Today's Message Index:
----------------------
1. 12:07 AM - Re: Whelan Wingtip Strobe Cover Removable? (Sterling)
2. 03:36 AM - RV-4 for sale (Jorge Gonzalez)
3. 05:55 AM - Re: Greasy flap motors, cont'd (Hopperdhh@aol.com)
4. 06:03 AM - Re: Greasy flap motors, cont'd (Hopperdhh@aol.com)
5. 06:15 AM - Capacitance Fuel sender instructions (Eric Parlow)
6. 06:20 AM - Re: cockpit noise abatement? (Hopperdhh@aol.com)
7. 06:39 AM - Re: Greasy flap motors, cont'd (Oliver Washburn)
8. 06:40 AM - Intermediate Canopy Latch - RV4 (Derrick Aubuchon)
9. 06:41 AM - Re: Capacitance Fuel sender instructions (Paul Trotter)
10. 06:42 AM - Re: Failure on Motion Control actuators used on Experimental Aircraf... (Hopperdhh@aol.com)
11. 06:45 AM - Re: Greasy flap motors, cont'd (Hopperdhh@aol.com)
12. 06:49 AM - Re: Bar-BQ fly-in Mar. 26- Fl Wing VAF (Charles Heathco)
13. 07:01 AM - Re: Capacitance Fuel sender instructions (Evan and Megan Johnson)
14. 08:09 AM - Re: Strobe Lighting (James H Nelson)
15. 08:56 AM - Wing incidence (Bob Hodgson)
16. 09:38 AM - Re: Strobe Lighting (Bill VonDane)
17. 09:46 AM - Re: Wing incidence (Bob J)
18. 09:49 AM - Re: Wing incidence (Bob J)
19. 09:56 AM - Tech Counselor in FtWorth area? (RV Builder (Michael Sausen))
20. 10:04 AM - Re: Greasy flap motors, cont'd (HCRV6@aol.com)
21. 10:13 AM - Re: Greasy flap motors, cont'd (Jerry2DT@aol.com)
22. 10:37 AM - Positioning Main Gear Inflation Holes (DAVID REEL)
23. 11:26 AM - E-mag (sportav8r@aol.com)
24. 12:48 PM - Re: Wing incidence (randall)
25. 12:51 PM - Re: Positioning Main Gear Inflation Holes (randall)
26. 12:57 PM - Re: Prop replacement, question for Das Fed, was: (Travis Hamblen)
27. 01:47 PM - Re: Bar-BQ fly-in Mar. 26- Fl Wing VAF (Oliver Washburn)
28. 01:53 PM - Re: Wing incidence (Bob J)
29. 02:01 PM - Re: Prop replacement, question for Das Fed, was: (Ed Anderson)
30. 02:12 PM - Orndorf videos for sale, $1.00 (Sterling)
31. 02:31 PM - Re: Prop replacement, question for Das Fed, was: (Charlie England)
32. 02:36 PM - Re: E-mag (RVer273sb@aol.com)
33. 03:15 PM - Another $1.00 Orndorf Video on Ebay (Sterling)
34. 04:17 PM - Re: Prop replacement, question for Das Fed, was: (Ed Anderson)
35. 04:52 PM - AILERON TRIM SPRINGS (Jsd41@aol.com)
36. 05:30 PM - Re: AILERON TRIM SPRINGS (Ed Anderson)
37. 05:45 PM - Re: AILERON TRIM SPRINGS (Hopperdhh@aol.com)
38. 06:09 PM - Re: AILERON TRIM SPRINGS (Jim Oke)
39. 06:15 PM - Re: AILERON TRIM SPRINGS (Pat Hatch)
40. 09:46 PM - Canopy Breaker Survival Gear ()
41. 11:05 PM - Re: Prop replacement, question for Das Fed, was: (Mickey Coggins)
Message 1
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| Subject: | Re: Whelan Wingtip Strobe Cover Removable? |
--> RV-List message posted by: "Sterling" <sterling@pgrb.com>
Easily removable with one screw. Very easy to break when it comes out of the
aluminum housing, so be prepared to catch it when you pull the aluminum
housing off. If you drop it and it breaks, it isn't easy on the wallet. If
you do break it, I'll sell you my spare at 1/2 of what Aircraft Spruce gets.
----- Original Message -----
From: <tx_jayhawk@excite.com>
Subject: RV-List: Whelan Wingtip Strobe Cover Removable?
> --> RV-List message posted by: "" <tx_jayhawk@excite.com>
>
> All, Stupid question...is the clear glass cover over the strobe flashtube
on the wingtip combo lights (Whelan) removable? Thanks,Scott
>
>
Message 2
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--> RV-List message posted by: Jorge Gonzalez <jetpilot@powercruising.com>
I'm selling my RV-4 with 310 hours Total time Airframe and engine SOH.
Details and pictures are at www.barnstormers.com. I've just retired and
can't afford so many toys.
Regards,
Jorge Gonzalez
Message 3
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| Subject: | Re: Greasy flap motors, cont'd |
--> RV-List message posted by: Hopperdhh@aol.com
GV,
I'm tempted by your offer. Hopefully, someone with an extra actuator will
take you up on it. The thing is -- I have wiped away the evidence. I think
it will probably return, though.
Someone already has to know exactly what the problem is. After all, it has
been fixed hasn't it? Come on Van, give us a hint. You can't be making that
much money selling flap actuators. The bad thing about just ordering a new
one is, how do I know they won't send me one just like I have?
My feeling is that the problem is due to the type of lubricant used in the
gearbox, or possibly the small ball bearing on the commutator end of the
shaft. For example: Lubriplate is very bad about "creeping." If that is the
case
we could take the motor (and gearbox this time) apart again, clean it really
well, and repack it with a different grease. The question is: what grease?
I'll bet Motion Systems Corp. knows what we should use. I may try to call
them today. First I'll call Vans and raise hell -- er, that is, ask them what
could be the problem.
Again, the motor was made by Motion Systems Corp. Eatontown, NJ.
The label on the motor reads:
9234C120-R7
73633 12 VDC
08-21-01
Dan Hopper
Walton, IN
RV-7A
In a message dated 3/20/05 10:24:38 P.M. US Eastern Standard Time,
Vanremog@aol.com writes:
Van's standard Motion Systems Corp. actuator works fine, lasts a long time
since day one on my bird. With some of these Pittman motors lasting
thousands
of hours and some lasting only tens of hours, there must be more to the
story here. I would love to look at a someone's failed motor and see if I
can do
the failure analysis and craft an easy fix. Any takers?
GV (RV-6A N1GV O-360-A1A, C/S, Flying 736hrs, Silicon Valley, CA)
Message 4
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| Subject: | Re: Greasy flap motors, cont'd |
--> RV-List message posted by: Hopperdhh@aol.com
Stein,
Thanks for your great reply. Seems like it should be possible to pinpoint
the exact nature of the problem, and let us fix it, so we would not have to go
through all this. As has been stated, if it were a certified plane there
would have been an AD and a recall. It is not Vans fault that he was shipped
some "inferior" product, but it is his fault that he didn't force the
manufacturer to stand behind it.
do not archive
Thanks again,
Dan Hopper
Walton, IN
RV-7A (Flying 70 hours, now in the paint shop for a while)
--> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
Yep!
Just to re-iterate what a bunch of us went through some time ago. As stated
before, my final cure (as well as others) was to s!@#$can the old one and
buy a new one.
