Today's Message Index:
----------------------
1. 05:51 AM - Wannabe turned Gonnabe (alan@reichertech.com)
2. 06:32 AM - Re: Lubricating my pneum squeezer? (Glaeser, Dennis A)
3. 06:42 AM - Re: Wannabe turned Gonnabe (Stewart, Michael (ISS Atlanta))
4. 08:01 AM - IFR EFIS (Maureen & Bob Christensen)
5. 08:26 AM - Re: IFR EFIS (Dan Checkoway)
6. 08:40 AM - Re: IFR EFIS (Chuck Jensen)
7. 09:01 AM - Re: IFR EFIS (Doug Rozendaal)
8. 09:35 AM - Re: IFR EFIS (Stewart, Michael (ISS Atlanta))
9. 09:39 AM - Engine builder feedback (D Paul Deits)
10. 12:45 PM - prop bushing diameter, 200hp? (Charlie England)
11. 01:04 PM - Re: Wannabe turned Gonnabe (David Carter)
12. 01:34 PM - Re: Wannabe turned Gonnabe (luckymacy@comcast.net (lucky))
13. 01:34 PM - Re: Wannabe turned Gonnabe (luckymacy@comcast.net (lucky))
14. 01:47 PM - Re: aileron travel (Fiveonepw@aol.com)
15. 01:50 PM - Alternator mounting problem (jacklockamy)
16. 02:04 PM - Re: aileron travel (Scott Bilinski)
17. 02:20 PM - Re: Alternator mounting problem (Aviator)
18. 04:42 PM - Re: Wannabe turned Gonnabe (Jerry Springer)
19. 04:59 PM - Re: Alternator mounting problem (Alex Peterson)
20. 05:17 PM - Santa Maria (CA) Fly-in Weekend (April 22-24 2005) - SMXgig (Cory Emberson)
21. 07:09 PM - TruTrak ADI (Maureen & Bob Christensen)
22. 07:52 PM - Re: prop bushing diameter, 200hp? (Hopperdhh@aol.com)
23. 07:59 PM - Re: Alternator mounting problem (Hopperdhh@aol.com)
24. 10:03 PM - Re: Alternator mounting problem (Phil)
Message 1
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| Subject: | Wannabe turned Gonnabe |
--> RV-List message posted by: alan@reichertech.com
As a teenager, I was at Oshkosh with my father in the early 1970's when
this fellow, Richard VanGrunsven, introduced something called an RV-3.
After watching the kitplane movement over the years, the development of
the RV series, getting my pilot license in 2000 after numerous delays, and
just moving into a new house with a big basement, I just put in an order
for an RV-8 tail kit.
Gads! What have I done? :-) Here goes a 3+ year adventure!
- Alan
Message 2
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| Subject: | Re: Lubricating my pneum squeezer? |
--> RV-List message posted by: "Glaeser, Dennis A" <dennis.glaeser@eds.com>
If one has unknowingly been oiling a pneum squeezer, what should be done to
rectify the situation? Should it be disassembled and the leather piston
re-greased? If so, what kind of grease? I bought a used squeezer off eBay
and my son has been using it on his RV7A, and I want to use it when he's
done, so it's got to last a while!
If anyone has a good set of operating and maintenance instructions for these
devices, posting them to this list would be a godsend for those of us who
bought used - with no such documentation. I'd be willing to scan/type them
into electronic format and post them.
Dennis Glaeser
Message 3
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| Subject: | Wannabe turned Gonnabe |
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
Congrats Alan. You have executed on your dream is what you have done.
Welcome to the party!
Mike Stewart
S8
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
alan@reichertech.com
Subject: RV-List: Wannabe turned Gonnabe
--> RV-List message posted by: alan@reichertech.com
As a teenager, I was at Oshkosh with my father in the early 1970's when
this fellow, Richard VanGrunsven, introduced something called an RV-3.
After watching the kitplane movement over the years, the development of
the RV series, getting my pilot license in 2000 after numerous delays,
and
just moving into a new house with a big basement, I just put in an order
for an RV-8 tail kit.
Gads! What have I done? :-) Here goes a 3+ year adventure!
- Alan
Message 4
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--> RV-List message posted by: "Maureen & Bob Christensen" <mchriste@danvilletelco.net>
I would like to hear from those flying IFR with Dynon, GMT or BMA EFIS.
The good, the bad, and the ugly!
I look like the way to go but how many have be tested in actual IFR
conditions?
What's you back-up?
