Today's Message Index:
----------------------
1. 03:14 AM - Re: Reusing nuts? (Charles Rowbotham)
2. 07:48 AM - Re: Reusing nuts? (Mike Robertson)
3. 07:53 AM - Re: Re: Engine Mount (Mike Robertson)
4. 08:28 AM - Re: Gascolater (Mike Robertson)
5. 08:28 AM - Gascolater (Glen Matejcek)
6. 08:47 AM - External power socket (Glen Matejcek)
7. 08:55 AM - Re: Gascolater (Terry Watson)
8. 09:41 AM - Lightspeed vs. E/P-Mag (Konrad L. Werner)
9. 10:00 AM - Re: Gascolater (Bob)
10. 12:51 PM - leading edge of pre-fab tanks not matching wing skin... (Matt Johnson)
11. 01:30 PM - Re: leading edge of pre-fab tanks not matching wing skin... (not processed: message from valid local sender) (Scott Farner)
12. 01:58 PM - Re: leading edge of pre-fab tanks not matching wing skin... (Phil Sisson, Litchfield Aerobatic Club)
13. 02:28 PM - Re: leading edge of pre-fab tanks not matching wing (Jamie Painter)
14. 04:05 PM - Wheel pants mounting ()
15. 04:11 PM - Re: Lightspeed vs. E/P-Mag (RVer273sb@aol.com)
16. 04:28 PM - Re: Reusing nuts? (MLWynn@aol.com)
17. 04:30 PM - Re: Reusing nuts? (MLWynn@aol.com)
18. 05:26 PM - Re: Gascolater (Alex Peterson)
19. 06:04 PM - Use of Lock-tite? (Mark Grieve)
20. 06:23 PM - MP (Vincent Welch)
21. 08:00 PM - Re: MP (Stewart, Michael (ISS Atlanta))
22. 08:07 PM - [ Mani Ravee ] : New Email List Photo Share Available! (Email List Photo Shares)
23. 08:09 PM - [ David McNeill ] : New Email List Photo Share Available! (Email List Photo Shares)
24. 08:38 PM - Re: MP (RV6 Flyer)
25. 08:39 PM - Re: [ David McNeill ] : New Email List Photo Share Available! (Tom Gummo)
26. 08:42 PM - Re: Reusing nuts? (Vanremog@aol.com)
27. 09:37 PM - Re: Re Engine mount (Jim Oke)
28. 09:37 PM - Re: [ David McNeill ] : New Email List Photo Share Available! (Konrad L. Werner)
29. 11:20 PM - Re: I Like my P-Mags (early report) (Vanremog@aol.com)
Message 1
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--> RV-List message posted by: "Charles Rowbotham" <crowbotham@hotmail.com>
Michael,
They are most likely ok - But - with the cost on the nut so little, we
decided at the beginning to use them only once. Cheap insurance - one less
thing to have second thoughts. We also applied a small amount of Torque-Seal
for to confirm that the nut was tighten and torqued.
Good Building,
Chuck & Dave Rowbotham
RV-8A
>From: MLWynn@aol.com
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RV-List: Reusing nuts?
>Date: Wed, 6 Apr 2005 23:03:17 EDT
>
>--> RV-List message posted by: MLWynn@aol.com
>
>Hi folks,
>
>Just got done bolting the center hinge to the horizontal stabilizer.
>Figured
>out when it looked funny that I used the wrong washers. Changed them for
>the
>correct ones and then got to worrying if it is okay to use the same nylon
>locking nuts again. Thoughts?
>
>Michael
>RV8
>Empennage
>
>
Message 2
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--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
You can get away with using the same nylock nuts provided that the nylon
insert still has its holding power. BUT.....for critical flight controls
like you are talking I don't recommend it, especially considering the small
cost of a nylock nut.
Mike Robertson
>From: MLWynn@aol.com
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RV-List: Reusing nuts?
>Date: Wed, 6 Apr 2005 23:03:17 EDT
>
>--> RV-List message posted by: MLWynn@aol.com
>
>Hi folks,
>
>Just got done bolting the center hinge to the horizontal stabilizer.
>Figured
>out when it looked funny that I used the wrong washers. Changed them for
>the
>correct ones and then got to worrying if it is okay to use the same nylon
>locking nuts again. Thoughts?
>
>Michael
>RV8
>Empennage
>
>
Message 3
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| Subject: | RE: Engine Mount |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
But DEAN....Just think of all the fun you've had building this and the
encouragement from all your new friends.