Van's knows all about this. No need to waste a bunch of time by anyone
doing "failure analysis", etc... as Van's has already done it. The fact
is, Van's received a "batch"/Lot of flap motors that were inferior in some
details. I'll past the quote from the Van's letter directly below:
============================================================================
===========
"In 2002 we switched suppliers, replacing the units we'd received from
Motion Systems with a custom made unit powered by a Pittman brand motor.
The new units can be identified by the Van's logo incised on the aluminum
gear box housing. Not long after the change was made, we got a significant
number of complaints about motors failing after just a few hours.
Naturally, we suspected the new motors...but as it turns out, the newer
"Van's" units were not the culprit.
Instead, the problem seems to appear in one of the last batches of Motion
Systems units. These were received about three years ago and they are now
starting to appear in finished airplanes. The problem is usually caused by
an excess of grease in the gearbox...
As the unit spins, hydraulic pressure pushes grease back into the motor unit
and coats the windings, commutator and brushes".
============================================================================
=============
Sorry for my sarcasm on this subject, but I was one of the lucky guys who
got burnt on both my RV6's with the same "bad batch" motor. Looks like
problem is solved now, but in my next airplane, guess what?...the ole'
johnson bar in between the seats will guarantee I'll never have this problem
again!
Cheers,
Stein.
do not archive - the complete letter as quoted above is on van's website
Message 5
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| Subject: | Capacitance Fuel sender instructions |
--> RV-List message posted by: "Eric Parlow" <ericparlow@hotmail.com>
We're building a RV-8 fuel tank with capacitance fuel senders.
The capacitance sensor kit is second hand and did not come with
instructions.
Could some tell us were to go to get the instruction or fax/scan them to us?
Thanks
ERic-
RV-8 wings/tanks
Message 6
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| Subject: | Re: cockpit noise abatement? |
--> RV-List message posted by: Hopperdhh@aol.com
Lucky,
Not noise related, but does relate to some of your post:
Abby at Flightline Interiors sells the pushrod boots for the fuselage at the
wing roots. It would be easier to install them with the wings off.
Dan Hopper
RV-7A
In a message dated 3/20/05 9:24:18 P.M. US Eastern Standard Time,
luckymacy@comcast.net writes:
This is probably a stretch but has anyone actually done a before and after
type test on adding one of the *popular* heat/noise abatement materials onto
the firewall? I've ridden in a few different RVs of various makes and they
were all loud and were hot or cold depending on what the outside was doing.
Can't recall my feet in a side by side being influenced by firewall temp. Some
were all decked out in leather and filled in panels everywhere and some were
plain. I didn't seem to notice the difference. My hunch is closing off the
big fuse holes like ailerons and such will probably help the most but now is
the time for me to finish off the firewall barrier if I do it at all.
thx,
lucky
Message 7
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| Subject: | Re: Greasy flap motors, cont'd |
--> RV-List message posted by: "Oliver Washburn" <ollie6a@earthlink.net>
I think that in almost cases when an AD is issued against an aircraft it is
up to the owner to pay for it.
Ollie 6a
> --> RV-List message posted by: Hopperdhh@aol.com
>
>
> Stein,
>
> Thanks for your great reply. Seems like it should be possible to
> pinpoint
> the exact nature of the problem, and let us fix it, so we would not have
> to go
> through all this. As has been stated, if it were a certified plane there
> would have been an AD and a recall. It is not Vans fault that he was
> shipped
> some "inferior" product, but it is his fault that he didn't force the
> manufacturer to stand behind it.
>
> do not archive
>
> Thanks again,
>
> Dan Hopper
> Walton, IN
> RV-7A (Flying 70 hours, now in the paint shop for a while)
>
>
> --> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
>
> Yep!
>
> Just to re-iterate what a bunch of us went through some time ago. As
> stated
> before, my final cure (as well as others) was to s!@#$can the old one and
> buy a new one.
>
> Van's knows all about this. No need to waste a bunch of time by anyone
> doing "failure analysis", etc... as Van's has already done it. The fact
> is, Van's received a "batch"/Lot of flap motors that were inferior in
> some
> details. I'll past the quote from the Van's letter directly below:
>
> ============================================================================
> ===========
> "In 2002 we switched suppliers, replacing the units we'd received from
> Motion Systems with a custom made unit powered by a Pittman brand motor.
> The new units can be identified by the Van's logo incised on the aluminum
> gear box housing. Not long after the change was made, we got a
> significant
> number of complaints about motors failing after just a few hours.
>
> Naturally, we suspected the new motors...but as it turns out, the newer
> "Van's" units were not the culprit.
>
> Instead, the problem seems to appear in one of the last batches of Motion
> Systems units. These were received about three years ago and they are
> now
> starting to appear in finished airplanes. The problem is usually caused
> by
> an excess of grease in the gearbox...
>
> As the unit spins, hydraulic pressure pushes grease back into the motor
> unit
> and coats the windings, commutator and brushes".
> ============================================================================
> =============
>
> Sorry for my sarcasm on this subject, but I was one of the lucky guys who
> got burnt on both my RV6's with the same "bad batch" motor. Looks like
> problem is solved now, but in my next airplane, guess what?...the ole'
> johnson bar in between the seats will guarantee I'll never have this
> problem
> again!
>
> Cheers,
> Stein.
>
> do not archive - the complete letter as quoted above is on van's website
>
>
>
Message 8
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| Subject: | Intermediate Canopy Latch - RV4 |
--> RV-List message posted by: Derrick Aubuchon <n184da@volcano.net>
Greetings Listers,
Well, after 400hrs, I decided that it's finally time to install an
intermediate canopy latch on my RV4,, not wishing to spend another
summer sweltering on the taxiway.
I have seen several variations of the latches over the years, and I am
requesting from my fellow listers,, any photos that they might have
available of whatever is working for their birds.
I think the "coolest" design I had seen was one that I believe was
originally developed by the Bakersfield gang,, using an over-center
type latch mounted on the roll bar,, I remember that there used to be
some drawings related to that type of latch,,??
But any ideas will be appreciated.
Thanks,,
Derrick L. Aubuchon
RV-4: N184DA
Jackson/Westover -Amador County (O70)
n184da@volcano.net
Message 9
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| Subject: | Re: Capacitance Fuel sender instructions |
--> RV-List message posted by: Paul Trotter <ptrotter@acm.org>
Eric,
I'd be happy to fax you the instructions, but you may also need the drawing
page which is the same size as the rest of Van's drawings. I could probably
get that copied and mail it to you if you like. Email me offline and we can
make arrangements.
Paul
----- Original Message -----
From: "Eric Parlow" <ericparlow@hotmail.com>
Subject: RV-List: Capacitance Fuel sender instructions
> --> RV-List message posted by: "Eric Parlow" <ericparlow@hotmail.com>
>
> We're building a RV-8 fuel tank with capacitance fuel senders.
>
> The capacitance sensor kit is second hand and did not come with
> instructions.
>
> Could some tell us were to go to get the instruction or fax/scan them to
us?
>
> Thanks
> ERic-
> RV-8 wings/tanks
>
>
Message 10
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| Subject: | Re: Failure on Motion Control actuators used on Experimental |
Aircraf...
