Today's Message Index:
----------------------
1. 05:26 AM - Re: Engine trouble @ Valkaria (Ed Holyoke)
2. 05:46 AM - Re: [Fw: [VAF Mailing List] RV-6A Down - not fatal] (Bill VonDane)
3. 06:06 AM - Re: [Fw: [VAF Mailing List] RV-6A Down - not fatal] (Stewart, Michael (ISS Atlanta))
4. 06:57 AM - RV-6A Down - not fatal (Ron Lee)
5. 08:12 AM - 24 volt dry cell battery... (Bill VonDane)
6. 09:47 AM - Re: RV-6A Down - not fatal (Jerry2DT@aol.com)
7. 11:08 AM - Re: RV Down? - CNN Headline News (Chuck Jensen)
8. 11:32 AM - alodine alternative (James Ochs)
9. 11:50 AM - Re: RV6a for sale (Rquinn1@aol.com)
10. 12:13 PM - Wing Jig for grabs (BRUCE GRAY)
11. 01:32 PM - Engine problems. (Donald Nowakowski)
12. 01:47 PM - ()
13. 01:54 PM - Re: Engine problems. (Kevin Williams)
14. 01:55 PM - Re: Engine problems. (Mike Robertson)
15. 01:59 PM - alodine alternative (James Ochs)
16. 02:29 PM - Re: Engine problems-stuck exhaust valve? (Dave Saylor)
17. 02:34 PM - tank dimple dies ()
18. 03:17 PM - New EFIS model for under $3K (luckymacy@comcast.net (lucky))
19. 03:45 PM - Snorkle for AirFlow Performance FM-200 (Ron Jagels)
20. 03:58 PM - Re: tank dimple dies (Mark A. Sedlacek)
21. 04:16 PM - Re: Engine problems. (Skylor Piper)
22. 04:17 PM - Re: Engine problems. (Victor W. Jacko)
23. 04:51 PM - Re: tank dimple dies (Charlie England)
24. 04:57 PM - Re: (Charlie Kuss)
25. 05:29 PM - Re: vg's for windscreen clearing (Louis Willig)
26. 05:53 PM - Re: Engine problems. (Ed Holyoke)
27. 06:09 PM - Re: New EFIS model for under $3K (Scott VanArtsdalen)
28. 06:51 PM - Re: New EFIS model for under $3K (luckymacy@comcast.net (lucky))
29. 07:12 PM - Re: New EFIS model for under $3K (Mickey Coggins)
30. 07:49 PM - Re: (LarryRobertHelming)
Message 1
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| Subject: | Re: Engine trouble @ Valkaria |
--> RV-List message posted by: Ed Holyoke <bicyclop@pacbell.net>
Update. Got the cowl off and found the exhaust pipe dangling. No nuts, no gasket.
Gone looking for parts. Looks like easy fix.
Ed Holyoke
Ed Holyoke <bicyclop@pacbell.net> wrote:
--> RV-List message posted by: Ed Holyoke
Howdy listers,
Developed some engine trouble today coming back from Sun'n'Fun. #1 cylinder EGT
began to run a couple hundred degrees lower than normal and a kinda slapping
sound like an exhaust leak was audible. The EGT kept decreasing and finally stabilized
at around 950 or so. It had been running over 1400 before. Engine is
very rough.
The good folks at the X59 EAA hangar have kindly offered me the use of the hangar
and compression tester for tomorrow. I'm going to be there pretty early to
uncowl and such. If there's any engine gurus in the neighborhood, I'd be much
obliged if you'd offer some advice. We may be in the market for a cylinder shop
that can do a fairly quick turnaround somewhere near here, too.
My cell # is : 818 723-8272
As you can see by my San Fernando Valley, CA area code, I'm a long ways from home.
Thanks,
Ed Holyoke
Message 2
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| Subject: | Re: [Fwd: [VAF Mailing List] RV-6A Down - not fatal] |
--> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
this plane used to be here in Colorado...and was sold a couple years ago...
I remember hearing that the buyer had to put it down in a field due to an
engine failure, hence the new tanks and tail... sad to hear this, I did
some flying in this plane before I flew mine for the first time...
-Bill
----- Original Message -----
From: "randall" <rv6n6r@comcast.net>
Subject: Re: RV-List: [Fwd: [VAF Mailing List] RV-6A Down - not fatal]
--> RV-List message posted by: "randall" <rv6n6r@comcast.net>
> It also looks like he had newly installed fuel tanks, or they weren't
> installed when the plane was painted.
>
Yeah and elevators and rudder. Curious.
Message 3
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| Subject: | [Fwd: [VAF Mailing List] RV-6A Down - not fatal] |
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
Yes it was involved in an accident as a result of an oil line failure.
Landed long at an airport and sustained damage.
Factual report here:
http://www.ntsb.gov/ntsb/GenPDF.asp?id=LAX04LA269&rpt=fa
Searched it here:
http://www.ntsb.gov/ntsb/query.asp
Enjoy
Mike
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bill VonDane
Subject: Re: RV-List: [Fwd: [VAF Mailing List] RV-6A Down - not fatal]
--> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
this plane used to be here in Colorado...and was sold a couple years
ago...
