Today's Message Index:
----------------------
1. 03:54 AM - Re: Wife wants her name on the registration! clamav-milter version 0... (Trainnut01@aol.com)
2. 05:01 AM - cam for flap switch (John Huft)
3. 05:35 AM - Re: Wife wants her name on the registration! (Matthew Brandes)
4. 06:08 AM - Changing out Air speed indicators (Charles Heathco)
5. 06:20 AM - Carburator heat on rvs (bertrv6@highstream.net)
6. 06:22 AM - Re: cam for flap switch (Larry Bowen)
7. 07:06 AM - Re: Changing out Air speed indicators (Paul Besing)
8. 07:23 AM - RV forced landing (bertrv6@highstream.net)
9. 07:26 AM - Re: Wife wants her name on the registration! clamav-milter (Dave Bristol)
10. 07:54 AM - Re: Changing out Air speed indicators (Dave Bristol)
11. 08:55 AM - Lycoming - tractor engine or turbine smooth? (LeastDrag93066@aol.com)
12. 09:24 AM - Re: RV forced landing (Wayne @ Aircraft Engravers)
13. 10:10 AM - Re: Lycoming - tractor engine or turbine smooth? (Hal Kempthorne)
14. 10:23 AM - Re: RV forced landing (Mark Grieve)
15. 10:32 AM - Re: Wife wants her name on the registration! clamav-milter version 0... (Jim Jewell)
16. 10:41 AM - Re: Lycoming - tractor engine or turbine smooth? (Scott Bilinski)
17. 11:14 AM - Re: Brass/Copper bus bar (HCRV6@aol.com)
18. 11:18 AM - Re: Lycoming - tractor engine or turbine smooth? (Fiveonepw@aol.com)
19. 11:34 AM - Re: Brass/Copper bus bar (Hopperdhh@aol.com)
20. 12:31 PM - Re: Brass/Copper bus bar (Bob J)
21. 12:55 PM - Re: Lycoming - tractor engine or turbine smooth? (Gary Cole)
22. 01:55 PM - Re:Carburator heat on rvs (Martin Hone)
23. 01:55 PM - TEE for heater (sarg314)
24. 02:30 PM - Re: Carburator heat on rvs (LarryRobertHelming)
25. 02:30 PM - Re: TEE for heater (linn walters)
26. 02:45 PM - Re: Carburator heat on rvs (Scott Bilinski)
27. 03:20 PM - Standby Gyros (Valovich, Paul)
28. 03:36 PM - Re: Carburator heat on rvs ()
29. 03:38 PM - Re: RV forced landing (CBRxxDRV@aol.com)
30. 03:46 PM - Re: Standby Gyros (Terry Watson)
31. 05:18 PM - Headsets.....again... (Bill VonDane)
32. 05:18 PM - Re: Carburator heat on rvs (LarryRobertHelming)
33. 05:35 PM - Re: Carburator heat on rvs (lm4@juno.com)
34. 05:37 PM - Re: Lycoming - tractor engine or turbine smooth? (Fiveonepw@aol.com)
35. 05:49 PM - Re: Headsets.....again... (Scott Jackson)
36. 06:16 PM - Re: Carburator heat on rvs (cgalley)
37. 06:17 PM - Canopy Latch (William Davis)
38. 06:24 PM - Re: Brass/Copper bus bar (Hopperdhh@aol.com)
39. 06:34 PM - Re: Carburator heat on rvs (Charlie England)
40. 06:42 PM - Re: Standby Gyros (Jeff Point)
41. 06:42 PM - Re: [VAF Mailing List] Headsets.....again... (Wayne Sweet)
42. 06:45 PM - Re: Headsets.....again... (John Furey)
43. 07:45 PM - Re: Carburator heat on rvs (LARRY ADAMSON)
44. 08:16 PM - Re: Carburator heat on rvs (cgalley)
45. 08:24 PM - Re: Carburator heat on rvs (James E. Clark)
46. 08:26 PM - Re: Carburetor heat on RVs (Vanremog@aol.com)
47. 10:23 PM - Re: Headsets.....again... (Todd Bartrim)
48. 11:13 PM - Re: Standby Gyros (GMC)
Message 1
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| Subject: | Re: Wife wants her name on the registration! clamav-milter version |
0...
--> RV-List message posted by: Trainnut01@aol.com
Dave
When did you die?
Do not Archive
Carroll
Message 2
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| Subject: | cam for flap switch |
--> RV-List message posted by: John Huft <rv8@lazy8.net>
Someone out there made a nice little cam that goes on the flap
interconnect to operate the micro switch for the AOA system. Can someone
point me to the website? Better yet, is anyone selling this piece?
Thanks, John, RV8
>
>
Message 3
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| Subject: | Re: Wife wants her name on the registration! |
--> RV-List message posted by: "Matthew Brandes" <matthew@n523rv.com>
Thanks for the replies.... sounds like I shouldn't have any problems. Not
that it matters but she is a pilot as well, which is probably half the
reason she wants on the registration. :-)
Matthew Brandes,
Van's RV-9A (Finish Kit)
EAA Chapter 1329/868
www.n523rv.com <http://www.n523rv.com/>
Message 4
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| Subject: | Changing out Air speed indicators |
--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
I just bought a Knots outer ring with true airspeed window from Vans, and was wondering
if there is any caviats to removing/installing? (I didnt build the plane)
this is on an RV6A Charlie heathco
Message 5
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| Subject: | Carburator heat on rvs |
--> RV-List message posted by: bertrv6@highstream.net
Hi:
What is the practice with carburator heat, on RV's? on rv6..
Bert
rv6a
Do Not archive
Message 6
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| Subject: | Re: cam for flap switch |
--> RV-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
Not sure if this is what you saw before, but this is how I did it. No
problems so far...
http://bowenaero.com/mt3/archives/2003/10/flap_limit_swit.html
-
Larry Bowen, RV-8 59.7 Hrs
Larry@BowenAero.com
http://BowenAero.com
John Huft said:
> --> RV-List message posted by: John Huft <rv8@lazy8.net>
>
> Someone out there made a nice little cam that goes on the flap
> interconnect to operate the micro switch for the AOA system. Can someone
> point me to the website? Better yet, is anyone selling this piece?
>
> Thanks, John, RV8
Message 7
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| Subject: | Changing out Air speed indicators |
--> RV-List message posted by: "Paul Besing" <azpilot@extremezone.com>
Not really. You'll find it to be pretty straightforward. Just be sure you
get a pitot/static test when you are done. It's not required unless IFR,
but it's a good idea.