Mike
PLEASE...Do not archive
>From: "DEAN PSIROPOULOS" <dean.psiropoulos@verizon.net>
>Reply-To: rv-list@matronics.com
>To: <rv-list@matronics.com>
>Subject: RV-List: RE: Engine Mount
>Date: Thu, 07 Apr 2005 02:27:51 -0400
>
>--> RV-List message posted by: "DEAN PSIROPOULOS"
><dean.psiropoulos@verizon.net>
>
>I shot a Thanksgiving weekend on this one Clive. I have an RV-6A and
>waited
>until I got my engine mount to drill the firewall holes. Problem was, the
>upper left motor mount mounting boss was too high and if I just drilled it
>through the firewall I'd also have interference of the bolt head with the
>firewall weldment. So I talked to people on the phone, visited a few
>projects and realized that those folks who took it on faith that the mount
>would line up and went ahead and drilled pilot holes for jigging, without
>having the motor mount, often had problems later that resulted in having to
>final drill the mount offset one way or another.
>
>So I came away thinking I'd just move all the mounting holes down until the
>top mounting hole had sufficient clearance. Ha...ya right, I measured down
>and realized I could only move the bottom down about 1/8 to 3/16 before I'd
>start having troubles with clearance on the BOTTOM bolt hole. So I looked
>at the prints and measured the firewall bracket locations and the motor
>mount bolt hole locations and...just my luck, both the mounting bosses and
>the firewall brackets were out of tolerance in opposite directions. This
>really exacerbated the problem.
>
>Now really upset that I wasted 3-4 days with this (when I was expecting to
>drill the firewall and mount it on the jig and get on with some serious
>fuselage construction), I took the whole thing down to Van's and plopped it
>on their counter. I wanted THEM to fix the bracket on the firewall so that
>the mount would actually fit. After all it was their vendors (or them)
>who'd screwed both things up to begin with and I'd already paid them to
>fabricate this part in the first place. They wouldn't do that but instead,
>offered to give me a new steel weldment to replace the culprit on the back
>of the firewall (gee thanks). They also suggested one other thing and that
>was to see if the mount had enough play in it to allow the hole to be
>drilled slightly offset to obtain the needed bolt clearance.
>
>Needless to say, I left there very unhappy but went home to see if the
>mount
>had any play to work with. Fortunately the -6A motor mount has both upper
>arms independent at the firewall (no interconnecting tubes between them and
>the lower arms as on the taildragger mount) and viola, if I clamped the
>other mounting bosses to the firewall I could move the upper left mounting
>arm down just enough to make the hole clear. So I held it in that position
>and marked the hole. Then measured to make sure I had the clearance and
>finally drilled. Now that I've mounted the mount, it has a small amount of
>preload on the upper left arm. But steel is capable of handling this and I
>can move it to that position by hand so it's not like there is a lot of
>force on it. Nonetheless, it was just one more frustration in the process
>of building that I could have done without (parts that could have been
>designed with a bit more clearance or prefab parts that required major
>modification, ask me about my canopy frame). Hope you can make your motor
>mount work, I'd hate to think about having to rework a firewall weldment
>after riveting the fuselage together!! Yes Sam, you can thank me again for
>getting all the out-of-tolerance parts in my kit.
>
>Dean Psiropoulos
>RV-6A N197DM
>Wiring and plumbing
>
>
>Time: 03:43:52 AM PST US
>From: "Clive Whittfield" <cazw@ihug.co.nz>
>Subject: RV-List: Engine mount
>
>--> RV-List message posted by: "Clive Whittfield" <cazw@ihug.co.nz>
>
>A question from a Kiwi newbie. ...........if drilled to size the bolt
>head on the offending corner would interfere with the (correctly located)
>steel engine mount support.
>
>
Message 4
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--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
Funny you shoudl mention it Dean. We have the gascolator installed on Joe's
plane with the AFP fuel injection, pumps and inline filter. The inline
filter is very good and I have not seen anything get to the gascolator in
over 200 hours of flying now. And I do experience a loss of fuel pressure
every once in a while. I have noticed that it happens more during warm
OATs. We are in the process of changing the fuel pump but I think I am
going to remove the gascolator also. My thoughts are that the gascolator
may be causing a slight increase in line resistatnce. That line resistance
is just enough to slow down the fuel flow just enogh to also the fuel to
vapor lock on occassion inside the fuel pump. Because the fuel pump gets
conductive heating from the engine case, if the fuel slows down just a
little it may be casuing a vapor situation inside the fuel pump leading to
the loss in fuel pressure.