I remember hearing that the buyer had to put it down in a field due to
an
engine failure, hence the new tanks and tail... sad to hear this, I did
some flying in this plane before I flew mine for the first time...
-Bill
----- Original Message -----
From: "randall" <rv6n6r@comcast.net>
Subject: Re: RV-List: [Fwd: [VAF Mailing List] RV-6A Down - not fatal]
--> RV-List message posted by: "randall" <rv6n6r@comcast.net>
> It also looks like he had newly installed fuel tanks, or they weren't
> installed when the plane was painted.
>
Yeah and elevators and rudder. Curious.
Message 4
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| Subject: | RV-6A Down - not fatal |
--> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
Interesting. This was the first 6A that I looked at possibly buying.
I did create a simple website to help the owner sell it.
http://home.pcisys.net/~ronlee/RV6A/N16TN/N16TN.htm
Ron Lee
Message 5
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| Subject: | 24 volt dry cell battery... |
--> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
Anyone have a source for a 24v dry cell battery?
-Bill
Message 6
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| Subject: | Re: RV-6A Down - not fatal |
--> RV-List message posted by: Jerry2DT@aol.com
If I remember correctly, I looked at this plane in Colorado Springs when it
was for sale a couple years ago, built by Tom Newell. Ron Lee, am I right?
Jerry Cochran
Wilsonville, OR
Subject: [VAF Mailing List] RV-6A Down - not fatal
From: Jim Smith <jsmith@openairnet.com>
http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2005/04/12/HAYWARD12.TMP
A pilot crash-landed a small airplane in a Hayward parking lot early today
after having engine problems shortly after taking off at the city's
airport, officials said.
Message 7
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| Subject: | RV Down? - CNN Headline News |
--> RV-List message posted by: "Chuck Jensen" <cjensen@dts9000.com>
Must be a slow news day. Michael Jackson trial in recess?
Do Not Archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Kyle Boatright
Subject: RV-List: RV Down? - CNN Headline News
--> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.net>
While at lunch, the TV in the restaurant was showing CNN headline news. This was
~12:30 Eastern time.
Anyway, they showed "plane crash" video, showing an RV (probably a -6A or-7A),
which was resting upright in a parking lot, looking like it had gone down with
some airframe damage and a collapsed nosegear. They showed the footage twice,
and I got the impression that it was a live shot from a helicopter somewhere.
I couldn't hear the audio, nor was there a visible scroll at the bottom of
the screen to give a location.
Anyone have more information?
Do not archive.
KB
Message 8
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| Subject: | alodine alternative |
--> RV-List message posted by: James Ochs <jochs@froody.org>
Hi All,
For those of us in chromate unfriendly areas (california ;) are there
good alternatives to alodine? Specfically, I was wondering if anyone
had any experience with safegard CC 3400 from sanchem:
http://www.sanchem.com
their test specs look relatively impressive...
Thanks,
James
(preparing to order the -10)
Message 9
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| Subject: | Re: RV6a for sale |
--> RV-List message posted by: Rquinn1@aol.com
In a message dated 4/10/2005 4:50:04 AM Mountain Daylight Time,
pj115@journey.com writes:
<< pjlein@journey.com >>
I cannot find the airplane on that net.
Thanks
Rollie
Message 10
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| Subject: | Wing Jig for grabs |
--> RV-List message posted by: "BRUCE GRAY" <brucerv84us@hotmail.com>
Hi Everyone,
If anyone is interested in a free standing floor jig for your
horizontal/vertical stab's or wings it's ready to be picked up. Best part
about it is, the wood is dry and it has produced 2 beautiful sets of wings.
ITS FREE! to who ever wants it 1st. Contact me off list at
"brucerv8@charter.net".
Bruce Gray
RV8 #81745
Fuselage Coming Soon!
Message 11
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| Subject: | Engine problems. |
04/13/2005 16:28:36,
Serialize complete at 04/13/2005 16:28:36
--> RV-List message posted by: Donald Nowakowski <nowakod@us.ibm.com>
Folks, Any help would be appreciated. Having said that, Ed Holyoke's
situation is much more dire than mine so help him first (he is traveling,
I am at my home airport).
Plane specifics: RV-6, 0-320-B2C, Fixed pitch Sensenich, Jeff Rose
ignition on the right firing Autolite 386 Auto plugs in the bottom of each
cylinder, Slick Mag on the left firing the top aircraft plugs, New carb at
overhaul, 240hours SMOH.
I was flying the other day for about 1/2 hour when out of the blue the
engine started running extremely rough. Mag check and fuel switch yielded
the same result. All cylinder temps were in the norm except for #4 which
went very hot (512 degrees on the CHT). All other cylinders were a little
warmer than normal but not much...I think the hottest was 320 degrees. I
wish I had the presence of mind to also notice the EGT's but I
didn't....focus was on #4 CHT and getting my butt on the ground.
