Today's Message Index:
----------------------
1. 04:51 AM - Re: Displaying Airworthiness Cert. (Rick Galati)
2. 04:51 AM - Carburator Control (LarryRobertHelming)
3. 04:53 AM - RV6a wheel alignment (Charles Heathco)
4. 05:15 AM - Re: RV6a wheel alignment (Alex Peterson)
5. 05:22 AM - Re: Carburator Control (Charles Heathco)
6. 05:24 AM - Re: RV6a wheel alignment (Charles Heathco)
7. 08:18 AM - non rv related - Aspen Colorado (Jeff Dowling)
8. 08:27 AM - Re: Carburator Control (Bob C.)
9. 08:54 AM - Quick poll: Sensenich FP prop users (sportav8r@aol.com)
10. 09:07 AM - Re: non rv related - Aspen Colorado (Andy Gold)
11. 09:12 AM - Re: Quick poll: Sensenich FP prop users (John Furey)
12. 09:35 AM - Re: [VAF Mailing List] FOR SALE: Turn Coordinator (Dan Checkoway)
13. 09:45 AM - Carb problems-Long (John Danielson)
14. 10:02 AM - Re: non rv related - Aspen Colorado (Tony Marshall)
15. 02:20 PM - Re: non rv related - Aspen Colorado (N67BT@aol.com)
16. 02:49 PM - Re: non rv related - Aspen Colorado (N67BT@aol.com)
17. 02:55 PM - Re: non rv related - Aspen Colorado (Bill Dube)
18. 04:26 PM - Re: non rv related - Aspen Colorado (Jeff Dowling)
19. 04:36 PM - Tire wear problem resolution (Charles Heathco)
20. 07:22 PM - Medical Condition - Eustace Bowhay (Ken Hoshowski)
21. 07:53 PM - Re: Tire wear problem resolution (Mark Grieve)
22. 08:11 PM - RV 7 Sliding Canopy (Stan Jones)
23. 08:35 PM - Re: Medical Condition - Eustace Bowhay (Larry Pardue)
24. 09:04 PM - Re: teflon hose assembly problems (sarg314)
25. 09:21 PM - Re: Tire wear problem resolution (Phil Sisson, Litchfield Aerobatic Club)
Message 1
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| Subject: | re: Displaying Airworthiness Cert. |
--> RV-List message posted by: Rick Galati <rick6a@yahoo.com>
Mark,
It was with some interest that I noted your (timely) question because I too am
facing the same situation with my recently won airworthiness certificate. I pondered
a tasteful and appropriate way to display it. Unfortunately for me, some
of the responses to your original query morphed into another dimension of thought
rendering your basic question.....for the most part .....unanswered. Pressing
on in my personal search, and knowing I wanted to keep the look simple,
I ended up at Office Max and purchased a 4X6 photograph holder equipped with
a (stiff) metallic back. The Airworthiness Certificate fits into this thing
almost perfectly. I will affix velcro "buttons" to the four corners on the back
of the holder and display the mandatory document high up on the sidewall on
the pilot side of the baggage compartment. I suppose the operating limitations
and W&B documents *could* fit into the same pouch if I reduced them on a copying
machine, but have elected to store those full si
ze and
(legally essential) documents elsewhere in the airplane.
Rick Galati RV-6A "Darla" "finished, not yet flying"
Working on the interior of my -6A and need to find a permanent resting place
for the pink slip, so I'm looking for some ideas how to handle this..............snip......................
and have to figure out some way to stuff everything
into some kind of nice display case for
attachment in the cockpit somewhere. Could some of y'all let me know how you did
it
Thanks!
Mark Phillips N51PW, 155 hours
Message 2
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| Subject: | Carburator Control |
--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
"LarryRobertHelming"
<lhelming@s...> wrote:
>
> I have my TMX O-360 Mattituck engine and did my first start up. After this,
we did some checking and found the Van's FWF supplied push/pull control that travels
2" does not take the carb to full open AND full closed. The travel is
just short about 1/4" or so. Or the carb arm is too long. I found, if I set
it for full throttle, the idle is 1200. NO GOOD.. The carb is a Precision model
MA-4-5. The distance from center of hole to center of hole in the arm is 1.75".
Van's aircraft advises that I should connect control to middle hole. Well,
I only have one hole. Is there a suggestion or recommendation for this condition.
Also, I seem to lack a bit of travel to get the mixture to go from
full rich stop and full lean stop.
>
> Larry Helming in Indiana
From: CameronKurth
Subject: [lycoming] Re: Carburetor Control
I had to drill a hole pretty close to the pivot to make the controls work. Everybody
else I know had to do the same thing.