I plan on doing a little more testing to make sure. I am going to change
the fuel pump first and fly a while before I remove the gascolator.
MIke Robertson
>From: "DEAN PSIROPOULOS" <dean.psiropoulos@verizon.net>
>Reply-To: rv-list@matronics.com
>To: <rv-list@matronics.com>
>Subject: RV-List: Gascolater
>Date: Thu, 07 Apr 2005 02:39:42 -0400
>
>--> RV-List message posted by: "DEAN PSIROPOULOS"
><dean.psiropoulos@verizon.net>
>
>You folks running fuel injected engines and especially you guys with
>Airflow
>Performance pump and filter....are you using a gascolater in the fuel line
>and if so where and what has your experience been with it? A fellow RV-9A
>builder suggested that he would probably eliminate the gascolater because
>the AFP filter is very good and the gascolator is yet another item of line
>friction (along with the multiple 180 degree tubing bends in the AFP
>installation in the side by side airplanes) that he suspects may make for
>possible vapor lock conditions on hot days. What are your experiences with
>this set up? Would you recommend leaving the gascolator off with the AFP
>fuel filter or .....what? Thanks.
>
>Dean Psiropoulos
>RV-6A N197DM
>Getting off my previous rant
>
>
Message 5
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--> RV-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
Hi Dean-
I agree that gascolators are of somewhat limited value in general, but also
feel that they are relatively good at catching water. Having less than
fond memories of flush fuel caps and rainy days, I elected to keep one in
my system. If the AFP filter will in fact stop water, it will also take a
tiny fraction of the capacity of the gascolator to plug it. If it doesn't
stop water, then it's ineffective in this role. In either case, the
gascolator gets drained each flight, or at least each fill-up. The filter
gets cleaned once a year. As far as being an impediment to fuel flow, I
have 2 fuel pumps and no anecdotal evidence to support that being a valid
concern.
Having agonized over all the same location issues you bring up, I had a
flash of inspiration and mounted my gascolator in the left wing root. The
drain is now basically adjacent to the tank drain and much more accessible
than a fire wall mount. No thermal / vapor lock issues, and should it
leak, it's nowhere near the exhaust stream. I was pretty pleased with
myself, until researching another issue led me to find an old article by
none other than Eustace Bowhay in an old RVator suggesting the same
installation. Ahh, well. Yet another wheel reinvented...
On a tangential subject, and FWIW, I had a miserable time with the return
fuel line in my 8 (TD). The plans call for it to run back through the
gear tower to a T at the selector valve. To fabricate a decent line and
get it, the fuel supply line, and their vinyl cushioning through that
overstuffed hole in the gear tower without either mangling the line or
enlarging the hole was beyond my feeble talents. So, I did some more
research. It seems that the length of tubing called for in this segment of
the installation is really only there to act as a heat exchanger. This is
to preclude vapor lock during extended boost pump ops. Armed with that
knowledge, I took an equal length of fuel line and bent it up into a big
"S" shaped radiator and mounted it above the fuel pump package and Teed it
back into the gascolator - filter line near the filter inlet.
I hope this is of some use-
Glen Matejcek
aerobubba@earthlink.net
> Time: 11:40:49 PM PST US
> From: "DEAN PSIROPOULOS" <dean.psiropoulos@verizon.net>
> Subject: RV-List: Gascolater
>
> --> RV-List message posted by: "DEAN PSIROPOULOS"
<dean.psiropoulos@verizon.net>
>
> You folks running fuel injected engines and especially you guys with
Airflow
> Performance pump and filter....are you using a gascolater in the fuel line
> and if so where and what has your experience been with it? A fellow RV-9A
> builder suggested that he would probably eliminate the gascolater because
> the AFP filter is very good and the gascolator is yet another item of line
> friction (along with the multiple 180 degree tubing bends in the AFP
> installation in the side by side airplanes) that he suspects may make for
> possible vapor lock conditions on hot days. What are your experiences
with
> this set up? Would you recommend leaving the gascolator off with the AFP
> fuel filter or .....what? Thanks.