At full throttle the plane would only muster 120 MPH. As soon as I had the
airport made and pulled power for landing, everything smoothed out. It was
instantaneous with pulling power. After landing and taxi back to the ramp
I did a run up and had full RPM with not even a hint of a miss.
The next day I did a compression check. All cylinder OK except for #4...
80/65. At annual just about a month ago this cylinder was my lowest but
was at 80/70. I was concerned then but my IA friend told me that I
shouldn't worry too much about it but to keep an eye on it. Other three
cylinders 80/78, 80/79, 80/78.
I am totally baffled. I suspected an air leak but found none. I was
worried about detonation but the top of the piston looks great...no
pitting. The cylinder walls look good also. The compression test revealed
that the leak seems to be mostly from the intake but the exhaust is
leaking also.
How do I troubleshoot? I am tempted to fly the plane again (close to the
airport) but I am spooked. I would love to know what happened and have a
fix before heading into the sky. Thanks in advance for any/all
ideas.....don
Don Nowakowski , Equipment Engineering Tech
Telephone (802)288-3359,
"More than anything else the sensation
is one of perfect peace mingled with
an excitement that strains every nerve
to the utmost, if you can conceive of such
a combination."
-- Wilbur
Wright
Message 12
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--> RV-List message posted by: <tomatwork@netscape.com>
After dimpling my tank skins with a standard (Avery) dimple die set I
learned of the tank die set sold by Cleaveland Aircraft. My question
is this: will re-dimpling my tank skins with the tank die set reduce the
strength of the rivetted joint?
Switch to Netscape Internet Service.
As low as $9.95 a month -- Sign up today at http://isp.netscape.com/emreg
Netscape. Just the Net You Need.
Message 13
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| Subject: | Engine problems. |
--> RV-List message posted by: "Kevin Williams" <kevinsky18@hotmail.com>
All I can say is do not give into your temptation to "test fly" this
airplane again until you are confident you have discovered the nature of th
problem. Next time you may not be so lucky especially if you develop
troubles on the climb out.
Kevin
Yellowknife, NT, Canada
RV-8 Wanna Be Builder
From: Donald Nowakowski <nowakod@us.ibm.com>
Subject: RV-List: Engine problems.
complete at 04/13/2005 16:28:36
--> RV-List message posted by: Donald Nowakowski <nowakod@us.ibm.com>
Folks, Any help would be appreciated. Having said that, Ed Holyoke's
situation is much more dire than mine so help him first (he is traveling,
I am at my home airport).
Plane specifics: RV-6, 0-320-B2C, Fixed pitch Sensenich, Jeff Rose
ignition on the right firing Autolite 386 Auto plugs in the bottom of each
cylinder, Slick Mag on the left firing the top aircraft plugs, New carb at
overhaul, 240hours SMOH.
I was flying the other day for about 1/2 hour when out of the blue the
engine started running extremely rough. Mag check and fuel switch yielded
the same result. All cylinder temps were in the norm except for #4 which
went very hot (512 degrees on the CHT). All other cylinders were a little
warmer than normal but not much...I think the hottest was 320 degrees. I
wish I had the presence of mind to also notice the EGT's but I
didn't....focus was on #4 CHT and getting my butt on the ground.
At full throttle the plane would only muster 120 MPH. As soon as I had the
airport made and pulled power for landing, everything smoothed out. It was
instantaneous with pulling power. After landing and taxi back to the ramp
I did a run up and had full RPM with not even a hint of a miss.
The next day I did a compression check. All cylinder OK except for #4...
80/65. At annual just about a month ago this cylinder was my lowest but
was at 80/70. I was concerned then but my IA friend told me that I
shouldn't worry too much about it but to keep an eye on it. Other three
cylinders 80/78, 80/79, 80/78.
I am totally baffled. I suspected an air leak but found none. I was
worried about detonation but the top of the piston looks great...no
pitting. The cylinder walls look good also. The compression test revealed
that the leak seems to be mostly from the intake but the exhaust is
leaking also.
How do I troubleshoot? I am tempted to fly the plane again (close to the
airport) but I am spooked. I would love to know what happened and have a
fix before heading into the sky. Thanks in advance for any/all
ideas.....don
Don Nowakowski , Equipment Engineering Tech
Telephone (802)288-3359,
"More than anything else the sensation
is one of perfect peace mingled with
an excitement that strains every nerve
to the utmost, if you can conceive of such
a combination."
-- Wilbur
Wright
Message 14
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| Subject: | Engine problems. |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
Lcoming Engines have a known valve sticking problem that can be casued by
any number of thinks. If the compression check shows that the leaking is
past the valves, first try staking the vavles first and see what/if that
does. If it doesn't do anything then you may need to get the valves
re-done.
Lycoming has several kep reprints that may help. Here is a short one about
valve sticking. There are some service instrction and service letter
numbers in there that may be of some assistance.
http://www.lycoming.textron.com/main.jsp?bodyPage=support/publications/keyReprints/operation/stickingValves.html
If it is valve sticking, a valve job usually does the trick........not
always, but usually.
