Today's Message Index:
----------------------
1. 05:27 AM - Re: 3/16 rivets and a 2X gun (LarryRobertHelming)
2. 06:05 AM - Long glide to landing (Charles Heathco)
3. 06:19 AM - Re: Long glide to landing (linn walters)
4. 06:42 AM - Re: Aluminum Air Vents (Bob J)
5. 06:43 AM - Re: Long glide to landing (Ed Anderson)
6. 06:51 AM - Re: Aluminum Air Vents (Larry Bowen)
7. 08:02 AM - Re: Long glide to landing (Tracy Crook)
8. 09:18 AM - Oil Cooler Block Fittings (Tom & Cathy Ervin)
9. 09:32 AM - Re: Long glide to landing (Kyle Boatright)
10. 09:32 AM - Re: Long glide to landing (Kyle Boatright)
11. 10:45 AM - Re: Long glide to landing (Tedd McHenry)
12. 11:12 AM - Re: Long glide to landing (Chris W)
13. 11:15 AM - Lower cowl movement estimate (DAVID REEL)
14. 11:35 AM - compression checking an engine (dave)
15. 12:01 PM - Re: compression checking an engine (linn walters)
16. 12:32 PM - Hinge pin on fiberglass 6a gear (Don Mack)
17. 01:13 PM - Tip up Canopy Vs. Slider (RV3 PILOT)
18. 01:59 PM - Re: Tip up Canopy Vs. Slider (Ed Anderson)
19. 02:52 PM - Re: Long glide to landing (LARRY ADAMSON)
20. 03:01 PM - Re: compression checking an engine (cgalley)
21. 03:56 PM - try-it-yourself fly-in - was Long glide to landing (Aircraft Technical Book Company)
22. 04:20 PM - Re: magneto's check on EIS (bertrv6@highstream.net)
23. 04:41 PM - Langley (BC) Fly-in 2005 (Tedd McHenry)
24. 04:42 PM - Re: Aluminum Air Vents (Fabian Lefler)
25. 04:44 PM - Re: Hinge pin on fiberglass 6a gear (Fiveonepw@aol.com)
26. 05:22 PM - Re: Aluminum Air Vents (Stein Bruch)
27. 05:57 PM - Prop for sale on Ebay (Jeff Point)
28. 06:29 PM - Re: magneto's check on EIS (Bill VonDane)
29. 06:45 PM - high egts (dave)
30. 07:48 PM - Re: high egts (Charlie England)
31. 07:52 PM - Re: Tip up Canopy Vs. Slider (Vanremog@aol.com)
32. 07:57 PM - Re: try-it-yourself fly-in - was Long glide to landing (Doug Rozendaal)
33. 09:30 PM - Re: try-it-yourself fly-in - was Long glide to landing (Rob Prior (rv7))
34. 09:33 PM - Re: Long glide to landing (Curt Reimer)
35. 10:26 PM - Re: try-it-yourself fly-in - was Long glide to landing (Greg Young)
36. 10:30 PM - Re: try-it-yourself fly-in - was Long glide to landing (HCRV6@aol.com)
37. 10:42 PM - Re: try-it-yourself fly-in - was Long glide to landing (Greg Young)
38. 11:39 PM - Re: try-it-yourself fly-in - was Long glide to landing (Garth Shearing)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: 3/16 rivets and a 2X gun |
--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
I have built my entire plane using only a 2X gun. It works and is lighter
in weight. A 3X gun will work also but be a bit heavier. The 2X gun works
but may take a two or three seconds when working on rivets surrounded by
heavy structure. You don't need a heavier gun with Van's RV8 kit.
Indiana Larry, RV7 Tip Up FLYING - Phase 1 Test
----- Original Message -----
From: <MLWynn@aol.com>
Subject: RV-List: 3/16 rivets and a 2X gun
> --> RV-List message posted by: MLWynn@aol.com
>
> Hi all
>
> I have been looking at the lone 3/16 (fixed a boo-boo) rivet that I have
> to
> install in my forward HS spar. I have a 2X rivet gun. I have done a pile
> of
> practice rivets. The 2X drives the rivet okay, if a little slow. Someone
> had
> said that they wouldn't use less than a 4X gun for that size rivet. What
> exactly is the difference? Is there a bigger weight being popped by the
> pneumatics?
>
> Besides being slower, is there an important disadvantage or problem
> associated with using my gun? I would hate to buy another gun for one
> rivet.
>
> Thanks
>
> Michael Wynn
> RV-8, Empennage
> San Ramon, California
>
>
>
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Long glide to landing |
--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
Last Thur we had a rare exelent flying day, I thought I would try to hit Jax county
from 10 miles out and 5000' strait in (I keep an anouncment going, no one
in the pattern)
I thought I was doing pretty good untill I got about mile and half out, looked
like overshoot so did some slow s's, then steep slip, but only got to pattern
altitude at about
short final, gave it up. I hadnt tried this since I got my coml long time ago.
Yhis was in my 6a. I think this would be good practice and wondered if any of
you do this, and what is your procedure? This might be of intrest to otheres as
well. Charlie heathco
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Long glide to landing |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
Charles Heathco wrote:
>--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
>
>Last Thur we had a rare exelent flying day, I thought I would try to hit Jax county
from 10 miles out and 5000' strait in (I keep an anouncment going, no one
in the pattern)
>I thought I was doing pretty good untill I got about mile and half out, looked
like overshoot so did some slow s's, then steep slip, but only got to pattern
altitude at about
>short final, gave it up. I hadnt tried this since I got my coml long time ago.
Yhis was in my 6a. I think this would be good practice and wondered if any of
you do this, and what is your procedure? This might be of intrest to otheres
as well. Charlie heathco
>
I've done this in all my airplanes ..... just to be able tp put the info
into my iPAQ with AnywhereMap. I start at 4500' 10 miles from my
airport, set up best glide speed and then noted the altitude when over
the airport. I do this a couple of times to get a good average since
I'm not that good maintaining that airspeed! :-(
Haven't had to use the data yet! :-)
Linn
do not archive
>
>
>
>
--
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Aluminum Air Vents |
--> RV-List message posted by: Bob J <rocketbob@gmail.com>
Jeff Mears (aka Airkit LLC) is a friend of mine and an RV-6A driver.
