Today's Message Index:
----------------------
1. 06:26 AM - Re: Advance Angle of Attack (Old PSS System) (Charles Rowbotham)
2. 06:26 AM - Re: Re: What's a "VOR" ???(Homebuilts must have Ground based NAV equip) NOT (RV Builder (Michael Sausen))
3. 06:31 AM - GMA340 Installation manual (Stucklen, Frederic W UTPWR)
4. 06:51 AM - Re: GMA340 Installation manual (Stewart, Michael (ISS Atlanta))
5. 07:11 AM - Anyone in Marengo IL (Jeff Dowling)
6. 08:01 AM - Re: CHT's....... how high is high? (Vision micro)
7. 09:23 AM - Filler durability (DAVID REEL)
8. 09:42 AM - Re: Advance Angle of Attack (Old PSS System) (RobHickman@aol.com)
9. 11:13 AM - Re: F-623 Baggage Compt Corner Ribs (Matthew Brandes)
10. 11:29 AM - Re: High CHT's caused by excess flashing on cylinders (LarryRobertHelming)
11. 11:37 AM - Dynon AOA (Doug Rozendaal)
12. 12:49 PM - Re: Question Re: Tru Trak (rv6n6r@comcast.net)
13. 01:11 PM - Re: Dynon AOA (RobHickman@aol.com)
14. 02:47 PM - Re: Filler durability (Mike Robertson)
15. 04:11 PM - Re: Filler durability (Walter Tondu)
16. 04:19 PM - Dynon EFIS-D10 update 6/03/05 ()
17. 04:28 PM - Re: CHT's....... how high is high? (Michael Hilger)
18. 05:16 PM - Re: Filler durability (Chris Good)
19. 06:08 PM - Re:CHT's....... how high is high? (Rick Galati)
20. 06:33 PM - Re: Dynon AOA (Chris W)
21. 06:50 PM - Re: Re:CHT's....... how high is high? (Alex Peterson)
22. 07:19 PM - Re: Filler durability (Bob C.)
23. 08:28 PM - Re: CHT's....... how high is high? (jacklockamy)
24. 09:43 PM - Re: Dynon AOA (Doug Rozendaal)
Message 1
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| Subject: | Advance Angle of Attack (Old PSS System) |
--> RV-List message posted by: "Charles Rowbotham" <crowbotham@hotmail.com>
Mickey,
You may want to call Rob Hickman, manufacturer, for his confirmation. He has
been been reachable.
Chuck
>From: Mickey Coggins <mick-matronics@rv8.ch>
>Reply-To: rv-list@matronics.com
>To: rv8-list@matronics.com, rv-list@matronics.com
>Subject: RV-List: Advance Angle of Attack (Old PSS System)
>Date: Fri, 03 Jun 2005 07:59:24 +0200
>
>--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
>
>Hi Ed,
>
>I think your 6" from the wing skin break is correct.
>
>Here is a link to the location information from their
>website:
>
>http://advanced-control-systems.com/AOAsupport/aoasupport.htm
>
>RV-4, RV-6, RV-7,RV-8
>
>6" forward of the wing skin break at the spar
>about 12" aft of the leading edge
>
>
>The #60 hole is only to let air pressure in or out, so
>it should not matter if it is not perfectly centered.
>
>Hope that helps,
>Mickey
>
>
>Ed OConnor wrote:
> > --> RV8-List message posted by: Ed OConnor <Edwardoconnor@mac.com>
> >
> > For those of you who have already installed the PSS system on your
> > RV-8, the manual states to install the wing ports 12 inches from the
> > leading edge, which is 6 inches from the trailing edge of the wing skin
> > break line. The instructions say to maintain the same % cord for top
> > and bottom. Anybody, whose system is working, how far from the aft
> > skin edge of the skin is the lower port. Is it also 6 inches? Not
> > sure this is the same cord % as measured that way. I think measuring
> > from the aft edge of the skin line is easier then figuring from a line
> > from the leading edge. But maybe its not that critical. Also, how
> > critical is the #60 drill being centered on the piece mounted on the
> > inner wing skin?