Mike Robertson
>From: Donald Nowakowski <nowakod@us.ibm.com>
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RV-List: Engine problems.
>Date: Wed, 13 Apr 2005 15:11:00 -0400 04/13/2005 16:28:36, Serialize
>complete at 04/13/2005 16:28:36
>
>--> RV-List message posted by: Donald Nowakowski <nowakod@us.ibm.com>
>
>Folks, Any help would be appreciated. Having said that, Ed Holyoke's
>situation is much more dire than mine so help him first (he is traveling,
>I am at my home airport).
>
>Plane specifics: RV-6, 0-320-B2C, Fixed pitch Sensenich, Jeff Rose
>ignition on the right firing Autolite 386 Auto plugs in the bottom of each
>cylinder, Slick Mag on the left firing the top aircraft plugs, New carb at
>overhaul, 240hours SMOH.
>
>I was flying the other day for about 1/2 hour when out of the blue the
>engine started running extremely rough. Mag check and fuel switch yielded
>the same result. All cylinder temps were in the norm except for #4 which
>went very hot (512 degrees on the CHT). All other cylinders were a little
>warmer than normal but not much...I think the hottest was 320 degrees. I
>wish I had the presence of mind to also notice the EGT's but I
>didn't....focus was on #4 CHT and getting my butt on the ground.
>
>At full throttle the plane would only muster 120 MPH. As soon as I had the
>airport made and pulled power for landing, everything smoothed out. It was
>instantaneous with pulling power. After landing and taxi back to the ramp
>I did a run up and had full RPM with not even a hint of a miss.
>
>The next day I did a compression check. All cylinder OK except for #4...
>80/65. At annual just about a month ago this cylinder was my lowest but
>was at 80/70. I was concerned then but my IA friend told me that I
>shouldn't worry too much about it but to keep an eye on it. Other three
>cylinders 80/78, 80/79, 80/78.
>
>I am totally baffled. I suspected an air leak but found none. I was
>worried about detonation but the top of the piston looks great...no
>pitting. The cylinder walls look good also. The compression test revealed
>that the leak seems to be mostly from the intake but the exhaust is
>leaking also.
>
>How do I troubleshoot? I am tempted to fly the plane again (close to the
>airport) but I am spooked. I would love to know what happened and have a
>fix before heading into the sky. Thanks in advance for any/all
>ideas.....don
>
>Don Nowakowski , Equipment Engineering Tech
>Telephone (802)288-3359,
>
>"More than anything else the sensation
>is one of perfect peace mingled with
>an excitement that strains every nerve
>to the utmost, if you can conceive of such
>a combination."
> -- Wilbur
>Wright
>
>
Message 15
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| Subject: | alodine alternative |
--> RV-List message posted by: James Ochs <jochs@froody.org>
Hi All,
For those of us in chromate unfriendly areas (i.e. california ;) are
there good alternatives to alodine? Specfically, I was wondering if
anyone had any experience with safegard CC 3400 from sanchem:
http://www.sanchem.com
their test specs look relatively impressive...
Thanks,
James
(preparing to order the -10)
Message 16
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| Subject: | Engine problems-stuck exhaust valve? |
--> RV-List message posted by: "Dave Saylor" <Dave@AirCraftersLLC.com>
Sounds very much like a stuck exhaust valve. Lycoming SB369 goes into great
detail about how to troubleshoot, inspect, repair.
Dave Saylor
AirCrafters LLC
831-722-9141
Message 17
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| Subject: | tank dimple dies |
--> RV-List message posted by: <tomatwork@netscape.com>
Sorry if this was already posted...
After dimpling my tank skins with a standard (Avery) dimple die set I
learned of the tank die set sold by Cleaveland Aircraft. My question
is this: will re-dimpling my tank skins with the tank die set reduce the
strength of the rivetted joint?
Tom
Switch to Netscape Internet Service.
As low as $9.95 a month -- Sign up today at http://isp.netscape.com/emreg
Netscape. Just the Net You Need.
Message 18
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Mid-AtlRVwing@yahoogroups.com (MARV)
| Subject: | New EFIS model for under $3K |
1.25 RCVD_NUMERIC_HELO Received: contains an IP address used for HELO
--> RV-List message posted by: luckymacy@comcast.net (lucky)
For those looking for a hell of deal for the $, here's GRT's new offering. I guess
it's designed to go more head to head price wise with BMT, Dynon and if Dynon
decides to do it their larger EFIS.
Link to a .pdf brochure is at the bottom of the page.
http://www.grtavionics.com/sport.htm
For those looking for a hell of deal for the $, here's GRT's new offering. I guess
it's designed to go more head to head price wisewith BMT, Dynon and if Dynon
decides to do it their larger EFIS.
