Today's Message Index:
----------------------
1. 02:21 AM - Re: try-it-yourself fly-in - was Long glide to landing (Doug Gray)
2. 04:43 AM - Re: try-it-yourself fly-in - was Long glide to landingtry-it-yourself fly-in - was Long glide to landing (Charles Heathco)
3. 06:24 AM - Re: Manifold pressure to primer port (cgalley)
4. 06:42 AM - Re: Wiring diagram (Charles Rowbotham)
5. 07:31 AM - Re: Re: Long glide to landing (Doug Rozendaal)
6. 09:11 AM - Re: Manifold pressure to primer port (Chris W)
7. 09:51 AM - RV-7 fuel vent location (fuselage side penetration) (wgill10@comcast.net)
8. 10:19 AM - Re: Tip up Canopy Vs. Slider (Bob 1)
9. 10:22 AM - Re: Hartzell service and trip report (long) (Mickey Coggins)
10. 10:44 AM - Starters (Darrell Reiley)
11. 11:00 AM - Re: Manifold pressure to primer port (Fiveonepw@aol.com)
12. 11:41 AM - Re: Manifold pressure to primer port (sportav8r@aol.com)
13. 12:37 PM - Re: Manifold pressure to primer port (JOHN STARN)
14. 12:44 PM - Re: Re: Long glide to landing (Nels Hanson)
15. 01:36 PM - Re: Manifold pressure to primer port (Chris W)
16. 02:03 PM - Re: try-it-yourself fly-in - was Long glide to landing (Garth Shearing)
17. 03:40 PM - Re: Manifold pressure to primer port (Richard Tasker)
18. 04:50 PM - Wing Wiring (Paul Trotter)
19. 04:50 PM - How high have you flown an RV6? (Charles Heathco)
20. 05:01 PM - Re: Wing Wiring (Knicholas2@aol.com)
21. 05:08 PM - Re: How high have you flown an RV6? (John Danielson)
22. 05:19 PM - Re: Wing Wiring (Charlie Kuss)
23. 05:20 PM - Re: try-it-yourself fly-in - was Long glide to landing (Kevin Horton)
24. 05:34 PM - Re: How high have you flown an RV6? (Doug Weiler)
25. 05:34 PM - Re: How high have you flown an RV6? (Kyle Boatright)
26. 05:36 PM - Re: How high have you flown an RV6? (David Burton)
27. 05:42 PM - Re: How high have you flown an RV6? (Randy Lervold)
28. 05:59 PM - Re: Wing Wiring (linn walters)
29. 06:01 PM - Re: Wing Wiring (linn walters)
30. 06:04 PM - Re: Starters (John Furey)
31. 06:43 PM - Re: How high have you flown an RV6? (Stewart, Michael (ISS Atlanta))
32. 07:09 PM - Re: How high have you flown an RV6? (John)
33. 07:28 PM - Re: How high have you flown an RV6? (Dan Checkoway)
34. 08:03 PM - Re: How high have you flown an RV6? (RV6 Flyer)
35. 09:18 PM - Re: Wing Wiring (N901DT)
36. 10:04 PM - Re: Wing Wiring (Dan Checkoway)
Message 1
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| Subject: | Re: try-it-yourself fly-in - was Long glide to landing |
--> RV-List message posted by: Doug Gray <dgra1233@bigpond.net.au>
So does best glide speed differ between 'prop windmilling' and 'prop stopped' glide?
And if so, by how much?
Doug Gray
Message 2
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| Subject: | Re: try-it-yourself fly-in - was Long glide to landingtry-it-yourself |
fly-in - was Long glide to landing
--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
I was told to run it pedal to the metal for 1 1/2 to 2 hrs continuous. Result in
good normal consumption breakin. (O-320e2a) As an aside, I have gottien advice
to only use 100LL, that use of Mogas is bad for breakin. However, I have not
seen any compelling data re this. If it is due to the myth that LL suplies some
lubrication, it is just that, a myth as I am told. As a mater of fact, I followed
the advice of a friend who put 2 oz of Marvel Mystry oil in the gas at
fillup. He had 2400+ on his O-360, untouched when he sold the plane. Charlie
heathco
Message 3
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| Subject: | Re: Manifold pressure to primer port |
--> RV-List message posted by: "cgalley" <cgalley@qcbc.org>
They are 1/8" PIPE which has 27 threads per inch
Cy Galley - Chair,
AirVenture Emergency Aircraft Repair
A Service Project of Chapter 75
EAA Safety Programs Editor - TC
EAA Sport Pilot
----- Original Message -----
From: "George Inman" <ghinman@mts.net>
Subject: RV-List: Manifold pressure to primer port
> --> RV-List message posted by: "George Inman" <ghinman@mts.net>
>
> What did others use to connect
> Manifold press. to primer port
> Primer fittings are 5/16 32
> but some say to use AN816-4
> Whch is 1/4 inch
> The primer port on my
> #4 cyl. seems a bit larger than 1/4"
>
>
> GEORGE H. INMAN
> ghinman@mts.net
> CELL 204 799 7062
> HOME 204 287 8334
>
>
>
>
>
>
>
Message 4
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--> RV-List message posted by: "Charles Rowbotham" <crowbotham@hotmail.com>
May have been Bob Nuckoll's - AeroElectric.