Cam
>>
Cam: thanks for your reply. I'd be interested in knowing the length of center
of hole to center of hole on your modified arm to get it to work?
It seems to me the most elegant solution would be to use a throttle arm that is
by design the correct distance between the holes OR replace the push/pull control
with one that travels farther. Perhaps Precision expects us to use a different
throttle cable than the standard travel length of 2"? Or YES -- they
want us to take their beautifully machined part and do surgery on it to do a custom
job. If that is the case, at least they made it too long.
With the p/p cable firmly installed AND no desire to rip it out and replace it,
is there a supplier for buying a arm to fit the carb with hole to hole length
of 1.5" (I'm guessing here on what would be correct length) to replace the 1.75"
as supplied with the carb? In using Cam's method of drilling a hole in the
arm, I wonder -- does drilling a hole to shorten the hole to hole length do
anything to the certification of the carb or the warranty? Indiana Larry
Message 3
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| Subject: | RV6a wheel alignment |
--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
I have read everything I can find re wheel/axil alignment (not much, but mucho
info on the RV6 in my RV6A builders manual), and have concluded that if it was
not done correctly when the plane was built Im SOL. Anybody beeen able to change
it, or tried and couldnt?? charlie heathco
Message 4
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| Subject: | RV6a wheel alignment |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@earthlink.net>
Charlie, put the airplane on some smooth, flat concrete. Lay a large sheet
of paper in front of each of the main tires, and roll the plane over it and
watch what happens to the paper. That might tell you if the alignment is
truly far out of whack. You would want to have someone else with a 6A try
the same for comparison.
Alex Peterson
RV6-A 584 hours
Maple Grove, MN
http://www.home.earthlink.net/~alexpeterson/
> --> RV-List message posted by: "Charles Heathco"
> <cheathco@comcast.net>
>
> I have read everything I can find re wheel/axil alignment
> (not much, but mucho info on the RV6 in my RV6A builders
> manual), and have concluded that if it was not done correctly
> when the plane was built Im SOL. Anybody beeen able to change
> it, or tried and couldnt?? charlie heathco
Message 5
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| Subject: | Re: Carburator Control |
--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
Larry, Vans wont admit it, but the throttle throw is too short, My Oh carb
did have 3 hols in the arm, and the angle had to be changed to get it to
work in the top hole. (takes a harder push to move it fully) Previous carb
was fasened to the center hole, and wasnt opening it fully. charlie
----- Original Message -----
From: "LarryRobertHelming" <lhelming@sigecom.net>
Subject: RV-List: Carburator Control
--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
"LarryRobertHelming"
<lhelming@s...> wrote:
>
> I have my TMX O-360 Mattituck engine and did my first start up. After
> this, we did some checking and found the Van's FWF supplied push/pull
> control that travels 2" does not take the carb to full open AND full
> closed. The travel is just short about 1/4" or so. Or the carb arm is
> too long. I found, if I set it for full throttle, the idle is 1200. NO
> GOOD.. The carb is a Precision model MA-4-5. The distance from center of
> hole to center of hole in the arm is 1.75". Van's aircraft advises that I
> should connect control to middle hole. Well, I only have one hole. Is
> there a suggestion or recommendation for this condition. Also, I seem to
> lack a bit of travel to get the mixture to go from full rich stop and full
> lean stop.
>
> Larry Helming in Indiana
From: CameronKurth
Subject: [lycoming] Re: Carburetor Control
I had to drill a hole pretty close to the pivot to make the controls work.
Everybody else I know had to do the same thing.
Cam
>>
Cam: thanks for your reply. I'd be interested in knowing the length of
center of hole to center of hole on your modified arm to get it to work?
It seems to me the most elegant solution would be to use a throttle arm that
is by design the correct distance between the holes OR replace the push/pull
control with one that travels farther. Perhaps Precision expects us to use
a different throttle cable than the standard travel length of 2"? Or YES --
they want us to take their beautifully machined part and do surgery on it to
do a custom job. If that is the case, at least they made it too long.
With the p/p cable firmly installed AND no desire to rip it out and replace
it, is there a supplier for buying a arm to fit the carb with hole to hole
length of 1.5" (I'm guessing here on what would be correct length) to
replace the 1.75" as supplied with the carb? In using Cam's method of
drilling a hole in the arm, I wonder -- does drilling a hole to shorten the
hole to hole length do anything to the certification of the carb or the
warranty? Indiana Larry
Message 6
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| Subject: | Re: RV6a wheel alignment |
--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
Alex I assume the paper whould scrunch up, as when I pull it out of the
hanger I can hear the tires making a shishing sound, like not rolling freely
----- Original Message -----
From: "Alex Peterson" <alexpeterson@earthlink.net>
Subject: RE: RV-List: RV6a wheel alignment
--> RV-List message posted by: "Alex Peterson" <alexpeterson@earthlink.net>
Charlie, put the airplane on some smooth, flat concrete. Lay a large sheet
of paper in front of each of the main tires, and roll the plane over it and
watch what happens to the paper. That might tell you if the alignment is
truly far out of whack. You would want to have someone else with a 6A try
the same for comparison.