Link to a .pdf brochure is at the bottom of the page.
http://www.grtavionics.com/sport.htm
Message 19
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| Subject: | Snorkle for AirFlow Performance FM-200 |
--> RV-List message posted by: "Ron Jagels" <rejnovca@verizon.net>
I have an IO-360-M1 with Airflow Performance fuel injection (FM-200 controller).
Using the smooth lower cowl and firewall forward kit from Vans which has a fiberglass
filtered air inlet plenum made for a Bendix fuel injector - hence flat
face mating surface with four bolt holes. Several questions:
1) Has anyone modified the Vans plenum to fit the FM-200 controller? I am aware
of several builders who have placed a wye on the FM inlet and used one branch
for the filtered air inlet and one branch as ram air inlet. This requires adding
a hole in the lower cowl and I'm looking for other solutions.
2) What method was used to attach inlet plenum to the FM-200 controller?
3) What attachment piece was used to transition between the fiberglass plenum and
the FM-200 inlet?
Photos and/or drawings for the above would be greatly appreciated.
Ron Jagels (RV-8A)
Message 20
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| Subject: | tank dimple dies |
--> RV-List message posted by: "Mark A. Sedlacek" <Mark@sedlaceks.com>
Tom, I'm sealing my tanks on my RV-8a now and had also heard of the tank dimple
die set. I asked Van's support if they were necessary and they said heck no.
There's been hundreds of tanks built (if not more) with the standard die set
and they are more than adequate. I decided to pass on them. Regarding the redimpling.
This was another question I asked Van's and their rule of thumb is
you can redo the dimple (reverse/enlarge) one time with out weaking the metal.
Your results may vary...
Regards,
Mark Sedlacek
RV-8a
Wings
San Jose, CA
________________________________
From: owner-rv-list-server@matronics.com on behalf of tomatwork@netscape.com
Subject: RV-List: tank dimple dies
--> RV-List message posted by: <tomatwork@netscape.com>
Sorry if this was already posted...
After dimpling my tank skins with a standard (Avery) dimple die set I
learned of the tank die set sold by Cleaveland Aircraft. My question
is this: will re-dimpling my tank skins with the tank die set reduce the
strength of the rivetted joint?
Tom
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Message 21
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| Subject: | Re: Engine problems. |
--> RV-List message posted by: Skylor Piper <skylor4@yahoo.com>
A significant, sudden CHT excursion like that has to
be a detonation event. You did the correct thing by
getting the plane back onto the ground ASAP.
Depending on the cause, going full rich, reducing
power, and getting on the ground quickly, can control
the detonation and temperature before serious dammage
occurs.
Try replacing BOTH plugs in the #4 cylinder with NEW
ones. If the ceramic on one of the plugs has cracked
or the bond has failed, then the plug won't dissipate
the combustion heat to the cylinder head and become a
hot spot. This is a fairly common problem.
Also, verify your ignition timing!
A leaky or sticking valve will not cause the CHT to
shoot up. A sticking exhaust valve will cause a rise
in EGT, and a drop in CHT.
Skylor
RV-8QB
Under Construction
--- Donald Nowakowski <nowakod@us.ibm.com> wrote:
> --> RV-List message posted by: Donald Nowakowski
> <nowakod@us.ibm.com>
>
> Folks, Any help would be appreciated. Having said
> that, Ed Holyoke's
> situation is much more dire than mine so help him
> first (he is traveling,
> I am at my home airport).
>
> Plane specifics: RV-6, 0-320-B2C, Fixed pitch
> Sensenich, Jeff Rose
> ignition on the right firing Autolite 386 Auto plugs
> in the bottom of each
> cylinder, Slick Mag on the left firing the top
> aircraft plugs, New carb at
> overhaul, 240hours SMOH.
>
> I was flying the other day for about 1/2 hour when
> out of the blue the
> engine started running extremely rough. Mag check
> and fuel switch yielded
> the same result. All cylinder temps were in the norm
> except for #4 which
> went very hot (512 degrees on the CHT). All other
> cylinders were a little
> warmer than normal but not much...I think the
> hottest was 320 degrees. I
> wish I had the presence of mind to also notice the
> EGT's but I
> didn't....focus was on #4 CHT and getting my butt on
> the ground.
>
> At full throttle the plane would only muster 120
> MPH. As soon as I had the
> airport made and pulled power for landing,
> everything smoothed out. It was
> instantaneous with pulling power. After landing and
> taxi back to the ramp
> I did a run up and had full RPM with not even a hint
> of a miss.
>
> The next day I did a compression check. All cylinder
> OK except for #4...
> 80/65. At annual just about a month ago this
> cylinder was my lowest but
> was at 80/70. I was concerned then but my IA friend
> told me that I
> shouldn't worry too much about it but to keep an eye
> on it. Other three
> cylinders 80/78, 80/79, 80/78.
>
> I am totally baffled. I suspected an air leak but
> found none. I was
> worried about detonation but the top of the piston
> looks great...no
> pitting. The cylinder walls look good also. The
> compression test revealed
> that the leak seems to be mostly from the intake but
> the exhaust is
> leaking also.