--> RV-List message posted by: Hopperdhh@aol.com
Gary,
Did you send this post to Motion? Let me make some clarifications. In my
case (that you quoted below) I wouldn't call it a lack of grease. It looked
like the motor was as it should have been, except for the grease or oil on the
commutator and brushes. Also, see my earlier post about being able to make
the motor run by just touching the motor shaft. (This is not possible to do
with the covers over the flap mechanism in the aircraft.) The grease may
have "creeped" out of the ball bearing near the commutator, or down the motor
shaft from the gearbox. I didn't open up the gearbox end of the motor. There
was however some small amount of grease bulging out of a couple of holes
(screw holes?) into the motor from the gearbox. I used a cotton swab to remove
this grease from the motor side.
One thing that may be contributing to these failures is the mounting
position of the actuator. The motor is at the top, but the assembly leans back
about 30 degrees from vertical making the commutator end of the motor lower than
the gearbox.
Nowhere on the motor does it say Pittman, so I'm not sure of the brand.
If no one else volunteers their actuator within a few days, you can have
mine. My airplane is down for at least 2 months anyway. It is in the paint
shop, and we can't rush this guy!
Dan Hopper
Walton, IN
RV-7A
In a message dated 3/20/05 10:48:36 P.M. US Eastern Standard Time,
Vanremog@aol.com writes:
Gentlemen-
I am affiliated with a national group of pilots building a series of
aircraft kits made by Van's Aircraft. This aircraft uses your actuator and
there
have been some failures related to the Pittman motor used therein. Below
is
the text is a letter recently received on our forum, that highlights the
problem in general. I am a Mechanical Engineer working in the Defense
Industry and
my primary interest with our group is to find out how to prevent the
problems that some of our builders are experiencing and ultimately to help
make
these aircraft as mechanically safe and reliable as they can be. I have
your
product in my plane and it works very well over the past 7 yrs, but some
are
having repeated failures over just short periods of operation.
================================Start of text of supporting posting
I removed the brush end of the motor and found almost
NO grease in the motor, except on the brushes. The commutator was black
with
oil that wiped right off. I cleaned it up with a clean rag, cleaned the
brushes with alcohol, and put it back together. I won't be able to fly
the
airplane for about 2 months, so you won't know for a while how long it
lasted. I
don't know where the oil came from. Maybe its from the little ball
bearing
race. BTW, I was able to use some #28 insulated copper wire to wire the
brush springs back during reassembly.
In case anyone needs this information, the motor was made by Motion
Systems
Corp. Eatontown, NJ.
The label on the motor reads:
9234C120-R7
73633 12 VDC
08-21-01
===============================End of text of supporting posting
I have offered to receive any motor actuator to try to understand how they
are failing, but apparently many builders just give up and switch to a
manual
system rather than pursue a remedy. Reports indicate that excessive (and
in
some rare cases, lack of) lubricating grease is contributing to these
problems.
I would like to engage you in helping to identify and remedy these issues.
Thank you in advance and please advise.
Gary VanRemortel (RV-6A N1GV O-360-A1A, C/S, Flying 736hrs, Silicon Valley,
CA)
Message 11
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| Subject: | Re: Greasy flap motors, cont'd |
--> RV-List message posted by: Hopperdhh@aol.com
Ollie,
Aw, darn. Actually, I think you're right.
Dan
do not archive
In a message dated 3/21/05 9:40:09 A.M. US Eastern Standard Time,
ollie6a@earthlink.net writes:
I think that in almost cases when an AD is issued against an aircraft it is
up to the owner to pay for it.
Ollie 6a
Message 12
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| Subject: | Re: Bar-BQ fly-in Mar. 26- Fl Wing VAF |
--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
llie, Im entering loves landing in 296, what is runw num and lenth, and
elev? charlie
----- Original Message -----
From: "Oliver Washburn" <ollie6a@earthlink.net>
Subject: RV-List: Bar-BQ fly-in Mar. 26- Fl Wing VAF
--> RV-List message posted by: "Oliver Washburn" <ollie6a@earthlink.net>
ATTENTION ALL---Mark your calendars now for one of the best fly-in Bar-BQ
lunch in the Southeast. We will be serving lunch at noon and there will be
coffee and donuts for the early birds.There is no rain date so come rain or
shine, hopefully shine.
Place----- Loves Landing Airpark, 97FL 130* 21.5 nm from Ocala VOR
N 28*57.42 W 081*53.29
What----- Smoked Bar-BQ pork (takes 2 days), Hamburgers,Hotdogs and all the
other fixns.
When---- Lunch at noon and coffee & donuts for early birds
Price---- $6.00 donation which includes everything
Note---This is a private airpark, land at your own risk.
Ollie Washburn 6A
Message 13
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| Subject: | Re: Capacitance Fuel sender instructions |
--> RV-List message posted by: "Evan and Megan Johnson" <evmeg@snowcrest.net>
Send me your address Eric....I believe I have an extra set of drawings for
this. I have installed a ton of these now and its no big deal....just takes
time.
Evan Johnson
www.evansaviationproducts.com
(530)247-0375
(530)351-1776 cell
----- Original Message -----
From: "Eric Parlow" <ericparlow@hotmail.com>
Subject: RV-List: Capacitance Fuel sender instructions
> --> RV-List message posted by: "Eric Parlow" <ericparlow@hotmail.com>
>
> We're building a RV-8 fuel tank with capacitance fuel senders.
>
> The capacitance sensor kit is second hand and did not come with
> instructions.
>
> Could some tell us were to go to get the instruction or fax/scan them to
us?
>
> Thanks
> ERic-
> RV-8 wings/tanks
>
>
Message 14
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| Subject: | Re: Strobe Lighting |
--> RV-List message posted by: James H Nelson <rv9jim@juno.com>
Charles,
I received your answer to the Nova supplier but lost the info.
Would you please send me it again. I found the Weilan system far to
expensive.
Jim Nelson
N599RV (res)
Message 15
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--> RV-List message posted by: "Bob Hodgson" <bob@hodgson252.freeserve.co.uk>
Hi all,
Question:
How much difference in wing incidence did you end up with, and what
difference did it make to the roll trim ??
I'm drilling / reaming the rear spar attach on my RV3B, and have read the
info in Van's FAQs and RV-List archives.
I did this as carefully as I knew how, but now find a difference of maybe
0.1 - 0.2 deg between the wings has crept in somehow.
The right wing attach bolt is now fitted, and the left attach hole is
drilled to 6 mm, just needing final reaming to 0.246 inch. Edge distances
all good (mostly 5/8 inch, and min allowable on a -3 is 1/2 inch).
I know this difference doesn't sound much, and checking the wings with a
simple bubble level shows only a barely detectable difference. However the
digital level does show a definite fraction of a degree difference. Rather
than try to fix it, possibly with an oversize bolt which will compromise
edge distance, do you think this amount of asymmetry will make much
difference to the trim?
(Some back-of-the-envelope calcs are trying to tell me there will be a roll
moment of 300 lbs/ft at 180 kts . . . ).
How much difference is acceptable generally before you go out of the range
that can be dealt with by adjusting the flaps 'up' position, squeezing
ailerons, etc?
I do want this aeroplane to fly straight, but am I being paranoid here?
Thanks in advance.
Bob (UK)
Message 16
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| Subject: | Re: Strobe Lighting |
--> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
www.creativair.com
----- Original Message -----
From: "James H Nelson" <rv9jim@juno.com>
Subject: Re: RV-List: Strobe Lighting
> --> RV-List message posted by: James H Nelson <rv9jim@juno.com>
>
> Charles,
> I received your answer to the Nova supplier but lost the info.