> > I read the archives and understand it is a straight line from the
> > leading edge if you use that method of locating the port. Just looking
> > for an easier method then finding 12 inches from the leading edge
> > since that will require finding a 90 degree line from the cord at the
> > leading edge.
> > RV-8 N366RV. Panama City FL
>
>
>--
>Mickey Coggins
>http://www.rv8.ch/
>#82007 Wiring
>
>
>do not archive
>
>
Message 2
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| Subject: | Re: What's a "VOR" ???(Homebuilts must have Ground based |
NAV equip) NOT
--> RV-List message posted by: "RV Builder (Michael Sausen)" <rvbuilder@sausen.net>
Actually, WAAS is computed on the ground from reference stations but the correction
signal is transmitted from two satellites in geosync orbit.
Either way I don't agree with the interpretation that it has to be ground based
and I'm willing to bet the feds would be hard pressed to actually bust someone
for it. Now using a non-TSO'd GPS for area or approach nav as a primary source
you would probably get busted, experimental or not.
Michael
-----Original Message-----
From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-server@matronics.com] On Behalf Of Nick Nafsinger
Subject: RE: RV-List: Re: What's a "VOR" ???(Homebuilts must have Ground based
NAV equip) NOT
--> RV-List message posted by: "Nick Nafsinger" <nick@creteaviation.com>
Coming in a little late here, BUT....
The GNS480 is a WAAS Certified GPS, and WAAS signals come from the GROUND. How
does that play into the whole scheme of things?
Nick
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Greg Young
Subject: RE: RV-List: Re: What's a "VOR" ???(Homebuilts must have Ground based
NAV equip) NOT
--> RV-List message posted by: "Greg Young" <gyoung@cs-sol.com>
Since y'all want to get so literal, then read it carefully. It says:
> 91.205(d)(2)- navigational equipment appropriate to the ground
> (GROUND) facilities <<TO BE USED>>. (emphasis mine)
If you aren't using any <ground> facilities, then NOT having any <ground> nav equipment
is perfectly appropriate. I don't have a dog in this fight since I've
got an approach certified GPS and Nav/Com... Just stirring the pot.
Greg
>
> Whether the GPS is IFR (TSOed) or not has nothing to do with it. If
> you read the operating limitations for an experimental it MUST meet
> Part 91.205 to fly IFR, including 91.205(d)(2), which states what KIND
> of NAV equipment we must have. There is no mention of GPS or away
> around this, unless you have your limitation modified or waived for
> your installation.
>
>
> 91.205(d)(2)- navigational equipment appropriate to the ground
> (GROUND) facilities to be used. The point is experimental aircraft are
> not certified but specifically have an operating limitation to meet
> 91.205 (d)(2) limitation.
> There is no way around this, unless you get a waiver issued to amend
> or delete part of the 91.205 requirement.
>
--
--
Message 3
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| Subject: | GMA340 Installation manual |
--> RV-List message posted by: "Stucklen, Frederic W UTPWR" <Fred.Stucklen@UTCFuelCells.com>
Does anybody have an electronic copy of the GMA340 Audio Panel installation
manual? I've looked on the Garmin site, but can only find the Pilots users
guide......
Fred Stucklen
RV-6A
Message 4
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| Subject: | GMA340 Installation manual |
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
http://www.garmin.com/manuals/GMA340AudioPanel_InstallationManual.pdf
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Stucklen,
Frederic W UTPWR
Subject: RV-List: GMA340 Installation manual
--> RV-List message posted by: "Stucklen, Frederic W UTPWR"
<Fred.Stucklen@UTCFuelCells.com>
Does anybody have an electronic copy of the GMA340 Audio Panel
installation
manual? I've looked on the Garmin site, but can only find the Pilots
users
guide......