Many of us have used his and we are very pleased with the results.
Check the yeller pages or search for AeroElectic Connection.
Good Building,
Chuck Rowbotham
RV-8A
>From: "D Paul Deits" <pdeits@comcast.net>
>Reply-To: rv-list@matronics.com
>To: <rv-list@matronics.com>
>Subject: RV-List: Wiring diagram
>Date: Tue, 3 May 2005 15:11:35 -0700
>
>--> RV-List message posted by: "D Paul Deits" <pdeits@comcast.net>
>
>Earlier this year either as a result of a list entry or reviewing a
>lister's site, I reviewed a well thought out wiring diagram. I have
>misplaced my copy. Anyone remember the site etc.?
>
>
Message 5
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| Subject: | Re: Long glide to landing |
--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
George and all,
I sense some misunderstanding. Just to be totally clear about what I
advocated in my post. I did not take a pilot up in an airplane unfamiliar
to me and pull the mixture to a deadstick landing. I would not do that to
another pilot in an airplane that was not my own, and I do not recommend
that on a BFR.
This is what I said, and what I did. Read carefully...
"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 simulated that descent, 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."
Tailwinds,
Doug
Message 6
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| Subject: | Re: Manifold pressure to primer port |
--> RV-List message posted by: Chris W <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
cgalley wrote:
>--> RV-List message posted by: "cgalley" <cgalley@qcbc.org>
>
>They are 1/8" PIPE which has 27 threads per inch
>
>
I thought it is worth noting that just because it is called an "1/8
inch" pipe thread doesn't mean anything is really 1/8 of an inch.
Theoretically the ID of the pipe would be 1/8", but in reality, you are
not likely to find a 1/8" pipe or fitting where the ID is exactly 1/8"
or whatever the size it is called out as. Hear is a quote from page 2
of the www.mcmaster.com on line catalog.
" Pipe size does not refer to the inside or outside diameters (ID or OD)
of a pipe fitting or pipe. It's the accepted industry designation, not
an actual size. When matching pipe OD for male threads and pipe ID for
female threads, you need them to have the same pipe size."
Their catalog has lots of good information on this and other things it's
worth a look just for that kind of information.
--
Chris W
Gift Giving Made Easy
Get the gifts you want &
give the gifts they want
http://thewishzone.com
Message 7
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| Subject: | RV-7 fuel vent location (fuselage side penetration) |
1.25 RCVD_NUMERIC_HELO Received: contains an IP address used for HELO
--> RV-List message posted by: wgill10@comcast.net
I am planning to install the fuel vent line prior to wing mating and cannot find
a measurement for the location of the fuel vent bulkhead fitting where it penetrates
the side of the fuselage. Can someone please measure if you are at this
stage and provide details or would it be wise to delay until wing mating?
Regards,
Bill Gill
RV-7 fuse & finish
Lees Summit, MO
I am planning to install the fuel vent line prior to wing mating and cannot find
a measurement for the location of the fuel vent bulkhead fitting where it penetrates
the side of the fuselage. Can someone please measure if you are at this
stageand provide details or would it be wise to delay until wing mating?
Regards,
Bill Gill
RV-7 fuse finish
<st1:place w:st="on"><st1:City w:st="on">Lees Summit</st1:City>, <st1:State w:st="on">MO</st1:State></st1:place>
Message 8
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| Subject: | Re: Tip up Canopy Vs. Slider |
--> RV-List message posted by: "Bob 1" <rv3a.1@comcast.net>
On the RV-6, there is a low pressure area along the side canopy skirts. This
is because the fuselage begins to narrow about 1/2 way back along the
skirts, and because that area also coincides with the low pressure area
above the wing. Flow through ventilation is the problem - air is sucked
into the cockpit through every other orifice in the airplane and exhausts
around the side skirts. You can cut a piece of foam pipe insulation in half
and place it between the slider tracks and the slider skirt to seal the area
in flight. I carry a couple of pieces of this stuff with me during cool
weather, and it makes a huge difference in the amount of cold air blowing
through the cockpit.