He supplies these to Van's, AC$, Affordable Panels, etc. and also
sells them directly. He has continually made improvements to the
vents, the latest generation work very smoothly and seal better than
the previous generations. He has also developed some new sizes of
vents, one of which is designed to work in a 2" hole with a screwed-on
piece behind the panel which accepts a 2" scat tube. The website
should be updated within the next few days showing these new models.
Regards,
Bob Japundza
RV-6 flying 600+ hours F1 under const.
On 4/30/05, Stein Bruch <stein@steinair.com> wrote:
> --> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
>
> Ummm....not really - Sometimes people take credit for things that they
> shouldn't....
>
> Anyway, these vents are actually made by a company called "Airkit, LLC".
> The same Vents are sold for the same price by a lot of people, including
> Van's Aircraft
> (http://www.vansaircraft.com/cgi-bin/catalog.cgi?ident=1114912044-64-423&bro
> wse=heatvent). I actually looked into stocking them, but with such a small
> company like Airkit and not a lot of margin, I figured I'd just point people
> to the companies website (http://www.airkitllc.com) and tell people to buy
> them direct for only $5.00 more. I like to see small business like that
> succeed so I throw as much business directly to them as I can!
>
> Those are nice vents but pretty large. I use the standard sized Wemac
> Aluminum vents in both my RV's and like them the best. I've used the large
> ones, but IHMO, they aren't quite as nice overall as the smaller ones when
> it comes to directing airflow. I like to direct a stream of air onto my
> face, chest or forehead when I like, and the smaller 1.5+" ones work best
> for me. You can get them for $50+ something at ACS or other places, but my
> personal favorite place is just digging through an aircraft junkyard (like
> Wentworth) until you find some you need. They usually sell them for much
> less.
>
> Just my 2 cents as usual!
>
> Cheers,
> Stein.
>
> P.S., no flames intended.
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of Charlie Kuss
> To: rv-list@matronics.com
> Subject: Re: RV-List: Aluminum Air Vents
>
> --> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
>
> Paul
> Local RV-9A builder Fabian Lefler owns AFFORDABLE PANELS.com Fabian
> designed and is marketing a very nice aluminum vent the same size as Vans.
> His price is better than most of the other aluminum vents I've seen. See
>
> http://www.affordablepanels.com/aluminum_vents.htm
>
> Charlie Kuss
>
> >--> RV-List message posted by: Paul Trotter <ptrotter@acm.org>
> >
> >I don't particularly like the plastic eyeball vents that Vans supplies and
> >would like to use aluminum vents instead. I recall seeing several units
> >advertised but can't seem to remember where. Does anybody know who has
> >these at a better price than the normal places like Spruce?
> >
> >Thanks,
> >
> >Paul
> >RV-8
> >
> >
>
>
>
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Long glide to landing |
--> RV-List message posted by: "Ed Anderson" <eanderson@carolina.rr.com>
Depends on what you are trying to achieve, Charles
If I am practicing "engine out" then my procedure is to "save" every bit of
altitude I can and arrive over the airfield with as much altitude remaining
as possible. Then depending on altitude, I do a couple of tight 360 deg
turns combined with additional "S" turns if necessary to loose sufficient
altitude. I come in higher and a bit faster on final than normal. My
personal philosophy is I would rather go off the far end of the runway at 20
mph than find myself short on airspeed and altitude on the arrival end of
the runway.
If I am doing long straight-in approaches (which I do not normally do), I
mentally calculate from my desired descent airspeed how long it would take
me to get to the airport from my start descent position. Then I estimate
what rate of descent would get me to pattern altitude in the time I
calculated. And if I hold those parameters I find I generally arrive with
close approximation to the altitude I expected (with perhaps some
adjustments on the way down for wind, other factors, etc).
My Garmin 195 has a Vertical Nav mode whereby you can specify your desired
altitude at destination and desired rate of descent and then just fly the
descent bar when the system tells when you are at your start descent point -
quite accurate. It calculates where you need to start your descent based on
altitude, groundspeed and specified rate of descent and then notifies you
when you are approach your start descent point.
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC 28104
----- Original Message -----
From: "Charles Heathco" <cheathco@comcast.net>
Subject: RV-List: Long glide to landing
> --> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
>
> Last Thur we had a rare exelent flying day, I thought I would try to hit
> Jax county from 10 miles out and 5000' strait in (I keep an anouncment
> going, no one in the pattern)
> I thought I was doing pretty good untill I got about mile and half out,
> looked like overshoot so did some slow s's, then steep slip, but only got
> to pattern altitude at about
> short final, gave it up. I hadnt tried this since I got my coml long time
> ago. Yhis was in my 6a. I think this would be good practice and wondered
> if any of you do this, and what is your procedure? This might be of
> intrest to otheres as well. Charlie heathco
>
>
>
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Aluminum Air Vents |
--> RV-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
If you are not in a hurry, the best deals for these vents are on eBay. I've
bought several there.
-
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
> -----Original Message-----
>--> RV-List message posted by: Paul Trotter <ptrotter@acm.org>
>
>I don't particularly like the plastic eyeball vents that Vans
>supplies and would like to use aluminum vents instead. I recall
>seeing several units advertised but can't seem to remember where.
>Does anybody know who has these at a better price than the
normal places like Spruce?
>Thanks,
>
>Paul
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Long glide to landing |
Seal-Send-Time: Sun, 1 May 2005 11:01:14 -0400
--> RV-List message posted by: "Tracy Crook" <lors01@msn.com>
I agree that this is good practice. I did find that the glide ratio varied greatly
depending on idle speed of engine not to mention engine stopped. I was surprised
that my engine out (fixed pitch prop stopped) sink rate was higher than
with even a low idle. I'd always heard that it was the other way around.
How were you guys testing?
Tracy Crook
Rotary powered RV-4
Charles Heathco wrote:
>--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net<mailto:cheathco@comcast.net>>
>
>Last Thur we had a rare exelent flying day, I thought I would try to hit Jax
county from 10 miles out and 5000' strait in (I keep an anouncment going, no
one in the pattern)
>I thought I was doing pretty good untill I got about mile and half out, looked
like overshoot so did some slow s's, then steep slip, but only got to pattern
altitude at about
>short final, gave it up. I hadnt tried this since I got my coml long time ago.