Paul Besing
RV-6A Sold
RV-10 Soon
Kitlog Builder's Software
www.kitlog.com
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Charles Heathco
Subject: RV-List: Changing out Air speed indicators
--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
I just bought a Knots outer ring with true airspeed window from Vans, and
was wondering if there is any caviats to removing/installing? (I didnt build
the plane) this is on an RV6A Charlie heathco
Message 8
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| Subject: | RV forced landing |
--> RV-List message posted by: bertrv6@highstream.net
Hi:
I read that 2 rv's were forced to land, in Florida, the past week end.
As far as I know, only one RV was forced to land. there were 2 other
accidents, one in Lakeland, and one in Orlando Area, but they were not
RV's..
On the Rv I want to clarify, Sal Capra posted a mail, and said.
I was standing on the flight line...rv6 leaving Lal, Lake land, made the
comment 3 times I smell gas... MO gas
Owner said he just stuck the tanks,, what is that? meant top the tanks?
and that must be...I asked him is he run car gas, he said yes...
The he continues, I think he had hjis dog and wife with him... and on and on.
Where in the world this guy, invent these things? An example of some of
the information print on this web, which is absolutely nonsense..
Why do I say this? because the pilot in questions, Paul, is a personal
friend, who happens to have his beatiful rv6A....a couple hangars away from
mine...
1. He has never used auto gas, his engine 180, brand new from
Van's...
2. He was not with his wife.
3. He does not have a dog.
4. He never had any smell of gas, that could be a leak on the
system, if he would have had that, he would have checked it..
He is a very experience pilot, Inmstrument rated etc...I have flown
with him, a beautiful rv...with all the gadgets...
Next time I fly to Lakeland, I would like to meet this Mr. capra...
I will tell you about what really happened, that Sunday evening...
Bert
rv6a
Do Not archive
Message 9
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| Subject: | Re: Wife wants her name on the registration! clamav-milter |
version 0...
clamav-milter version 0.80j
on zoot.lafn.org
--> RV-List message posted by: Dave Bristol <bj034@lafn.org>
Trainnut01@aol.com wrote:
>--> RV-List message posted by: Trainnut01@aol.com
>
>Dave
>When did you die?
>Do not Archive
>Carroll
>
>I don't even want to go there. Do you know how much hassle it is to get your medical
back after that happens? It took almost 2 years!
>
>
Dave
do not archive!
>
>
>
>
Message 10
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| Subject: | Re: Changing out Air speed indicators |
clamav-milter version 0.80j
on zoot.lafn.org
--> RV-List message posted by: Dave Bristol <bj034@lafn.org>
IIRC, anytime the system is opened it must be checked, however there is
no repetitive inspection unless the airplane is being used IFR.
Dave
Paul Besing wrote:
>--> RV-List message posted by: "Paul Besing" <azpilot@extremezone.com>
>
>Not really. You'll find it to be pretty straightforward. Just be sure you
>get a pitot/static test when you are done. It's not required unless IFR,
>but it's a good idea.
>
>Paul Besing
>RV-6A Sold
>RV-10 Soon
>Kitlog Builder's Software
>www.kitlog.com
>
>
>-----Original Message-----
>From: owner-rv-list-server@matronics.com
>[mailto:owner-rv-list-server@matronics.com]On Behalf Of Charles Heathco
>To: rv-list@matronics.com
>Subject: RV-List: Changing out Air speed indicators
>
>
>--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
>
>I just bought a Knots outer ring with true airspeed window from Vans, and
>was wondering if there is any caviats to removing/installing? (I didnt build
>the plane) this is on an RV6A Charlie heathco
>
>
>
>
Message 11
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| Subject: | Lycoming - tractor engine or turbine smooth? |
--> RV-List message posted by: LeastDrag93066@aol.com
Lycoming - tractor engine or turbine smooth?
This is the real question that needs to be asked when you are considering
which propeller to buy.
I had an opportunity to test four different constant speed propellers on one
aircraft. There were three different 2 blade propellers and one 3 blade
propeller. This aircraft was owned by a friend who flew the aircraft. I just
went along as the observer and data recorder.
The original 2 blade CS propeller on the aircraft had been dynamically
balanced on the engine. Since the plan was to leave the original propeller on
the
aircraft when we were finished with the testing, we did not removed the
dynamic balance weights from the engine ring gear.
All three of the 2 blade propellers had about the same vibration level
during their flights.
Then we flew the 3 blade propeller. On the takeoff roll and initial climb,
I noticed the pilot was highly stressed about something. About mid field, as
we were climbing out, he finally said that something must be wrong with the
engine. That the engine wasn't producing power.
We laughed about this later.
We seem to expect a certain vibration level which can be directly related to
the engine power. We don't even think about this. And it's not something
that any instructor I have had has ever talked about. It's just there.
I've been told that a 2 blade propeller has a 2nd order harmonic on the
Lycoming engine.
And the 3 blade propeller does not have the 2nd order harmonic on the
Lycoming engine.
What does this really mean?
On another test sequence, I had an opportunity to again ride in a friends
aircraft. On this friends Harmon Rocket 2 with a stock Lycoming IO-540-C4B5,
we removed a 2 blade propeller and installed a 3 blade propeller.
The 3 blade propeller made the Lycoming run like it was an electric motor,
it was so vibration free.
When we installed a second 2 blade propeller, the same old vibration came
right back. At the same level as the first 2 blade propeller.
So the question goes back to you, the builder/flyers. Do you want "turbine
smooth" or "tractor engine"?
Maybe I should have titled this: "How to tame the Lycomisaur"
Regards,
Jim Ayers
Message 12
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| From: | "Wayne @ Aircraft Engravers" <wayne@engravers.net> |
| Subject: | Re: RV forced landing |
--> RV-List message posted by: "Wayne @ Aircraft Engravers" <wayne@engravers.net>
Bert,
After you tell the story on Sat. night can you post it here so that we can
have the facts also?
Wayne
----- Original Message -----
From: <bertrv6@highstream.net>
Subject: RV-List: RV forced landing
> --> RV-List message posted by: bertrv6@highstream.net
>
>
> Hi:
>
> I read that 2 rv's were forced to land, in Florida, the past week end.
>
> As far as I know, only one RV was forced to land. there were 2 other
> accidents, one in Lakeland, and one in Orlando Area, but they were not
> RV's..
>
>
> On the Rv I want to clarify, Sal Capra posted a mail, and said.
> I was standing on the flight line...rv6 leaving Lal, Lake land, made the
> comment 3 times I smell gas... MO gas
>
> Owner said he just stuck the tanks,, what is that? meant top the
> tanks?