Fred Stucklen
RV-6A
Message 5
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| Subject: | Anyone in Marengo IL |
--> RV-List message posted by: "Jeff Dowling" <shempdowling2@earthlink.net>
Do not archive
Does anyone on the list live in or near Marengo. Im heading up there for a fund
raiser tomorrow morning. I looked at AirNav and found 8 airports. I'll be
leaving early afternoon.
Shemp/Jeff Dowling
RV-6A, N915JD
200 hours
Chicago/Louisville
Message 6
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| Subject: | CHT's....... how high is high? |
--> RV-List message posted by: "Vision micro" <vision_micro@hotmail.com>
Hello Rick,
I wouldn't discount the readings that the VM1000 is giving you. I have seen
a couple FACTORTY NEW engines running hotter due to a carb jetting issue.
The first thing I would do is check your carb and see if it is a 10-3878.
If it is, its my understanding there is a kit for the carb. I also have
this Bulletin A11-62 number written down as a reference.
Best Regards
David McCluskey
support@visionmicrosystems.com
From: Rick Galati <rick6a@yahoo.com>
Subject: RV-List: CHT's....... how high is high?
--> RV-List message posted by: Rick Galati <rick6a@yahoo.com>
Phase One flight testing is underway. My factory new O-320-D1A equipped
RV-6A now has 11 hours on the Hobbs, "Darla" flies very, very well but I am
a little concerned about percieved high CHT numbers. The VM-1000 engine
monitor consistently indicates CHT's at the higher end of the range.
Cylinder #3 runs the hottest and on one occasion the temperature reached 482
degrees generating an audio alert. What baffles me is that the oil
temperature has yet to surpass 170 degrees. Todays flight indicated an OAT
of 64 degrees at 4500' yet #3 cylinder was running at 434 degrees at cruise
with the oil temperature at 160 degrees. I have not leaned the mixture on
any flights yet and I'm told this should reduce CHT's somewhat. My Lycoming
operating manual indicates 500 degrees as the max acceptable cylinder head
temperature. Of course, I am running mineral oil for the first 25
hours.....can this partly account for the temperatures I am getting? Is it
possible the VM-1000 is reporting
bogus
numbers? Is this post much ado about nothing?
Rick Galati RV-6A "Darla"
Message 7
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| Subject: | Filler durability |
--> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
I'd like to hear from anyone with experience of the durability of filler on aluminum.
The Imron paint my painter wants to use won't cover the small gap between
rivet head and dimpled skin reliably so we intend to fill the rivets before
painting. The plane will be yellow and stored outside so I'm anticipating a
pretty severe shrink/expand movement in the aluminum. The documents I've seen
don't address the coefficient of expansion of the filler relative to aluminum
or the strength of the bond so I'm hoping your experiences, good and bad, can
shed some light to help us pick a good filler that won't crack around the rivets.
We're considering All-Metal, Superfil, Aeropoxy light, Everglass, Feather Fill,
Sterling Primer/filler, and Dynalite.
Dave Reel - RV8A
Message 8
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| Subject: | Re: Advance Angle of Attack (Old PSS System) |
--> RV-List message posted by: RobHickman@aol.com
Ed,
1. Port location is not that critical. 6" forward of the wing skin break at
the spar about 12" aft of the leading edge this should be for the top and
the bottom. If you put a tape measure from the leading edge to the Aileron tip
double check that the ports are approx 12" from the leading edge.
2. The #60 hole needs to go into the opening of the plastic port. As long
as it is +/- 1/8" it should be fine.
If you need any more help give me a call, I am almost always reachable.