Yhis was in my 6a. I think this would be good practice and wondered if any
of you do this, and what is your procedure? This might be of intrest to otheres
as well. Charlie heathco
>
I've done this in all my airplanes ..... just to be able tp put the info
into my iPAQ with AnywhereMap. I start at 4500' 10 miles from my
airport, set up best glide speed and then noted the altitude when over
the airport. I do this a couple of times to get a good average since
I'm not that good maintaining that airspeed! :-(
Haven't had to use the data yet! :-)
Linn
do not archive
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Oil Cooler Block Fittings |
--> RV-List message posted by: "Tom & Cathy Ervin" <tcervin@valkyrie.net>
List,
Mounting a S&W 8432R oil cooler to the left side firewall of
my RV6-A, new 360-A1A and would like input on the following:
1) Do I need to purchase fittings to go in the block oil inlet and
outlets after the plugs are removed or do the oil hoses screw directly in the
block?
2) If fittings are required which ones and what is a good source
to acquire them from?
I have a 3 in. cooling hose running off the left baffle with a door to
a cooler which is sized for a 0-540! Been told oil temps should not be a problem.
All input appreciated.
Tom in Ohio
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Long glide to landing |
--> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.net>
----- Original Message -----
From: "Tracy Crook" <lors01@msn.com>
Subject: Re: RV-List: Long glide to landing
> --> RV-List message posted by: "Tracy Crook" <lors01@msn.com>
>
> I agree that this is good practice. I did find that the glide ratio
> varied greatly depending on idle speed of engine not to mention engine
> stopped. I was surprised that my engine out (fixed pitch prop stopped)
> sink rate was higher than with even a low idle. I'd always heard that it
> was the other way around.
>
> How were you guys testing?
>
> Tracy Crook
> Rotary powered RV-4
> Charles Heathco wrote:
Tracy and others...
Most fixed pitch RV's get a meaningful amount of thrust at idle, up to a
speed that equals the advance rate of the prop x RPM. That math is boring,
but here's a real-world example that might shed some light:
A simple For instance, my airplane trues out at 200 mph at 2700 rpm and at
1000' or less. Dividing that RPM by 4 gives 675 rpm, and dividing the speed
by 4 gives 50 mph. So, at 675 RPM, the prop will be giving some amount of
thrust up to 50 mph, beyond that, it is a drag producer.
However, in an idle throttle glide, my airplane idles at something like 1150
rpm at 80 miles an hour. If you ratio the RPM vs speed between glide and
ground idle, you get 1150rpm /675rpm = (X mph)/50mph. Solve for X and you
get 85 mph. So, my prop is more or less thrust neutral at 85 mph in a
glide, and is probably adding a little thrust below that speed. That creates
one of the minor challenges of landing a fixed pitch prop RV - once you
flare, the residual prop thrust adds a meaningful amount of distance as you
float down the runway in ground effect.
All of which wraps around to your observation that that a fixed pitch RV
doesn't glide as well with the prop stopped as with the engine at idle.
KB
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Long glide to landing |
--> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.net>
----- Original Message -----
From: "Tracy Crook" <lors01@msn.com>
Subject: Re: RV-List: Long glide to landing
> --> RV-List message posted by: "Tracy Crook" <lors01@msn.com>
>
> I agree that this is good practice. I did find that the glide ratio
> varied greatly depending on idle speed of engine not to mention engine
> stopped. I was surprised that my engine out (fixed pitch prop stopped)
> sink rate was higher than with even a low idle. I'd always heard that it
> was the other way around.
>
> How were you guys testing?
>
> Tracy Crook
> Rotary powered RV-4
> Charles Heathco wrote:
Tracy and others...
Most fixed pitch RV's get a meaningful amount of thrust at idle, up to a
speed that equals the advance rate of the prop x RPM. That math is boring,
but here's a real-world example that might shed some light:
A simple For instance, my airplane trues out at 200 mph at 2700 rpm and at
1000' or less. Dividing that RPM by 4 gives 675 rpm, and dividing the speed
by 4 gives 50 mph. So, at 675 RPM, the prop will be giving some amount of
thrust up to 50 mph, beyond that, it is a drag producer.
However, in an idle throttle glide, my airplane idles at something like 1150
rpm at 80 miles an hour. If you ratio the RPM vs speed between glide and
ground idle, you get 1150rpm /675rpm = (X mph)/50mph. Solve for X and you
get 85 mph. So, my prop is more or less thrust neutral at 85 mph in a
glide, and is probably adding a little thrust below that speed. That creates
one of the minor challenges of landing a fixed pitch prop RV - once you
flare, the residual prop thrust adds a meaningful amount of distance as you
float down the runway in ground effect.
All of which wraps around to your observation that that a fixed pitch RV
doesn't glide as well with the prop stopped as with the engine at idle.
KB
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Long glide to landing |
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
Here's how we used to set up forced landings in the Canadian air force.
Start by knowing how much altitude you lose in a comfortable 360-degree turn.
We used 30 degrees of bank, but you can use whatever bank angle feels most
comfortable at best-glide speed. Add a little to that for a margin of error
(we added 500 feet for training jets, but less would probably be appropriate
for an RV). That number is the altitude for high key, the starting point of
the forced landing.
Ideally, in a forced landing situation, you arrive over the button of the
runwat at high key, execute a 360 turn, and land. Once you know high key, it's
easy to calculate what low key (the 180-degree point) and final key (the
270-degree point) should be.
Inevitabley, you'll find yourself arriving at the runway above or below high
key altitude.
If it looks like you're going to be a bit above high key, then S-turn or slip
to kill the extra altitude. If you still arrive at high key a bit high, then
fly an oval pattern instead of a 360-degree turn. For example, if you arrive
at high key 500 feet high, then do a 180-degree turn followed by a short
downwind leg (losing about 250 feet, plus or minus a bit depending on wind)
followed by a final turn to the runway. If you arrivce at double the high key
altitude, simply do two 360-degree turns.
If it looks like you're going to arrive below high key altitude you need to
modify the approach. In a real-world situation you're unlikely to be
approaching from the extended runway centerline. So you'll be joining the
360-degree pattern at a tangent point. Imagine that the pattern is a giant
roll of tape, with the free end over the button of the runway. In your mind's
eye, unwind the tape until it's coincident with your approach path. That gives
you a de facto "high key" at some point along your track. Aim to arrive over
that point at high key altitude.