Adding more "exit" air ventilation would only make the problem worse.
KB
=========================================
I used 3M mylar door/window "V" strip to seal skirt leaks.
Works better than anything else I've tried.
P.S.
Unless one understand which way the air is flowing....
chances are the direction of the "V" will need to be reversed.
Bob
Message 9
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| Subject: | Re: Hartzell service and trip report (long) |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
> God Bless American Aviation Infrastructure!
I agree with this. I hope our politicians don't "fix" it out
of existence.
--
Mickey Coggins
http://www.rv8.ch/
#82007 Wiring
Message 10
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--> RV-List message posted by: Darrell Reiley <lifeofreiley2003@yahoo.com>
Group,
Does anyone have an experience with the Starters for Lycoming engines that are
being sold New on ebay? The Starter with the tandem motor... Is there a possible
fit issue with the RV cowling?
Darrell
---------------------------------
Message 11
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| Subject: | Re: Manifold pressure to primer port |
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 5/4/05 11:13:23 AM Central Daylight Time,
1qazxsw23edcvfr45tgbnhy67ujm@cox.net writes:
> --> RV-List message posted by: Chris W <
> 1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
>>>>>
WOW Chris! That's oneheckuva handle ya got there! 8-) do not archive
Message 12
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| Subject: | Re: Manifold pressure to primer port |
--> RV-List message posted by: sportav8r@aol.com
Yes, but it's deceptively easy to key in, if you can just remember where to stop
;-)
-Stormy
-----Original Message-----
From: Fiveonepw@aol.com
Subject: Re: RV-List: Manifold pressure to primer port
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 5/4/05 11:13:23 AM Central Daylight Time,
1qazxsw23edcvfr45tgbnhy67ujm@cox.net writes:
> --> RV-List message posted by: Chris W <
> 1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
>>>>>
WOW Chris! That's oneheckuva handle ya got there! 8-) do not archive
Message 13
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| Subject: | Re: Manifold pressure to primer port |
--> RV-List message posted by: "JOHN STARN" <jhstarn@verizon.net>
Pipe size is noted as a "nominal" inside dimension. Example: 1/2" plastic
pipe. There are several different wall thickness' but the OD is the same.
Next time your at Lowes, Home Depot etc. pick up any schedule 1/2" slip
(glue) coupling and try it on sprinkler pipe, schedule 40 & schedule 80
pipe. You'll find that they all fit inside the coupling BUT they all have
different wall thickness & therefore different "nominal" inside diameters.
(same holds true for 1/2" copper in types "M" , "L" & "K" copper pipe). Tube
is sized by OD which is why tube & pipe do not fit together without an
adaptor. Pipe threads are tapered, tube threads are not. They are straight
cut, no taper. This is the short lesson. KABONG (GBA & GWB) 8*)
----- Original Message -----
From: "Chris W" <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
Subject: Re: RV-List: Manifold pressure to primer port
> --> RV-List message posted by: Chris W
> <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
>
> cgalley wrote:
>
>>--> RV-List message posted by: "cgalley" <cgalley@qcbc.org>
>>
>>They are 1/8" PIPE which has 27 threads per inch
Message 14
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| Subject: | Re: Long glide to landing |
--> RV-List message posted by: Nels Hanson <pa201950@yahoo.com>
Been watching this "thread" with interest. For the
last 3 years I've been shutting down over an isolated
airport. I wait until the summer so my engine won't
cool down quickly. The first time I had the prop
completely stopped it was quite a feeling. I would
have landed short the first time by a long shot. I had
aimed for the middle of the runway and just barely got
in down on the threshold. After the first couple of
times,a stopped prop doesn't bother you and boy do you
learn the glide ratio of an RV this way!!
--- Doug Rozendaal <dougr@petroblend.com> wrote:
> --> RV-List message posted by: "Doug Rozendaal"
> <dougr@petroblend.com>
>
> George,
>
> Thank you for your well thought out post. You make
> several good points and
> it is clear we disagree. I do not want to argue
> your post point by point.
> My thesis is this. I believe we have dumbed down
> training to accommodate
> the low experience level of the instructors doing
> the training and the
> result is dumber pilots.
>
> I take a FAR 61.58 checkride every year in
> something, sometimes twice a
> year, and the FAA requires (Per the ATP PTS) we do a
> shutdown, feather, and
> restart, every time. I guess the FAA assumes that
> if you fly a large
> (read over 12,500#) airplane you need more
> "realistic" training. I can
> assure you that I am much better for that
> training/checking.
>
> The airplane I was flying for the BFR in my post was
> a homebuilt and the
> pilot had no idea of the sink rate and there was no
> book to look in.