>
> Dean Psiropoulos
> RV-6A N197DM
> Getting off my previous rant
>
>
Message 6
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| Subject: | External power socket |
--> RV-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
Howdy-
I mounted a piper style socket A/C right in the belly, just aft of the
bulkhead behind the battery on my aft-battery -8. This allows for jump
starting, battery charging, and unlimited in - the - hangar tinkering with
my all - electric airplane. I made a right angle doubler that rivets to
the bulkhead and the skin. This also mounts the contactor. External power
to the socket closes the contactor, a diode in the contactor to ground bus
line protects against reverse polarity, and one of Eric Jones' OVM's
protects against over voltage. The aft-of-the-trailing edge location of
the socket keeps rampies out of the prop arc, and the belly (vice cockpit)
location allows me to stay dry. You do realize, of course, that the only
time you'll ever need a jump is when it's cold and rainy, right? ;-)
FWIW-
Glen Matejcek
aerobubba@earthlink.net
>
> > --> RV-List message posted by: "Kosta Lewis" <mikel@dimensional.com>
> >
> >>Has anyone installed an external power socket on their RV (for
> > charging,
> >>jump starting after leaving master on, etc).If so, what, where, how?
> > Other >thoughts?
> >
Message 7
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--> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
I mounted an Andair gascolator in the left wing root of my RV-8A with AFP
fuel injection. Then I called the man at AFP and discussed it with him. He
said I didn't need to install the AFP fuel filter since the Andair
gascolator also has a fine screen filter. He told me he thought the
gascolator was unnecessary, and that I would have been better off just using
his filter.
Terry
RV-8A finishing
Seattle
--> RV-List message posted by: "DEAN PSIROPOULOS"
<dean.psiropoulos@verizon.net>
You folks running fuel injected engines and especially you guys with Airflow
Performance pump and filter....are you using a gascolater in the fuel line
and if so where and what has your experience been with it? A fellow RV-9A
builder suggested that he would probably eliminate the gascolater because
the AFP filter is very good and the gascolator is yet another item of line
friction (along with the multiple 180 degree tubing bends in the AFP
installation in the side by side airplanes) that he suspects may make for
possible vapor lock conditions on hot days. What are your experiences with
this set up? Would you recommend leaving the gascolator off with the AFP
fuel filter or .....what? Thanks.
Message 8
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| Subject: | Lightspeed vs. E/P-Mag |
--> RV-List message posted by: "Konrad L. Werner" <klwerner@comcast.net>
Has anyone ever compared the performance gains between the Lightspeed- and the
E/P-Mag Electronic Ignitions.
I just wonder if the E-P Mag has anywhere near the same performance improvements
that Lightspeed claims (which I do believe!) ?
Would they have close to the same timing curves if one where to use one LSE & one
E/P-Mag on the same engine?
Or are these curves "proprietary/secret" information at both companies. Just curious
about mixing different E.I. Systems.
Konrad
Do Not Archive for now
Message 9
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clamav-milter version 0.80j
on opie.wvnet.edu
--> RV-List message posted by: Bob <panamared3@brier.net>
At 01:39 AM 4/7/05, you wrote:
>--> RV-List message posted by: "DEAN PSIROPOULOS"
><dean.psiropoulos@verizon.net>
>
>You folks running fuel injected engines and especially you guys with Airflow
>Performance pump and filter....are you using a gascolater in the fuel line
>and if so where and what has your experience been with it?
I do not use a gascolater. After 3 years and 190 hours no problems.
Bob
RV6 NightFighter
Message 10
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| Subject: | leading edge of pre-fab tanks not matching wing skin... |
(not processed: message from valid local sender)
--> RV-List message posted by: "Matt Johnson" <matt@n559rv.com>
Anyone had a problem with the leading edge curve on the fuel tanks not exactly
maching the leading edge of the other wing skin? It is very
slight difference, but there is definitly a difference. The leading edge on the
feul tank sticks out a little further (about 1/8th inch) on the
curve. Any suggestions or feedback?
- Matt
Message 11
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| Subject: | Re: leading edge of pre-fab tanks not matching wing skin... (not |
processed: message from valid local sender)
--> RV-List message posted by: Scott Farner <sfarner@gmail.com>
Mine stuck out a little when I first fitted them, but after I
tightened everything down, the fit is almost perfect with the fuel
tank sticking out about 1/32 on the very front of the leading edge
(for about half an inch).
It definitely took a little muscle to get the tank in, and the spar
screws will pull the tank down a smidge.