If you practice forced landings that way (which, admittedly, requires access to
an airfield with very little traffic), you'll find that you can do them very
reliably, with as much confidence as a glider pilot has on any normal landing.
Tedd McHenry
Surrey, BC, Canada
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Long glide to landing |
--> RV-List message posted by: Chris W <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
Tracy Crook wrote:
>--> RV-List message posted by: "Tracy Crook" <lors01@msn.com>
>
>I agree that this is good practice. I did find that the glide ratio varied greatly
depending on idle speed of engine not to mention engine stopped. I was
surprised that my engine out (fixed pitch prop stopped) sink rate was higher than
with even a low idle. I'd always heard that it was the other way around.
>
>How were you guys testing?
>
>
I recently did some testing in the RV7 for FS 2004 just for fun. I
started at 10,000 ft which was 8,800 ft AGL. First I killed the engine,
glided down and landed in a field with the prop windmilling. The glide
lasted 14 nautical miles that time. The second time I stopped the
prop. The trick to that in the simulator, is you have to pull the nose
up to about 60 degrees, wait for it to fall and then recover. A full
flaps stall will not stop the prop in the simulator. That time I made
it 19 nautical miles. Both times I held 95 +/- 3 knots. I have not
tried it with the engine at idle. Just for the record, the simulated
RV7 has a 200hp IO360 with 2 blade constant speed prop at the time of
the 2 glides there were about 35 gallons of fuel, a 170lbs pilot and 170
lbs passenger. I was curious if this comes close to any real RV7s out
there. If someone wants me to try a different scenario to compare to
something they did, let me know. I did do one test to compare idle with
engine out windmilling, I was flying a WOT about 5 feet off the ground
heading toward a 3 mile runway (Edwards Air Force Base). As soon as I
crossed the runway threshold, I either killed the engine or took it to
idle. The idle took me almost exactly the full 3 miles of the runway
before I had to touchdown. With the engine out, it went about 2 miles
before touch down. No flaps either time of course.
--
Chris W
Gift Giving Made Easy
Get the gifts you want &
give the gifts they want
http://thewishzone.com
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Lower cowl movement estimate |
--> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
Does anybody have an estimate for how far up the lower cowl on an RV8A would move
in flight? I have the epoxy honeycomb sandwich type cowl shipped about 5 years
ago. I'm wondering how much alternator pulley clearance I need to provide
& why we don't align our filtered air box and cowl air inlets with the cowl
displaced upwards.
Upon researching the archives, engine sag when pulling G's rather than cowl movement
due to aerodynamic pressure may be the problem. But the need is still the
same. Virtually nobody gives actual clearances static or otherwise, nor do
they mention the direction of movement. I know that many have experienced alternator
pulley contact problems & feel whatever hard numbers or even estimated
numbers anyone could provide would be very helpful. Imagine if someone noted
that they had 1/4" vertical clearance & experienced chafing, increased it to
3/4" & had no further problem. Even a few people reporting how much clearance
they had & that there was no problem would be great. Next time your top cowl
is off, how about sticking a drill or a small piece of wood in between whatever
is closest and your cowl & let us all know your actual clearance & whether
there has been contact?
Dave Reel - RV8A
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | compression checking an engine |
--> RV-List message posted by: "dave" <dford@michweb.net>
I'd like to check compressions on my engine and since I currently don't know how
to do that, wondering if someone could forward a link or instructions regarding
tools and procedure for doing that.
Dave Ford
RV6
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: compression checking an engine |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
dave wrote:
>--> RV-List message posted by: "dave" <dford@michweb.net>
>
>I'd like to check compressions on my engine and since I currently don't know how
to do that, wondering if someone could forward a link or instructions regarding
tools and procedure for doing that.
>
>Dave Ford
>RV6
>
Dave, you really need someone to lead you through this, a differential
pressure tester (look in Aircraft Spruce among others .... everyone
carries them) along with a wrench for the plug lead and a
ratchet/socket for the plug. Pull one plug from each cylinder to
prevent unplanned ignition. And you need a source of air. This is a
rather dangerous task for the uninitiated as putting pressure slightly
off TDC will cause the prop to swing rather smartly. Be careful, be
very careful. I'd get some help from your local EAA chapter for the
first time.
Basically, the readings are made with the piston at TDC with an input
pressure of 80 Lbs, and the measured cylinder pressure reflects the
leakage giving readings such as 76/80. Not terribly difficult.
Cylinder pressures will vary greatly between different people and even
amongst the same person due to technique, so it's better to find someone
with lots of experience. Cold engines read lower than warm ones, typically.
Best of luck,
Linn
do not archive
>
>
>
>
--
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Hinge pin on fiberglass 6a gear |
--> RV-List message posted by: "Don Mack" <don@dmack.net>
I am finishing the main landing gear fairings on my 6A. They are Rocket
fiberglass fairings. Since they are on a 6A they will be under the wing. How
do I install the hinge pin? I think that you must split the pins in 2 halves
and remove some hinge eyes from the center of the fairing and insert the
pins from the middle up and down. Am I missing a better way? If I install
from the top or bottom, how do I get the pin in? It's too stiff to bend.
Don Mack | don@dmack.net | www.dmack.net
do not archive
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Tip up Canopy Vs. Slider |
0.38 FROM_NO_LOWER From address has no lower-case characters
--> RV-List message posted by: "RV3 PILOT" <RMCKEE@MN.RR.COM>
I would like to know if the tip up canopies seal better than the sliders do around
the fuselage sides? I have heard that the sliders leak a fair amount of air
around the sides of the canopy in flight. If anyone can help me out with this
please e-mail me.
Robin
RV3B Kit 11356
Minnesota
RMCKEE@MN.RR.COM
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Tip up Canopy Vs. Slider |
--> RV-List message posted by: "Ed Anderson" <eanderson@carolina.rr.com>
Robin,
The tip up comes down on the side rails and have a "P" channel running the
length of the each side of the canopy. I find it really seals quite
effectively. Never flown in a slider, so don't know how the two compare.