>
> I have done this with several pilots and based on my
> experience, the
> learning that occurs far outweighs the risk. And
> you are absolutely
> correct, the risk is mine! With regard to the
> risk the mixture cable is
> exactly the same type of cable that controls the
> throttle and if it failing
> is the concern it is exactly the same risk as the
> throttle. If the carb is
> the concern, the chances of a throttle butterfly
> getting jammed are far
> greater than the mixture needle valve getting
> jammed. I fly 60 year old
> airplanes every weekend. Pulling the mixture over a
> 3000 feet over 6500
> foot runway is a risk I can live with.
>
> I see pilots who have learned to fly and
> successfully passed FAA checkrides,
> and yet have no concept of how fast an airplane
> comes down and I continue to
> see pilots who think they can turn back from an
> engine failure at 500 feet
> and land on the runway they departed from.
>
> I am also a FAR 135 check airmen for the local
> Charter service. Recently we
> had a Seneca that had runout engines. We lined up
> all the Charter pilots,
> some are long in the tooth, gray haired, or no
> haired types. We went up
> high over the airport and shut one down and flew
> around on it. I do quite
> a bit of training, and I can recognize when learning
> occurs. Learning
> occurred. These guys got to see for real what
> single engine performance was
> really like. Not simulated, not numbers on a page,
> but numbers on a barely
> climbing altimeter in a lightly loaded Seneca. They
> got to see the
> importance of raising the dead and splitting the
> ball. Learning occurred.
> The restarts were a real eye-opener. One of the
> pilots had recently had a
> precautionary shutdown for an oil pressure problem
> and he considered a
> restart for landing. After a real restart, he said,
> "if I had tried to
> restart when I planned, I would have never made the
> airport." Learning
> occurred.
>
> Is there risk associated with that type of training?
> You bet. Is there
> reward? Absolutely. Can the risk be mitigated? I
> think so. Many ways. A
> through briefing. Flying at altitudes that if the
> other engines quits we
> still would have landed on the airport. The risk
> associated with a
> shutdown, feather, and restart in a B-25 is probably
> 100 fold greater than
> pulling the mixture in a light single engine
> airplane over a runway.
>
> I believe the current state of flight training is
> terrible. I believe
> flight instructors should be required to have 1000's
> of hours not a few
> hundred. I believe instructors should be paid
> similar to other corporate or
> airline pilots. (I am not, and do not want to be a
> full time flight
> instructor, even if the pay was better) In short I
> believe there are lots
> and lots of pilots out there who do not have a clue
> about the airplanes they
> are flying, on several subjects, engine failures are
> one, but there is one
> pilot in Iowa who has a better understanding, and I
> believe it was worth the
> risk. But then you could find several people who
> would say I am one of the
> clueless ones ;-)
>
> Tailwinds,
> Doug Rozendaal
>
>
> ----- Original Message -----
> From: <gmcjetpilot@yahoo.com>
> To: <rv-list@matronics.com>
> Subject: RV-List: Re: Long glide to landing
>
>
> > --> RV-List message posted by:
> <gmcjetpilot@yahoo.com>
> >
> >
> > >Doug wrote:
> >
> > >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.
> >
> >
> > >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.
> >
> >
> > Doug:
> >
> >
> > The pilot in command is the pilot getting the BFR.
> The instructor giving a
> BFR to a current pilot is not the PIC. When he said
> to you, "What if the
> engine does not start?" that was a very valid
> question.
> >
> >
> > What if cut-off is used in training and the engine
> does not come back in
> time or at all? The FAA would rightly blame the CFI.
> I think CFIs should
> provide realistic training with out undue risk to
> the student or yourself.
> Doug if you feel it is safe, that is your judgment
> call, but I respectively
> disagree with your suggestion that a CFI who does
> not use idle cutoff is
> unworthy some how to teach.
> >
> >
> > You don't have to simulate an emergency with a
> real emergency. Regardless
> what is under you at the time, loss of power,
> intentional or not, in a
> single engine airplane is always an emergency.
> Pulling mixture in flight has
> risks. Not sure what you are advocating, but if you
> are suggesting dead
> stick landing practice with the mixture in cut-off,
> I would say that is
> unnecessarily risky, and I know if an accident
> resulted the FAA would agree.
> I agree at 3000 feet over a long runway and engine
> failure should be no
> problem. However what if? Vehicle on runway, you
> miss judge and the engine
> wont fire up? It has happened.