> Would you please send me it again. I found the Weilan system far to
> expensive.
>
> Jim Nelson
> N599RV (res)
>
>
>
>
>
>
>
Message 17
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| Subject: | Re: Wing incidence |
--> RV-List message posted by: Bob J <rocketbob@gmail.com>
On Mon, 21 Mar 2005 16:55:12 -0000, Bob Hodgson
<bob@hodgson252.freeserve.co.uk> wrote:
> --> RV-List message posted by: "Bob Hodgson" <bob@hodgson252.freeserve.co.uk>
>
> Hi all,
>
> Question:
> How much difference in wing incidence did you end up with, and what
> difference did it make to the roll trim ??
No you're not being paranoid. A friend of mine who just flew his F1
for the first time in December initially drilled the rear spar for
1/4" bolts so that some adjustment could be made after the first
flight. That turned out to be a good move. With the right wing being
heavy he bumped the rear spar up to reduce the incidence, bumping it
up nearly 1/16", then drilled it 5/16". Flew it and found that the
left wing felt twice as heavy as the right wing was initially. He then
bumped that wing up 1/32" and drilled it 5/16". The next flight it
flew hands off and straight. While flying formation I verified
sighting down the TE of both wings, all the control surfaces and
wingtips are in perfect alignment.
I hope to get mine dialed in that well.
Regards,
Bob Japundza
RV-6 flying F1 under const.
Message 18
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| Subject: | Re: Wing incidence |
--> RV-List message posted by: Bob J <rocketbob@gmail.com>
Ooops, upon re-reading my message after hitting the send button I need
to clarify that he bumped up the left wing to fix the right wing heavy
condition and vise versa.
Regards,
Bob Japundza
RV-6 flying F1 under const.
On Mon, 21 Mar 2005 12:45:43 -0500, Bob J <rocketbob@gmail.com> wrote:
> On Mon, 21 Mar 2005 16:55:12 -0000, Bob Hodgson
> <bob@hodgson252.freeserve.co.uk> wrote:
> > --> RV-List message posted by: "Bob Hodgson" <bob@hodgson252.freeserve.co.uk>
> >
> > Hi all,
> >
> > Question:
> > How much difference in wing incidence did you end up with, and what
> > difference did it make to the roll trim ??
>
> No you're not being paranoid. A friend of mine who just flew his F1
> for the first time in December initially drilled the rear spar for
> 1/4" bolts so that some adjustment could be made after the first
> flight. That turned out to be a good move. With the right wing being
> heavy he bumped the rear spar up to reduce the incidence, bumping it
> up nearly 1/16", then drilled it 5/16". Flew it and found that the
> left wing felt twice as heavy as the right wing was initially. He then
> bumped that wing up 1/32" and drilled it 5/16". The next flight it
> flew hands off and straight. While flying formation I verified
> sighting down the TE of both wings, all the control surfaces and
> wingtips are in perfect alignment.
>
> I hope to get mine dialed in that well.
>
> Regards,
> Bob Japundza
> RV-6 flying F1 under const.
>
Message 19
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| Subject: | Tech Counselor in FtWorth area? |
--> RV-List message posted by: "RV Builder (Michael Sausen)" <rvbuilder@Sausen.net>
Can anyone recommend a EAA Tech Counselor in the South FtWorth area that
knows RV construction? I live about 30 minutes south of the I20 & 35W
interchange right off of 35W (Grandview) and I'm looking for a TC.
Thanks,
Michael Sausen
Message 20
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| Subject: | Re: Greasy flap motors, cont'd |
--> RV-List message posted by: HCRV6@aol.com
In a message dated 3/20/05 4:36:45 PM Pacific Standard Time,
Hopperdhh@aol.com writes:
<< Is there a "permanent" fix? >>
Dan: I don't know about "permanent," but I thoroughly cleaned the motor
parts with lacquer thinner, small brush and Q Tips. Then I used a small piece
of Scotch Brite to polish the commutator and cleaned it again with solvent in a
sprayer. I removed all but a small amount of grease from the worm screw in
the gear box and lightly greased the screw threads on the motor shaft. Now
there is no grease in the motor assembly and a small amount in the gear box.
With so little grease to begin with I am confident that mine should be good for
several hundred hours at least.
Harry Crosby
Pleasanton, California
RV-6 N16CX, 45+ hours.
Message 21
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|
| Subject: | Re: Greasy flap motors, cont'd |
--> RV-List message posted by: Jerry2DT@aol.com
We suffered two failures on our Motion Systems motor, at around 100 and 200
hrs. First time I called MS, talked to an "engineer" who claimed they never
heard of such a thing... This would have been around 12/2003. Van's laughed and
said Motion Systems had been well aware of the problem. Second time I took
motor over to Van's and nice fella there exchanged same, so it has been done.
Don't want to get anyone in trouble so won't mention person's name. I just
think if you holler enough, you'll get an exchange, and it's only right.
YMMV...
Jerry Cochran
Wilsonville OR
Time: 10:38:32 PM PST US
From: "Edward Cole" <edwardmcole@comcast.net>
Subject: RE: RV-List: Greasy flap motors, cont'd
--> RV-List message posted by: "Edward Cole" <edwardmcole@comcast.net>
I don't understand why everyone is content to put up with this failure.
This has been occurring for years. There would certainly be an AD
if this was a certified aircraft. If this was happening in your newly
purchased vehicle or any other consumer item we'd be having a fit. The
vendor should be recalling these and repairing/replacing the motors.
The first time someone tries a go around with full flaps that won't
retract
and stuffs it in the ground, I'll bet the problem will get fixed real
fast.
Message 22
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|
| Subject: | Positioning Main Gear Inflation Holes |
--> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
I'm positioning inflation holes in my RV8A main gear wheel pants so I won't have
to remove the wheel pants to inflate the tire. I noticed that the valve stems
for the Aero Classic TR-67 inner tubes supplied in my finish kit angle in towards
the axis of the wheel so that I can just barely get the valve stem cap
on without interference from the wheel hub. Do others have this same sort of
angle on the valve stem? I'm imagining I get the holes bored in my wheel pants
and then change to Michelin air stop tubes for example & find the valve stems
exit straight out instead of at an angle making my inflation hole useless.
Dave Reel - RV8A
Message 23
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|
--> RV-List message posted by: sportav8r@aol.com
The latest from Brad at Emagair today: shipping delay for the latest batch of
units is estimated at 4 weeks from now. (A month ago it was "5 weeks"). Since
the units are slated to arrive at the same time as Sun-N-Fun, it "wouldn't be
fair" to the customers waiting for the units to delay shipping while they were
off in Florida exhibiting, so don't look for an Emag booth at S-N-F unless
they change their minds.
I heard a disturbing rumor this weekend, while lunching with some RV buds, that
this company was possibly in some financial trouble. I must admit, the phone
conversation today was vague enough to be considered non-reassuring, but I will
resist rumor-mongering while the events of the next few weeks speak for themselves.
Obviously, as a deposit-paying customer, I very much want Emagair to
succeed and to remain in business for a long time after my units are installed
and flying. I had really hoped to see them in person in Lakeland next month.
More that the safety of my $100 investment, I want the features of the product
itself in my plane... Here's hoping!