Thanks,
Bob Christensen
RV8 Builder - SE Iowa
Message 5
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--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
For what it's worth, I've been flying my RV-7 since March of 2004. I've
got 10.5 hours of actual, 2.5 hours of simulated instrument time, and 17
instrument approaches on my RV-7 with the EFIS-D10. My "backup" is
primarily the Dynon's internal battery, but if the Dynon takes a complete
crap I've got conventional "steam gauges" all around in a standard 6-pack
arrangement to fall back on. I also consider my TruTrak autopilot as a
highly capable backup, should I lose reference to heading/horizon -- it of
course relies on electrical power.
Panel photo here:
http://images.rvproject.com/images/panel/panel_1280x419.jpg (early photo -- the
TruTrak is not pictured there yet)
Both the Dynon and TruTrak are on my e-bus, so in theory I will have a
comfortable level of endurance in order to land "fully functional" if my
alternator dies. If I have a total loss of electrical power for some
reason, the Dynon's internal battery provides more than a modicum of
comfort. In the case where I have a total electrical loss *AND* the Dynon
has taken a total crap, I still have those steam gauges.
As far as using the EFIS in IMC goes, as a kid who "grew up on flight
simulators," I feel right at home using an EFIS in IMC. ;-)
do not archive
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Maureen & Bob Christensen" <mchriste@danvilletelco.net>
Subject: RV-List: IFR EFIS
> --> RV-List message posted by: "Maureen & Bob Christensen"
<mchriste@danvilletelco.net>
>
> I would like to hear from those flying IFR with Dynon, GMT or BMA EFIS.
>
> The good, the bad, and the ugly!
>
> I look like the way to go but how many have be tested in actual IFR
> conditions?
>
> What's you back-up?
>
> Thanks,
> Bob Christensen
> RV8 Builder - SE Iowa
>
>
Message 6
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--> RV-List message posted by: Chuck Jensen <cjensen@dts9000.com>
I have a dual Grand Rapids EFIS system. I've flown it IFR including a 15
minute trip (unplanned) through some wx that was reported to be level 2/3
TS. That wild ride was the kind that some people pay big money at amusement
parks. The unit(s) were rock solid throughout as well as several hours
to/from the wx. Nonetheless, I'm installing a Mid Continent AI with the
internal backup battery. This gives me multiple levels of redundancy. Dual
EFIS if one fails, TruTrak A/P if both EFIS fails, then AI backup (one hour)
if all electrical is lost. It's hard to be enthused about hard IFR in any
of the EFIS without 30-50 hours of VFR flying experience to know there are
no 'anomalies' that'll show up at the worst time.
Chuck
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Maureen & Bob
Christensen
Subject: RV-List: IFR EFIS
--> RV-List message posted by: "Maureen & Bob Christensen"
<mchriste@danvilletelco.net>
I would like to hear from those flying IFR with Dynon, GMT or BMA EFIS.
The good, the bad, and the ugly!
I look like the way to go but how many have be tested in actual IFR
conditions?
What's you back-up?
Thanks,
Bob Christensen
RV8 Builder - SE Iowa
Message 7
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--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
I now have 300 hours on a Dynon D-10. I fly lots of IFR. My unit has been
back to the factory twice. I believe those problems may have been caused by
the lack of a snubber diode on my starter relay and I have resolved that. I
have done all the software upgrades including the 1.10, I have not updated
to 1.12 yet.
I have been cautious about recommending the D-10 to others as a primary IFR
instrument, but I have used it myself. I have a limited amount of
experience with ver. 1.10, but so far it seems to address all of the
concerns I had about the previous versions. If it continues to work as it
has, I think I be comfortable recommending it for IFR.
The brightness, form factor, and all the other aspects of the D-10 are
excellent, and if the new software has truly fixed the glitches, Then the
Dynon is a Great solution. Even though I removed my horizon, I have stopped
short of ripping the vacuum system out of my airplane, but with the 1.10, I
am very close to doing that.
My back up is a Nav-aid auto pilot/ Turn coordinator. I would not recommend
much IFR in an RV without an autopilot. If the Dynon quit, I would turn on
the autopilot and fly the airplane with the GPS or the turn knob.
Tailwinds
Doug Rozendaal
RV-4 Flyer NC Iowa
The price is really a bargain for all you get with the D-10
----- Original Message -----
From: "Maureen & Bob Christensen" <mchriste@danvilletelco.net>
Subject: RV-List: IFR EFIS
> --> RV-List message posted by: "Maureen & Bob Christensen"
> <mchriste@danvilletelco.net>
>
> I would like to hear from those flying IFR with Dynon, GMT or BMA EFIS.
>
> The good, the bad, and the ugly!
>
> I look like the way to go but how many have be tested in actual IFR
> conditions?
>
> What's you back-up?