>
> How do I troubleshoot? I am tempted to fly the plane
> again (close to the
> airport) but I am spooked. I would love to know what
> happened and have a
> fix before heading into the sky. Thanks in advance
> for any/all
> ideas.....don
>
> Don Nowakowski , Equipment Engineering Tech
> Telephone (802)288-3359,
>
> "More than anything else the sensation
> is one of perfect peace mingled with
> an excitement that strains every nerve
> to the utmost, if you can conceive of such
> a combination."
>
> -- Wilbur
> Wright
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
>
>
>
>
__________________________________
Message 22
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| Subject: | Engine problems. |
--> RV-List message posted by: "Victor W. Jacko" <vicwj@earthlink.net>
Someone posted a statement similar to yours. He was told by an "old"
A&P that at about 300 hours or so the Lycoming will "stick a valve "
then it will unstuck and everything will be OK after that.
How many hours on your engine?
Vic
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Mike Robertson
Subject: RE: RV-List: Engine problems.
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
Lcoming Engines have a known valve sticking problem that can be casued
by
any number of thinks. If the compression check shows that the leaking
is
past the valves, first try staking the vavles first and see what/if that
does. If it doesn't do anything then you may need to get the valves
re-done.
Lycoming has several kep reprints that may help. Here is a short one
about
valve sticking. There are some service instrction and service letter
numbers in there that may be of some assistance.
http://www.lycoming.textron.com/main.jsp?bodyPage=support/publications/k
eyReprints/operation/stickingValves.html
If it is valve sticking, a valve job usually does the trick........not
always, but usually.
Mike Robertson
>From: Donald Nowakowski <nowakod@us.ibm.com>
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RV-List: Engine problems.
>Date: Wed, 13 Apr 2005 15:11:00 -0400 04/13/2005 16:28:36,
Serialize
>complete at 04/13/2005 16:28:36
>
>--> RV-List message posted by: Donald Nowakowski <nowakod@us.ibm.com>
>
>Folks, Any help would be appreciated. Having said that, Ed Holyoke's
>situation is much more dire than mine so help him first (he is
traveling,
>I am at my home airport).
>
>Plane specifics: RV-6, 0-320-B2C, Fixed pitch Sensenich, Jeff Rose
>ignition on the right firing Autolite 386 Auto plugs in the bottom of
each
>cylinder, Slick Mag on the left firing the top aircraft plugs, New carb
at
>overhaul, 240hours SMOH.
>
>I was flying the other day for about 1/2 hour when out of the blue the
>engine started running extremely rough. Mag check and fuel switch
yielded
>the same result. All cylinder temps were in the norm except for #4
which
>went very hot (512 degrees on the CHT). All other cylinders were a
little
>warmer than normal but not much...I think the hottest was 320 degrees.
I
>wish I had the presence of mind to also notice the EGT's but I
>didn't....focus was on #4 CHT and getting my butt on the ground.
>
>At full throttle the plane would only muster 120 MPH. As soon as I had
the
>airport made and pulled power for landing, everything smoothed out. It
was
>instantaneous with pulling power. After landing and taxi back to the
ramp
>I did a run up and had full RPM with not even a hint of a miss.
>
>The next day I did a compression check. All cylinder OK except for
#4...
>80/65. At annual just about a month ago this cylinder was my lowest but
>was at 80/70. I was concerned then but my IA friend told me that I
>shouldn't worry too much about it but to keep an eye on it. Other three
>cylinders 80/78, 80/79, 80/78.
>
>I am totally baffled. I suspected an air leak but found none. I was
>worried about detonation but the top of the piston looks great...no
>pitting. The cylinder walls look good also. The compression test
revealed
>that the leak seems to be mostly from the intake but the exhaust is
>leaking also.
>
>How do I troubleshoot? I am tempted to fly the plane again (close to
the
>airport) but I am spooked. I would love to know what happened and have
a
>fix before heading into the sky. Thanks in advance for any/all
>ideas.....don
>
>Don Nowakowski , Equipment Engineering Tech
>Telephone (802)288-3359,
>
>"More than anything else the sensation
>is one of perfect peace mingled with
>an excitement that strains every nerve
>to the utmost, if you can conceive of such
>a combination."
> -- Wilbur
>Wright
>
>
Message 23
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| Subject: | Re: tank dimple dies |
--> RV-List message posted by: Charlie England <ceengland@bellsouth.net>
You don't 'need' them, but I used the standard dies on the tanks &
regret it. Of course, what I really regret is not building the tanks
like Boeing: rivet ribs to skin dry then proseal the shop heads & seams.
Charlie
Mark A. Sedlacek wrote:
>--> RV-List message posted by: "Mark A. Sedlacek" <Mark@sedlaceks.com>
>
>Tom, I'm sealing my tanks on my RV-8a now and had also heard of the tank dimple
die set. I asked Van's support if they were necessary and they said heck no.