-Stormy
Message 24
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|
| Subject: | Re: Wing incidence |
--> RV-List message posted by: "randall" <rv6n6r@comcast.net>
Can you clarify whether or not he did the simple tried-and-true
aileron-tweak before he changed the wing incidence? It takes SUCH a small
aileron surface "bulge" to create a "heavy" wing, and such a small tweak to
fix it. Seems like overkill to me to go playing with wing incidence, unless
the wings are known to be out of alignment.
Randall Henderson
RV-6
----- Original Message -----
From: "Bob J" <rocketbob@gmail.com>
Subject: Re: RV-List: Wing incidence
> --> RV-List message posted by: Bob J <rocketbob@gmail.com>
>
> Ooops, upon re-reading my message after hitting the send button I need
> to clarify that he bumped up the left wing to fix the right wing heavy
> condition and vise versa.
>
> Regards,
> Bob Japundza
> RV-6 flying F1 under const.
>
> On Mon, 21 Mar 2005 12:45:43 -0500, Bob J <rocketbob@gmail.com> wrote:
> > On Mon, 21 Mar 2005 16:55:12 -0000, Bob Hodgson
> > <bob@hodgson252.freeserve.co.uk> wrote:
> > > --> RV-List message posted by: "Bob Hodgson"
<bob@hodgson252.freeserve.co.uk>
> > >
> > > Hi all,
> > >
> > > Question:
> > > How much difference in wing incidence did you end up with, and what
> > > difference did it make to the roll trim ??
> >
> > No you're not being paranoid. A friend of mine who just flew his F1
> > for the first time in December initially drilled the rear spar for
> > 1/4" bolts so that some adjustment could be made after the first
> > flight. That turned out to be a good move. With the right wing being
> > heavy he bumped the rear spar up to reduce the incidence, bumping it
> > up nearly 1/16", then drilled it 5/16". Flew it and found that the
> > left wing felt twice as heavy as the right wing was initially. He then
> > bumped that wing up 1/32" and drilled it 5/16". The next flight it
> > flew hands off and straight. While flying formation I verified
> > sighting down the TE of both wings, all the control surfaces and
> > wingtips are in perfect alignment.
> >
> > I hope to get mine dialed in that well.
> >
> > Regards,
> > Bob Japundza
> > RV-6 flying F1 under const.
> >
>
>
Message 25
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|
| Subject: | Re: Positioning Main Gear Inflation Holes |
--> RV-List message posted by: "randall" <rv6n6r@comcast.net>
The 1" holes in my '6 wheelpants have so far been big enough for me to use
for three different brands of tire (Aero Trainers, Condors and Michelin
Air). The valve stem is flexible enough that you can make it work even if
its not exactly centered.
Randall Henderson
RV-6
Message 26
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|
<dwight@openweave.org>,
<TravisHamblen@cox.net>
| Subject: | Re: Prop replacement, question for Das Fed, was: |
--> RV-List message posted by: "Travis Hamblen" <TravisHamblen@cox.net>
Sorry for the late reply... I'm about 10 days behind on the list reading
right now, and this is not meant as a personal stab at anyone, just the
facts. I just wanted to set straight all the misconceptions about
experimental aircraft maintenance. It is shocking to me that people have
such misconceptions about experimental maintenance. First, if you don't
have the repairman certificate for the aircraft in question then you must
have an A&P sign off on the annual conditional inspection (it DOES NOT have
to be an IA). Second, ANYONE can work on an experimental aircraft, major
mods or alterations included. Just make sure you read the operating
limitations, most state that you have to "notify" the FAA of your
alterations before doing them. That means you notify them, not ask
permission. Read the below pasted letter from the EAA about this matter, it
should set the matter straight for any doubters out there. If you still
doubt me, e-mail me and I'll send you a copy of the entire letter and you
can take it to your local FSDO to confirm. This is one of the BEST things
about an experimental; it sidesteps the evil empire (FAA) on most matters.
With all this said, I would warn you not to do anything to an airplane that
you aren't expertly trained in doing, it just may kill you or someone else!
READ ON (not written by me):
** "FAR Part 43.1 (b) specifically excludes experimental aircraft so the FAA
is incorrect in stating you are held to any part or appendix of Part 43. It
states "This part does not apply to any aircraft for which an experimental
airworthiness certificate has been issued, unless a different kind of
airworthiness certificate had been previously issued for that aircraft". I
stress the word aircraft so that is not interpreted to include an engine.
What about major repairs and alterations? First you never have to fill
out a form 337 for an experimental aircraft. Repairs major or minor can be
done by anyone, remember Part 43.1 (b). However, alterations are
different. If you alter the aircraft with a different propeller or engine,
for example, then it is not the aircraft for which you received an
airworthiness certificate. This would also apply to changing pistons or
magnetos. It is a new and untested airplane. If you change propellers you
must notify the FAA (not by a 337) of your change.
Your aircraft's operating limitations should have a statement such as
the following in regard to major changes: "The FAA Cognizant Flight
Standards Office must be notified, and their response received in writing,
prior to flying this aircraft after incorporating a major change as defined
by FAR 21.93
If you do not have such a statement on your operating limitations then
you can claim you do not have to notify the FAA. However, EAA suggest you do
so even if you do not have this limitation.
The FAA inspector will make a determination as to whether he need to
come out and inspect the change and/or assign a new flight-test period. If
the inspector gives you an OK by letter (which is often done) you should
note the date, time, name and change in your aircraft logbook. If the
inspector wants to inspect the aircraft, it is the same as an FAA certified
A&P. So far to EAA's knowledge this has never happened on an amateur built
aircraft. Most operating limitations contain a statement that says and
annual "condition" inspection must be performed per the scope and detail of
FAR Part 43 Appendix D. It also states that an FAA certificated A&P or
repairman must perform this inspection. Note it says "A&P or Repairman". It
does not require an IA.
Let me clarify this. Anyone can work on an experimental aircraft and
sign off the work. However the annual "condition" inspection must be
completed by an A&P or a repairman.
Sincerely,
Experimental Aircraft Association
Earl Lawrence
Government Programs Specialist" ***
Hope that straightens out a bunch of misunderstood maintenance issues,
Travis
RV-6A @ VGT
RV-7A wiring (in the garage)
> gmcjetpilot@yahoo.com wrote:
>
>>--> RV-List message posted by: <gmcjetpilot@yahoo.com>
>>
>>
>>Mike:
>>
>>You are opening a can of worms :- ) The buyer of an experimental aircraft
>>can only do routine maintenance, as if it were a Piper or Cessna, as far
>>as I know. Only the manufacture (builder/repairman) can make major mods,
>>however I assume(?) an A&P or AI could do it and with the FAA's blessing.
>>Again, as in all these matters refer to the FISDO of choice for the
>>answer. There is no "type certificate" configuration for exp a/c, so many
>>changes slip thru the cracks and are not tracked by the FAA. Anyone who
>>has a second hand RV may find them self in a regulatory mess if they want
>>to make a major changes. The best (easiest) thing would get the builder to
>>sign the mod off if possible. However that is one of the fantastic reasons
>>for building your own plane.
>>
>>Cheers George
---
Message 27
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|
| Subject: | Re: Bar-BQ fly-in Mar. 26- Fl Wing VAF |
--> RV-List message posted by: "Oliver Washburn" <ollie6a@earthlink.net>
Charlie---Runway length is 3700' and is N-S
Go to http://www.airnav.com/airports/ and type in 97FL. Gives you all
info you'd ever need.