>
> Thanks,
> Bob Christensen
> RV8 Builder - SE Iowa
>
Message 8
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--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
" It's hard to be enthused about hard IFR in any
of the EFIS without 30-50 hours of VFR flying experience to know there
are
no 'anomalies' that'll show up at the worst time."
Problem is, you often don't experience them until you spend some real
time looking at the instrument. Which you don't tend to do unless you
are flying actuals. My guess is that you might actually look at your
efis one second out of 500 when you are VFR.
With over 900 hours behind the Dynon, and enough IFR, some to minimums,
you had better look often.
Many very bad anomalies are very infrequent and do require LOTS of trial
and error to reproduce.
My anomalies are well documented here so no recanting from me.
Mike
Do not archive.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Chuck Jensen
Subject: RE: RV-List: IFR EFIS
--> RV-List message posted by: Chuck Jensen <cjensen@dts9000.com>
I have a dual Grand Rapids EFIS system. I've flown it IFR including a
15
minute trip (unplanned) through some wx that was reported to be level
2/3
TS. That wild ride was the kind that some people pay big money at
amusement
parks. The unit(s) were rock solid throughout as well as several hours
to/from the wx. Nonetheless, I'm installing a Mid Continent AI with the
internal backup battery. This gives me multiple levels of redundancy.
Dual
EFIS if one fails, TruTrak A/P if both EFIS fails, then AI backup (one
hour)
if all electrical is lost. It's hard to be enthused about hard IFR in
any
of the EFIS without 30-50 hours of VFR flying experience to know there
are
no 'anomalies' that'll show up at the worst time.
Chuck
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Maureen & Bob
Christensen
Subject: RV-List: IFR EFIS
--> RV-List message posted by: "Maureen & Bob Christensen"
<mchriste@danvilletelco.net>
I would like to hear from those flying IFR with Dynon, GMT or BMA EFIS.
The good, the bad, and the ugly!
I look like the way to go but how many have be tested in actual IFR
conditions?
What's you back-up?
Thanks,
Bob Christensen
RV8 Builder - SE Iowa
Message 9
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| Subject: | Engine builder feedback |
--> RV-List message posted by: "D Paul Deits" <pdeits@comcast.net>
Much has already been written about Mahlon at Mattituck and Bart at Aerosport-
stellar comments.
What can be said about Eagle Engines and American Propeller in Redding?
You may respond off list if you wish, but would like very candid feedback.
Thank you,
Paul
Message 10
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| Subject: | prop bushing diameter, 200hp? |
--> RV-List message posted by: Charlie England <ceengland@bellsouth.net>
For someone who's flying an angle valve IO-360 with 1/2" diameter prop
bolts:
What outside diameter are your prop drive lugs (bushings) where they
enter the prop hub? 5/8" like the 320's, or 3/4"?
Thanks,
Charlie
Message 11
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| Subject: | Re: Wannabe turned Gonnabe |
--> RV-List message posted by: "David Carter" <dcarter@datarecall.net>
Is the RV-8 pre-punched for faster assembly as much as the RV-7?
The difference between build time for an RV-6 and an RV-7 is HUGE! (less for
RV-7). I thought the RV-8 was same "limited" pre-punch as RV-6. If the -8
takes as long as the -6, I hope you are either young or have lots of time to
devote to building.
David
----- Original Message -----
From: <alan@reichertech.com>
Subject: RV-List: Wannabe turned Gonnabe
> --> RV-List message posted by: alan@reichertech.com
>
>
> As a teenager, I was at Oshkosh with my father in the early 1970's when
> this fellow, Richard VanGrunsven, introduced something called an RV-3.
>
> After watching the kitplane movement over the years, the development of
> the RV series, getting my pilot license in 2000 after numerous delays, and
> just moving into a new house with a big basement, I just put in an order
> for an RV-8 tail kit.
>
> Gads! What have I done? :-) Here goes a 3+ year adventure!
>
> - Alan
>
>
Message 12
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| Subject: | Re: Wannabe turned Gonnabe |
--> RV-List message posted by: luckymacy@comcast.net (lucky)
The 8's a tweener. Uses the same wing as the 7. Some parts of the empennage are
identical. The fuse might not be as pre-punched but it's pre-punched enough
to be relatively easy. It ain't no 6 or 4, that's for sure.
I had the same thoughts way back when and glad I decided to go with the 8.
-------------- Original message --------------
> --> RV-List message posted by: "David Carter"
>
> Is the RV-8 pre-punched for faster assembly as much as the RV-7?
>
> The difference between build time for an RV-6 and an RV-7 is HUGE! (less for
> RV-7). I thought the RV-8 was same "limited" pre-punch as RV-6. If the -8
> takes as long as the -6, I hope you are either young or have lots of time to
> devote to building.