Rob Hickman
Advanced Flight Systems
Work (503) 598-7727
Cell (503) 701-5042
Message 9
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| Subject: | RE: F-623 Baggage Compt Corner Ribs |
--> RV-List message posted by: "Matthew Brandes" <matthew@n523rv.com>
See my entry on this subject. I left the flange but trimmed the bottom.
http://www.n523rv.com/fuselage/2004/02/lots-of-center-section-work.html
Matthew Brandes,
Van's RV-9A (Finish Kit)
#90569
http://www.n523rv.com <http://www.n523rv.com/>
EAA Chapter 1329 President
EAA Chapter 868 Web Editor
Message 10
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| Subject: | Re: High CHT's caused by excess flashing on cylinders |
--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
I experienced high CHT on one cylinder (#3) and attributed it to my plenum
rather than using Van's baffle/baffle seal method. After I got into
removing the plenum and looking things over closely (new TMX-O360 engine) I
found the closed casting problem described in the article on only #3. I
removed what I could easily (used a drill bit and small file) and changed my
cooling to the Vans method. I no longer have a cooling problem on that
cylinder. Incidentally, the cooling for the remaining cylinders all
improved a bit with the baffle seals. I apparently obstructed the air flow
coming into the top of the plenum which caused the higher temps in general.
But the excess flash was a problem I had not suspected to look for on a new
engine. That cylinder was originally 50 degrees higher than the others. I
also put in a air dam in front of #1 to move more air to #3. All cyls are
happy now...
Indiana Larry, RV7 Tip Up It Flies
"The American Republic will endure until the day Congress discovers
that it can bribe the public with the public's own money."
Alexis de Toqueville
----- Original Message -----
From: "Matthew Brandes" <matthew@n523rv.com>
Subject: RV-List: High CHT's caused by excess flashing on cylinders
> --> RV-List message posted by: Matthew Brandes <matthew@n523rv.com>
>
> I'd
> be curious to find out how many people have excess flash on their cylinder
> heads and if they removed it, what difference it made.
>
> http://www.eaa1000.av.org/newsletr/0408nltr.pdf
>
Message 11
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--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
I have a Dynon D-10 and routinely fly IFR. I would love to have AOA info
mostly for gee whiz, but I also recognize the value of that information.
Even if Dynon had their heated pitot, I will be slow to give up a my "real"
heated pitot tube because the dynon is a pitot static instrument for pitch
and roll as well as alt/AS info.
So here is my question. Has anyone experimented with using the standard
pitot tube pressure and comparing that to a leading edge hole on the top of
the wing like the AFS system???? My guess is that it would work, but I
really don't want to drill a bunch of holes in the wing to find out. I
could care that it is not heated and would freeze over. Flying IFR I never
plan to be anywhere near the range of the AOA instrument. This would be
used only for dogfighting and short field landings.
Anyone have any ideas if that would work? If someone had a Dynon and a AFS
system, they could hook the top of the wing port to the Dynon AOA port and
check it out.
Thanks and
Tailwinds,
Doug Rozendaal
Message 12
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| Subject: | RE: Question re: Tru Trak |
1.25 RCVD_NUMERIC_HELO Received: contains an IP address used for HELO
--> RV-List message posted by: rv6n6r@comcast.net
Okay my curiosity is piqued.
I installed mine in the wing per the instructions at that time. Also a while back
there was discussion regarding the Navaid and the possibility of the cockpit
location contributing some pitch deviation due to the geometry of the pushrods,
etc. Is that not an issue? Why/why not?
BTW mine was a retrofit installation in my right RV-6 wing (!!!!) I was only able
to manage it with the help of my flex-angle drill and the fact that I'd made
the access hole about 3" larger than spec when I built it (yes I was thinking
ahead). Even so, it was a bi+@h!
Randall Henderson
RV-6
---
John,
Do not install anything at this time. The installation is done in the
fuselage of the RV-6. When you get to the fuselage, I would recommend that
you at least run the wiring to the servo. If you would like to talk about
your options, please give me a call. I am pretty much always here.