Alex Peterson
RV6-A 584 hours
Maple Grove, MN
http://www.home.earthlink.net/~alexpeterson/
> --> RV-List message posted by: "Charles Heathco"
> <cheathco@comcast.net>
>
> I have read everything I can find re wheel/axil alignment
> (not much, but mucho info on the RV6 in my RV6A builders
> manual), and have concluded that if it was not done correctly
> when the plane was built Im SOL. Anybody beeen able to change
> it, or tried and couldnt?? charlie heathco
Message 7
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| Subject: | non rv related - Aspen Colorado |
--> RV-List message posted by: "Jeff Dowling" <shempdowling2@earthlink.net>
do not archive
Im planning on taking a ski trip to Aspen at the end of the month and am toying
with flying my 6a up there. For you local mountain guys, does this have a reasonable
chance of succeeding? I dont have Oxygen (nor anti-icing) yet. I did
fly over those big rocks in September but I'll bet things have changed a bit
since then. The airfare from Den to Aspen is steep and so far I havent been
able to find out how long of a drive it would be.
Shemp/Jeff Dowling
RV-6A, N915JD
165 hours
Chicago/Louisville
Message 8
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| Subject: | Re: Carburator Control |
--> RV-List message posted by: "Bob C. " <flyboy.bob@gmail.com>
I'm about to wrestle with this issue too . . . I have the "deluxe"
throttle quadrant, but I'm sure I've seen this issue before . . . like
Indiana Larry states . . . you hate to reinvent the wheel in this are,
surely there is a more elegant solution.
I wonder if Mahlon has any comment. He know most of the answers!?
Regards,
Bob - RV-8 - N678RC
On Thu, 17 Mar 2005 06:49:17 -0600, LarryRobertHelming
<lhelming@sigecom.net> wrote:
> --> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
>
> "LarryRobertHelming"
> <lhelming@s...> wrote:
> >
> > I have my TMX O-360 Mattituck engine and did my first start up. After this,
we did some checking and found the Van's FWF supplied push/pull control that
travels 2" does not take the carb to full open AND full closed. The travel is
just short about 1/4" or so. Or the carb arm is too long. I found, if I set
it for full throttle, the idle is 1200. NO GOOD.. The carb is a Precision
model MA-4-5. The distance from center of hole to center of hole in the arm is
1.75". Van's aircraft advises that I should connect control to middle hole.
Well, I only have one hole. Is there a suggestion or recommendation for this
condition. Also, I seem to lack a bit of travel to get the mixture to go from
full rich stop and full lean stop.
> >
> > Larry Helming in Indiana
>
> From: CameronKurth
> To: lycoming@yahoogroups.com
> Subject: [lycoming] Re: Carburetor Control
>
> I had to drill a hole pretty close to the pivot to make the controls work. Everybody
else I know had to do the same thing.
>
> Cam
> >>
>
> Cam: thanks for your reply. I'd be interested in knowing the length of center
of hole to center of hole on your modified arm to get it to work?
>
> It seems to me the most elegant solution would be to use a throttle arm that
is by design the correct distance between the holes OR replace the push/pull control
with one that travels farther. Perhaps Precision expects us to use a
different throttle cable than the standard travel length of 2"? Or YES -- they
want us to take their beautifully machined part and do surgery on it to do a
custom job. If that is the case, at least they made it too long.
>
> With the p/p cable firmly installed AND no desire to rip it out and replace it,
is there a supplier for buying a arm to fit the carb with hole to hole length
of 1.5" (I'm guessing here on what would be correct length) to replace the
1.75" as supplied with the carb? In using Cam's method of drilling a hole in
the arm, I wonder -- does drilling a hole to shorten the hole to hole length do
anything to the certification of the carb or the warranty? Indiana Larry
>
>
>
Message 9
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| Subject: | Quick poll: Sensenich FP prop users |
--> RV-List message posted by: sportav8r@aol.com
Hey:
going to Lancaster PA tomorrow for a repitch and dynamic balance of my 72CM series
fixed pitch Sensenich. Was wondering what pitch has served everyone best
on the 6 or 6A airframe with 160 hp?