--
Scott
www.scottfarner.com
RV-7A Wings
On Apr 7, 2005 12:52 PM, Matt Johnson <matt@n559rv.com> wrote:
> --> RV-List message posted by: "Matt Johnson" <matt@n559rv.com>
>
> Anyone had a problem with the leading edge curve on the fuel tanks not exactly
maching the leading edge of the other wing skin? It is very
> slight difference, but there is definitly a difference. The leading edge on the
feul tank sticks out a little further (about 1/8th inch) on the
> curve. Any suggestions or feedback?
>
> - Matt
>
>
>
Message 12
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| Subject: | Re: leading edge of pre-fab tanks not matching wing skin... |
(not processed: message from valid local sender)
--> RV-List message posted by: "Phil Sisson, Litchfield Aerobatic Club" <sisson@consolidated.net>
Matt Johnson wrote:
>--> RV-List message posted by: "Matt Johnson" <matt@n559rv.com>
>
>Anyone had a problem with the leading edge curve on the fuel tanks not exactly
maching the leading edge of the other wing skin? It is very
>slight difference, but there is definitly a difference. The leading edge on the
feul tank sticks out a little further (about 1/8th inch) on the
>curve. Any suggestions or feedback?
>
>- Matt
>
>mine did. I guess it is because of the pro-seal. I used a lot of proseal.You might
take an edgeing tool of some kind and try to bend it down just a bit with
the tank off, but this is going to be hard to do in a curve. I had made my mind
up that I was going to add some filler before I paint it. But now that I have
been flying it, It flys so good that I dont notice it when I look at it..............
hee haa
>
>
>Phil in Illinois
>
>
Message 13
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skin... (not processed: message from valid local sender)
| Subject: | Re: leading edge of pre-fab tanks not matching wing |
skin... (not processed: message from valid local sender)
--> RV-List message posted by: "Jamie Painter" <jdpainter@jpainter.org>
Matt,
This is unfortunately a very common problem. I had the same issue. I'm
assuming that your tanks are sealed and riveted. One cause of this problem
can be the outboard-most bracket having too much sealant between it and the
baffle.
My problem turned out to be not really a problem at all. I was trying to make
the tank fit without bolting it on through the spar. Once I put the bolts in
(specifically the outboard-most bolts), the leading edges fell into place
nicely. Also, make sure that there's no sag in the skeleton, as this has
caused many alignment problems as well.
For more info...search the archives for "tank & LE & alignment". There's a
ton of stuff in there.
Hope this helps,
Jamie
--
Jamie D. Painter
RV-7A fuselage N622JP (reserved)
http://rv.jpainter.org
Message 14
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| Subject: | Wheel pants mounting |
--> RV-List message posted by: <erichweaver@cox.net>
Greetings. Im a newby hip-deep in a RV-7A project that was well along before the
previous builder passed away.
Anywho, am mounting wheel pants and trying to stay true to the manual as best I
can. I established a 1-inch clearance on top of my 14-inch tires using a wood
block, but with this clearance, I do not get the 8+ inches specified in the
plans, as measured from the ground up to the midpoint of the trailing edge on
the aft portion of the wheel pant, and also on the other end, from the ground
up to the nose of the front portion of the fairing. Im off around 3/4 of an
inch, and I have the plane leveled and jacked up as required.
Im thinking that the big picture is to get the wheel pant with the proper clearance
from the top of the tire, and also lined up with the airflow - i.e. level!
I think Ive done this, as the distance from the nose of the wheel pant to the
ground is the same as the distnace from the center of the trailing edge to
the ground. This would lead me to not worry too much about the 3/4 inch discrepancy
from the plans. Would feel better if someone would agree with me though....Hope
I described things well enough for you all to follow along.
regards
Erich Weaver
Message 15
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| Subject: | Re: Lightspeed vs. E/P-Mag |
--> RV-List message posted by: RVer273sb@aol.com
I have seen a smoother engine, a lower smoother
idle and a drop in fuel burn.
The plus ib there is no stinking big black box th
find a place for. It is all self contained!
From the 22 hrs I have operated this system I wolud
say there is a slight increase in rpm at takeoff and in cruise.
Stewart RV-4 Colorado
Message 16
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| Subject: | Re: Reusing nuts? |
--> RV-List message posted by: MLWynn@aol.com
Thanks, everyone.
I suppose the dollar or so for four nuts is definitely worth the reduction
in worry. Will do.