> and that must be...I asked him is he run car gas, he said yes...
>
>
> The he continues, I think he had hjis dog and wife with him... and on and
> on.
>
> Where in the world this guy, invent these things? An example of some of
> the information print on this web, which is absolutely nonsense..
>
>
> Why do I say this? because the pilot in questions, Paul, is a personal
> friend, who happens to have his beatiful rv6A....a couple hangars away
> from
> mine...
>
> 1. He has never used auto gas, his engine 180, brand new from
> Van's...
>
> 2. He was not with his wife.
>
> 3. He does not have a dog.
>
> 4. He never had any smell of gas, that could be a leak on the
> system, if he would have had that, he would have checked it..
>
> He is a very experience pilot, Inmstrument rated etc...I have
> flown
> with him, a beautiful rv...with all the gadgets...
> Next time I fly to Lakeland, I would like to meet this Mr. capra...
>
> I will tell you about what really happened, that Sunday evening...
>
>
> Bert
>
> rv6a
>
>
> Do Not archive
>
>
>
Message 13
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| Subject: | Re: Lycoming - tractor engine or turbine smooth? |
--> RV-List message posted by: Hal Kempthorne <hal_kempthorne@sbcglobal.net>
LeastDrag93066@aol.com wrote:
On another test sequence, I had an opportunity to again ride in a friends
aircraft. On this friends Harmon Rocket 2 with a stock Lycoming IO-540-C4B5,
we removed a 2 blade propeller and installed a 3 blade propeller.
The 3 blade propeller made the Lycoming run like it was an electric motor,
it was so vibration free.
Isn't it true that a six cylinder engine will run smoother with a three blade prop?
The IO-540 is a six.
hal
Message 14
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| Subject: | Re: RV forced landing |
clamav-milter version 0.80j
on localhost
--> RV-List message posted by: Mark Grieve <mark@macomb.com>
The original post by Mr. Carpa included "I can not tell you who he was
or what the tail number was " and "sure hope this was not the plane."
Seems to me that the writer was only speculating that the plane he
observed could have been the plane that had a forced landing. That
plane, smelling of MO gas, with the pilot's wife and dog on board,
apparently made it home without incident and was clearly not the plane
belonging to your friend.
Do not archive
rtrv6@highstream.net wrote:
>--> RV-List message posted by: bertrv6@highstream.net
>
>
>Hi:
>
> I read that 2 rv's were forced to land, in Florida, the past week end.
>
> As far as I know, only one RV was forced to land. there were 2 other
>accidents, one in Lakeland, and one in Orlando Area, but they were not
>RV's..
>
>
> On the Rv I want to clarify, Sal Capra posted a mail, and said.
>I was standing on the flight line...rv6 leaving Lal, Lake land, made the
>comment 3 times I smell gas... MO gas
>
> Owner said he just stuck the tanks,, what is that? meant top the tanks?
>and that must be...I asked him is he run car gas, he said yes...
>
>
> The he continues, I think he had hjis dog and wife with him... and on and on.
>
>Where in the world this guy, invent these things? An example of some of
>the information print on this web, which is absolutely nonsense..
>
>
> Why do I say this? because the pilot in questions, Paul, is a personal
>friend, who happens to have his beatiful rv6A....a couple hangars away from
>mine...
>
> 1. He has never used auto gas, his engine 180, brand new from
>Van's...
>
> 2. He was not with his wife.
>
> 3. He does not have a dog.
>
> 4. He never had any smell of gas, that could be a leak on the
> system, if he would have had that, he would have checked it..
>
> He is a very experience pilot, Inmstrument rated etc...I have flown
> with him, a beautiful rv...with all the gadgets...
>Next time I fly to Lakeland, I would like to meet this Mr. capra...
>
> I will tell you about what really happened, that Sunday evening...
>
>
> Bert
>
> rv6a
>
>
>Do Not archive
>
>
>
Message 15
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| Subject: | Re: Wife wants her name on the registration! clamav-milter version |
0...
--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
What I want to know is how did he get back?!!. {[8-| !
Do not archive Jim in Kelowna
----- Original Message -----
From: <Trainnut01@aol.com>
Subject: Re: RV-List: Wife wants her name on the registration! clamav-milter
version 0...
> --> RV-List message posted by: Trainnut01@aol.com
>
> Dave
> When did you die?
> Do not Archive
> Carroll
>
>
>
Message 16
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| Subject: | Re: Lycoming - tractor engine or turbine smooth? |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
3 blade props are always smoother. 2 blade props are not naturally
balanced, meaning, spin up a 2 blade prop and let it fly off the mounting
flange, and it will tumble around and drop to the ground. Do the same thing
with a 3 blade prop and it will take off and go much further with no
tumbling before dropping to the ground. Does this make sense?
At 10:07 AM 1/26/2005 -0800, you wrote:
>--> RV-List message posted by: Hal Kempthorne <hal_kempthorne@sbcglobal.net>
>
>LeastDrag93066@aol.com wrote:
>On another test sequence, I had an opportunity to again ride in a friends
>aircraft. On this friends Harmon Rocket 2 with a stock Lycoming IO-540-C4B5,
>we removed a 2 blade propeller and installed a 3 blade propeller.
>The 3 blade propeller made the Lycoming run like it was an electric motor,
>it was so vibration free.
>
>
>Isn't it true that a six cylinder engine will run smoother with a three
>blade prop?
>
>The IO-540 is a six.
>
>hal
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 17
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| Subject: | Re: Brass/Copper bus bar |
--> RV-List message posted by: HCRV6@aol.com
In a message dated 1/25/05 2:24:46 PM Pacific Standard Time,
Hopperdhh@aol.com writes:
snip << The voltage drop in the 4 inch copper strap at 300 amps is 0.026
volts. In
the brass strap it would be 4 times that, or 0.104 volts. >>
Just curious how or why one would arrange any bus bar such that you would
ever see 300 amps (presumably starter current for maybe 10 seconds) through any
length of the bar?
Do not archive
Harry Crosby
Pleasanton, California
RV-6, flying!
Message 18
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| Subject: | Re: Lycoming - tractor engine or turbine smooth? |
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 1/26/05 10:57:21 AM Central Standard Time,
LeastDrag93066@aol.com writes:
> I've been told that a 2 blade propeller has a 2nd order harmonic on the
> Lycoming engine.
> And the 3 blade propeller does not have the 2nd order harmonic on the
> Lycoming engine.