>
> David
>
> ----- Original Message -----
> From:
> To:
> Subject: RV-List: Wannabe turned Gonnabe
>
>
> > --> RV-List message posted by: alan@reichertech.com
> >
> >
> > As a teenager, I was at Oshkosh with my father in the early 1970's when
> > this fellow, Richard VanGrunsven, introduced something called an RV-3.
> >
> > After watching the kitplane movement over the years, the development of
> > the RV series, getting my pilot license in 2000 after numerous delays, and
> > just moving into a new house with a big basement, I just put in an order
> > for an RV-8 tail kit.
> >
> > Gads! What have I done? :-) Here goes a 3+ year adventure!
> >
> > - Alan
> >
> >
>
>
>
>
>
>
The 8's a tweener. Uses the same wing as the 7. Some parts of the empennage are
identical. The fuse might not be as pre-punched but it's pre-punched enough to
be relatively easy. It ain't no 6 or 4, that's for sure.
I had the same thoughts way back when and glad I decided togo with the 8.
-------------- Original message --------------
-- RV-List message posted by: "David Carter" <DCARTER@DATARECALL.NET>
Is the RV-8 pre-punched for faster assembly as much as the RV-7?
The difference between build time for an RV-6 and an RV-7 is HUGE! (less for
RV-7). I thought the RV-8 was same "limited" pre-punch as RV-6. If the -8
takes as long as the -6, I hope you are either young or have lots of time to
devote to building.
David
----- Original Message -----
From: <ALAN@REICHERTECH.COM>
To: <RV-LIST@MATRONICS.COM>
Subject: RV-List: Wannabe turned Gonnabe
-- RV-List message posted by: alan@reichertech.com
As a teenager, I was at Oshkosh with my father in the early 1970's whe
n
this fellow, Richard VanGrunsven, introduced something called an RV-3.
After watching the kitplane movement over the years, the development of
the RV series, getting my pilot license in 2000 after numerous delays, and
just moving into a new house with a big basement, I just put in an order
for an RV-8 tail kit.
Gads! What have I done? :-) Here goes a 3+ year adventure!
- Alan
_-
= List Related Information
Message 13
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| Subject: | Re: Wannabe turned Gonnabe |
--> RV-List message posted by: luckymacy@comcast.net (lucky)
The 8's a tweener. Uses the same wing as the 7. Some parts of the empennage are
identical. The fuse might not be as pre-punched but it's pre-punched enough
to be relatively easy. It ain't no 6 or 4, that's for sure.
I had the same thoughts way back when and glad I decided to go with the 8.
-------------- Original message --------------
> --> RV-List message posted by: "David Carter"
>
> Is the RV-8 pre-punched for faster assembly as much as the RV-7?
>
> The difference between build time for an RV-6 and an RV-7 is HUGE! (less for
> RV-7). I thought the RV-8 was same "limited" pre-punch as RV-6. If the -8
> takes as long as the -6, I hope you are either young or have lots of time to
> devote to building.
>
> David
>
> ----- Original Message -----
> From:
> To:
> Subject: RV-List: Wannabe turned Gonnabe
>
>
> > --> RV-List message posted by: alan@reichertech.com
> >
> >
> > As a teenager, I was at Oshkosh with my father in the early 1970's when
> > this fellow, Richard VanGrunsven, introduced something called an RV-3.
> >
> > After watching the kitplane movement over the years, the development of
> > the RV series, getting my pilot license in 2000 after numerous delays, and
> > just moving into a new house with a big basement, I just put in an order
> > for an RV-8 tail kit.
> >
> > Gads! What have I done? :-) Here goes a 3+ year adventure!
> >
> > - Alan
> >
> >
>
>
>
>
>
>
The 8's a tweener. Uses the same wing as the 7. Some parts of the empennage are
identical. The fuse might not be as pre-punched but it's pre-punched enough to
be relatively easy. It ain't no 6 or 4, that's for sure.
I had the same thoughts way back when and glad I decided togo with the 8.
-------------- Original message --------------
-- RV-List message posted by: "David Carter" <DCARTER@DATARECALL.NET>
Is the RV-8 pre-punched for faster assembly as much as the RV-7?
The difference between build time for an RV-6 and an RV-7 is HUGE! (less for
RV-7). I thought the RV-8 was same "limited" pre-punch as RV-6. If the -8
takes as long as the -6, I hope you are either young or have lots of time to
devote to building.
David
----- Original Message -----
From: <ALAN@REICHERTECH.COM>
To: <RV-LIST@MATRONICS.COM>
Subject: RV-List: Wannabe turned Gonnabe
-- RV-List message posted by: alan@reichertech.com
As a teenager, I was at Oshkosh with my father in the early 1970's whe
n
this fellow, Richard VanGrunsven, introduced something called an RV-3.