>
=== message truncated ===
Stay connected, organized, and protected. Take the tour:
http://tour.mail.yahoo.com/mailtour.html
Message 15
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| Subject: | Re: Manifold pressure to primer port |
--> RV-List message posted by: Chris W <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
sportav8r@aol.com wrote:
>--> RV-List message posted by: sportav8r@aol.com
>
>Yes, but it's deceptively easy to key in, if you can just remember where to stop
;-)
>
>
That is easy too, just look at what the next key in the sequence would
be, a comma, which is not a valid character in an email address. I
tried to make that address as long and odd as I could to make spammers
think it isn't real, and I think it works pretty well because I get very
little spam to this address and I have been using it on the RV lists for
a long time now. One of these days I am going to register a very long
domain name to go along with the very long user name, in hopes that
spamers databases don't allow email addresses that long.
do not archive
--
Chris W
Gift Giving Made Easy
Get the gifts you want &
give the gifts they want
http://thewishzone.com
Message 16
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| Subject: | Re: try-it-yourself fly-in - was Long glide to landing |
--> RV-List message posted by: "Garth Shearing" <Garth@islandnet.com>
Best glide speed won't change much but glide ratio will. Best glide speed
is a function of airframe performance, mainly the wings. Prop windmilling
and prop stopped produce different drags and affect sink rate and gliding
distance accordingly. Prop windmilling is higher drag than prop stopped.
Another lister pointed out the drag difference to me by comparing a
helicopter with rotor windmilling and one with rotor stopped. Which one do
you think will come down faster? You have to translate the helicopter
windmilling rotor producing lift instead of drag in this case but you get
the idea. An autorotating (windmilling) helicopter can in fact land safely.
I'll have to leave how much the drag difference is to the experts.
Garth Shearing
VariEze & 90% RV6A
Victoria BC Canada
----- Original Message -----
From: "Doug Gray" <dgra1233@bigpond.net.au>
Subject: Re: RV-List: try-it-yourself fly-in - was Long glide to landing
> --> RV-List message posted by: Doug Gray <dgra1233@bigpond.net.au>
>
> So does best glide speed differ between 'prop windmilling' and 'prop
> stopped' glide?
>
> And if so, by how much?
>
> Doug Gray
Message 17
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| Subject: | Re: Manifold pressure to primer port |
--> RV-List message posted by: Richard Tasker <retasker@optonline.net>
The first cast iron pipes could not handle much pressure without very
thick walls. This particular size used the thread we know as 1/8" NPT.
It originally was 1/8" ID.
Do not archive
Dick Tasker
Chris W wrote:
>--> RV-List message posted by: Chris W <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
>
>cgalley wrote:
>
>
>
>>--> RV-List message posted by: "cgalley" <cgalley@qcbc.org>
>>
>>They are 1/8" PIPE which has 27 threads per inch
>>
>>
>>
>>
>I thought it is worth noting that just because it is called an "1/8
>inch" pipe thread doesn't mean anything is really 1/8 of an inch.
>Theoretically the ID of the pipe would be 1/8", but in reality, you are
>not likely to find a 1/8" pipe or fitting where the ID is exactly 1/8"
>or whatever the size it is called out as. Hear is a quote from page 2
>of the www.mcmaster.com on line catalog.
>
>" Pipe size does not refer to the inside or outside diameters (ID or OD)
>of a pipe fitting or pipe. It's the accepted industry designation, not
>an actual size. When matching pipe OD for male threads and pipe ID for
>female threads, you need them to have the same pipe size."
>
>Their catalog has lots of good information on this and other things it's
>worth a look just for that kind of information.
>
>
>
Message 18
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--> RV-List message posted by: Paul Trotter <ptrotter@acm.org>
When wiring wings, do builders tend to put some kind of disconnect for the
wiring in the wing root, or do most people feel they will not have to remove
the wings after final assemble and just wire directly to wherever the wire
go in the fuselage?
Thanks,
Paul Trotter
RV-8 82080
Message 19
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| Subject: | How high have you flown an RV6? |
--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
I have been wanting to see how high my 6a would go before it quit flying (sans
oxy). I took a near new cherokee 180 to little over 14000' before it quit flying
a long time ago.
I have a stock O-320, and I would imagine the 180hp would go higher, but by how
much?? Im sure a few of you at least have tested this. I would like to hear
about it (I know, I know, should have oxy over 12500) Charlie heathco
Message 20
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--> RV-List message posted by: Knicholas2@aol.com
In a message dated 5/4/2005 4:53:16 P.M. Pacific Daylight Time,
ptrotter@acm.org writes:
When wiring wings, do builders tend to put some kind of disconnect for the
wiring in the wing root, or do most people feel they will not have to remove
the wings after final assemble and just wire directly to wherever the wire
go in the fuselage?
Most people (including ME) just wire directly out of the wing to the fuse.
I figure, if I need to remove the wings for any reason, the few wires from
the wings are the least of my worries!!!