Andrew Barker
General Manager
TruTrak Flight Systems
PH: 479-751-0250 Ext.222
Toll Free: 1-866-TruTrak
www.trutrakap.com
Message 13
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--> RV-List message posted by: RobHickman@aol.com
'Has anyone experimented with using the standard
pitot tube pressure and comparing that to a leading edge hole on the top of
the wing like the AFS system???? My guess is that it would work, but I
really don't want to drill a bunch of holes in the wing to find out."
My guess is that it would not work. The Dynon AOA port reads the pressure
difference between the AOA port and the static pressure, this should be a
positive value. If you connect it to the top wing port you are going to get a
negative pressure differential. If it was to work it would also violate the
Patents on the AFS AOA System.
Rob Hickman
Advanced Flight Systems
Message 14
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| Subject: | Filler durability |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
If you make sure you sure epoxy based filler then it should hold up fine.
Do NOT use regular bondo polyester-based fillers. They will not hold up.
MIke Robertson
>From: "DAVID REEL" <dreel@cox.net>
>Reply-To: rv-list@matronics.com
>To: "rvlist" <rv-list@matronics.com>
>Subject: RV-List: Filler durability
>Date: Fri, 3 Jun 2005 12:23:22 -0400
>
>--> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
>
>I'd like to hear from anyone with experience of the durability of filler on
>aluminum. The Imron paint my painter wants to use won't cover the small
>gap between rivet head and dimpled skin reliably so we intend to fill the
>rivets before painting. The plane will be yellow and stored outside so I'm
>anticipating a pretty severe shrink/expand movement in the aluminum. The
>documents I've seen don't address the coefficient of expansion of the
>filler relative to aluminum or the strength of the bond so I'm hoping your
>experiences, good and bad, can shed some light to help us pick a good
>filler that won't crack around the rivets.
>
>We're considering All-Metal, Superfil, Aeropoxy light, Everglass, Feather
>Fill, Sterling Primer/filler, and Dynalite.
>
>Dave Reel - RV8A
>
>
Message 15
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| Subject: | Re: Filler durability |
--> RV-List message posted by: Walter Tondu <walter@tondu.com>
On 06/03 12:23, DAVID REEL wrote:
> --> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
>
> I'd like to hear from anyone with experience of the durability of filler on
aluminum. The Imron paint my painter wants to use won't cover the small gap between
rivet head and dimpled skin reliably so we intend to fill the rivets before
painting. The plane will be yellow and stored outside so I'm anticipating
a pretty severe shrink/expand movement in the aluminum. The documents I've
seen don't address the coefficient of expansion of the filler relative to aluminum
or the strength of the bond so I'm hoping your experiences, good and bad,
can shed some light to help us pick a good filler that won't crack around the
rivets.
>
> We're considering All-Metal, Superfil, Aeropoxy light, Everglass, Feather Fill,
Sterling Primer/filler, and Dynalite.
What about Hysol? I've heard good things about it but have no
personal experience with it.
--
Walter Tondu
http://www.rv7-a.com
Message 16
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| Subject: | Dynon EFIS-D10 update 6/03/05 |
--> RV-List message posted by: <gmcjetpilot@yahoo.com>
DYNON EFIS-D10 update now on Dynon web site
Improved: The serial data output now supports an EFIS display on our EMS-D10 engine
monitor. See the "Serial Data Output" section of our updated user manual
here.
Improved: The G-Meter maximum and minimum values are now updated when not displayed.
Fixed: A problem causing bugs to be turned off
Message 17
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| Subject: | Re: CHT's....... how high is high? |
--> RV-List message posted by: "Michael Hilger" <rvsixer@juno.com>
----- Original Message -----
From: "Vision micro" <vision_micro@hotmail.com>
Subject: RE: RV-List: CHT's....... how high is high?
--> RV-List message posted by: "Vision micro" <vision_micro@hotmail.com>
Hello Rick,
I wouldn't discount the readings that the VM1000 is giving you. I have seen
a couple FACTORTY NEW engines running hotter due to a carb jetting issue.
The first thing I would do is check your carb and see if it is a 10-3878.