There's been hundreds of tanks built (if not more) with the standard die set
and they are more than adequate. I decided to pass on them. Regarding the
redimpling. This was another question I asked Van's and their rule of thumb is
you can redo the dimple (reverse/enlarge) one time with out weaking the metal.
Your results may vary...
>
>Regards,
>
>Mark Sedlacek
>RV-8a
>Wings
>San Jose, CA
>
>________________________________
>
>From: owner-rv-list-server@matronics.com on behalf of tomatwork@netscape.com
>To: rv-list@matronics.com
>Subject: RV-List: tank dimple dies
>
>
>--> RV-List message posted by: <tomatwork@netscape.com>
>
>
>Sorry if this was already posted...
>
>
>After dimpling my tank skins with a standard (Avery) dimple die set I
>learned of the tank die set sold by Cleaveland Aircraft. My question
>is this: will re-dimpling my tank skins with the tank die set reduce the
>strength of the rivetted joint?
>
>
>Tom
>
Message 24
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--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
No, it will not. However, why bother. It has been found that the tank dies
are best used only on the under lying structure (ribs and rear baffle).
Charlie Kuss
>--> RV-List message posted by: <tomatwork@netscape.com>
>
>
> After dimpling my tank skins with a standard (Avery) dimple die set I
> learned of the tank die set sold by Cleaveland Aircraft. My question
>is this: will re-dimpling my tank skins with the tank die set reduce the
>strength of the rivetted joint?
>
>
>Switch to Netscape Internet Service.
>As low as $9.95 a month -- Sign up today at http://isp.netscape.com/emreg
>
>Netscape. Just the Net You Need.
>
>
Message 25
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| Subject: | Re: vg's for windscreen clearing |
--> RV-List message posted by: Louis Willig <larywil@comcast.net>
At 09:46 PM 4/12/2005, you wrote:
>--> RV-List message posted by: "Alex Peterson" <alexpeterson@earthlink.net>
>
>I have noticed patterns of "dead" air on the windscreen of my 6A. What I
>mean is that if flying in mist, there is minimal tendency for the airstream
>to blow beads of water from the center two feet or so of the windscreen. I
>have flown side by side with 8's which do not seem to have this problem. It
>doesn't matter if I use rain-ex (I've done tests with other products as
>well, covering the left half of the windscreen and looking for mist to fly
>in - no difference). The general problem seems to be a lack of high
>velocity air near the windscreen. I've even noticed when flying in light
>snow flurries that one can see individual snowflakes as they momentarily
>pause just ahead of the windscreen.
>
>The question is: Would placing a few vg's ahead of the windscreen help this?
>And, have others noticed this phenomenon?
The builder of my RV-4, Pete Fountain, placed the the cockpit cooling
airscoop (NACA airscoop) on the lower half of the left side of the engine
cowling. The result was terrible. This was in an area of dead airflow, and
almost no airflow could be detected. I suggested to him that he place two
VG's ahead of the scoop, as I had heard of all sorts of "miracle cures"
from using VG's. Within two hours, Pete fashioned two small aluminum VG's,
double face taped them on ( positioned purely by guesswork), and went
flying. I got a call two hours and 10 minutes after I first suggested the
VG's to Pete. He couldn't get over it, "They worked beautifully!" They were
removed, painted, and replaced with a better quality of double face tape.
They are still there after 470 hours.
You can go wrong try the same thing. I would guess that you might want to
try several positions. Good luck.
-
Louis I Willig
1640 Oakwood Dr.
Penn Valley, PA 19072
610 668-4964
RV-4, N180PF
190HP IO-360, C/S prop
Message 26
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| Subject: | Re: Engine problems. |
--> RV-List message posted by: Ed Holyoke <bicyclop@pacbell.net>
Donald Nowakowski <nowakod@us.ibm.com> wrote:
--> RV-List message posted by: Donald Nowakowski
Folks, Any help would be appreciated. Having said that, Ed Holyoke's
situation is much more dire than mine so help him first (he is traveling,
I am at my home airport).
My problem's all solved, thank goodness. A new blow proof exhaust gasket did the
trick and I'm back in business. I owe the local chapter big time for lending
the hangar. I hope Donald can get his problem solved quickly, too.
Pax,
Ed Holyoke
Message 27
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| Subject: | Re: New EFIS model for under $3K |
--> RV-List message posted by: Scott VanArtsdalen <svanarts@yahoo.com>
Sweet. I'd be sold if they'd throw in the moving map and GPS like Blue
Mountain does.
Do not archive
On Apr 13, 2005, at 3:13 PM, lucky wrote:
> --> RV-List message posted by: luckymacy@comcast.net (lucky)
>
> For those looking for a hell of deal for the $, here's GRT's new
> offering. I guess it's designed to go more head to head price wise
> with BMT, Dynon and if Dynon decides to do it their larger EFIS.
>
> Link to a .pdf brochure is at the bottom of the page.
>
> http://www.grtavionics.com/sport.htm
>
> For those looking for a hell of deal for the $, here's GRT's new
> offering. I guess it's designed to go more head to head price wisewith
> BMT, Dynon and if Dynon decides to do it their larger EFIS.