Regards,
Michael Wynn
RV8 Empennage
Message 17
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| Subject: | Re: Reusing nuts? |
--> RV-List message posted by: MLWynn@aol.com
As a side question, do many of you add lock-tite or similar to these sorts
of nuts and bolts?
Regards,
Michael Wynn
RV-8 Empennage
Message 18
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--> RV-List message posted by: "Alex Peterson" <alexpeterson@earthlink.net>
> Hi Dean-
>
> I agree that gascolators are of somewhat limited value in
> general, but also feel that they are relatively good at
> catching water. Having less than fond memories of flush fuel
> caps and rainy days, I elected to keep one in my system. If
> the AFP filter will in fact stop water, it will also take a
> tiny fraction of the capacity of the gascolator to plug it.
> If it doesn't stop water, then it's ineffective in this role.
> In either case, the gascolator gets drained each flight, or
> at least each fill-up. The filter gets cleaned once a year.
> As far as being an impediment to fuel flow, I have 2 fuel
> pumps and no anecdotal evidence to support that being a valid
> concern.
The AFP filter will not catch water, but with FI, it is really not that
important. If an ounce of water were to pass through the system at full
power, the power loss would be for about 2 seconds, and, an ounce is a lot
of water. Carbs are a different matter - water can cause long term power
loss by not passing through the jets. I sump the tanks when appropriate.
The designer of the AFP system recommends using only his filter and not a
gascolator. Experimentals - do what you choose, but use caution in fuel
system design.
Alex Peterson
RV6-A 608 hours
Maple Grove, MN
http://www.home.earthlink.net/~alexpeterson/
Message 19
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| Subject: | Use of Lock-tite? |
--> RV-List message posted by: Mark Grieve <mark@macomb.com>
Michael,
I don't recall mention of Lock-tite in the Hardware and Fasteners class
at A&P school. The product has many useful applications but I can't
think of any that involve airplanes. (I'll just issue an "I stand
corrected." statement right now as someone is sure to give an example.
Thank you for keeping me honest.) Instead, we use a variety of other
means to safety nuts, bolts, screws, turnbuckles or anything that might
work loose. Nylon lock nuts, all metal lock nuts, castle nuts with
cotter pins, safety wire through drilled bolt heads and jam nuts are the
best examples.
There is a book that you may wish to pick up. Standard Aircraft
Handbook by Aero ISBN0-8306-8634-7 Your local book store can order it
for you or you might find one it Ebay. It is packed full of useful
information and I recommend it for a new builder. I even recommend it to
veteran builders.
Mark
7 empanage
MLWynn@aol.com wrote:
>--> RV-List message posted by: MLWynn@aol.com
>
>As a side question, do many of you add lock-tite or similar to these sorts
>of nuts and bolts?
>
>Regards,
>
>Michael Wynn
>RV-8 Empennage
>
>
Message 20
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--> RV-List message posted by: "Vincent Welch" <welchvincent@hotmail.com>
For those of you that are flying constant speed props:
What MP settings are you using in the pattern?
What about final approach?
How about climb and cruise decent?
Vince
RV-8A IO-360A1A
Message 21
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--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
Pattern final, 16 13ish?
What ever feels right.
The only time I really pay attention is shooting an approach and I do
that at 16 which gives me a good 90kts and 500ft per min decent
Cruise to the wall at anything above 3k'
Decent I usually leave it where it is and take the rpm to 2000~1900
This is all totally subjective and there are too many variables to
really come up with any numbers.
A MP gauge is not necessary to do any of the items listed above well.
Fly your airspeed and forget the MP gauge.
Cheers
Mike
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Vincent Welch
Subject: RV-List: MP
--> RV-List message posted by: "Vincent Welch"
<welchvincent@hotmail.com>
For those of you that are flying constant speed props:
What MP settings are you using in the pattern?
What about final approach?
How about climb and cruise decent?
Vince
RV-8A IO-360A1A
Message 22
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| Subject: | [ Mani Ravee ] : New Email List Photo Share Available! |
--> RV-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Mani Ravee <maniravee@sbcglobal.net>
Lists: RV-List,RV10-List
Subject: Touch up spray kit
http://www.matronics.com/photoshare/maniravee@sbcglobal.net.04.07.2005/index.html
o Main Photo Share Index
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Message 23
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| Subject: | [ David McNeill ] : New Email List Photo Share Available! |
--> RV-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: David McNeill <dlm34077@cox.net>
Lists: RV-List,RV10-List
Subject: O540 specs
http://www.matronics.com/photoshare/dlm34077@cox.net.04.07.2005/index.html
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Message 24
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--> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
Vince:
About 14" in the pattern. Varies from 13 - 15.