After watching the kitplane movement over the years, the development of
the RV series, getting my pilot license in 2000 after numerous delays, and
just moving into a new house with a big basement, I just put in an order
for an RV-8 tail kit.
Gads! What have I done? :-) Here goes a 3+ year adventure!
- Alan
_-
= List Related Information
Message 14
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| Subject: | Re: aileron travel |
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 12/15/04 12:30:35 PM Central Standard Time,
bilinski@kyocera-wireless.com writes:
> I have max aileron travel set up and can feel this on both ailerons
> equally.
>
>>>>
While we're discussing this....
Mine are set to just slightly more travel than the minimum in the plans and
the stick will "shake" very lightly when rolled over to max (L or R) as when
doing an aileron roll. I assume this is the down aileron "stalling", but I am
still not comfortable enough during the roll to look at it (even if I could see
anything). Anyone know if this is what is really happening? If so, I'm
wondering if making the travel greater would help much?
From The PossumWorks in TN
Mark -6A 135 hours, do not archive
Message 15
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| Subject: | Alternator mounting problem |
--> RV-List message posted by: "jacklockamy" <jacklockamy@verizon.net>
Trying to install the ES Alternator 60A Kit from Van's on my Lycoming 0-320. It
is an older case (conical mount) that does not have the 'boss mount' for the
alternator bracket which was supplied with the kit. I am using the 'case mount'
alternator bracket that came with engine. The pulley on the alternator and
the flywheel are NOT lining up! The alternator pulley groove is approx. 3/16
to 1/4" AFT of the flywheel belt groove.
Anybody got a suggestion how I can solve this problem. If a different alternator
is required, I would prefer an internally regulated alt. with a minimum of
40 AMPS.
Thanks in advance.
Jack Lockamy
Camarillo, CA
Message 16
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| Subject: | Re: aileron travel |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
From what I hear this is a classic RV trait.
At 04:47 PM 12/17/2004 -0500, you wrote:
>--> RV-List message posted by: Fiveonepw@aol.com
>
>In a message dated 12/15/04 12:30:35 PM Central Standard Time,
>bilinski@kyocera-wireless.com writes:
>
> > I have max aileron travel set up and can feel this on both ailerons
> > equally.
> >
> >>>>
>While we're discussing this....
>
>Mine are set to just slightly more travel than the minimum in the plans and
>the stick will "shake" very lightly when rolled over to max (L or R) as when
>doing an aileron roll. I assume this is the down aileron "stalling", but
>I am
>still not comfortable enough during the roll to look at it (even if I
>could see
>anything). Anyone know if this is what is really happening? If so, I'm
>wondering if making the travel greater would help much?
>
> >From The PossumWorks in TN
>Mark -6A 135 hours, do not archive
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 17
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| Subject: | Re: Alternator mounting problem |
--> RV-List message posted by: "Aviator" <navcad58@cox.net>
I have not seen too many posts from you since your posts on the type 4 VW
engine conversion.
How are you feeling now that you have had some time to recover?
There is a new Yahoo Group for a VW powered plane that may amuse you
http://groups.yahoo.com/group/CX4/
How is the RV coming along?
Regards,
George
----- Original Message -----
From: "jacklockamy" <jacklockamy@verizon.net>
Subject: RV-List: Alternator mounting problem
> --> RV-List message posted by: "jacklockamy" <jacklockamy@verizon.net>
>
> Trying to install the ES Alternator 60A Kit from Van's on my Lycoming
0-320. It is an older case (conical mount) that does not have the 'boss
mount' for the alternator bracket which was supplied with the kit. I am
using the 'case mount' alternator bracket that came with engine. The pulley
on the alternator and the flywheel are NOT lining up! The alternator pulley
groove is approx. 3/16 to 1/4" AFT of the flywheel belt groove.
>
> Anybody got a suggestion how I can solve this problem. If a different
alternator is required, I would prefer an internally regulated alt. with a
minimum of 40 AMPS.
>
> Thanks in advance.
>
> Jack Lockamy
> Camarillo, CA
>
>
Message 18
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| Subject: | Re: Wannabe turned Gonnabe |
--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
Why discourage someone even if it is a slow build? My old fashioned
drill every hole RV-6 only took me twenty months from
first hole to flying. Half of that time was waiting for parts as the
RV-6 kit was not even completely finished when I
started mine. I am now getting close to 16 years of flying my old drill
every hole buck every rivet RV.
Jerry(can't believe it has been that long) Springer
David Carter wrote:
>--> RV-List message posted by: "David Carter" <dcarter@datarecall.net>
>
>Is the RV-8 pre-punched for faster assembly as much as the RV-7?