>
> Link to a .pdf brochure is at the bottom of the page.
>
> http://www.grtavionics.com/sport.htm
>
>
Message 28
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| Subject: | Re: New EFIS model for under $3K |
--> RV-List message posted by: luckymacy@comcast.net (lucky)
When you learn more about what they currently have and where they are going to
develop further with their more expensive efis 1 then I think it becomes clearer
why they won't do that.
With this model I think they are making the bet that there's so many potential
customers that either 1) already have a decent separate GPS system that can feed
into their sport efis that it's not a show stopper for most customers and 2)
for the price difference between the sport and the efis 1 a Garmin 296 more
than makes up for the difference in a sweet way. No sense trying to compete against
the great hand helds that are out there at this price point when they also
need to give folks reasons to still buy their more expensive EFIS 1.
Overall, for the price, it's a great alternative. Competition is a wonderful thing!
lucky
-------------- Original message --------------
> --> RV-List message posted by: Scott VanArtsdalen
>
> Sweet. I'd be sold if they'd throw in the moving map and GPS like Blue
> Mountain does.
>
> Do not archive
>
> On Apr 13, 2005, at 3:13 PM, lucky wrote:
>
> > --> RV-List message posted by: luckymacy@comcast.net (lucky)
> >
> > For those looking for a hell of deal for the $, here's GRT's new
> > offering. I guess it's designed to go more head to head price wise
> > with BMT, Dynon and if Dynon decides to do it their larger EFIS.
> >
> > Link to a .pdf brochure is at the bottom of the page.
> >
> > http://www.grtavionics.com/sport.htm
> >
> > For those looking for a hell of deal for the $, here's GRT's new
> > offering. I guess it's designed to go more head to head price wisewith
> > BMT, Dynon and if Dynon decides to do it their larger EFIS.
> >
> > Link to a .pdf brochure is at the bottom of the page.
> >
> > http://www.grtavionics.com/sport.htm
> >
> >
>
>
>
>
>
>
When you learn more about what they currently have and where they are going to
develop further with their more expensive efis 1 then I think it becomes clearer
why they won't do that.
With this model I think they are making the bet that there's so many potential
customers that either 1) already have a decent separate GPS system that can feed
into their sport efis that it's not a show stopper for most customers and 2)
for the price difference between the sport and the efis 1 a Garmin 296 more
than makes up for the difference in a sweet way. No sense trying to compete against
the great hand helds that are out there at this price point when they also
need to give folks reasons to still buy theirmore expensiveEFIS 1.
Overall, for the price, it's a great alternative. Competition is a wonderful thing!
lucky
-------------- Original message --------------
-- RV-List message posted by: Scott VanArtsdalen <SVANARTS@YAHOO.COM>
Sweet. I'd be sold if they'd throw in the moving map and GPS like Blue
Mountain does.
Do not archive
On Apr 13, 2005, at 3:13 PM, lucky wrote:
-- RV-List message posted by: luckymacy@comcast.net (lucky)
For those looking for a hell of deal for the $, here's GRT's new
offering. I guess it's designed to go more head to head price wise
with BMT, Dynon and if Dynon decides to do it their larger EFIS.
Link to a .pdf brochure is at the bottom of the page.
http://www.grtavionics.com/sport.htm
For those looking for a hell of deal for the $,
here's GRT's new
offering. I guess it's designed to go more head to head price wisewith
BMT, Dynon and if Dynon decides to do it their larger EFIS.
Link to a .pdf brochure is at the bottom of the page.
http://www.grtavionics.com/sport.htm
Message 29
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| Subject: | Re: New EFIS model for under $3K |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
> Overall, for the price, it's a great alternative. Competition is a wonderful
thing!
Agreed. What would also be nice is a comparison table
with this device and the two major competitors, the
BMA EFIS/Lite and the Dynon D10A.
--
Mickey Coggins
http://www.rv8.ch/
#82007 Wiring
Message 30
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--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
I would be careful if you decide to do it. Here is the concern I have with
this. Once you dimple, you have very slightly enlarged the original hole
size. Now when redimpling, you are putting the already slightly larger hole
again on the dimple die, you have a good chance of having a slight
misalignment rather than the die being dead center as it was the first time.
It will not be much off, but it will be there. I'd say the resulting dimple
will not be perfect. I would do the other tank with the Cleveland dies
leaving what was done done; and after you get the plane painted, see if you
can tell a difference. My experience: I built my wings and used Avery
dies. My friend has the Cleveland tank dies. His might look better than
mine but it is not overwhelmingly different.
Indiana Larry, RV7 Tip Up -- Ready for first flight just about any time it
is right.........
> --> RV-List message posted by: <tomatwork@netscape.com>
>
>
> After dimpling my tank skins with a standard (Avery) dimple die set I
> learned of the tank die set sold by Cleaveland Aircraft. My question
> is this: will re-dimpling my tank skins with the tank die set reduce the
> strength of the rivetted joint?
>
>
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