be
beneficial...are any other sizes really required (3/16, 5/16, etc.)?
>
> Thanks,
> Scott
> 7A Wings
> www.scottsrv7a.com
>
>
> Join Excite! - http://www.excite.com
> The most personalized portal on the Web!
>
>
Message 26
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"'owner-rv-list-server@matronics.com '"@matronics.com
| Subject: | engine leaks and wingtips |
--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Andy,
having overhauled a zillion engines of every variety including land, sea and
air, I agree with Stein's comments, but I would add one very significant
thing.
Check all case studs and fastener torques just because its the right thing
to do.
If your nose garloch seal is more than five years old it is likely weeping
some, so that would be my first culprit to rule out, but, the case studs
still need to be checked for torque as both problems could be happening and
this is the only way to rule that one out. If any are loose the proper fix
is to split the case examine for fretting and replace all studs on the
cylinder(s) that had loose studs as even the still tight ones on those
cylinders have been overloaded. Lycoming has several SBs on this grim
subject.
RE wintips, I have only one thing to say, anybody who rivets their way out
of an easy inspection access has never been inspection authorized.
W
Message 27
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| Subject: | Glide Characteristics |
--> RV-List message posted by: "GMC" <gmcnutt@uniserve.com>
Hi Kyle
See the CAFE report at
http://www.cafefoundation.org/aprs/RV-6A%20Final%20APR.pdf
it is the best performance test report on the RV6 that I have seen
published. If you are showing only a 350 FPM rate of descent in glide I
would confirm that the VSI is not under reading. The RV tested in the CAFE
report had a minimum sink rate speed of 80 MPH and descent rate was over 700
FPM (I once had a Cessna 182 that had a really impressive climb rate until
we repaired the VSI).
George in Langley BC
6A flying
7A empennage completed today!
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Kyle Boatright
Subject: RV-List: Glide Characteristics
--> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.net>
Has anyone done power off (prop stopped) glide testing on their RV-6 or
RV-7? I was doing some airwork today and tried to simulate an engine out no
flaps landing, and the airplane simply didn't want to come down. With the
engine at idle, the rate of descent was only 350 FPM, which tells me that my
high pitched prop was still generating some thrust.
Does an engine idling glide with half flaps provide a good representation of
the glide with no flaps and the prop stopped? How about full flaps? My
goal here is to get a feel for what the airplane's performance would be if I
actually suffered an engine out event. By the way, I'm not brave enough
these days to do the actual engine out routine... ;-)
Thanks in advance,
KB
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