If it is, its my understanding there is a kit for the carb. I also have
this Bulletin A11-62 number written down as a reference.
Best Regards
David McCluskey
support@visionmicrosystems.com
Rick,
When I first flew my RV-6 (O-360-A1A, Sensenich, carbureted), the CHT's
were very high, and the EGT's peaked as soon as the mixture was pulled back
at all. My engine was overhauled and the carb was new, the same part number
as the original, and as specified on the TC for the engine (I forget what
that was). When I mentioned it to the accessories guy at our local engine
shop, he said to put a service kit in it to move the fuel schedule one step
richer. I had that done and that fixed the problem. I was told this mod was
meant for carbureted Mooneys, some of which had the same problem. I'm sorry
but I don't know the kit number. The shop was Bolduc Specialized Aviation
Services in Minnesota.
Mike Hilger
RV-6, N207AM, 700 hours
Inver Grove Hgts, MN
Message 18
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| Subject: | Re: Filler durability |
--> RV-List message posted by: "Chris Good" <chrisjgood@lycos.com>
Filling all the rivets seems a bit extreme. My painter didn't have any problem
using Imron. Five years & 900 flying hours later the paint is in excellent condition.
Has anyone actually seen a problem with Imron adhesion around the rivet
heads?
Regards,
Chris Good,
West Bend, WI
RV-6A
----- Original Message -----
From: "Walter Tondu" <walter@tondu.com>
Subject: Re: RV-List: Filler durability
>
> --> RV-List message posted by: Walter Tondu <walter@tondu.com>
>
> On 06/03 12:23, DAVID REEL wrote:
>
> > --> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
> >
> > I'd like to hear from anyone with experience of the durability
> of filler on aluminum. The Imron paint my painter wants to use
> won't cover the small gap between rivet head and dimpled skin
> reliably so we intend to fill the rivets before painting. The
> plane will be yellow and stored outside so I'm anticipating a
> pretty severe shrink/expand movement in the aluminum. The
> documents I've seen don't address the coefficient of expansion of
> the filler relative to aluminum or the strength of the bond so I'm
> hoping your experiences, good and bad, can shed some light to help
> us pick a good filler that won't crack around the rivets.
> >
> > We're considering All-Metal, Superfil, Aeropoxy light,
> Everglass, Feather Fill, Sterling Primer/filler, and Dynalite.
>
> What about Hysol? I've heard good things about it but have no
> personal experience with it.
>
> --
> Walter Tondu
> http://www.rv7-a.com
--
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Message 19
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| Subject: | Re:CHT's....... how high is high? |
--> RV-List message posted by: Rick Galati <rick6a@yahoo.com>
Many, many thanks to all who responded. I took all the valuable suggestions seriously
and armed with a fresh perspective redoubled my efforts at improving overall
baffling efficiency. The only place where I could have done better originally
was around the forward baffle area. With added bits of aluminum here and
there, I RTV'ed the forward baffle to the engine case where it previously had
an approximately 1/4" clearance gap all around it. Also, the constant speed
oil return line (unused with my fixed pitch prop) required a large (3/4"?) hole
in the baffle floor to allow its fluid fitting nut to pass through the floor
during the initial baffle installation. Some people simply remove this line
if using a fixed pitch prop but I left it in place. I used rubber baffle material
and RTV to seal off the hole around the oil line as it passes through the
floor. RTV was applied to every gap and pin hole I could detect. I observed
no flash on any of the cylinders. Finally, I install
ed a
full size plate on the back side of the oil cooler in an attempt to raise the
oil temperature. When I took off this morning the temperature was 84 degrees
at the surface. I maintained a climb speed of about 120 MPH. It was with some
chagrin that I watched the CHT's rise. #3 was (as usual) the hottest cylinder
and attained a max temperature of 434 degrees before I leveled out. I hate
to think what the temps would have been in a 100 MPH climb. After a time in
stabilized level flight, the CHT's finally settled in at 377, 404, 418, 404.