Ed Anderson
RV-6A N494BW Rotary Powered
Matthews, NC 28104
----- Original Message -----
From: "RV3 PILOT" <RMCKEE@mn.rr.com>
Subject: RV-List: Tip up Canopy Vs. Slider
> --> RV-List message posted by: "RV3 PILOT" <RMCKEE@MN.RR.COM>
>
> I would like to know if the tip up canopies seal better than the sliders
> do around the fuselage sides? I have heard that the sliders leak a fair
> amount of air around the sides of the canopy in flight. If anyone can
> help me out with this please e-mail me.
>
> Robin
> RV3B Kit 11356
> Minnesota
> RMCKEE@MN.RR.COM
>
>
>
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Long glide to landing |
--> RV-List message posted by: "LARRY ADAMSON" <rvhi03@msn.com>
----- Original Message -----
From: Chris W
Subject: Re: RV-List: Long glide to landing
Something that the simulated RV doesn't do to well, is the braking effect of the
C/S prop in fine pitch. It's more like approaching with a fixed pitch.
How this will effect the rest of the simulated scenario, I have no idea.
< The trick to that in the simulator, is you have to pull the nose
<up to about 60 degrees, wait for it to fall and then recover.
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: compression checking an engine |
--> RV-List message posted by: "cgalley" <cgalley@qcbc.org>
AV 43-13.1B has a section on differential compression checking.
Cy Galley - Chair,
AirVenture Emergency Aircraft Repair
A Service Project of Chapter 75
EAA Safety Programs Editor - TC
EAA Sport Pilot
----- Original Message -----
From: "dave" <dford@michweb.net>
Subject: RV-List: compression checking an engine
> --> RV-List message posted by: "dave" <dford@michweb.net>
>
> I'd like to check compressions on my engine and since I currently don't
> know how to do that, wondering if someone could forward a link or
> instructions regarding tools and procedure for doing that.
>
> Dave Ford
> RV6
>
>
>
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | try-it-yourself fly-in - was Long glide to landing |
--> RV-List message posted by: "Aircraft Technical Book Company" <winterland@rkymtnhi.com>
I made this suggestion once before. There was little interest, but it might
be worth suggesting again. .
It would be a good thing for everyone to actually try a couple real engine
off landings in their own plane. See for yourself what happens when the fan
stops. But do it in a safe way with lots of room and lots of options.
So lets all have a summer fly-in at some huge, empty, ex-military airport in
the middle of the plains. Someplace with no obstructions, no traffic, and
no-brainer approaches. A place we can, one at a time, set up a couple
thousand feet over the runway and pull out the mixture - all the way.
If enough of us were interested we can bring in some instructors, perhaps
from Vans. And then once we're more comfortable, perhaps have spot landing
constests with some real nice prizes. For sure we'd all have a lot of fun
and it would make better and safer pilots of everyone.
Let me know if you're interested. If a couple dozen people say they are,
I'll help set it up.
Andy
Builder's Bookstore
970 887-2207
www.buildersbooks.com
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: magneto's check on EIS |
--> RV-List message posted by: bertrv6@highstream.net
Quoting Bill VonDane <bill@vondane.com>:
> --> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
>
> are you using a key switch?
>
> -Bill
>
> Bill> what do you mean by a key switch...Is there any other way to
test mags? How can you test the Left anbd R mags, without a switch...
I would like to know that. I am always learning something new this way...
Thanks
Bert
Do Not archive
rv6a
> ----- Original Message -----
> From: <bertrv6@highstream.net>
> To: <rv-list@matronics.com>
> Subject: RV-List: magneto's check on EIS
>
>
> --> RV-List message posted by: bertrv6@highstream.net
>
>
> Hi:
>
>
> Any one with the E.I.S. From Grand Rapids, might know the answer to
> my question.
>
> When I am doing the run-up, and check Mags, for drop..the Engine Monitor
> shows Zero...when switching from L to R.
>
> Of course I change the INdividual switch one has, up for the L and down
> for the R mag..
>
> Otherwise everything shows OK..
>
> Any answers to this ?
>
>
> Thanks
>
> Bertrv6a
>
> Starting my Flight Test...
>
> Do NOt Archive
>
>
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Langley (BC) Fly-in 2005 |
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
Just a reminder that the Langley, BC fly-in is Saturday, June 4, 2005. This is
the annual fly-in of the Western Canada Wing. Langley, BC, is about 20 nm
north of Bellingham, WA.
We generally have a good turnout of RVs from all over BC, and a good contingent
from the U.S., too.
Details are on our web page,
http://www.vansairforce.org/CYNJ/
For U.S. visitors, the Home Wing web page has all the information you need on
border crossing procedures.
http://www.edt.com/homewing/international/
I hope to see lots of RV-Listers there.
---
Tedd McHenry
Van's Air Force Western Canada Wing
www.vansairforce.org
tedd@vansairforce.org
Message 24
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Aluminum Air Vents |
--> RV-List message posted by: "Fabian Lefler" <fablef@bellsouth.net>
Stein,
... and maybe some people shouldn't be knocking other people's products
without having all of the information.
Two years ago, I sold the Airkit vents, however, I decided to start making
them myself to duplicate Van's size and improve in some other areas.
Additionally, my vents are much cheaper. Airkits are $298.0 a pair, and
mine are $225/pair for the black ones and $245/air for the clear ones. What
$5.00 dollars difference are you talking about?
In the future, sitck to what you know best and let others do their thing.
For those who want to see a photo of the vents, here it is:
http://www.affordablepanels.com/aluminum_vents_files/IM001220.JPG
Fabian
----- Original Message -----
From: "Stein Bruch" <stein@steinair.com>
Subject: RE: RV-List: Aluminum Air Vents
> --> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
>
> Ummm....not really - Sometimes people take credit for things that they
> shouldn't....
>
> Anyway, these vents are actually made by a company called "Airkit, LLC".
> The same Vents are sold for the same price by a lot of people, including
> Van's Aircraft
>
(http://www.vansaircraft.com/cgi-bin/catalog.cgi?ident=1114912044-64-423&bro
> wse=heatvent). I actually looked into stocking them, but with such a
small
> company like Airkit and not a lot of margin, I figured I'd just point
people
> to the companies website (http://www.airkitllc.com) and tell people to buy
> them direct for only $5.00 more. I like to see small business like that
> succeed so I throw as much business directly to them as I can!