I started out with a 150 hp Lyc and ordered the 76 inch pitch prop. This worked
okay until I upped the ponies to 160; now I hit redline far too easily in cruise.
I get 2230 static rpm at my 1000 ft MSL home strip and can exceed 2600
rpm in level flight at 8000 feet.
IIRC, Ed Z at Sensenich once looked over some in-flight numbers I collected and
recommended adding 2-3 inches of pitch, but it was a long while back. Since
I only want to drop this $450 once :-) I thought I'd poll the field and see what
pitch was working for others.
I'm sure anything we do tomorrow will be an improvement, at the expense of climb
performance, but I don't want to over- or under-do it. I'm looking to keep
at least 2100 rpm static and be able to firewall it at 8000 level without breaking
2600 rpm redline. I know a lot depends on actual airframe drag, rigging,
and actual engine output. Still, asking stuff liike this is free, and fun :-)
-Stormy
Message 10
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| Subject: | Re: non rv related - Aspen Colorado |
--> RV-List message posted by: "Andy Gold" <winterland@rkymtnhi.com>
Jeff,
Drive time from Denver to Aspen is about 4 hours.
We fly these big rock piles all the time, and on a nice day popping into
Aspen is no problem in an RV. Trouble is, this time of year the odds of
having "nice days" for both your scheduled arrival and return is not very
dependable.
As far as altitude goes, on a nice CAVU low wind day you can sneak through
the passes at around 14,000'. However, if the winds are blowing or the
peaks are capped, you'll want to be a lot higher.
And by the way, if you do show up at Aspen, make sure you smile for the line
boy. That funny spinning thing on the front of your plane - he doesn't see
those things very often.
Andy
Builder's Bookstore
Winter Park, CO
www.buildersbooks.com
----- Original Message -----
From: "Jeff Dowling" <shempdowling2@earthlink.net>
Subject: RV-List: non rv related - Aspen Colorado
> --> RV-List message posted by: "Jeff Dowling"
> <shempdowling2@earthlink.net>
>
> do not archive
>
> Im planning on taking a ski trip to Aspen at the end of the month and am
> toying with flying my 6a up there. For you local mountain guys, does this
> have a reasonable chance of succeeding? I dont have Oxygen (nor
> anti-icing) yet. I did fly over those big rocks in September but I'll bet
> things have changed a bit since then. The airfare from Den to Aspen is
> steep and so far I havent been able to find out how long of a drive it
> would be.
>
> Shemp/Jeff Dowling
> RV-6A, N915JD
> 165 hours
> Chicago/Louisville
>
>
>
Message 11
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| Subject: | Quick poll: Sensenich FP prop users |
--> RV-List message posted by: "John Furey" <john@fureychrysler.com>
I have an RV6A with a 160. Pitched to 80". Take off rpm was 2250. Take off
roll and climb were a little slow but I wanted cruise speed. It would just
hit 2600rpm flat out which was about 160~165kts true at 8000' my plane was
fairly heavy at 1150 empty. If I went back to a fixed pitch it would be
exactly what I had.
John Furey
Message 12
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<rv-list@matronics.com>
| Subject: | Re: [VAF Mailing List] FOR SALE: Turn Coordinator |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
The turn coordinator is sold.
do not archive
)_( Dan
----- Original Message -----
From: "Dan Checkoway" <dan@rvproject.com>
Subject: [VAF Mailing List] FOR SALE: Turn Coordinator
>
>
> FOR SALE:
> Mid-Continent T100-7 turn coordinator + AMP TC connector
> Purchased brand new from Chief Aircraft in 2003.
> Retails for $509 + $19 for the connector.
> In perfect working order, has worked flawlessly for 400+ hours.
>
> Will sell for $375 including the already-wired TC connector.
>
> Photo here:
> http://chiefaircraft.com/Aircraft/FlightInstruments/Images/MDCT_T100-7.jpg
>
> Reason for selling: upgrading my Digitrak to a Pictorial Pilot,
> consolidating the two instruments.
>
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
>
>
> Give the gift of life to a sick child.
> Support St. Jude Children's Research Hospital's 'Thanks & Giving.'
> http://us.click.yahoo.com/5iY7fA/6WnJAA/Y3ZIAA/1yWplB/TM
>
> Online help on this group at:
> http://help.yahoo.com/help/groups/
>
>
> <*> To visit your group on the web, go to:
> http://groups.yahoo.com/group/vansairforce/
>
> <*> To unsubscribe from this group, send an email to:
> vansairforce-unsubscribe@yahoogroups.com
>
> http://docs.yahoo.com/info/terms/
>
>
Message 13
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| Subject: | Carb problems-Long |
--> RV-List message posted by: "John Danielson" <jdaniel343@bresnan.net>
I am going to relate an experience a friend of mine and myself had 2 years
ago. I wasnt going to repeat this to anyone but I thought it might be of
interest to the RV community and could possibly save a life.