The oil temperature throughout the 1.5 hour flight up to an altitude of 5500'
and 65 degrees OAT, settled into a range of 179-184, and on one occasion peaked
at 191degrees. Before the next flight, I am going to install a dam on #1 as
Stein suggested. Since #1 was by far the coolest running at 377 degrees, I think
it can give up a bit of air to help out hothead #3 behind it. I'm told builders
of other designs have been known to bond a cu
rved
piece of fiberglass or attach aluminum to the inside of the upper cowl aimed at
directing air straight down onto #3. Has anyone done that with an RV? Again,
thanks for all the advice. The forum is an invaluable resource. Now I have
several areas to examine and work with if need be.
Rick Galati RV-6A "Darla"
Message 20
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--> RV-List message posted by: Chris W <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
RobHickman@aol.com wrote:
>. . .it would also violate the
>Patents on the AFS AOA System.
>
>
Patents don't prevent me from building a patented design and using it
for myself, it just prevents me from building it and selling it. I
could be wrong about that, but I don't think so.
do not archive
--
Chris W
Gift Giving Made Easy
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give the gifts they want
http://thewishzone.com
Message 21
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| Subject: | Re:CHT's....... how high is high? |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@earthlink.net>
> --> RV-List message posted by: Rick Galati <rick6a@yahoo.com>
>
> Many, many thanks to all who responded. I took all the valuable
> suggestions seriously and armed with a fresh perspective redoubled my
> efforts at improving overall baffling efficiency. The only place where I
> could have done better originally was around the forward baffle area. With
> added bits of aluminum here and there, I RTV'ed the forward baffle to the
> engine case where it previously had an approximately 1/4" clearance gap
Rick, you may well be onto the right track, but please do investigate fuel
flow rates. It is a little hard to believe how much that affects CHT's on
these planes. I can run the mixture at near peak EGT and see CHT's
stabilize around 400, while 10 minutes later, after running the mixture to
lean of peak, see 330. If you have a 160 hp, you should see something
around 13 to 14 gph at near sea level, full throttle, full rich power
setting. If you aren't seeing that, you may not be putting enough gas
through.
Alex Peterson
RV6-A N66AP 621 hours
Maple Grove, MN
Message 22
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| Subject: | Re: Filler durability |
--> RV-List message posted by: "Bob C. " <flyboy.bob@gmail.com>
David,
Filling rivet seem a little extreme unless you have a lot of dings . . .
there are methods for cleaning the rivets so there is no oil residue, etc .
. . if you get the clean the paint should be fine?
I'm no expert but that my suggestion . . . good luck!
Bob
On 6/3/05, DAVID REEL <dreel@cox.net> wrote:
>
> --> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
>
> I'd like to hear from anyone with experience of the durability of filler
> on aluminum. The Imron paint my painter wants to use won't cover the small
> gap between rivet head and dimpled skin reliably so we intend to fill the
> rivets before painting. The plane will be yellow and stored outside so I'm
> anticipating a pretty severe shrink/expand movement in the aluminum. The
> documents I've seen don't address the coefficient of expansion of the filler
> relative to aluminum or the strength of the bond so I'm hoping your
> experiences, good and bad, can shed some light to help us pick a good filler
> that won't crack around the rivets.
>
> We're considering All-Metal, Superfil, Aeropoxy light, Everglass, Feather
> Fill, Sterling Primer/filler, and Dynalite.
>
> Dave Reel - RV8A
>
>
Message 23
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| Subject: | Re: CHT's....... how high is high? |
--> RV-List message posted by: "jacklockamy" <jacklockamy@verizon.net>
Rick,
Your email report is very timely as I was preparing to report a similar situation
with my RV-7A equipped with a certified Lycoming 0-320-B1B (160 hp).