>
> Those are nice vents but pretty large. I use the standard sized Wemac
> Aluminum vents in both my RV's and like them the best. I've used the
large
> ones, but IHMO, they aren't quite as nice overall as the smaller ones when
> it comes to directing airflow. I like to direct a stream of air onto my
> face, chest or forehead when I like, and the smaller 1.5+" ones work best
> for me. You can get them for $50+ something at ACS or other places, but
my
> personal favorite place is just digging through an aircraft junkyard (like
> Wentworth) until you find some you need. They usually sell them for much
> less.
>
> Just my 2 cents as usual!
>
> Cheers,
> Stein.
>
> P.S., no flames intended.
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of Charlie Kuss
> To: rv-list@matronics.com
> Subject: Re: RV-List: Aluminum Air Vents
>
>
> --> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
>
> Paul
> Local RV-9A builder Fabian Lefler owns AFFORDABLE PANELS.com Fabian
> designed and is marketing a very nice aluminum vent the same size as Vans.
> His price is better than most of the other aluminum vents I've seen. See
>
> http://www.affordablepanels.com/aluminum_vents.htm
>
> Charlie Kuss
>
>
> >--> RV-List message posted by: Paul Trotter <ptrotter@acm.org>
> >
> >I don't particularly like the plastic eyeball vents that Vans supplies
and
> >would like to use aluminum vents instead. I recall seeing several units
> >advertised but can't seem to remember where. Does anybody know who has
> >these at a better price than the normal places like Spruce?
> >
> >Thanks,
> >
> >Paul
> >RV-8
> >
> >
>
>
Message 25
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Hinge pin on fiberglass 6a gear |
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 05/01/2005 1:33:48 PM Central Standard Time, don@dmack.net
writes:
They are Rocket
fiberglass fairings. Since they are on a 6A they will be under the wing. How
do I install the hinge pin?
>>>
Hi Don-
I also used the Rocket fairings on my 6A and the pins can easily be inserted
from the bottom- install the pin before you attach the upper ends of the
fairings as you can rotate the fairing (outboard at the rear) to get a better angle
to shove the pin in. You are using the smaller hinges (don't have the # or
size handy, but smaller than the cowl halves) with the thin pins? They flex
quite easily. I've never seen any split in the middle...
Mark Phillips
Message 26
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Aluminum Air Vents |
--> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
Things change...I'm wrong...I admit it!
Sometimes a simple correction would suffice, I'm always willing to be
"re-educated"!
No flames originally intended but obviously taken. Apologies for such...
Cheers,
Stein
do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Fabian Lefler
Subject: Re: RV-List: Aluminum Air Vents
--> RV-List message posted by: "Fabian Lefler" <fablef@bellsouth.net>
Stein,
... and maybe some people shouldn't be knocking other people's products
without having all of the information.
Two years ago, I sold the Airkit vents, however, I decided to start making
them myself to duplicate Van's size and improve in some other areas.
Additionally, my vents are much cheaper. Airkits are $298.0 a pair, and
mine are $225/pair for the black ones and $245/air for the clear ones. What
$5.00 dollars difference are you talking about?
In the future, sitck to what you know best and let others do their thing.
For those who want to see a photo of the vents, here it is:
http://www.affordablepanels.com/aluminum_vents_files/IM001220.JPG
Fabian
----- Original Message -----
From: "Stein Bruch" <stein@steinair.com>
Subject: RE: RV-List: Aluminum Air Vents
> --> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
>
> Ummm....not really - Sometimes people take credit for things that they
> shouldn't....
>
> Anyway, these vents are actually made by a company called "Airkit, LLC".
> The same Vents are sold for the same price by a lot of people, including
> Van's Aircraft
>
(http://www.vansaircraft.com/cgi-bin/catalog.cgi?ident=1114912044-64-423&bro
> wse=heatvent). I actually looked into stocking them, but with such a
small
> company like Airkit and not a lot of margin, I figured I'd just point
people
> to the companies website (http://www.airkitllc.com) and tell people to buy
> them direct for only $5.00 more. I like to see small business like that
> succeed so I throw as much business directly to them as I can!
>
> Those are nice vents but pretty large. I use the standard sized Wemac
> Aluminum vents in both my RV's and like them the best. I've used the
large
> ones, but IHMO, they aren't quite as nice overall as the smaller ones when
> it comes to directing airflow. I like to direct a stream of air onto my
> face, chest or forehead when I like, and the smaller 1.5+" ones work best
> for me. You can get them for $50+ something at ACS or other places, but
my
> personal favorite place is just digging through an aircraft junkyard (like
> Wentworth) until you find some you need. They usually sell them for much
> less.
>
> Just my 2 cents as usual!
>
> Cheers,
> Stein.
>
> P.S., no flames intended.
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of Charlie Kuss
> To: rv-list@matronics.com
> Subject: Re: RV-List: Aluminum Air Vents
>
>
> --> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
>
> Paul
> Local RV-9A builder Fabian Lefler owns AFFORDABLE PANELS.com Fabian
> designed and is marketing a very nice aluminum vent the same size as Vans.
> His price is better than most of the other aluminum vents I've seen. See
>
> http://www.affordablepanels.com/aluminum_vents.htm
>
> Charlie Kuss
>
>
> >--> RV-List message posted by: Paul Trotter <ptrotter@acm.org>
> >
> >I don't particularly like the plastic eyeball vents that Vans supplies
and
> >would like to use aluminum vents instead. I recall seeing several units
> >advertised but can't seem to remember where. Does anybody know who has
> >these at a better price than the normal places like Spruce?
> >
> >Thanks,
> >
> >Paul
> >RV-8
> >
> >
>
>
Message 27
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Prop for sale on Ebay |
--> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
Listers,
I've put my Sterba prop for sale on Ebay. Anybody with an O-360 looking
for an inexpensive prop, this is a good deal. Perhaps fly it while you
save your pennies for a C/S (which was why I bought it.)
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=26439&item=4547149495&rd=1&ssPageName=WDVW
Do not archive
Jeff Point
RV-6
Milwaukee WI
Message 28
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: magneto's check on EIS |
--> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
I don't have a key at all... I have three toggles... lmag / rmag / start
I have a diagram you can use in this config that will do what you want it
to...
-Bill
----- Original Message -----
From: <bertrv6@highstream.net>
Subject: Re: RV-List: magneto's check on EIS
--> RV-List message posted by: bertrv6@highstream.net
Quoting Bill VonDane <bill@vondane.com>:
> --> RV-List message posted by: "Bill VonDane" <bill@vondane.com>
>
> are you using a key switch?