A friend of mine, Tim, from Douglas, WY had been looking to buy a 2 seat
ultralight to give lessons in. He had gotten his ultralight instructors rating
and had some students lined up, but needed a plane. He had been in contact
with a gentleman from Dallas, TX who had a 2 seat Kolb for sale. Tim told me
that the price seemed reasonable and he asked if I would fly him down so he
could look it over. Now Tim knows I am always looking for an excuse to fly, so
he was sure I wouldnt say no. Tim by the way is a private pilot with 4000
plus hours and has owned quite a few planes, including the Hiperbipe that he
owned at the time. We would have flown his plane but if he bought the Kolb, he
planned on flying it back to Douglas.
I had completed my RV-6 the previous year and had put 175 hours on her since
her first flight. I hadnt had any problems with the engine or airframe, and
it performed as Van said it would. I am not a high time pilot, just passing
the 300 hour mark before we took off for Dallas.
The Friday we left it was clear, unlimited visibility, with about 10 knot NW
wind. This weather was predicted all the way to Dallas and was told it would
hold thru Sunday.
I left Casper at 8:00 am, flew to Douglas and picked up Tim and we were back
in the air by 9:30 am. Air was smooth and at 9500 ft we picked up a 30 mph
tailwind. We were cruising across the ground at between 225 and 235 mph. This
lasted all the way to Oklahoma. We landed at Weatherford for fuel and food,
time 12:30 pm MT. People there were very nice and let us have the courtesy car
to run into town and fill our stomachs.
We were back in the air by 1:45 MT and again we picked up a slight tailwind.
As we approached the Dallas area, I told Tim to keep a look out for other
aircraft as I had already spotted 4 or 5 that were within a couple miles of
us. He was already ahead of me as he too had been watching out for other
aircraft. The actual airport we were looking for was a little airstrip about
30 miles east of Dallas, sorry but I forget the name. In this area of Texas
there are private strips everywhere. The GPS told me where the airport was but
we were spotting private strips everywhere within 2 to 3 miles of our
destination. We finally arrived at 3:00 pm MT. Tim met with gentleman that had
the Kolb. He showed us the plane, pointing out the good and bad, then the 2 of
them went for a flight. Tim wanted some time to think over the purchase. Later
that night Tim told me that he didnt think it was the right plane for him.
We got a ride into Henderson that night by a nice gentleman who was at the
airport flying his powered chute. He was also nice enough to pick us up in the
morning and take us back out to the airport. For his efforts we gave him a
ride in my RV as he would not take any money for his time.
Well we finally took off about 8:30 am and made our way back for food and fuel
at Weatherford. Up to this point the plane had been performing great. At this
lower altitude as was finally seeing climb rates and airspeeds I have only
heard others talk about.
While departing Weatherford the engine hiccupped once. Tim and I looked at
each other and he asked what that was? I said I didnt know. The engine
continued to run smooth, the engine monitor didnt show anything to be
concerned about, everything in the green. We both shook it off and we
continued on. Tim said he was going to take a nap and proceeded to fall
asleep. About 1 hour into the flight I noticed the CHT were rising, not
critical, 355 F. I richened the mixture a little and the temps came down. My
hottest cylinder usually runs about 315 to 320 F. I was running 2500 RPM, 20
MP, crusing at 8500 FT. I have affixed pitch wood prop that is perfectly
suited for the O-360 F1A6 I have in my plane.
I kept an eye on the CHT and slowly it started to climb back up. I would again
richen the mixture and CHTs would come back down. Outside temp was about 85
F.
This continued until the engine began to run rough when the CHT climbed to 355
to 360 F. If I richened the mixture the problem would go away. If I kept the
mixture where it was at and turned on the electric fuel pump the problem would
go away- for a while.
Time finally woke up and I explained the situation to him. We were over north
central Colorado by know and we talked about landing to see what the problem
was. The problem was that by know I had the electric fuel pump running
constantly, mixture was full rich and I was slowly having to reduce RPMs. We
were still caring 2400 RPMs and are cruise speed was only down to 165. I
usually cruise at 180 MPH.