>>>>>>
While discussing buying a prop with Craig Catto, he mentioned that the power
pulses striking the canopy from a two-blade can be in sync with the engine
power pulses, adding the two together as sensed by the pilot. The 3-blade almost
eliminates this amplification as only one blades' power pulse could hit the
canopy during a power stroke if the prop position on the crankshaft allowed it.
Thoughts?
Mark - flying behind a Catto 3-blade (mmmmmmmmmm........................)
Message 19
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| Subject: | Re: Brass/Copper bus bar |
--> RV-List message posted by: Hopperdhh@aol.com
In a message dated 1/26/05 2:16:17 P.M. US Eastern Standard Time,
HCRV6@aol.com writes:
In a message dated 1/25/05 2:24:46 PM Pacific Standard Time,
Hopperdhh@aol.com writes:
snip << The voltage drop in the 4 inch copper strap at 300 amps is 0.026
volts. In
the brass strap it would be 4 times that, or 0.104 volts. >>
Just curious how or why one would arrange any bus bar such that you would
ever see 300 amps (presumably starter current for maybe 10 seconds) through
any
length of the bar?
Do not archive
Harry Crosby
Pleasanton, California
RV-6, flying!
Harry,
I should not have called it a bus bar. I think that led to a lot of
misunderstanding and some flaming. A conductor was needed between the master
relay
terminal and the starter relay terminal. I then assumed that 4 inches of
copper or brass material in the form of a bar would be used to make that
connection, and that the starter current would be 300 amps. Right or wrong, I
did
the calculations based on those assumptions. This is not a bus bar in the
usual sense, like one that connects a row of circuit breakers together.
Dan Hopper
Walton, IN
RV-7A (Becoming a hanger queen due to the weather!)
Message 20
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| Subject: | Re: Brass/Copper bus bar |
--> RV-List message posted by: Bob J <rocketbob@gmail.com>
> >A search of the local hardware stores only netted .025 copper to
> >connect my battery contactor and starter contactor. However, I found some
.062
> >brass.
Why do you need another starter contactor in the first place? There's
one built into the starter. Disconnect the jumper from the big
terminal on the starter, run a wire from it to your starter switch,
then a diode from the starter side of the switch to ground to prevent
arcing in the switch or contactor. I have had this setup since day
one on my -6 and have never had any trouble with it.
Regards,
Bob Japundza
RV-6 flying F1 under const.
Message 21
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| Subject: | Re: Lycoming - tractor engine or turbine smooth? |
--> RV-List message posted by: Gary Cole <cole_gary@sbcglobal.net>
Are you talking about a 4 or 6 cylinder?
The reason I ask is that with a 4, there are 2 power strokes per revolution. So
logically the two blade prop could create the pressure wave in sync with the
power stroke that could be felt by the pilot.
However, using that same logic, a three blade prop would cause the same effect
with a 6.
But the reports that I have read say theat the three blade is always smoother than
the two.
I suspect that is due to less thrust per blade being passed back into the frame.
Comments???
Gary Cole
HRII - fuselage slow build
Fiveonepw@aol.com wrote:
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 1/26/05 10:57:21 AM Central Standard Time,
LeastDrag93066@aol.com writes:
> I've been told that a 2 blade propeller has a 2nd order harmonic on the
> Lycoming engine.
> And the 3 blade propeller does not have the 2nd order harmonic on the
> Lycoming engine.
>>>>>>
While discussing buying a prop with Craig Catto, he mentioned that the power
pulses striking the canopy from a two-blade can be in sync with the engine
power pulses, adding the two together as sensed by the pilot. The 3-blade almost
eliminates this amplification as only one blades' power pulse could hit the
canopy during a power stroke if the prop position on the crankshaft allowed it.
Thoughts?
Mark - flying behind a Catto 3-blade (mmmmmmmmmm........................)
Message 22
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| Subject: | Re:Carburator heat on rvs |
--> RV-List message posted by: "Martin Hone" <mctrader@bigpond.net.au>
Hi Bert,
My practise is to pull full carb heat on downwind leg, then push it off on
late final. According to my Lycoming Owners Manual, carb heat is not
generally required unless you are landing in known icing conditions.
Martin
<mailto:mctrader@bigpond.net.au>
_____
<http://promos.hotbar.com/promos/promodll.dll?RunPromo&El&SG&RAND50446&pa
rtnerfastutility> Block Spam Emails - Click here!
Message 23
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--> RV-List message posted by: sarg314 <sarg314@comcast.net>
I'm installing my hot-air box on the firewall. I'd like to have it
connect to a simple tee on the cabin side of the firewall. One side of
the Tee would go to each side of the plane. My problem is I can't find
a 2" tee anywhere. Van's has a very fancy tee with 2 flapper valves in
it, but I don't want the 2 valves or the $90 price tag. I guess I
could make something, but little projects like this seem to take a lot
of time.
Does anybody know where I can buy something like this?
--
Tom Sargent, RV-6A, firewall
Message 24
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| Subject: | Re: Carburator heat on rvs |
--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
I am a bit surprised by more than just a couple of RVers that have posted in
the past about not using Carb Heat. It should be good practice to use carb
heat when the throttle is reduced on a carburetor engine. This occurs when
we approach for landing. What harm or what causes those who don't use it to
be motivated by their actions?
Indiana Larry, RV7 TipUp "SunSeeker"
Evansville, Indiana (just north of western Kentucky)
----- Original Message -----
From: <bertrv6@highstream.net>
Subject: RV-List: Carburator heat on rvs
> --> RV-List message posted by: bertrv6@highstream.net
>
>
> Hi:
>
> What is the practice with carburator heat, on RV's? on rv6..
> Bert
> rv6a
>
> Do Not archive
>
>
Message 25
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| Subject: | Re: TEE for heater |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
sarg314 wrote:
>--> RV-List message posted by: sarg314 <sarg314@comcast.net>
>
>I'm installing my hot-air box on the firewall. I'd like to have it
>connect to a simple tee on the cabin side of the firewall. One side of
>the Tee would go to each side of the plane. My problem is I can't find
>a 2" tee anywhere. Van's has a very fancy tee with 2 flapper valves in
>it, but I don't want the 2 valves or the $90 price tag. I guess I
>could make something, but little projects like this seem to take a lot
>of time.
>
>Does anybody know where I can buy something like this?
>--
>Tom Sargent, RV-6A, firewall
>
Why not use a 2" PVC "T"??? I suspect that if it's gping to get hot
enough to melt, It'll be too hot in the cabin???
.... PVC and electrical conduit are my two favorite construction
materials! Well, next to aluminum, of course!