>
> -Bill
>
> Bill> what do you mean by a key switch...Is there any other way to
test mags? How can you test the Left anbd R mags, without a switch...
I would like to know that. I am always learning something new this way...
Thanks
Bert
Do Not archive
rv6a
> ----- Original Message -----
> From: <bertrv6@highstream.net>
> To: <rv-list@matronics.com>
> Subject: RV-List: magneto's check on EIS
>
>
> --> RV-List message posted by: bertrv6@highstream.net
>
>
> Hi:
>
>
> Any one with the E.I.S. From Grand Rapids, might know the answer to
> my question.
>
> When I am doing the run-up, and check Mags, for drop..the Engine
> Monitor
> shows Zero...when switching from L to R.
>
> Of course I change the INdividual switch one has, up for the L and down
> for the R mag..
>
> Otherwise everything shows OK..
>
> Any answers to this ?
>
>
> Thanks
>
> Bertrv6a
>
> Starting my Flight Test...
>
> Do NOt Archive
>
>
Message 29
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "dave" <dford@michweb.net>
I am having high egts and chts at different times on my #2 cylinder relative to
other cylinders. Even at an idle #2 can be 200 deg higher than the rest, is
into yellow during climb, getting into red at 1500 deg. Sometimes during a decent
it will go above 1450 when all other cylinders are in 1200s. #2 is also
my hottest cht though usually in the green below 400deg.
I have changed injectors between 1 and 2 with no change, have heard to check air
tube into lower case but don't know about that one--could intake valve be leaking?
Have yet to confirm egt probe. Any suggestions?
Dave Ford
RV6
Message 30
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: Charlie England <ceengland@bellsouth.net>
dave wrote:
>--> RV-List message posted by: "dave" <dford@michweb.net>
>
>I am having high egts and chts at different times on my #2 cylinder relative to
other cylinders. Even at an idle #2 can be 200 deg higher than the rest, is
into yellow during climb, getting into red at 1500 deg. Sometimes during a decent
it will go above 1450 when all other cylinders are in 1200s. #2 is also
my hottest cht though usually in the green below 400deg.
>I have changed injectors between 1 and 2 with no change, have heard to check air
tube into lower case but don't know about that one--could intake valve be leaking?
Have yet to confirm egt probe. Any suggestions?
>
>Dave Ford
>RV6
>
Don't know about high cht's (didn't have multiprobe cht) but I had
intermittant rough running & found a stubb intake tube loose in the oil
pan. (love that aircraft quality)
Charlie
Message 31
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Tip up Canopy Vs. Slider |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 5/1/2005 1:14:41 P.M. Pacific Daylight Time,
RMCKEE@mn.rr.com writes:
I would like to know if the tip up canopies seal better than the sliders do
around the fuselage sides? I have heard that the sliders leak a fair amount
of air around the sides of the canopy in flight. If anyone can help me out
with this please e-mail me.
=========================================
If you block up the slider during fitting and assembly of the aft skirts,
they will then fit quite nice and snug when you remove the blocks. The only
air/rain we have that leaks into the slider is the very tiny bit that comes in
around the sliding rail cap at the top due to the low pressure in this area.
One of these days I'll fashion a way to plug this area.
IMO the slider is a pretty tight fit if done well.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 742hrs, Silicon Valley, CA)
Message 32
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: try-it-yourself fly-in - was Long glide to landing |
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
I was giving a BFR this week and I asked the pilot what the rate of decent
was power off in his airplane. He said, "I don't know, I suppose around 500
fpm." I said we would go up over the airport and pull the mixture and find
out. He was concerned about that. I asked him why? He said "What if it
doesn't restart?" We land, I replied.
If anyone is concerned in the least about an engine failure at 3000 AGL
directly over a 6500 x 250 ft runway they should not be flying single engine
airplanes.
We pulled the mixture and flew best glide speed and the airplane came down
1000 fpm measured on my watch, not the VSI. The VSI showed about 800 fpm. We
found that 1/3 flaps and idle thrust simlated that decent, then we practiced
deadstick overhead 360 and 180 approaches to a specific point on the runway,
without going short. He did well and I would suspect his chances of
successfully making a deadstick landing increased dramatically.
If you are not comfortable shutting down your engine over an airport, find a
flight instructor and go do it ASAP.
Unfortunately most flight instructors are teaching to gain experience rather
than share it. If your flight instructor is unwilling to do it, find a
different flight instructor.
A successful outcome from a bad situation is directly related to the
confidence the pilot has in that outcome. If you have realistically trained
for, and successfully completed deadstick landings on a point, you will have
a much higher level of confidence in the outcome and that increases the
likelyhood of a successful outcome WHEN (not if) the fire goes out.
Tailwinds,
Doug Rozendaal
Message 33
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: try-it-yourself fly-in - was Long glide to landing |
--> RV-List message posted by: "Rob Prior (rv7)" <rv7@b4.ca>
Did you stop the propellor when you pulled the mixture, or was it still
windmilling? If the propellor was still windmilling, then you may not
have simulated a realistic condition.
A windmilling propellor creates as much drag as a flat plate the
diameter of your propellor... If you stop the prop, the drag on your
aircraft will decrease significantly, and your descent rate will
decrease as well.
-Rob
Doug Rozendaal wrote:
> --> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
>
> I was giving a BFR this week and I asked the pilot what the rate of decent
> was power off in his airplane. He said, "I don't know, I suppose around 500
> fpm." I said we would go up over the airport and pull the mixture and find
> out. He was concerned about that. I asked him why? He said "What if it
> doesn't restart?" We land, I replied.
> We pulled the mixture and flew best glide speed and the airplane came down
> 1000 fpm measured on my watch, not the VSI. The VSI showed about 800 fpm. We
> found that 1/3 flaps and idle thrust simlated that decent, then we practiced
> deadstick overhead 360 and 180 approaches to a specific point on the runway,
> without going short. He did well and I would suspect his chances of
> successfully making a deadstick landing increased dramatically.