We were now over Wyoming and only about 50 minutes from Douglas. Tim suggested
I turn to the west and get over I-25, as the terrain starts to get rougher the
farther we get to Douglas. Again we talked about landing and the nearest
airport and checking things out. I told Tim that if we land we are probably
not going to takeoff today, unless we get lucky and find the problem. We were
still in the air, plenty of daylight, plenty of fuel (reduced throttle) and we
were still making 145 mph across the ground. RPMs were now down to 2200. Of
course we were constantly aware of our position and were looking for fields
and roads to land on if we had an engine failure.
Needless to say we made it to Douglas and landed without incident.
At Tims hanger we removed the cowl and I removed the carburetor. Tim checked
the gascalator, nothing. I removed the brass screen from the fuel intake at
the carburetor and found the problem. There was a circular piece of cloth
right at the fuel inlet to the carb. I knocked this out of the screen, when I
touched it I found it wasnt cloth but fine grains of dust, lint, etc. not
sure what it was. It had blocked the opening to the carb enough to actually
distort the screen by inch. I am sure if it hadnt been for the electric
fuel pump we would have had to set down and hour or 2 earlier.
Nothing was found in the gascalator or the fuel tanks.
I had purchased the engine used but had not taken the time to tear into the
carb. Of course I had flown the plane more than 175 hours until this problem
arose.
We cleaned the carb screen, put everything back together and I made a test
flight around the airport at Douglas. Everything was fine so I headed back to
Casper-25minutes, and landed without further incident.
The next day I went over the fuel system but could find nothing wrong. Maybe I
picked up something during the fuel stop at Weatherford, I dont know.
Maybe this will encourage those that havent looked at this screen to do so
know. Those that have bought a used engine may want to also clean this screen.
Tim and I wonder if we made the right choice in continuing on. There is know
doubt that it would have been ok to land and check things out. If
circumstances had been different, such as low on fuel, weather deteriorating,
etc. I am sure we would have found the nearest airport and landed. I know
there are those of you out there that think we were insane for continuing on,
and that is your choice. I am just writing this to give us all something to
reflect upon.
John
N106WP - sold
Message 14
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| Subject: | Re: non rv related - Aspen Colorado |
--> RV-List message posted by: "Tony Marshall" <tony@lambros.com>
Jeff,
The drive from denver to aspen is about 160 miles (appx 4 hours). As fun as
a flight would be, I would rent a car and go....then you have transport
while you are there....and weather probably wont be a factor.
tony marshall
rv6
polson, mt
----- Original Message -----
From: "Jeff Dowling" <shempdowling2@earthlink.net>
Subject: RV-List: non rv related - Aspen Colorado
> --> RV-List message posted by: "Jeff Dowling"
> <shempdowling2@earthlink.net>
>
> do not archive
>
> Im planning on taking a ski trip to Aspen at the end of the month and am
> toying with flying my 6a up there. For you local mountain guys, does this
> have a reasonable chance of succeeding? I dont have Oxygen (nor
> anti-icing) yet. I did fly over those big rocks in September but I'll bet
> things have changed a bit since then. The airfare from Den to Aspen is
> steep and so far I havent been able to find out how long of a drive it
> would be.
>
> Shemp/Jeff Dowling
> RV-6A, N915JD
> 165 hours
> Chicago/Louisville
>
>
>
Message 15
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| Subject: | Re: non rv related - Aspen Colorado |
--> RV-List message posted by: N67BT@aol.com
I live 45 min. west of Aspen (via 2 place Grumman) and have been in and out
of there. It has an odd VFR approach in that, after contacting approach, you
fly up a valley and don't see the runway until you are about on final. It
might be different though flying in from the east. That said, I would drive
up from Denver for two reasons.
1. The scenery is spectacular from the ground.
2. You and your RV could get stuck in Denver for your entire vacation
waiting for the weather to clear, in and around those 14000' foot mountains, and
if you get in you may not get out on time. The mountain weather is even more
unpredictable than usual this time of year.
I'm guessing that the drive up is about 3 hours.
Bob Trumpfheller
Plugging away on my 7A
<<Im planning on taking a ski trip to Aspen at the end of the month and am
toying with flying my 6a up there. For you local mountain guys, does this
have a reasonable chance of succeeding? I dont have Oxygen (nor anti-icing)
yet. I did fly over those big rocks in September but I'll bet things have
changed a bit since then. The airfare from Den to Aspen is steep and so far I
havent been able to find out how long of a drive it would be.>>
Message 16
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| Subject: | Re: non rv related - Aspen Colorado |
--> RV-List message posted by: N67BT@aol.com
<<Drive time from Denver to Aspen is about 4 hours.>>
That's more like it Andy. Disregard my 3 hour guess Jeff.