Ollie
----- Original Message -----
From: "Charles Heathco" <cheathco@comcast.net>
Subject: Re: RV-List: Bar-BQ fly-in Mar. 26- Fl Wing VAF
> --> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
>
> llie, Im entering loves landing in 296, what is runw num and lenth, and
> elev? charlie
> ----- Original Message -----
> From: "Oliver Washburn" <ollie6a@earthlink.net>
> To: <rv-list@matronics.com>
> Subject: RV-List: Bar-BQ fly-in Mar. 26- Fl Wing VAF
>
>
> --> RV-List message posted by: "Oliver Washburn" <ollie6a@earthlink.net>
>
> ATTENTION ALL---Mark your calendars now for one of the best fly-in Bar-BQ
> lunch in the Southeast. We will be serving lunch at noon and there will
> be
> coffee and donuts for the early birds.There is no rain date so come rain
> or
> shine, hopefully shine.
>
> Place----- Loves Landing Airpark, 97FL 130* 21.5 nm from Ocala VOR
> N 28*57.42 W 081*53.29
>
> What----- Smoked Bar-BQ pork (takes 2 days), Hamburgers,Hotdogs and all
> the
> other fixns.
>
> When---- Lunch at noon and coffee & donuts for early birds
>
> Price---- $6.00 donation which includes everything
>
> Note---This is a private airpark, land at your own risk.
>
> Ollie Washburn 6A
>
>
>
Message 28
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|
| Subject: | Re: Wing incidence |
--> RV-List message posted by: Bob J <rocketbob@gmail.com>
No, he was trying to avoid doing that. The incidence change was done
to preserve the light aileron forces by not squeezing the light
aileron, which in effect makes the ailerons heavier in feel.
Overkill? Maybe, unless your really picky about handling
characteristics.
I do agree its simple to squeeze the ailerons, but all that may do is
cover up the symptoms of a mis-rigged airplane.
What this excercise did prove is that a slight change in incidence can
have a big impact on a wing-heavy condition, and likely there's no way
for one to get that sort of accuracy with a level when rigging the
airplane. And its for that reason that many other airplanes have
mechanisms to adjust incidence.
Regards,
Bob Japundza
RV-6 flying F1 under const.
On Mon, 21 Mar 2005 12:49:07 -0800, randall <rv6n6r@comcast.net> wrote:
> --> RV-List message posted by: "randall" <rv6n6r@comcast.net>
>
> Can you clarify whether or not he did the simple tried-and-true
> aileron-tweak before he changed the wing incidence? It takes SUCH a small
> aileron surface "bulge" to create a "heavy" wing, and such a small tweak to
> fix it. Seems like overkill to me to go playing with wing incidence, unless
> the wings are known to be out of alignment.
>
> Randall Henderson
> RV-6
>
> ----- Original Message -----
> From: "Bob J" <rocketbob@gmail.com>
> To: <rv-list@matronics.com>
> Subject: Re: RV-List: Wing incidence
>
> > --> RV-List message posted by: Bob J <rocketbob@gmail.com>
> >
> > Ooops, upon re-reading my message after hitting the send button I need
> > to clarify that he bumped up the left wing to fix the right wing heavy
> > condition and vise versa.
> >
> > Regards,
> > Bob Japundza
> > RV-6 flying F1 under const.
> >
> > On Mon, 21 Mar 2005 12:45:43 -0500, Bob J <rocketbob@gmail.com> wrote:
> > > On Mon, 21 Mar 2005 16:55:12 -0000, Bob Hodgson
> > > <bob@hodgson252.freeserve.co.uk> wrote:
> > > > --> RV-List message posted by: "Bob Hodgson"
> <bob@hodgson252.freeserve.co.uk>
> > > >
> > > > Hi all,
> > > >
> > > > Question:
> > > > How much difference in wing incidence did you end up with, and what
> > > > difference did it make to the roll trim ??
> > >
> > > No you're not being paranoid. A friend of mine who just flew his F1
> > > for the first time in December initially drilled the rear spar for
> > > 1/4" bolts so that some adjustment could be made after the first
> > > flight. That turned out to be a good move. With the right wing being
> > > heavy he bumped the rear spar up to reduce the incidence, bumping it
> > > up nearly 1/16", then drilled it 5/16". Flew it and found that the
> > > left wing felt twice as heavy as the right wing was initially. He then
> > > bumped that wing up 1/32" and drilled it 5/16". The next flight it
> > > flew hands off and straight. While flying formation I verified
> > > sighting down the TE of both wings, all the control surfaces and
> > > wingtips are in perfect alignment.
> > >
> > > I hope to get mine dialed in that well.
> > >
> > > Regards,
> > > Bob Japundza
> > > RV-6 flying F1 under const.
> > >
> >
> >
>
>
>
Message 29
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|
| Subject: | Re: Prop replacement, question for Das Fed, was: |
--> RV-List message posted by: "Ed Anderson" <eanderson@carolina.rr.com>
Hi Travis,
Excellent summary of the requirements on maintenance and inspection for an
experimental. However, one thing is not clear - I had my operation
limitation amended back about 3 years ago to the effect of giving me the
authority to make "Major Modifications" and I simply have to fly a minimum
of 5 test hours, record new stall, climb speeds and weight. I entered that
data in the log book and a statement to the effect that the aircraft is
found safe to fly. There is no indication anywhere that I need to notify
the FAA of a "Major Modification" is that not the same as your
"Alteration"??. Yes I do have the repairman's certificate for my aircraft.
Appreciate you viewpoint to the question
Ed Anderson
RV-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
----- Original Message -----
From: "Travis Hamblen" <TravisHamblen@cox.net>
<TravisHamblen@cox.net>
Subject: Re: RV-List: Prop replacement, question for Das Fed, was:
> --> RV-List message posted by: "Travis Hamblen" <TravisHamblen@cox.net>
>
> Sorry for the late reply... I'm about 10 days behind on the list reading
> right now, and this is not meant as a personal stab at anyone, just the
> facts. I just wanted to set straight all the misconceptions about
> experimental aircraft maintenance. It is shocking to me that people have
> such misconceptions about experimental maintenance. First, if you don't
> have the repairman certificate for the aircraft in question then you must
> have an A&P sign off on the annual conditional inspection (it DOES NOT
have
> to be an IA). Second, ANYONE can work on an experimental aircraft, major
> mods or alterations included. Just make sure you read the operating
> limitations, most state that you have to "notify" the FAA of your
> alterations before doing them. That means you notify them, not ask
> permission. Read the below pasted letter from the EAA about this matter,
it
> should set the matter straight for any doubters out there. If you still
> doubt me, e-mail me and I'll send you a copy of the entire letter and you
> can take it to your local FSDO to confirm. This is one of the BEST things
> about an experimental; it sidesteps the evil empire (FAA) on most matters.
> With all this said, I would warn you not to do anything to an airplane
that
> you aren't expertly trained in doing, it just may kill you or someone
else!
> READ ON (not written by me):
>
> ** "FAR Part 43.1 (b) specifically excludes experimental aircraft so the
FAA
> is incorrect in stating you are held to any part or appendix of Part 43.
It
> states "This part does not apply to any aircraft for which an experimental
> airworthiness certificate has been issued, unless a different kind of
> airworthiness certificate had been previously issued for that aircraft". I
> stress the word aircraft so that is not interpreted to include an engine.