Kim Nicholas
RV9A
Seattle
Message 21
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| Subject: | How high have you flown an RV6? |
--> RV-List message posted by: "John Danielson" <Jdaniel343@bresnan.net>
I know Terry Jantzi of Kitchener, Ontario took his 180 hp RV-6 to over
26,000 feet.
John L. Danielson
EAA Chapter 420
Secretary and Newletter Editor
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Charles Heathco
Subject: RV-List: How high have you flown an RV6?
--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
I have been wanting to see how high my 6a would go before it quit flying
(sans oxy). I took a near new cherokee 180 to little over 14000' before
it quit flying a long time ago.
I have a stock O-320, and I would imagine the 180hp would go higher, but
by how much?? Im sure a few of you at least have tested this. I would
like to hear about it (I know, I know, should have oxy over 12500)
Charlie heathco
Message 22
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--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
Paul,
I initially planned to install a connector in the wing roots. However,
Bob N made the point that every connection is an extra point of failure.
Since this area is exposed to the elements, you would need a weather proof
connection. It's easier to just wire it without the connector. If you ever
have to remove the wings, you can cut the wires and add the connector then.
Charlie Kuss
>--> RV-List message posted by: Paul Trotter <ptrotter@acm.org>
>
>When wiring wings, do builders tend to put some kind of disconnect for the
>wiring in the wing root, or do most people feel they will not have to remove
>the wings after final assemble and just wire directly to wherever the wire
>go in the fuselage?
>
>
>Thanks,
>
>Paul Trotter
>RV-8 82080
>
>
Message 23
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|
| Subject: | Re: try-it-yourself fly-in - was Long glide to landing |
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
On 4-May-05, at 5:14 AM, Doug Gray wrote:
> --> RV-List message posted by: Doug Gray <dgra1233@bigpond.net.au>
>
> So does best glide speed differ between 'prop windmilling' and 'prop
> stopped' glide?
>
> And if so, by how much?
>
> Doug Gray
>
I would expect the drag at a constant windmilling rpm to vary with
square of airspeed, like regular profile drag. But, the windmilling
rpm should increase with airspeed, and the drag will increase with rpm.
So, the windmilling drag should increase at something greater than
airspeed squared. So, I would expect that the best glide speed with
windmilling prop would be a bit slower than the best glide speed with
prop stopped. But, the only way to know for sure is to do some flight
testing. Once my RV-8 is flying, I plan to do a full series of glide
performance vs speed with idle power, engine off and windmilling prop,
and prop stopped. I'll publish the results once I have them. I am
many months away from doing this.
Kevin Horton
Ottawa, Canada
RV-8 - Finishing Kit
http://www.kilohotel.com/rv8
Message 24
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| Subject: | Re: How high have you flown an RV6? |
--> RV-List message posted by: Doug Weiler <dcw@nomadwi.com>
Years ago, Terry Jantzi of Toronto climbed his 180 hp, C/S, RV-6 to 26,000'.
The climb and decent took right at one hour (he said it was really cold up
there).
Doug Weiler
Hudson WI
On 5/4/05 6:39 PM, "Charles Heathco" <cheathco@comcast.net> wrote:
> --> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
>
> I have been wanting to see how high my 6a would go before it quit flying (sans
> oxy). I took a near new cherokee 180 to little over 14000' before it quit
> flying a long time ago.
> I have a stock O-320, and I would imagine the 180hp would go higher, but by
> how much?? Im sure a few of you at least have tested this. I would like to
> hear about it (I know, I know, should have oxy over 12500) Charlie heathco
>
>
>
>
>
>
Message 25
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| Subject: | Re: How high have you flown an RV6? |
--> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.net>
I've had my 160 hp RV6 to 14,000' several times at or near "my" gross weight
of 1675 lbs, and have done it on warmer than standard days. At that altitude
and weight, it was still climbing reasonably well, but I have never noted
the climb rate. My plane has a cruise prop, and that limits rpm for climb
at that altitude. At lighter weight, I've had it to 15,000', and was still
climbing at 500 fpm.
Van's site lists 17,400 and 21,500 feet as the ceiling for a 160 hp RV-6 at
light and gross weight, and I think my experience shows that these altitudes
are possible. Van's lists 25,700' as the ceiling for a lightly loaded 180
hp RV-6, which is fairly close to the 26,000+ achieved by Terry Jantzi.
I guess those folks at Van's know what they are doing after all... ;-)
KB
----- Original Message -----
From: "Charles Heathco" <cheathco@comcast.net>
Subject: RV-List: How high have you flown an RV6?
> --> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
>
> I have been wanting to see how high my 6a would go before it quit flying
> (sans oxy). I took a near new cherokee 180 to little over 14000' before it
> quit flying a long time ago.