Linn
do not archive
>
>
>
>
--
No virus found in this outgoing message.
Checked by AVG Anti-Virus.
Message 26
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| Subject: | Re: Carburator heat on rvs |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
I agree, low and slow is not the time to have a problem, leave the heat on.
At 04:27 PM 1/26/2005 -0600, you wrote:
>--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
>
>I am a bit surprised by more than just a couple of RVers that have posted in
>the past about not using Carb Heat. It should be good practice to use carb
>heat when the throttle is reduced on a carburetor engine. This occurs when
>we approach for landing. What harm or what causes those who don't use it to
>be motivated by their actions?
>
>Indiana Larry, RV7 TipUp "SunSeeker"
>
>Evansville, Indiana (just north of western Kentucky)
>----- Original Message -----
>From: <bertrv6@highstream.net>
>To: <rv-list@matronics.com>
>Subject: RV-List: Carburator heat on rvs
>
>
> > --> RV-List message posted by: bertrv6@highstream.net
> >
> >
> > Hi:
> >
> > What is the practice with carburator heat, on RV's? on rv6..
> > Bert
> > rv6a
> >
> > Do Not archive
> >
> >
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 27
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--> RV-List message posted by: "Valovich, Paul" <pvalovich@dcscorp.com>
I'm in the early instrument panel planning stage for my RV-8A. I am
going to probably buy the Dynon EFIS / EMS package with a Gamin 430 if I
can save up the bucks, but also want to have a separate "Standby"
attitude indicator. I'm having difficulty identifying suppliers - or
learning of the goods and others about the options. Anyone have any
biased opinions (now that's a unique concept for this group) about
available products?
Paul Valovich
pvalovich@dcscorp.com
Ridgecrest, CA
Message 28
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| Subject: | Re: Carburator heat on rvs |
--> RV-List message posted by: <sears@searnet.com>
> I am a bit surprised by more than just a couple of RVers that have posted
in
> the past about not using Carb Heat. It should be good practice to use
carb
> heat when the throttle is reduced on a carburetor engine. This occurs
when
> we approach for landing. What harm or what causes those who don't use it
to
> be motivated by their actions?
Well, if I were still flying using a Continental engine, I'd use it every
time I hit the pattern. The one I had in my C172 would ice up in a
heartbeat. I've been flying behind Lycomings since 1990 and have yet to get
icing in the pattern that I could tell.
Carb heat just isn't needed because of the way they've got things set up.
In fact, the manual for my Cheetah didn't call for it, either. With that, I
got used to not using it. Since I'm still using a Lycoming in my RV, I'd
have to figure that it works like the one in the Cheetah. Actually, it does
better. :-)
Now, for you guys who are determined to use carb heat in the pattern, by all
means do it. However, it's just like auto gas. You won't crash and burn
from using auto gas. You won't crash and burn from not using carb heat at
every landing. Please don't cut us down because we don't use it.
Experience has shown that it's not needed like it is with a Continental.
Jim Sears in KY
Message 29
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| Subject: | Re: RV forced landing |
--> RV-List message posted by: CBRxxDRV@aol.com
In a message dated 1/26/05 10:25:02 AM Eastern Standard Time,
bertrv6@highstream.net writes:
> Why do I say this? because the pilot in questions, Paul, is a personal
> friend, who happens to have his beatiful rv6A....a couple hangars away from
> mine...
>
> 1. He has never used auto gas, his engine 180, brand new from
> Van's...
>
> 2. He was not with his wife.
>
> 3. He does not have a dog.
>
> 4. He never had any smell of gas, that could be a leak on the
> system, if he would have had that, he would have checked it..
>
What I said was what happened on the flight line.
I was standing with 2 friends when it took place. If he never runs Mo-gas
and was not with his wife and did not have a dog I would
be pretty sure it was not the same person or the same plane.
I never said it was. That is why I discribed what I could from the plane in
question.
I thought someone on the list may know the person with the dog and
I could find out if it was indeed the same plane that had the forced
landing. It would appear it was not and I hope your friend came through
the forced landing OK. I fabricated nothing. As it turns out
I now know it was not the same plane......I still smelled gas and
I did talk to the pilot of that plane.
Do not archive
RV-4
RV-8 QB....wings
Sal Capra
Lakeland, FL.
My Home Page
Message 30
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--> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
Paul,
Here are my biased opinions:
1. Stay away from vacuum systems.
2. For little more than the price of an electric gyro you could buy a second
Dynon, or a Blue Mountain.
3. I bought a TruTrak electric 2-1/4" electric pictorial turn & bank as a
back-up attitude instrument for my Blue Mountain EFIS/one
4. TruTrak is supposed to be developing a version with pitch information
too, and for real back-up, get their (or someone else's) wing leveler.
5. Panel space is a scarce commodity on your 8A panel, so 2-1/4" is much
better than 3-1/8"
6. Consider a back-up battery for one of the attitude instruments, or a
redundant electrical system
7. The nice little electric 2-1/4" attitude gyro's will cost more than your
Garmin 430 and the Dynon combined
Terry
RV-8A #80729 finishing (I hope)
Seattle
--> RV-List message posted by: "Valovich, Paul" <pvalovich@dcscorp.com>
I'm in the early instrument panel planning stage for my RV-8A. I am
going to probably buy the Dynon EFIS / EMS package with a Gamin 430 if I
can save up the bucks, but also want to have a separate "Standby"
attitude indicator. I'm having difficulty identifying suppliers - or
learning of the goods and others about the options. Anyone have any
biased opinions (now that's a unique concept for this group) about
available products?
Paul Valovich
Message 31
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|
"vansairforce" <vansairforce@yahoogroups.com>
| Subject: | Headsets.....again... |
--> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
Ok, I know we have been over this before, I just got through ready the
archives...
I am thinking of getting some Bose X headsets, but want to know if anyone
has used any of these others before I spend the $$... I would also like to
know what your old headset was and how they compare...
Bose X (stereo) - www.bose.com - $995
Clarity Aloft (??) - www.clarityaloft.com - $550
Quiet Technologies (stereo) - www.quiettechnologies.com - $335
Panther Electronics (mono) - www.pantherelectronics.com - $599
Thanks in advance!
-Bill VonDane
bill@vondane.com
RV-8A - Colorado Springs
www.rv8a.com
Message 32
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| Subject: | Re: Carburator heat on rvs |
--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
Sorry if anyone thought I was cutting them down. That was not my intent. I
was taught flying by a CFI who has been teaching in Cessnas with Lycoming
engines in them for about 30 years. He is religious about using carb heat.