Bob Trumpfheller
do not archive
Message 17
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| Subject: | Re: non rv related - Aspen Colorado |
--> RV-List message posted by: Bill Dube <bdube@al.noaa.gov>
At 10:13 AM 3/17/2005 -0600, you wrote:
>--> RV-List message posted by: "Jeff Dowling" <shempdowling2@earthlink.net>
>
>do not archive
>
>Im planning on taking a ski trip to Aspen at the end of the month and am
>toying with flying my 6a up there. For you local mountain guys, does this
>have a reasonable chance of succeeding? I dont have Oxygen (nor
>anti-icing) yet.
If you live near sea level, it would be prudent to rent an O2
system. You can legally fly higher than it is smart to do if you are not
acclimated. It is astounding how your IQ just vanishes at altitude.
Plan on arriving and departing in the morning, or at least before
noon. The turbulence really can kick up in the afternoon and the morning
generally has calm air.
Follow roads. If you get in trouble and you have to put the plane
down, it is _REALLY_ _BAD_ to be far from the road. If you are far from the
road: No one will see you go down. You won't be able to walk out. It takes
much longer to rescue you. And, of course, you have no road to land on.
>I did fly over those big rocks in September but I'll bet things have
>changed a bit since then. The airfare from Den to Aspen is steep and so
>far I havent been able to find out how long of a drive it would be.
If the weather is not perfect, then land at JeffCo. Rent a car to
drive to Aspen.
Message 18
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| Subject: | Re: non rv related - Aspen Colorado |
--> RV-List message posted by: "Jeff Dowling" <shempdowling2@earthlink.net>
Thanks for all the advice guys. I think to cut down on the odds of ruining
a vacation I'll take the big boy into Den, then drive the rest of the way.
do not archive
Shemp/Jeff Dowling
RV-6A, N915JD
165 hours
Chicago/Louisville
----- Original Message -----
From: "Bill Dube" <bdube@al.noaa.gov>
Subject: Re: RV-List: non rv related - Aspen Colorado
> --> RV-List message posted by: Bill Dube <bdube@al.noaa.gov>
>
> At 10:13 AM 3/17/2005 -0600, you wrote:
>>--> RV-List message posted by: "Jeff Dowling"
>><shempdowling2@earthlink.net>
>>
>>do not archive
>>
>>Im planning on taking a ski trip to Aspen at the end of the month and am
>>toying with flying my 6a up there. For you local mountain guys, does this
>>have a reasonable chance of succeeding? I dont have Oxygen (nor
>>anti-icing) yet.
>
> If you live near sea level, it would be prudent to rent an O2
> system. You can legally fly higher than it is smart to do if you are not
> acclimated. It is astounding how your IQ just vanishes at altitude.
>
> Plan on arriving and departing in the morning, or at least before
> noon. The turbulence really can kick up in the afternoon and the morning
> generally has calm air.
>
> Follow roads. If you get in trouble and you have to put the plane
> down, it is _REALLY_ _BAD_ to be far from the road. If you are far from
> the
> road: No one will see you go down. You won't be able to walk out. It takes
> much longer to rescue you. And, of course, you have no road to land on.
>
>
>>I did fly over those big rocks in September but I'll bet things have
>>changed a bit since then. The airfare from Den to Aspen is steep and so
>>far I havent been able to find out how long of a drive it would be.
>
> If the weather is not perfect, then land at JeffCo. Rent a car to
> drive to Aspen.
>
>
>
Message 19
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| Subject: | Tire wear problem resolution |
--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
Im so happy!! I dont really have a problem with my 6a after all. I got an email
replay from vans telling me the tires always wear out on the outside, thats
the way its designed. Wow, and to think, I saw that as a abnormal.. Silly me..
Charlie heathco
Message 20
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| Subject: | Medical Condition - Eustace Bowhay |
--> RV-List message posted by: "Ken Hoshowski" <ve7fp@jetstream.net> (by way of
Matt Dralle <dralle@matronics.com>)
This post is to advise that Eustace had suffered a stroke while visiting in
Calgary. Eustace has since been transferred to Royal Inland Hospital in
Kamloops B.C. I visited him on Sunday March 6 and found him in reasonably
good spirits. His speech is unaffected and his right side is fine, as a
matter of fact I teased him about the strong grip he had with his right
hand, told him he would be able to finish riveting his RV10 with his right
hand only. He had only slight movement in his left foot and no movement in
his left arm. Unfortunately, on the following Tuesday he developed
pneumonia and was transferred to intensive care for a few days. (visitor's
restricted to family only). I talked to his wife Nora yesterday and he has
been returned to a regular ward today. He is on a physiotherapy program to
restore movement to his left side. I understand he may be in hospital for
2 to 3 months. He is extremely disappointed that he cannot work on the
RV10 but it is a real incentive for him to concentrate on his recovery. He
is determined to get back working on that airplane. Please do not send any
emails to his home as Nora does not use the computer and his mailbox might
be full. If you would like to send him a message, send it to me and I will
print all responses and put them in a binder for him. I am sure he would
appreciate hearing from you.