> I have a stock O-320, and I would imagine the 180hp would go higher, but
> by how much?? Im sure a few of you at least have tested this. I would
> like to hear about it (I know, I know, should have oxy over 12500) Charlie
> heathco
>
>
>
Message 26
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| Subject: | Re: How high have you flown an RV6? |
--> RV-List message posted by: "David Burton" <dburton@nwlink.com>
How about Terry Jantzi's hop to 26,000! I think oxygen might be in order...
http://home.hiwaay.net/~sbuc/journal/high.html
----- Original Message -----
From: "Charles Heathco" <cheathco@comcast.net>
Subject: RV-List: How high have you flown an RV6?
> --> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
>
> I have been wanting to see how high my 6a would go before it quit flying
(sans oxy). I took a near new cherokee 180 to little over 14000' before it
quit flying a long time ago.
> I have a stock O-320, and I would imagine the 180hp would go higher, but
by how much?? Im sure a few of you at least have tested this. I would like
to hear about it (I know, I know, should have oxy over 12500) Charlie
heathco
>
>
Message 27
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| Subject: | Re: How high have you flown an RV6? |
--> RV-List message posted by: "Randy Lervold" <randy@romeolima.com>
I've cruised my RV-8 at 16,500' a couple of times, and every time was two
up. 180 hp c/s. It still climbed at 400-500 fpm getting up there even near
gross weight.
Randy Lervold
> --> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
>
> I have been wanting to see how high my 6a would go before it quit flying
(sans oxy). I took a near new cherokee 180 to little over 14000' before it
quit flying a long time ago.
> I have a stock O-320, and I would imagine the 180hp would go higher, but
by how much?? Im sure a few of you at least have tested this. I would like
to hear about it (I know, I know, should have oxy over 12500) Charlie
heathco
>
>
Message 28
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|
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
Paul Trotter wrote:
>--> RV-List message posted by: Paul Trotter <ptrotter@acm.org>
>
>When wiring wings, do builders tend to put some kind of disconnect for the
>wiring in the wing root, or do most people feel they will not have to remove
>the wings after final assemble and just wire directly to wherever the wire
>go in the fuselage?
>
Put the quick disconnect in. It's easy when you're building, and a pain
when you have to cut the wires and install plugs later. Also, leave a
little 'service loop' so you have room to work. MHO, of course!
Linn
do not archive
>
>
>Thanks,
>
>Paul Trotter
>RV-8 82080
>
>
>
>
--
Message 29
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--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
Charlie Kuss wrote:
>--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
>
>Paul,
> I initially planned to install a connector in the wing roots. However,
>Bob N made the point that every connection is an extra point of failure.
>Since this area is exposed to the elements, you would need a weather proof
>connection. It's easier to just wire it without the connector. If you ever
>have to remove the wings, you can cut the wires and add the connector then.
>Charlie Kuss
>
Good point. However, you can get the rubber? tape that only sticks to
itself and make a connecter pretty near moistureproof!
Linn
do not archive
>
>
>
>
>>--> RV-List message posted by: Paul Trotter <ptrotter@acm.org>
>>
>>When wiring wings, do builders tend to put some kind of disconnect for the
>>wiring in the wing root, or do most people feel they will not have to remove
>>the wings after final assemble and just wire directly to wherever the wire
>>go in the fuselage?
>>
>>
>>Thanks,
>>
>>Paul Trotter
>>RV-8 82080
>>
>>
>>
>>
>
>
>
>
Message 30
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--> RV-List message posted by: "John Furey" <john@fureychrysler.com>
I have no experience with them however I do have a starter with 200 hrs like
new for a 149 tooth ring gear for sale.
John
john@fureychrysler.com
do not archive
Message 31
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|
| Subject: | How high have you flown an RV6? |
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
At gross I have been to 22,000 in my 180/cs 6A.
I was coming through 200ft/min max at the leveloff. The angle of attack
was freakin me out so I quit there.
Mike
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Charles Heathco
Subject: RV-List: How high have you flown an RV6?
--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
I have been wanting to see how high my 6a would go before it quit flying
(sans oxy). I took a near new cherokee 180 to little over 14000' before
it quit flying a long time ago.
I have a stock O-320, and I would imagine the 180hp would go higher, but
by how much?? Im sure a few of you at least have tested this. I would
like to hear about it (I know, I know, should have oxy over 12500)
Charlie heathco
Message 32
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| Subject: | Re: How high have you flown an RV6? |
--> RV-List message posted by: John <n1cxo320@salidaco.com>
My RV6A went up 17,600-ft in the Rockies and was willing to go higher,
but I was too close to positive control so I stopped climbing. 160HP
fixed wood prop. I descended at 300FPM to reduce chances of shock
cooling, and it took me one-half hour to get down to airport altitude of
about 7,500-ft.