Indiana Larry, RV7 TipUp "SunSeeker"
Evansville, Indiana (just north of western Kentucky)
----- Original Message -----
From: <sears@searnet.com>
Subject: Re: RV-List: Carburator heat on rvs
> --> RV-List message posted by: <sears@searnet.com>
>
>
> > I am a bit surprised by more than just a couple of RVers that have
posted
> in
> > the past about not using Carb Heat. It should be good practice to use
> carb
> > heat when the throttle is reduced on a carburetor engine. This occurs
> when
> > we approach for landing. What harm or what causes those who don't use
it
> to
> > be motivated by their actions?
>
> Well, if I were still flying using a Continental engine, I'd use it every
> time I hit the pattern. The one I had in my C172 would ice up in a
> heartbeat. I've been flying behind Lycomings since 1990 and have yet to
get
> icing in the pattern that I could tell.
> Carb heat just isn't needed because of the way they've got things set up.
> In fact, the manual for my Cheetah didn't call for it, either. With that,
I
> got used to not using it. Since I'm still using a Lycoming in my RV, I'd
> have to figure that it works like the one in the Cheetah. Actually, it
does
> better. :-)
>
> Now, for you guys who are determined to use carb heat in the pattern, by
all
> means do it. However, it's just like auto gas. You won't crash and burn
> from using auto gas. You won't crash and burn from not using carb heat at
> every landing. Please don't cut us down because we don't use it.
> Experience has shown that it's not needed like it is with a Continental.
>
> Jim Sears in KY
>
>
Message 33
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| Subject: | Re: Carburator heat on rvs |
--> RV-List message posted by: lm4@juno.com
Well Larry!,
In training I flew both continental (C-150) & Lycoming
( Grumman ) and with Continental if you don't use carb heat
you may get into trouble. Also it seems to have to be full on
or full off. Start playing with it and expect a rough engine.
With lycoming you can adjust it to where you want it but
Instructors tell you not to use it at all. Maybe it has something
to do with the shape of the carburator bore. That's all I got.
Larry Mac Donald
Rochester N.Y.
do not archive
On Wed, 26 Jan 2005 16:27:39 -0600 "LarryRobertHelming"
<lhelming@sigecom.net> writes:
> --> RV-List message posted by: "LarryRobertHelming"
> <lhelming@sigecom.net>
>
> I am a bit surprised by more than just a couple of RVers that have
> posted in
> the past about not using Carb Heat.
Message 34
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| Subject: | Re: Lycoming - tractor engine or turbine smooth? |
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 01/26/2005 2:56:56 PM Central Standard Time,
cole_gary@sbcglobal.net writes:
I suspect that is due to less thrust per blade being passed back into the
frame.
>>>>
Makes sense to me...
Mark do not archive
Message 35
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| Subject: | Re: Headsets.....again... |
--> RV-List message posted by: "Scott Jackson" <jayeandscott@telus.net>
Perfect timing to start a current thread about this!
Not that I have anything to offer, just that, after spending the night in
the saltmud on the beach, then dangling by its cord and twirling in the
rotorwash as the airplane was slung back to the airport, my dear old Peltor
headset is becoming intermittent with mucho green, crusty deposits visible
in the speakers, the mic, the volume control, and all the wiring
disappearing into the insulation. Plus the mic boom is loose in its sealed
plastic housing.
Although it was dunked in early July, it kept working right up until last
week. Initially, I considered just replacing the electrical parts, and the
boom assembly, but the latter is no longer available.
So, I have to replace it, and I initially wanted a Peltor ANR but the local
avionics shop stopped carrying the ANR model, saying that it wasn't very
good and not worth the money.
Anyone have any experience to the contrary? Should be some out there as
Van's sells both the passive and active models.
Anyone modified their passive Peltors to active with Headsets, Inc. ANR kit?
Scott in VAncouver
do not archive
----- Original Message -----
From: "Bill VonDane" <bill@vondane.com>
<rv-list@matronics.com>; "vansairforce" <vansairforce@yahoogroups.com>
Subject: RV-List: Headsets.....again...
> --> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
>
> Ok, I know we have been over this before, I just got through ready the
> archives...
>
> I am thinking of getting some Bose X headsets, but want to know if anyone
> has used any of these others before I spend the $$... I would also like
> to
> know what your old headset was and how they compare...
>
> Bose X (stereo) - www.bose.com - $995
> Clarity Aloft (??) - www.clarityaloft.com - $550
> Quiet Technologies (stereo) - www.quiettechnologies.com - $335
> Panther Electronics (mono) - www.pantherelectronics.com - $599
>
> Thanks in advance!
>
> -Bill VonDane
> bill@vondane.com
> RV-8A - Colorado Springs
> www.rv8a.com
>
>
>
Message 36
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| Subject: | Re: Carburator heat on rvs |
--> RV-List message posted by: "cgalley" <cgalley@qcbc.org>
A Lycoming will not develop Carb Ice most of the time so leaving the carb
heat off is of no consequence.
HOWEVER when it happens and it will and has, if the carb heat is not on, it
will be too late upon the engine stoppage to reverse the icing as the engine
is not putting out enough heat to melt the ice as it forms. Then you are in
a big
heap of trouble and nothing you do after the fact will stop the icing.
Carb heat only works as a preventative, not as a solution. You won't lose
face by applying when it is not needed but you certainly will lose face if
you fail to apply before it is needed and have top make that forced, engine
out landing in a place not of your choosing.
----- Original Message -----
From: "LarryRobertHelming" <lhelming@sigecom.net>
Subject: Re: RV-List: Carburator heat on rvs
> --> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
>
> Sorry if anyone thought I was cutting them down. That was not my intent.
I
> was taught flying by a CFI who has been teaching in Cessnas with Lycoming
> engines in them for about 30 years. He is religious about using carb
heat.
>
> Indiana Larry, RV7 TipUp "SunSeeker"
>
> Evansville, Indiana (just north of western Kentucky)
> ----- Original Message -----
> From: <sears@searnet.com>
> To: <rv-list@matronics.com>
> Subject: Re: RV-List: Carburator heat on rvs
>
>
> > --> RV-List message posted by: <sears@searnet.com>
> >
> >
> > > I am a bit surprised by more than just a couple of RVers that have
> posted
> > in
> > > the past about not using Carb Heat. It should be good practice to use
> > carb
> > > heat when the throttle is reduced on a carburetor engine. This occurs
> > when
> > > we approach for landing. What harm or what causes those who don't use
> it
> > to
> > > be motivated by their actions?