Message 34
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Long glide to landing |
--> RV-List message posted by: "Curt Reimer" <cgreimer@mts.net>
In flight testing my RV-6, I did some glide tests at various airspeeds and
plotted the results. I show a maximum glide ratio of 10.4 with the engine
idling and 8.7 with the engine off, prop windmilling. That was at a mean
altitude of 4000 feet and 84 knots indicated in both cases. I have a fixed
pitch wood "climb" prop.
I have stopped the prop in a glide, by slowing to <60 knots, but I haven't
measuring the glide characteristics in that condition. Stopping the prop -
and keeping it from spinning up again - is a rather distracting procedure
and in a real engine-out situation I'd probably be far too busy to bother
with all that unless I had a lot of altitude/time to spare.
With it's slightly higher aspect ratio, I'd expect an RV-7 to do a bit
better than a -6 but in the same ballpark.
Curt
> I recently did some testing in the RV7 for FS 2004 just for fun. I
> started at 10,000 ft which was 8,800 ft AGL. First I killed the engine,
> glided down and landed in a field with the prop windmilling. The glide
> lasted 14 nautical miles that time. The second time I stopped the
> prop. The trick to that in the simulator, is you have to pull the nose
> up to about 60 degrees, wait for it to fall and then recover. A full
> flaps stall will not stop the prop in the simulator. That time I made
> it 19 nautical miles. Both times I held 95 +/- 3 knots. I have not
> tried it with the engine at idle. Just for the record, the simulated
> RV7 has a 200hp IO360 with 2 blade constant speed prop at the time of
> the 2 glides there were about 35 gallons of fuel, a 170lbs pilot and 170
> lbs passenger. I was curious if this comes close to any real RV7s out
> there. If someone wants me to try a different scenario to compare to
> something they did, let me know. I did do one test to compare idle with
> engine out windmilling, I was flying a WOT about 5 feet off the ground
> heading toward a 3 mile runway (Edwards Air Force Base). As soon as I
> crossed the runway threshold, I either killed the engine or took it to
> idle. The idle took me almost exactly the full 3 miles of the runway
> before I had to touchdown. With the engine out, it went about 2 miles
> before touch down. No flaps either time of course.
>
> --
> Chris W
Message 35
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | try-it-yourself fly-in - was Long glide to landing |
--> RV-List message posted by: "Greg Young" <gyoung@cs-sol.com>
I beg to differ - windmilling IS the realistic condition. If the power
stops either because of lack of fuel or ignition and the prop keeps
windmilling at glide speed then that's what you should
simulate/practice. At low altitude you have to take what you get.
Regards,
Greg Young - Houston (DWH)
RV-6 N6GY - project Phoenix
Navion N5221K - just an XXL RV-6A
> --> RV-List message posted by: "Rob Prior (rv7)" <rv7@b4.ca>
>
> Did you stop the propellor when you pulled the mixture, or
> was it still windmilling? If the propellor was still
> windmilling, then you may not have simulated a realistic condition.
>
> A windmilling propellor creates as much drag as a flat plate
> the diameter of your propellor... If you stop the prop, the
> drag on your aircraft will decrease significantly, and your
> descent rate will decrease as well.
>
> -Rob
>
Message 36
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: try-it-yourself fly-in - was Long glide to landing |
--> RV-List message posted by: HCRV6@aol.com
In a message dated 5/1/05 3:58:31 PM Pacific Daylight Time,
winterland@rkymtnhi.com writes:
> Let me know if you're interested. If a couple dozen people say they are,
> I'll help set it up.
>
> Andy: Sounds like a good idea. You can count me in except for the
> last two weeks of July and the first week in August ( shouldn't be a problem
> since those dates coincide with Oshkosh).
>
> Harry Crosby
> RV-6 N16CX, 69 hours
Message 37
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | try-it-yourself fly-in - was Long glide to landing |
--> RV-List message posted by: "Greg Young" <gyoung@cs-sol.com>
I beg to differ - windmilling IS the realistic condition. If the power
stops either because of lack of fuel or ignition and the prop keeps
windmilling at glide speed then that's what you should
simulate/practice. At low altitude you have to take what you get.
Regards,
Greg Young - Houston (DWH)
RV-6 N6GY - project Phoenix
Navion N5221K - just an XXL RV-6A
> --> RV-List message posted by: "Rob Prior (rv7)" <rv7@b4.ca>
>
> Did you stop the propellor when you pulled the mixture, or
> was it still windmilling? If the propellor was still
> windmilling, then you may not have simulated a realistic condition.
>
> A windmilling propellor creates as much drag as a flat plate
> the diameter of your propellor... If you stop the prop, the
> drag on your aircraft will decrease significantly, and your
> descent rate will decrease as well.
>
> -Rob
>
Message 38
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: try-it-yourself fly-in - was Long glide to landing |
--> RV-List message posted by: "Garth Shearing" <Garth@islandnet.com>
And I beg to differ with you, Greg. If you want minimum sink rate, low
drag, and maximum distance to glide, you have to reduce speed to stop the
prop, and then increase speed to best glide ratio. In the unlikely event
that the best glide ratio speed restarts the windmilling, then use a
slightly lower glide speed. In an engine out emergency, that is the
realistic and best condition.
Don't ask me how I know.
Garth Shearing
VariEze & 90% RV6A
Victoria BC Canada
----- Original Message -----
From: "Greg Young" <gyoung@cs-sol.com>
Subject: RE: RV-List: try-it-yourself fly-in - was Long glide to landing
> --> RV-List message posted by: "Greg Young" <gyoung@cs-sol.com>
>
> I beg to differ - windmilling IS the realistic condition. If the power
> stops either because of lack of fuel or ignition and the prop keeps
> windmilling at glide speed then that's what you should
> simulate/practice. At low altitude you have to take what you get.
>
> Regards,
> Greg Young - Houston (DWH)
> RV-6 N6GY - project Phoenix
> Navion N5221K - just an XXL RV-6A
>
>
>> --> RV-List message posted by: "Rob Prior (rv7)" <rv7@b4.ca>
>>
>> Did you stop the propellor when you pulled the mixture, or
>> was it still windmilling? If the propellor was still
>> windmilling, then you may not have simulated a realistic condition.
>>
>> A windmilling propellor creates as much drag as a flat plate
>> the diameter of your propellor... If you stop the prop, the
>> drag on your aircraft will decrease significantly, and your
>> descent rate will decrease as well.
>>
>> -Rob
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|