> What about major repairs and alterations? First you never have to
fill
> out a form 337 for an experimental aircraft. Repairs major or minor can be
> done by anyone, remember Part 43.1 (b). However, alterations are
> different. If you alter the aircraft with a different propeller or engine,
> for example, then it is not the aircraft for which you received an
> airworthiness certificate. This would also apply to changing pistons or
> magnetos. It is a new and untested airplane. If you change propellers you
> must notify the FAA (not by a 337) of your change.
> Your aircraft's operating limitations should have a statement such as
> the following in regard to major changes: "The FAA Cognizant Flight
> Standards Office must be notified, and their response received in writing,
> prior to flying this aircraft after incorporating a major change as
defined
> by FAR 21.93
> If you do not have such a statement on your operating limitations
then
> you can claim you do not have to notify the FAA. However, EAA suggest you
do
> so even if you do not have this limitation.
> The FAA inspector will make a determination as to whether he need to
> come out and inspect the change and/or assign a new flight-test period. If
> the inspector gives you an OK by letter (which is often done) you should
> note the date, time, name and change in your aircraft logbook. If the
> inspector wants to inspect the aircraft, it is the same as an FAA
certified
> A&P. So far to EAA's knowledge this has never happened on an amateur built
> aircraft. Most operating limitations contain a statement that says and
> annual "condition" inspection must be performed per the scope and detail
of
> FAR Part 43 Appendix D. It also states that an FAA certificated A&P or
> repairman must perform this inspection. Note it says "A&P or Repairman".
It
> does not require an IA.
> Let me clarify this. Anyone can work on an experimental aircraft and
> sign off the work. However the annual "condition" inspection must be
> completed by an A&P or a repairman.
>
> Sincerely,
> Experimental Aircraft Association
> Earl Lawrence
> Government Programs Specialist" ***
>
>
> Hope that straightens out a bunch of misunderstood maintenance issues,
>
> Travis
> RV-6A @ VGT
> RV-7A wiring (in the garage)
>
>
> > gmcjetpilot@yahoo.com wrote:
> >
> >>--> RV-List message posted by: <gmcjetpilot@yahoo.com>
> >>
> >>
> >>Mike:
> >>
> >>You are opening a can of worms :- ) The buyer of an experimental
aircraft
> >>can only do routine maintenance, as if it were a Piper or Cessna, as far
> >>as I know. Only the manufacture (builder/repairman) can make major mods,
> >>however I assume(?) an A&P or AI could do it and with the FAA's
blessing.
> >>Again, as in all these matters refer to the FISDO of choice for the
> >>answer. There is no "type certificate" configuration for exp a/c, so
many
> >>changes slip thru the cracks and are not tracked by the FAA. Anyone who
> >>has a second hand RV may find them self in a regulatory mess if they
want
> >>to make a major changes. The best (easiest) thing would get the builder
to
>
> >>sign the mod off if possible. However that is one of the fantastic
reasons
>
> >>for building your own plane.
> >>
> >>Cheers George
>
> ---
>
>
Message 30
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| Subject: | Orndorf videos for sale, $1.00 |
--> RV-List message posted by: "Sterling" <sterling@pgrb.com>
I just listed on Ebay, at a starting price of $1.00 the Orndorff 2-part empennage
videos. If you are interested in a VERY GOOD deal, look up item number 4537703612,
or type in "Orndorf Videos" in a search on Ebay.
Thanks,
Sterling Brooks
Knot-2-Shabby Airport & Texas Longhorn Cattle Ranch
5TA6, San Antonio Sectional
Message 31
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| Subject: | Re: Prop replacement, question for Das Fed, was: |
--> RV-List message posted by: Charlie England <ceengland@bellsouth.net>
Ed Anderson wrote:
>--> RV-List message posted by: "Ed Anderson" <eanderson@carolina.rr.com>
>
>Hi Travis,
>
>Excellent summary of the requirements on maintenance and inspection for an
>experimental. However, one thing is not clear - I had my operation
>limitation amended back about 3 years ago to the effect of giving me the
>authority to make "Major Modifications" and I simply have to fly a minimum
>of 5 test hours, record new stall, climb speeds and weight. I entered that
>data in the log book and a statement to the effect that the aircraft is
>found safe to fly. There is no indication anywhere that I need to notify
>the FAA of a "Major Modification" is that not the same as your
>"Alteration"??. Yes I do have the repairman's certificate for my aircraft.
>
>Appreciate you viewpoint to the question
>
>Ed Anderson
>RV-6A N494BW Rotary Powered
>Matthews, NC
>eanderson@carolina.rr.com
>
snipped
Hi Ed,
I've done it twice; once pre 911 & once after (different RV-4's). The
before was like yours; the after says you have to notify them & get
confirmation of test area. Everything changed after 911 & ya gotta
protect the public from law abiding citizens now, ya know...
I would only trust something in writing from your FSDO but if I had
your version I'd use it.
Charlie
Message 32
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--> RV-List message posted by: RVer273sb@aol.com
The folks at E-mag are very devoted to producing
a quality product. They want to get the few bugs out
of their product so there won't be problems in the field
for the customers. I have never delt with more sincere and
honest people.The wait for your ordered e-mags will be
rewarded with a reliable product.
I was one of the first customers and don't regret my decision
to purchase their products. They are nice compact units and
operation with them is supurb.
Stewart, Rv4 in colorado
Message 33
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|
| Subject: | Another $1.00 Orndorf Video on Ebay |
--> RV-List message posted by: "Sterling" <sterling@pgrb.com>
Sorry to flood the list, but I just added the Orndorf SHEET METAL TOOLS video on
Ebay and started the auction at $1.00. You can view this and the Mosler Aircraft
Engine Video that I produced for Mosler in 1990 by typing in these item numbers
in the respective order.
Orndorf Sheet Metal Tools is 4537729428
Ordorf Pre-punched empennage video is 4537703612
Mosler Motors (VW based engine) is 4537719007
Thanks,
Sterling Brooks
Knot-2-Shabby Airport & Texas Longhorn Cattle Ranch
5TA6, San Antonio Sectional
Message 34
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|
| Subject: | Re: Prop replacement, question for Das Fed, was: |
--> RV-List message posted by: "Ed Anderson" <eanderson@carolina.rr.com>
----- Original Message -----
From: "Charlie England" <ceengland@bellsouth.net>
Subject: Re: RV-List: Prop replacement, question for Das Fed, was:
> --> RV-List message posted by: Charlie England <ceengland@bellsouth.net>
>
> Ed Anderson wrote:
>
> >--> RV-List message posted by: "Ed Anderson" <eanderson@carolina.rr.com>
> >
> >Hi Travis,
> >
> >Excellent summary of the requirements on maintenance and inspection for
an
> >experimental. However, one thing is not clear - I had my operation
> >limitation amended back about 3 years ago to the effect of giving me the
> >authority to make "Major Modifications" and I simply have to fly a
minimum
> >of 5 test hours, record new stall, climb speeds and weight. I entered
that
> >data in the log book and a statement to the effect that the aircraft is
> >found safe to fly. There is no indication anywhere that I need to notify
> >the FAA of a "Major Modification" is that not the same as your
> >"Alteration"??. Yes I do have the repairman's certificate for my
aircraft.