> >
> > Well, if I were still flying using a Continental engine, I'd use it
every
> > time I hit the pattern. The one I had in my C172 would ice up in a
> > heartbeat. I've been flying behind Lycomings since 1990 and have yet to
> get
> > icing in the pattern that I could tell.
> > Carb heat just isn't needed because of the way they've got things set
up.
> > In fact, the manual for my Cheetah didn't call for it, either. With
that,
> I
> > got used to not using it. Since I'm still using a Lycoming in my RV,
I'd
> > have to figure that it works like the one in the Cheetah. Actually, it
> does
> > better. :-)
> >
> > Now, for you guys who are determined to use carb heat in the pattern, by
> all
> > means do it. However, it's just like auto gas. You won't crash and
burn
> > from using auto gas. You won't crash and burn from not using carb heat
at
> > every landing. Please don't cut us down because we don't use it.
> > Experience has shown that it's not needed like it is with a Continental.
> >
> > Jim Sears in KY
> >
> >
>
>
Message 37
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--> RV-List message posted by: "William Davis" <rvpilot@access4less.net>
RV-8 builders.
To anyone thinking of ordering one of the canopy latches as described in Sam Buchannan's
write up
http://home.hiwaay.net/~sbuc/journal/rv8-latch.html
The address and phone No. has changed
New address: William Davis 2912 Rockport Lane, Mount Dora, FL 32757
352-383-5842
Thanks, Bill
Message 38
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| Subject: | Re: Brass/Copper bus bar |
--> RV-List message posted by: Hopperdhh@aol.com
Rocket,
I brought this up on the list a year or so ago, and got flamed to shame.
Maybe they won't treat you so bad! Now I have 6, count 'em 6, contacts that
have to make before my starter will run. And so does almost everyone else with
an RV. You only have 4! There are two in each relay.
Dan Hopper
RV-7A
In a message dated 1/26/05 3:32:53 P.M. US Eastern Standard Time,
rocketbob@gmail.com writes:
--> RV-List message posted by: Bob J <rocketbob@gmail.com>
> >A search of the local hardware stores only netted .025 copper to
> >connect my battery contactor and starter contactor. However, I found
some .062
> >brass.
Why do you need another starter contactor in the first place? There's
one built into the starter. Disconnect the jumper from the big
terminal on the starter, run a wire from it to your starter switch,
then a diode from the starter side of the switch to ground to prevent
arcing in the switch or contactor. I have had this setup since day
one on my -6 and have never had any trouble with it.
Regards,
Bob Japundza
RV-6 flying F1 under const.
Message 39
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| Subject: | Re: Carburator heat on rvs |
--> RV-List message posted by: Charlie England <ceengland@bellsouth.net>
Lycs have the carb bolted to the oil pan (at > 200 degrees, probably
>220) & most of the intake tube length inside the pan. Partial carb
heat is effectively always on, like a carburated V-8 with exhaust gas
circulating through the intake manifold. IIRC, most Continentals have
the carb hanging on intake tubes standing away from the pan.
Not advising to ignore carb heat; just an explanation of why Lycs are
less prone to icing than Continentals.
Charlie
lm4@juno.com wrote:
>--> RV-List message posted by: lm4@juno.com
>
>Well Larry!,
> In training I flew both continental (C-150) & Lycoming
>( Grumman ) and with Continental if you don't use carb heat
>you may get into trouble. Also it seems to have to be full on
>or full off. Start playing with it and expect a rough engine.
>With lycoming you can adjust it to where you want it but
>Instructors tell you not to use it at all. Maybe it has something
>to do with the shape of the carburator bore. That's all I got.
>Larry Mac Donald
>Rochester N.Y.
>do not archive
>
>
>On Wed, 26 Jan 2005 16:27:39 -0600 "LarryRobertHelming"
><lhelming@sigecom.net> writes:
>
>
>>--> RV-List message posted by: "LarryRobertHelming"
>><lhelming@sigecom.net>
>>
>>I am a bit surprised by more than just a couple of RVers that have
>>posted in
>>the past about not using Carb Heat.
>>
Message 40
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| Subject: | Re: Standby Gyros |
--> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
Check out the new ADI from Trutrak.
http://www.rvtraining.com/html/new_products.html
They're not out yet but should be by Sun n Fun. I plan to put one in my
panel, in place of the whiskey compass, and in addition to the A/P.
Jeff Point
>
>
Message 41
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<RV-8@yahoogroups.com>, <rv-list@matronics.com>
| Subject: | Re: [VAF Mailing List] Headsets.....again... |
--> RV-List message posted by: "Wayne Sweet" <w_sweet@comcast.net>
I flew with Bose Series I headsets for 10 years. Got the X model and the other
comments are exactly dead on; another very important characteristic is the very
excellent mic. You need not "eat" the darn mic any more; 1/2 " is the recommended
distance and it works super duper.
Wayne
----- Original Message -----
From: Bill VonDane
To: rv8-list@matronics.com ; RV-8@yahoogroups.com ; rv-list@matronics.com ; vansairforce
Sent: Wednesday, January 26, 2005 5:17 PM
Subject: [VAF Mailing List] Headsets.....again...
Ok, I know we have been over this before, I just got through ready the
archives...
I am thinking of getting some Bose X headsets, but want to know if anyone
has used any of these others before I spend the $$... I would also like to
know what your old headset was and how they compare...
Bose X (stereo) - www.bose.com - $995
Clarity Aloft (??) - www.clarityaloft.com - $550
Quiet Technologies (stereo) - www.quiettechnologies.com - $335
Panther Electronics (mono) - www.pantherelectronics.com - $599
Thanks in advance!
-Bill VonDane
bill@vondane.com
RV-8A - Colorado Springs
www.rv8a.com
Online help on this group at:
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Message 42
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| Subject: | Headsets.....again... |
--> RV-List message posted by: "John Furey" <john@fureychrysler.com>
I have used passive Peltors for years and like them. I have tried the active
Peltor/Senhiezer and did not feel they justified the cost. I own a Bose X
and love it. I also have a "weightless" ClarityAloft and find it to be as
good and in some ways better than the Bose. Some adv/disadv to both but I
consider either to be a great choice. www.clarityaloft.com
JOhn
RV6A
Message 43
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| Subject: | Re: Carburator heat on rvs |
--> RV-List message posted by: "LARRY ADAMSON" <rvhi03@msn.com>
----- Original Message -----
From: bertrv6@highstream.net
Subject: RV-List: Carburator heat on rvs
As previously stated, Lycoming uses a different method of attaching the carb, than
Continental.