John at Salida, CO
Charles Heathco wrote:
>--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
>
>I have been wanting to see how high my 6a would go before it quit flying (sans
oxy). I took a near new cherokee 180 to little over 14000' before it quit flying
a long time ago.
>I have a stock O-320, and I would imagine the 180hp would go higher, but by how
much?? Im sure a few of you at least have tested this. I would like to hear
about it (I know, I know, should have oxy over 12500) Charlie heathco
>
>
>
>
Message 33
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| Subject: | Re: How high have you flown an RV6? |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
Had my 200hp RV-7 cruising around IFR (in VMC) up at FL200 a month ago.
Details here: http://www.rvproject.com/20050403.html
20,000' MSL was nothing. It had plenty more oomph to go. I plan on doing a
service ceiling test or two once my new O2 system arrives (been on special
order for a month).
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Charles Heathco" <cheathco@comcast.net>
Subject: RV-List: How high have you flown an RV6?
> --> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
>
> I have been wanting to see how high my 6a would go before it quit flying
(sans oxy). I took a near new cherokee 180 to little over 14000' before it
quit flying a long time ago.
> I have a stock O-320, and I would imagine the 180hp would go higher, but
by how much?? Im sure a few of you at least have tested this. I would like
to hear about it (I know, I know, should have oxy over 12500) Charlie
heathco
>
>
Message 34
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|
| Subject: | How high have you flown an RV6? |
--> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
About 7 years ago, I had mine up to 17,800 MSL. Everything forward, 100
KIAS, 300 FPM when I turned around. Weight was around 1,500. Had just
refueled at Bowling Green and heading west.
I like my Oxygen any time more than one leg starting at 9,500 MSL. Been
know to use O2 30 minutes before landing at lower altitudes when flying all
day. (2nd leg with flying time 6+ hours for the day.)
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,665 + Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
----Original Message Follows----
From: "Charles Heathco" <cheathco@comcast.net>
Subject: RV-List: How high have you flown an RV6?
--> RV-List message posted by: "Charles Heathco" <cheathco@comcast.net>
I have been wanting to see how high my 6a would go before it quit flying
(sans oxy). I took a near new cherokee 180 to little over 14000' before it
quit flying a long time ago.
I have a stock O-320, and I would imagine the 180hp would go higher, but by
how much?? Im sure a few of you at least have tested this. I would like to
hear about it (I know, I know, should have oxy over 12500) Charlie heathco
Message 35
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|
--> RV-List message posted by: "N901DT" <N901DT@houston.rr.com>
I have 9 pin circular connectors ( plastic cannon plug ) in each wing root
for my nav/strobe lights and remote compass. So far no problems. Just make
sure that you mount the plugs near the rear spar so that you can get your
hand between the wing skin and fuselage.
David
-8
----- Original Message -----
From: "linn walters" <lwalters2@cfl.rr.com>
Subject: Re: RV-List: Wing Wiring
> --> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
>
> Charlie Kuss wrote:
>
>>--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
>>
>>Paul,
>> I initially planned to install a connector in the wing roots. However,
>>Bob N made the point that every connection is an extra point of failure.
>>Since this area is exposed to the elements, you would need a weather proof
>>connection. It's easier to just wire it without the connector. If you ever
>>have to remove the wings, you can cut the wires and add the connector
>>then.
>>Charlie Kuss
>>
> Good point. However, you can get the rubber? tape that only sticks to
> itself and make a connecter pretty near moistureproof!
> Linn
> do not archive
>
>>
>>
>>
>>
>>>--> RV-List message posted by: Paul Trotter <ptrotter@acm.org>
>>>
>>>When wiring wings, do builders tend to put some kind of disconnect for
>>>the
>>>wiring in the wing root, or do most people feel they will not have to
>>>remove
>>>the wings after final assemble and just wire directly to wherever the
>>>wire
>>>go in the fuselage?
>>>
>>>
>>>Thanks,
>>>
>>>Paul Trotter
>>>RV-8 82080
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
>
Message 36
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--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
> Good point. However, you can get the rubber? tape that only sticks to
> itself and make a connecter pretty near moistureproof!
http://www.aircraftspruce.com/catalog/appages/uniwrap.php
Cheaper at Spruce than the little spool B&C sells. I use Uni-wrap silicone
tape everywhere. Good for much more than electrical stuff. It's my
favorite anti-chafe material used all over the place in my plane.
)_( Dan
RV-7 N714D
http://www.rvproject.com
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