I don't know what cowl you have but here is my take on the problem with high CHT's
on my aircraft:
Van's gave me a 90235 cowl when I picked up my QB kit at their factory in May-03.
This is the same cowl they send to their RV-9 customers who plan to install
a Lycoming 0-235 engine. I called Van's on this once I got home, looked at
the part number on the cowl halves when unloading the U-Haul and was told "...
this is the recommended cowl for our RV-9 Lycoming 0-235 customers and RV-7/7A
customer installing a Lycoming 0-320.... ". OKAY! Build on.... Van's knew
I planned to install a Lycoming 0-320 in my RV-7A and everything is okay.
During my first flight (3/17/05) (see http://www.yudavision.net/rv/#7), I noted HIGH CHT's (400-445 deg F) during the flight on a rather cold, blustery (65 deg F OAT) day in Southern CA. I contributed this to NEW rebuild, tight engine, and etc.
After 25 hours on my engine, it STILL produces CHT's in the area of 398 degrees
F at cruise and a high of 435 degrees F during climbs at 120 KTS. This concerned
me as I was fairly certain my engine was 'broken in...' at this point.
I re-read the Tony Bingelis book 'Firewall Forward' which stated that the cowl
air exit should be approximately 1.5 times the inlet size in order to obtain good
engine cooling. I measured my 90235 cowl inlets and determinded there was
approx. 39" of inlet air total versus ONLY 42 inches of exit air (subtracting
for the exhuast pipes and etc.)!!! The inlet on the 90235 is TOO SMALL for a
160 HP engine! Might be good for a 108 HP Lycoming 0-235 but not nearly enough
inlet/cooling air for a Lycoming 0-320/160 HP engine. Also the exit was way
too small for the inlet air. My oil temps are great (175-190 deg F), it's the
CHTs that have me concerned.
5. At approx. 33 hrs of engine operating time, I added two (2), 4"x4", SeaFit
Marine exhaust vents to my lower cowl in order to increase the exit air openings
-versus- the inlets in order to get a bit closer to the 1.5 deg ratio. It
helped a bit by lowering CHTs approx 15 degrees, but I'm still sure the inlets
are TOO SMALL on my cowl for proper cooling of a 160 HP engine. I have also
discovered that running at 2300 RPMs and WOT at 7500 FT MSL, leaned 50 degrees
ROP, my CHTs are running approx 363 degrees. I can live with this and my CHTs
are approx. 35 degrees lower than while running at 2400 RPMS and WOT (22 inches
of MAP).
My recommendation for anyone installing a 150 or 160 HP Lycoming on their RV....
ensure you get the Lycoming 0-360 cowl from Van's!!! The 90235 cowl is TOO
small. My hangar mate has a Lycoming 0-360 (and cowl) and his inlets/exits are
perfect for the engine. I test flew his aircraft for the first 25 hours on
a brand new Suerior engine and the CHT's never got above 360 degrees with an OAT
of 80 degs F. His inlets and exit air openings are considerably larger than
mine. (Sorry... I don't have the actual measurements.). I think Van's got
the 0-360 cowl right, but missed the boat sending 90235 cowlings to Lycoming 0-320/160
HP customers. If I could do it again, and I may, I would ENSURE I got
an 0-360 cowl from Van's for ANY engine I was installing. The inlets/exits
are better sized.....
Jack Lockamy
Camarillo, CA
N174JL at the paint shop!
http://www.yudavision.net/rv/#7
Message 24
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--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
My understanding is a patent prevents someone from building, selling or
"using" a patented invention. The rub is, unless you build or sell the
invention, the damages would be so small from infringement that the cost of
enforcing the patent would far outweigh the damages.
If I am correct, then you are practically right, but technically wrong.
Tailwinds,
Doug Rozendaal
Do not archive
>
> RobHickman@aol.com wrote:
>
> Patents don't prevent me from building a patented design and using it
> for myself, it just prevents me from building it and selling it. I
> could be wrong about that, but I don't think so.
>
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