Decent is typically a 200 RPM reduction and maintain MP on the way down.
Typically I cannot get more than 21 - 22" at altitude. A 500 FPM decent is
2,100 and 22 inches. Maintain the same MP all the way down by pulling the
throttle back everytime it rises 1/2". After coming over the Mountains
north of where I am based, I am typically at 9,500 msl and need to get down
to 2,240 pattern. If I am not slowed down below 5,000 and 160 Kts, 8 miles
out, I pull the MP back to 15.
Lots of trials during test flying. A test flight maneuver is prop all the
way forward, throttle all the way back, nose 45 degree down, ASI - 180 KIAS,
VSI = 4,000 FPM down. The same 15" in the pattern will give 2,000 FPM down
at 125 KIAS.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,649 + Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
----Original Message Follows----
From: "Vincent Welch" <welchvincent@hotmail.com>
Subject: RV-List: MP
--> RV-List message posted by: "Vincent Welch" <welchvincent@hotmail.com>
For those of you that are flying constant speed props:
What MP settings are you using in the pattern?
What about final approach?
How about climb and cruise decent?
Vince
RV-8A IO-360A1A
Message 25
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| Subject: | Re: [ David McNeill ] : New Email List Photo Share Available! |
--> RV-List message posted by: "Tom Gummo" <T.gummo@verizon.net>
Anybody else have problems open these files.
Tom Gummo
----- Original Message -----
From: "Email List Photo Shares" <pictures@matronics.com>
Subject: RV-List: [ David McNeill ] : New Email List Photo Share Available!
> --> RV-List message posted by: Email List Photo Shares
> <pictures@matronics.com>
>
>
> A new Email List Photo Share is available:
>
> Poster: David McNeill <dlm34077@cox.net>
>
> Lists: RV-List,RV10-List
>
> Subject: O540 specs
>
>
> http://www.matronics.com/photoshare/dlm34077@cox.net.04.07.2005/index.html
>
>
> o Main Photo Share Index
>
> http://www.matronics.com/photoshare
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>
> If you wish to submit a Photo Share of your own, please include the
> following information along with your email message and files:
>
> 1) Email List or Lists that they are related to:
> 2) Your Full Name:
> 3) Your Email Address:
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> 6) One-line Description of each photo or file:
>
> Email the information above and your files and photos to:
>
> pictures@matronics.com
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>
Message 26
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| Subject: | Re: Reusing nuts? |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 4/7/2005 3:44:17 P.M. Pacific Daylight Time,
mrobert569@hotmail.com writes:
You can get away with using the same nylock nuts provided that the nylon
insert still has its holding power. BUT.....for critical flight controls
like you are talking I don't recommend it, especially considering the small
cost of a nylock nut.
===================================
Actually, for flight controls I like using the belt and suspenders approach,
nyloc castle nuts that ACS sells and cotter pins. They're not cheap, but if
a pin ever falls out in flight you still have the nyloc.
GV (RV-6A N1GV O-360-A1A, C/S, Dual P-Mags, Flying 737hrs, Silicon Valley,
CA)
Message 27
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| Subject: | Re: Re Engine mount |
--> RV-List message posted by: Jim Oke <wjoke@shaw.ca>
Ah, the light comes on! An RV-6A engine mount does not have those vertical
and horizontal tubes and so there is some "flex" in -6A mount that is not
there in a -6 mount.
"Fiddle and fit" thus looks like the answer in a taildragger 6.
Jim Oke
RV-6A
Wpg, MB
----- Original Message -----
From: "Clive Whittfield" <cazw@ihug.co.nz>
Subject: RV-List: Re Engine mount
> --> RV-List message posted by: "Clive Whittfield" <cazw@ihug.co.nz>
>
> Many thanks to those who replied to my question about the engine mount. I
> also put the question to Vans who recommended moving the mount up the
> required 1/8" to provide bolt clearance. I have decided to do this and
> all seems to be well so far. For those who suggested 'tweaking' the mount
> to fit with cargo straps etc, I doubt this would work on this particular
> mount as there are tubes welded vertically and horizontally between the
> mounting holes that would not allow any movement (Dynafocal mount on plan
> 50). This thing is solid!