>
>The difference between build time for an RV-6 and an RV-7 is HUGE! (less for
>RV-7). I thought the RV-8 was same "limited" pre-punch as RV-6. If the -8
>takes as long as the -6, I hope you are either young or have lots of time to
>devote to building.
>
>David
>
>----- Original Message -----
>From: <alan@reichertech.com>
>To: <rv-list@matronics.com>
>Subject: RV-List: Wannabe turned Gonnabe
>
>
>
>
>>--> RV-List message posted by: alan@reichertech.com
>>
>>
>>As a teenager, I was at Oshkosh with my father in the early 1970's when
>>this fellow, Richard VanGrunsven, introduced something called an RV-3.
>>
>>After watching the kitplane movement over the years, the development of
>>the RV series, getting my pilot license in 2000 after numerous delays, and
>>just moving into a new house with a big basement, I just put in an order
>>for an RV-8 tail kit.
>>
>>Gads! What have I done? :-) Here goes a 3+ year adventure!
>>
>>- Alan
>>
>>
>>
>>
>
>
>
>
Message 19
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| Subject: | Alternator mounting problem |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@earthlink.net>
> Trying to install the ES Alternator 60A Kit from Van's on my
> Lycoming 0-320. It is an older case (conical mount) that
> does not have the 'boss mount' for the alternator bracket
> which was supplied with the kit. I am using the 'case mount'
> alternator bracket that came with engine. The pulley on the
> alternator and the flywheel are NOT lining up! The
> alternator pulley groove is approx. 3/16 to 1/4" AFT of the
> flywheel belt groove.
>
> Anybody got a suggestion how I can solve this problem. If a
> different alternator is required, I would prefer an
> internally regulated alt. with a minimum of 40 AMPS.
>
> Thanks in advance.
>
> Jack Lockamy
Jack and others,
I'd be interested in knowing what you expect to power that requires a 60 amp
alternator. I have a lot of stuff in my plane, and with everything running,
I see about 40 amps (430, 327, 340, Century A/P, pitot heat, all the lights,
Lasar, boost pump, etc.). I suppose when I transmit on the radio the draw
might go over 40, but that is transient, and the battery can cover.
Additionally, pitot heat and landing lights generally won't be on
simultaneously, two relative power hogs.
Alex Peterson
RV6-A 561 hours
Maple Grove, MN
http://www.home.earthlink.net/~alexpeterson/
Message 20
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| Subject: | Santa Maria (CA) Fly-in Weekend (April 22-24 2005) - SMXgig |
--> RV-List message posted by: "Cory Emberson" <bootless@earthlink.net>
Hello everyone!
With Matt Dralle's blessing (thank you, Matt!), I'm pleased to post this
announcement for a terrific aviation fly-in weekend. SMXgig (in Santa Maria,
CA) has become the year's largest face-to-face get-together of
electronically networked aviators. We hope you'll plan to attend because we
expect this year's gig to be the best ever.
People come from all over the country (and sometimes overseas) to attend,
and most of the sessions qualify for FAA Wings cards. The dates are April
22-24, 2005 (Friday-Sunday). It's a lot of fun, and a great chance for
pilots from all over to mingle and share aviation stories, ideas, etc.
I have had quite a few inquiries about SMXgig, especially from several
groups, so I anticipate that it's going to fill up this year.
The sessions are still being developed, but I will post an update when we
have the roster of speakers and their sessions.
The announcement below contains most of the crucial information, and you can
get the rest from the website (www.smxgig.org). If you have any questions at
all, just let me know, and thanks!
~Cory Emberson
KHWD
cory@smxgig.org
>>>NOTICE TO AIRMEN<<<
The Seventeenth Annual SMXgig
April 22-24, 2005
PRE-REGISTRATION
SMXgig 2005 will be held from April 22-24, 2005, at the Santa Maria, CA,
Radisson, right on the airport ramp. Because of the anticipated demand,
we'll start registration soon, and are now taking pre-registration
reservations with a small ($50 per person) deposit. The deposit may be paid
by check, PayPal, and all major credit cards. Of course, if the unexpected
occurs and you're not able to make SMXgig after all (sniff!), your deposit
will be fully refundable within the refund window (usually about two weeks
before the gig).
Your pre-registration and deposit will guarantee your SMXgig reservation. As
soon as I have the rest of the program finalized, we'll start the regular
registration process. If you believe you can make it, please reserve your
spot with this pre-registration form. First come, first served! The hotel is
otherwise sold out during that weekend, so it will be nice to know you've
got a place in line. You do *not* need to register with the hotel - just
give me your preferences, and
I will take care of the reservations.