> >
> >Appreciate you viewpoint to the question
> >
> >Ed Anderson
> >RV-6A N494BW Rotary Powered
> >Matthews, NC
> >eanderson@carolina.rr.com
> >
>
> snipped
> Hi Ed,
> I've done it twice; once pre 911 & once after (different RV-4's). The
> before was like yours; the after says you have to notify them & get
> confirmation of test area. Everything changed after 911 & ya gotta
> protect the public from law abiding citizens now, ya know...
>
> I would only trust something in writing from your FSDO but if I had
> your version I'd use it.
>
> Charlie
>
Thanks Charlie,
I think I'll stay in compliance with the Operating limitations I currently
have {:>). When having it done, I offered up a test area to the east of my
airpatch which is mainly open farm land and the FSDO simply stated it wasn't
necessary as "I knew" no flights of experimentals were permitted over
heavily populate areas? Hoping my prop will be back by the end of this
week.
Ed
Message 35
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| Subject: | AILERON TRIM SPRINGS |
--> RV-List message posted by: Jsd41@aol.com
List:
I am installing my aileron trim in my RV-6A. Is there something other then
safety wire to attach the springs to the adjusting lever? It seem like it will
be hard to get both side adjusted.
Thanks
Jerry Davis
Glen Carbon, ILL
Message 36
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| Subject: | Re: AILERON TRIM SPRINGS |
--> RV-List message posted by: "Ed Anderson" <eanderson@carolina.rr.com>
I used safety wire and it seems to work well. But, perhaps I just got
lucky.
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthew, NC
eanderson@carolina.rr.com
----- Original Message -----
From: <Jsd41@aol.com>
Subject: RV-List: AILERON TRIM SPRINGS
> --> RV-List message posted by: Jsd41@aol.com
>
> List:
> I am installing my aileron trim in my RV-6A. Is there something other
then
> safety wire to attach the springs to the adjusting lever? It seem like it
will
> be hard to get both side adjusted.
> Thanks
> Jerry Davis
> Glen Carbon, ILL
>
>
Message 37
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| Subject: | Re: AILERON TRIM SPRINGS |
--> RV-List message posted by: Hopperdhh@aol.com
Jerry,
You could just skip that step IMHO.
I used .041 safety wire. But, I have found that I never use the trim lever
anyway. It is not very easy to get to because my seats have only about 2
inches (if that much) room between them. Also, I have had trouble keeping it
adjusted tight enough to hold. I am going to remove the springs and see if I
miss having the trim. I use the Nav-Aid autopilot a lot, so it is not
necessary to have the airplane trimmed perfectly. When I am flying the airplane,
I
never notice it being out of trim. It is so light on the controls that
almost no stick force will keep it level. I may get flamed, but the plane doesn't
fly hands off anyway -- almost but not hands off.
Dan Hopper
Walton, IN
RV-7A (In the paint shop for a long time)
--> RV-List message posted by: Jsd41@aol.com
List:
I am installing my aileron trim in my RV-6A. Is there something other then
safety wire to attach the springs to the adjusting lever? It seem like it
will
be hard to get both side adjusted.
Thanks
Jerry Davis
Glen Carbon, ILL
Message 38
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| Subject: | Re: AILERON TRIM SPRINGS |
--> RV-List message posted by: Jim Oke <wjoke@shaw.ca>
When the time came to install my aileron springs, it just happened that
installing the springs directly between the bottom of the trim handle and
the tabs at the base of the sticks came out "just right". No need for safety
wire or whatever. I tried some combinations of wire but all attempts ended
up with the springs too slack.
So maybe I just got lucky too.
Have a look at
http://www.vansairforce.org/projects/okej/onephoto.cgi?Picture_0615.jpg
for my installation.
Yes, the springs may look over-extended but the control feel when flying is
just fine.
Jim Oke
RV-6A, C-GKGZ
Wpg., MB
----- Original Message -----
From: "Ed Anderson" <eanderson@carolina.rr.com>
Subject: Re: RV-List: AILERON TRIM SPRINGS
> --> RV-List message posted by: "Ed Anderson" <eanderson@carolina.rr.com>
>
> I used safety wire and it seems to work well. But, perhaps I just got
> lucky.
>
> Ed Anderson
> Rv-6A N494BW Rotary Powered
> Matthew, NC
> eanderson@carolina.rr.com
>
> ----- Original Message -----
> From: <Jsd41@aol.com>
> To: <rv-list@matronics.com>
> Subject: RV-List: AILERON TRIM SPRINGS
>
>
>> --> RV-List message posted by: Jsd41@aol.com
>>
>> List:
>> I am installing my aileron trim in my RV-6A. Is there something other
> then
>> safety wire to attach the springs to the adjusting lever? It seem like it
> will
>> be hard to get both side adjusted.
>> Thanks
>> Jerry Davis
>> Glen Carbon, ILL
>>
>>
>
>
>
Message 39
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| Subject: | AILERON TRIM SPRINGS |
--> RV-List message posted by: "Pat Hatch" <pat_hatch@msn.com>
Jerry,
I used R/C threaded links and ball links. The ball links get screwed into
the actuator arm (one on each side). Then connect the balls to the springs
with the quick links. Works really well and the threaded links are
adjustable. Available at most hobby shops that deal in R/C stuff. Here is
a picture of the same thing on my flap position actuator which will give you
the idea.
http://home.bellsouth.net/p/s/community.dll?ep=87&subpageid=148112&ck
Hope this helps.
Pat Hatch
RV-6
RV-7
List:
I am installing my aileron trim in my RV-6A. Is there something other then
safety wire to attach the springs to the adjusting lever? It seem like it
will
be hard to get both side adjusted.
Thanks
Jerry Davis
Message 40
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| Subject: | Canopy Breaker Survival Gear |
--> RV-List message posted by: <gmcjetpilot@yahoo.com>
What is the best tool to carry to chop your way out of an RV on its back?
After reading how a pilot and passenger flipped their RV on it's back and needed
to hack their way-out by breaking the canopy enough with a fire extinguisher,
I started looking for some suitable tools. Here are few suggestions I found,
but looking for any comments?
"Aircrew Survival Egress Knife" (ASEK) Survival System
http://www.rangerjoes.com/product_info.php?products_id=1987
"Bush Pilot Hatchet" (shop around)
http://www.cozycamping.net/camping-gear-11427.html?src=froogle-cozycamping
OR
http://www.policegearusa.com/showitem.cfm/23625/13940.htm
Multi-functional tool - Ax, a hatchet, a pry bar and hammer
http://www.cheaperthandirt.com/ctd/product.asp?sku=MLT-5105
"Pilot survival knife" with hammer handle
http://west.loadup.com/military/surplus/755.html
SafeAirs canopy - "Bubble Buster" (bottom of page center)
http://www.safeair1.com/index.htm
Any suggestions on the best way to break the canopy for emergency egress?
Cheers George
Message 41
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| Subject: | Re: Prop replacement, question for Das Fed, was: |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
There was a recent article in one of the aviation magazines
(flying, kitplanes, aopa pilot - can't recall which) which
discussed the case of a guy not being covered in an accident
because he made "major" modifications without notifying the
FAA.
He apparently did a lot of damage on the ground during the
accident, and even though the crash had nothing to do with
the supposedly "major" modifications, the insurance company
was able to weasel out of coverage.
Seemed like a very nasty situation.
Mickey
--
Mickey Coggins
http://www.rv8.ch/
#82007 Wiring
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