>
> Clive Whittfield RV6 fuselage
>
>
>
Message 28
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| Subject: | Re: [ David McNeill ] : New Email List Photo Share Available! |
--> RV-List message posted by: "Konrad L. Werner" <klwerner@comcast.net>
I guess not, based on response so far. They opened just fine for me.
do not archive
----- Original Message -----
From: Tom Gummo
To: rv-list@matronics.com
Sent: Thursday, April 07, 2005 9:36 PM
Subject: Re: RV-List: [ David McNeill ] : New Email List Photo Share Available!
--> RV-List message posted by: "Tom Gummo" <T.gummo@verizon.net>
Anybody else have problems open these files.
Tom Gummo
----- Original Message -----
From: "Email List Photo Shares" <pictures@matronics.com>
To: "Email List Photo Shares" <pictures@matronics.com>
Subject: RV-List: [ David McNeill ] : New Email List Photo Share Available!
> --> RV-List message posted by: Email List Photo Shares
> <pictures@matronics.com>
>
>
> A new Email List Photo Share is available:
>
> Poster: David McNeill <dlm34077@cox.net>
>
> Lists: RV-List,RV10-List
>
> Subject: O540 specs
>
>
> http://www.matronics.com/photoshare/dlm34077@cox.net.04.07.2005/index.html
>
>
> o Main Photo Share Index
>
> http://www.matronics.com/photoshare
>
> o Submitting a Photo Share
>
> If you wish to submit a Photo Share of your own, please include the
> following information along with your email message and files:
>
> 1) Email List or Lists that they are related to:
> 2) Your Full Name:
> 3) Your Email Address:
> 4) One line Subject description:
> 5) Multi-line, multi-paragraph description of topic:
> 6) One-line Description of each photo or file:
>
> Email the information above and your files and photos to:
>
> pictures@matronics.com
>
>
>
Message 29
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| Subject: | Re: I Like my P-Mags (early report) |
--> RV-List message posted by: Vanremog@aol.com
I know that many are interested in hearing reports from those of us who have
converted from original magnetos to the E-Mag and P-Mag electronic
ignitions. I have just completed the retrofit of two P-Mags, replacing the original
Slick magnetos on my O-360-A1A, new in 1997. I have only one half-hour flight
on my dual P-Mags last Saturday on which to base my initial observations.
Also be advised that I installed a new ignition harness and new plugs
(REM37BY gapped at .030" replacing REM38E gapped at .019") at the same time.
I
installed two P-Mags because I like the full redundancy they provide and I fly
over the pointy stuff a lot. The system installed was about 1 lb lighter than
the system it replaced with the moment arm being 42". The system and wiring
was simple to install and there are only minor things that I would add to
the installation manual. One change I would recommend is the use of the larger
gaskets (with upper and lower ears that also encompass the studs) rather
than using the smaller (ring only) gaskets that were provided with the
ignitions. The drive gear that is available from E-Mag appears to be a high quality
part and is needed if you originally had a impulse coupled magneto on one
side. The ignition harness wires were a little short for my liking. The P-Mag
system for Constant speed prop use requires a Manifold Pressure source from
the engine.
So far, my impression is that this is a very good performing ignition system
as far as engine smoothness is concerned. Now, the four cylinder Lycomings
have seldom been accused of being smooth running engines and the fixed 25
degree BTDC advance has never fostered quick changes in throttle position.
Having said that, my O-360 was dynamically balanced by Dave Morss at time zero,
has been running exceptionally well as flat fours go and my oil analyses
(originally Howard Fenton and now done by Blackstone Labs) since day one have
all
been outstanding.
With the new P-Mags, the engine felt much much smoother during acceleration,
cruise and deceleration than it ever had with the magneto ignitions. The
engine also takes throttle much better. Engine CHT, EGT and oil temps remain
basically unchanged but it seems that the engine runs stronger and spins up
readily. I'm getting 185 mph at 23 square burning 9.5 gph at 5000 ft MSL.
I'm currently getting a little ignition noise in the radio and Brad Dement
at E-Mag has advised me to perform some easy checks this weekend and get back
to him with what I've found.
I will be putting more time on the plane this weekend and will provide any
additional info as I get it.
GV (RV-6A N1GV O-360-A1A, C/S, Dual P-Mags, Flying 737hrs, Silicon Valley,
CA)
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