SUPERSONIC SURVIVOR
Hanging in the straps of his parachute and feeling the cold night air on his
face, Brian Udell felt as if a freight train had collided with his body. As
he struggled to inflate his life preserver before plunging into the icy
waters of the Atlantic Ocean, he realized it had shredded with the force of
the supersonic windblast.
With his teeth and one functioning arm, Brian feverishly retrieved a one-man
life raft that hung from a fifteen-foot lanyard off his right hip only
seconds before entering the water. After popping back to the surface like a
bobber on a fishing line, the salt water made him painfully aware of the
open wounds, cuts, and scrapes that were strewn over his broken body. The
thought of blood pouring into the water inviting sharks for a late night
meal motivated him to attempt to get into the partially inflated raft.
As he kicked his legs, Brian's lower limbs felt as though only a thread
attached them. Exhausted and unable to enter the raft, thoughts of death
quickly consumed his mind. Knowing he would be unable to survive the night
under the extreme conditions, Brian began to pray. The next several hours of
survival and the many months of excruciating rehabilitation deliver an
almost unbelievable story.
Brian holds the record for surviving the highest speed ejection from a U.S.
Fighter Aircraft at nearly 800 MPH. He survived four grueling hours 65 miles
off the Atlantic Coast in 60-degree water, 5-foot seas, and 15 MPH winds at
night. Brian's determination, perseverance, faith, and sheer will to survive
is unparalleled. His story of survival, recovery, and return to the Strike
Eagle is an inspiration to everyone.
Brian is a very accomplished aviator. He began flying at age nine and took
his first cross-country flight at age ten. Since that time he has
accumulated over 4000 hours in a variety of both civil and military
aircraft.
He was one of only sixty candidates across the United States selected to
attend the Euro-NATO Joint Jet Pilot Training program. Brian graduated
number one in his class and was awarded the Air Training Command -
Commanders Cup Trophy. Brian was one of the first Lieutenants selected to
fly the F-15E Strike Eagle. He graduated from Strike Eagle training and
received the top academic award. Brian went on to his operational unit where
he became an Instructor, Mission Commander, and Air to Ground Top Gun
winner. He has flown over 100 combat missions in Southwest Asia and logged
nearly 2000 hours in the Strike Eagle.
Brian received four Air Medals and three Aerial Achievement Medal for combat
missions over the skies of Iraq. Brian's military career spanned ten years.
He left the Air Force in 1999 and he is currently a pilot with Southwest
Airlines.
"Brian Udell kept us spellbound for 45 minutes. You could hear a pin drop,
except when he made everyone laugh. The story of his four-hour ordeal was
gripping and moving. He certainly won the audience."
T. Karr, President
Carolina Aero Club
Just as in previous years, there will be one flat all-encompassing "gig" fee
that covers all events that involve significant out-of-pocket costs for the
organizers. The fee will be determined with the events is finalized (it
should be about $170), and will cover:
- Friday afternoon welcome party
- Friday evening dinner banquet, featuring Capt. Brian Udell, Supersonic
Survivor
- Saturday and Sunday tech sessions
- Saturday SMX-style BBQ lunch
- Saturday evening events (to be announced)
- Saturday evening movie extravaganza
- Meeting rooms and coffee service at the Santa Maria Radisson
- BFUB transportation to (and from) the Saturday evening event
Lodging at the SMX Radisson will cost $89.00/night for either a single or
double room, which is far below the regular hotel room rate. Be sure you
check in as a SMXgig attendee and get the special rate. We have our
definitive preference listed with the hotel for rampside rooms - early
registration can only help, but of course, the rampside rooms are subject to
availability depending on how many existing guests are in those rooms.
>>>SMXgig 2005<<<
April 22-24, 2005
ELECTRONIC PRE-REGISTRATION FORM
When you send your pre-registration, receipt of your deposit will be noted,
and your registration updated when the full registration process begins. The
credit card information for your hotel reservation will be requested at that
time.
Please fill in as completely as possible and send to Cory Emberson via:
1. Email at registration@smxgig.org .
2. Fax at: 510.782.0415
3. Regular mail to:
Cory Emberson - SMXgig
20511 Skywest Drive
Hayward, CA 94541
If youre making your deposit by credit card, and dont feel comfortable
emailing that information, please feel free to call me at 510.783.4410. If
you get my voicemail, I will return your call. Otherwise, both regular mail
or fax are safe.