Send messages to:
<mailto:ve7fp@jetstream.net>ve7fp@jetstream.net
Regards,
Ken Hoshowski RV6 C-FKEH
Salmon Arm B.C.
Message 21
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| Subject: | Re: Tire wear problem resolution |
--> RV-List message posted by: Mark Grieve <mark@macomb.com>
Charles,
Glad to hear things are as they should be. "Right!" was my first
reaction to "they're designed to do that." Then I thought about it for a
while. It would be sensible for the tires to be in proper alignment when
the plane is at gross weight. At weights less than that the gear
wouldn't spread so much which would bring the wheels a little closer
together. This would change the angle to put the outside of the tire
into contact with the pavement. When landing, no weight on the gear at
all would really bring the wheels together which would put the wear on
the outside edge to an even greater extent. I wonder if Cessnas do this.
If this is really bothering you I see three options. Rotate the tires
every annual, buy new tires when they wear out or land on grass. I like
grass strips except for getting grass stains on the nose fairing. I
changed tires on a Cherokee a few years ago when the inner tubes would
no longer hold air. The plane had been flown out of a grass strip for 25
years and I believe the tires were original equipment.
Mark
Do not archive
Charles Heathco wrote:
>--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
>
>Im so happy!! I dont really have a problem with my 6a after all. I got an email
replay from vans telling me the tires always wear out on the outside, thats
the way its designed. Wow, and to think, I saw that as a abnormal.. Silly
me.. Charlie heathco
>
>
>
>
Message 22
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| Subject: | RV 7 Sliding Canopy |
--> RV-List message posted by: "Stan Jones" <stan.jones@xtra.co.nz>
Some time ago I bookmarked a site detailing Jim Clone's instructions for
building a sliding canopy.
The site seems to have dried up, and I can't get access. Has anyone got any
ideas about the subject.
Vans instructions are rather skimpy, and it gives me the Willies just
looking at that piece of plastic.
Stan Jones. N.Z.
Message 23
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| Subject: | Re: Medical Condition - Eustace Bowhay |
--> RV-List message posted by: "Larry Pardue" <n5lp@warpdriveonline.com>
----- Original Message -----
From: "Ken Hoshowski (by way of Matt Dralle <dralle@matronics.com>)"
<ve7fp@jetstream.net>
> This post is to advise that Eustace had suffered a stroke while visiting
> in
> Calgary.
There may be some newcomers who do not know who Eustace Bowhay is. He is a
giant.
My first contact with him was when he advised me on an engine builder.
Later I found out more through other reading and his postings to the RV
List.
Among many many other things, Eustace is the owner and designer of the only
RV-6F, float plane. He is a high time pilot who has flown many many
aircraft types and has a wealth of experiences, some of which he has shared
with us. He is a bush pilot and an original. I wish him a speedy recovery.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://n5lp.net
Message 24
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| Subject: | Re: teflon hose assembly problems |
--> RV-List message posted by: sarg314 <sarg314@comcast.net>
I think I found the solution to getting the -6 Russell hose fittings to
slide into the teflon hose. Close examination showed that the leading
edge of the nipple tube could stand to be bevelled a little. There were
also some very minute imperfections in the edge. A few minutes with
some #400 grit sand paper beveling the edge seems to do the trick.
Apparently these are made from pretty soft steel. Sam Buchanan's
suggestion of using a little STP Oil treatment lube is a good one too.
Looks like I'll be able to make my hoses after all.
I tried making some -4 teflon hoses using Earl's steel fittings (which I
could get in the -4 size) and they go together very easily. Almost too
easily. I'm going to find out about pressure testing tomorrow.
--
Tom Sargent, RV-6A, engine.
Message 25
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| Subject: | Re: Tire wear problem resolution |
--> RV-List message posted by: "Phil Sisson, Litchfield Aerobatic Club" <sisson@consolidated.net>
Charles Heathco wrote:
>--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
>
>Im so happy!! I dont really have a problem with my 6a after all. I got an email
replay from vans telling me the tires always wear out on the outside, thats
the way its designed. Wow, and to think, I saw that as a abnormal.. Silly
me.. Charlie heathco
>
>
Silly both of us..
Without looking at your posting, just today I was looking at my tire
wear pattern and was wondering why mine were wearing on the
outside...... Hmmmmmmmmm.
PS
>
>
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