The POH for the Piper Archer II with a 180HP Lycoming under " Approach and Landing"
states:
"Carburetor heat should NOT be applied unless there is an indication of carburetor
icing, since the use of carburetor heat causes a reduction in power which
may be critical in case of a go-around. Full throttle operation with carburetor
heat on can cause detonation."
Since I fly in rather high altitude areas to start with, where accidentally leaving
the heat during a go-around could cause problems, I've chosen not to use
carb heat as standard practice for approaches. I do know of one RV that ended
in a forced landing with wing damage (has been rebuilt) apparently due to carb
icing, but it was due to in-flight icing conditions
Message 44
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| Subject: | Re: Carburator heat on rvs |
--> RV-List message posted by: "cgalley" <cgalley@qcbc.org>
Removal of carb heat and flaps is all part of the clean up to return to the
air.
At Least that is what my CFI told me 35 years ago.
----- Original Message -----
From: "LARRY ADAMSON" <rvhi03@msn.com>
Subject: Re: RV-List: Carburator heat on rvs
> --> RV-List message posted by: "LARRY ADAMSON" <rvhi03@msn.com>
>
>
> ----- Original Message -----
> From: bertrv6@highstream.net
> To: rv-list@matronics.com
> Subject: RV-List: Carburator heat on rvs
>
> As previously stated, Lycoming uses a different method of attaching the
carb, than Continental.
>
> The POH for the Piper Archer II with a 180HP Lycoming under " Approach and
Landing" states:
>
> "Carburetor heat should NOT be applied unless there is an indication of
carburetor icing, since the use of carburetor heat causes a reduction in
power which may be critical in case of a go-around. Full throttle operation
with carburetor heat on can cause detonation."
>
> Since I fly in rather high altitude areas to start with, where
accidentally leaving the heat during a go-around could cause problems, I've
chosen not to use carb heat as standard practice for approaches. I do know
of one RV that ended in a forced landing with wing damage (has been rebuilt)
apparently due to carb icing, but it was due to in-flight icing conditions
>
>
Message 45
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| Subject: | Carburator heat on rvs |
--> RV-List message posted by: "James E. Clark" <james@nextupventures.com>
{SNIP}
[JEC:] Comments below ...
|> I am a bit surprised by more than just a couple of RVers that have
|> posted in
|> the past about not using Carb Heat. It should be good practice to use
|> carb
|> heat when the throttle is reduced on a carburetor engine. This occurs
|> when
|> we approach for landing. What harm or what causes those who don't use
|> it to
|> be motivated by their actions?
|>
|> Indiana Larry, RV7 TipUp "SunSeeker"
[JEC:]
[JEC:] I tend not to use carb heat because the RV *appears* to be similar to
my Archer (II) and for that plane it recommended against unless there are
indications of icing.
[JEC:] I **think** I may have experienced the beginnings of carb ice twice
in 12 years of owning the plane. Once in a very high moisture situation
under reduced power and the second approaching an airport over a body of
water (reduced power). In both cases, I am not sure ...just think it *might*
have been just a little bit.
My partner (former Cessna owner) uses carb heat always on landing so when
she is in the plane with me and I am doing the flying I will use it as it
makes her feel more comfortable.
Since I trained in Cessnas (mainly 172's), I too was taught religiously to
use carb heat. When I bought the Piper, it really bothered me that the POH
said to NOT use it. So much so, I went out and bought a carb ice detector
for the carburetor and had it installed. It is amazing how quickly **SOME**
ice can build up and when it can build up. So much so the alarm became a
nuisance and I now keep it turned off as there always seemed o be some on
the ground while at idle although it did not affect the apparent performance
of the engine. But for a while it helped me feel better.
So to each his/her own. If I were in a Cessna, I would **ALWAYS** use it. In
the Piper I rarely (if ever) use it unless there is a change in the
sound/performance of the engine. In the RV6, I primarily use it when my
partner is there OR if I have been/am doing a lot of slower flying down low.
Your mileage may vary.
James
Message 46
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| Subject: | Re: Carburetor heat on RVs |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 1/26/2005 6:21:37 A.M. Pacific Standard Time,
bertrv6@highstream.net writes:
What is the practice with carburetor heat, on RV's? on rv6..
========================
Bert-
I have a CAT gauge (VM1000) and I have never experienced carb ice or the
conditions that would cause it in my Lyc O-360-A1A under any conditions I have
flown in in the last 736 hrs, but I live on the left coast and generally fly
west of the Mississippi. I cruise high VFR when I cross the big hills we have
out west and, without carb heat on, normally see carb air temps about 5 deg
C above ambient. Since I can see what the carb air temp is, I never use carb
heat if it's not needed.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 736hrs, Silicon Valley, CA)
Message 47
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| Subject: | Headsets.....again... |
--> RV-List message posted by: "Todd Bartrim" <haywire@telus.net>
--> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
Ok, I know we have been over this before, I just got through ready the
archives...
Quiet Technologies (stereo) - www.quiettechnologies.com - $335
Hi Bill;
I'm very pleased with the Auricomm from Quiet Tech. Very comfortable and
lightweight. Only time they were not ideal was during the taxi testing when
I was climbing in/out often and they were a bit of a pain to insert each
time. During normal flight use they are ideal!
Todd Bartrim
RV9Endurance
13B Turbo Rotary
C-FSTB
"The world will always have a place for those that bring hard
work and determination to the things they do."
Message 48
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--> RV-List message posted by: GMC <gmcnutt@shaw.ca>
Hi Jeff
I talked to Trutrak today about their ADI, I am thinking of it as a primary
flight instrument and I believe Trutrak could have a real winner here except
for one thing, there is no heading information, what is displayed is GPS
track (cheap) and a real shame as it will not (presently) be able to replace
both the Horizon and Directional Gyro.
If a magnetometer derived heading was displayed the Trutrak ADI would
replace the complete vacuum system & AH & DG.
I was also interested in the pitch mode, a gyro stabilized vertical speed. I
asked about slow flight, nose high level flight or descent and was told that
the ADI has a pitot input and low airspeed warning.
In Canada we need a source of heading that is not dependent on aircraft
electrical power so don't throw out that whiskey compass too soon.
George in Langley BC
6A flying
7A Wings
--> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
Check out the new ADI from Trutrak.
http://www.rvtraining.com/html/new_products.html
They're not out yet but should be by Sun n Fun. I plan to put one in my
panel, in place of the whiskey compass, and in addition to the A/P.
Jeff Point
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