GENERAL INFORMATION
Your name: _____________________________
Your email address: ____________________
Your daytime phone: (___) ___-____
Your evening phone: (___) ___-____
This form is: _ an original pre-registration
_ an amended pre-registration
_ a cancellation
How confident are you of attending?:
__ almost certain
__ probably
__ maybe
Anticipated arrival date and time: ________ at about ____
Departure date and time: ________ at about ____
How are you getting to SMX?:
__ Own plane, type __ N#_____
__ Hitching with_____________
__ Airline flight into_____
Number of attendees in your group: __
Names of others in your group:______________________________
HOTEL RESERVATION INFO
Number of rooms: __
Number of persons: __
Special requests:
__ King bed
__ Queen/Queen bed
__ Double/Double bed
__ Smoking
__ Non-smoking
__ Other:____________________
Sharing room with:_____________________________
CREDIT CARD INFO:
Card #__________________________ exp.______
PayPal address: bootless@earthlink.net
ANTICIPATED EVENT ATTENDANCE
Number of people in my party who I expect to attend the following events:
Friday afternoon welcome party ___
Friday evening dinner banquet: __
Saturday morning technical sessions: __
Saturday lunch barbecue: __
Saturday evening event (TBD): __
Sunday morning technical sessions: __
We look forward to seeing you there!
Message 21
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--> RV-List message posted by: "Maureen & Bob Christensen" <mchriste@danvilletelco.net>
I ran accross this tonight while looking for DigiTrak prices.
http://www.rvtraining.com/html/new_products.html
Pretty interesting!
Bob
Message 22
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| Subject: | Re: prop bushing diameter, 200hp? |
--> RV-List message posted by: Hopperdhh@aol.com
In a message dated 12/17/04 3:46:35 PM US Eastern Standard Time,
ceengland@bellsouth.net writes:
>
> For someone who's flying an angle valve IO-360 with 1/2" diameter prop
> bolts:
>
> What outside diameter are your prop drive lugs (bushings) where they
> enter the prop hub? 5/8" like the 320's, or 3/4"?
>
> Thanks,
>
> Charlie
>
>
Charlie,
They are 3/4". On my engine only 4 of the 6 bushings extend into the prop.
This is the "K" flange.
Dan Hopper
RV-7A
200 HP IO-360-C1E6 (with -A1A sump)
Message 23
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| Subject: | Re: Alternator mounting problem |
--> RV-List message posted by: Hopperdhh@aol.com
Alex,
Its not that you really need 60 amperes. Its just that the 35 amp alternator
is junk IMHO. The fan has been deleted from the 35 amp alternator making it
able to destroy itself if, say, you let the battery get discharged and then
fly the plane. I have had no trouble with the 60 amp from Vans. I prefer that
alternator with its "safety factor."
Flail away!
Dan Hopper
RV-7A
Flying since July
In a message dated 12/17/04 8:00:24 PM US Eastern Standard Time,
alexpeterson@earthlink.net writes:
> Jack and others,
>
> I'd be interested in knowing what you expect to power that requires a 60 amp
> alternator. I have a lot of stuff in my plane, and with everything running,
> I see about 40 amps (430, 327, 340, Century A/P, pitot heat, all the lights,
> Lasar, boost pump, etc.). I suppose when I transmit on the radio the draw
> might go over 40, but that is transient, and the battery can cover.
> Additionally, pitot heat and landing lights generally won't be on
> simultaneously, two relative power hogs.
>
> Alex Peterson
> RV6-A 561 hours
> Maple Grove, MN
>
Message 24
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| Subject: | Alternator mounting problem |
--> RV-List message posted by: "Phil" <phatphill@comcast.net>
You,re that conserned about having the perfect alternator yet you're
installing an old conical mount engine? :)
do not archive
--> RV-List message posted by: Hopperdhh@aol.com
Alex,
Its not that you really need 60 amperes. Its just that the 35 amp
alternator
is junk IMHO. The fan has been deleted from the 35 amp alternator making it
able to destroy itself if, say, you let the battery get discharged and then
fly the plane. I have had no trouble with the 60 amp from Vans. I prefer
that
alternator with its "safety factor."
Flail away!
Dan Hopper
RV-7A
Flying since July
In a message dated 12/17/04 8:00:24 PM US Eastern Standard Time,
alexpeterson@earthlink.net writes:
> Jack and others,
>
> I'd be interested in knowing what you expect to power that requires a 60
amp
> alternator. I have a lot of stuff in my plane, and with everything
running,
> I see about 40 amps (430, 327, 340, Century A/P, pitot heat, all the
lights,
> Lasar, boost pump, etc.). I suppose when I transmit on the radio the draw
> might go over 40, but that is transient, and the battery can cover.
> Additionally, pitot heat and landing lights generally won't be on
> simultaneously, two relative power hogs.
>
> Alex Peterson
> RV6-A 561 hours
> Maple Grove, MN
>
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