Today's Message Index:
----------------------
1. 04:13 AM - RV-8 Seat Cushions (Ron Schreck)
2. 05:12 AM - Re: RV-8 Seat Cushions (Jerry Springer)
3. 06:17 AM - Garmin 396 (sturdy@att.net)
4. 06:32 AM - Re: RV-8 Seat Cushions (CBRxxDRV@aol.com)
5. 06:41 AM - RV-8 Seat Cushions (Glen Matejcek)
6. 06:58 AM - nozzle (Frazier, Vincent A)
7. 07:10 AM - Got an interesting engine problem/solution and a ? (Stewart, Michael (ISS Atlanta))
8. 07:15 AM - Re: RV-8 Seat Cushions (Tim Bryan)
9. 07:25 AM - Back from a vacation (Stephanie Marshall)
10. 07:34 AM - Re: Got an interesting engine problem/solution and a ? (Konrad L. Werner)
11. 07:45 AM - Re: Got an interesting engine problem/solution and a ? (Marty)
12. 07:45 AM - Re: Got an interesting engine problem/solution and a ? (james frierson)
13. 07:57 AM - Re: Got an interesting engine problem/solution and a ? (Scott Bilinski)
14. 08:00 AM - Re: (Van's) RV-8 Seat Cushions (Jack Blomgren)
15. 08:15 AM - Re: Got an interesting engine problem/solution and a ? (Mike Robertson)
16. 08:33 AM - Re: Got an interesting engine problem/solution and a ? (Vincent Osburn)
17. 08:42 AM - Re: Got an interesting engine problem/solution and a ? (Phil Birkelbach)
18. 08:48 AM - Re: Got an interesting engine problem/solution and a ? (Skylor Piper)
19. 09:05 AM - Re: Garmin 396 (Terry Watson)
20. 09:08 AM - Re: Got an interesting engine problem/solution and a ? (Vic Jacko)
21. 09:43 AM - Re: Got an interesting engine problem/solution and a ? (Stewart, Michael (ISS Atlanta))
22. 10:24 AM - Re: Got an interesting engine problem/solution and a ? (Marty)
23. 11:55 AM - Re: Garmin 396 (Jeff Dowling)
24. 01:44 PM - Control Stick Grip (flynlow)
25. 02:30 PM - Re: Control Stick Grip (Rob Prior (rv7))
26. 02:42 PM - Re: Control Stick Grip (Brad Oliver)
27. 02:42 PM - Re: Control Stick Grip (Richard Tasker)
28. 03:07 PM - Re: Control Stick Grip (Darrell Reiley)
29. 03:27 PM - Re: Control Stick Grip (Scott Bilinski)
30. 03:55 PM - Re: Control Stick Grip ()
31. 04:35 PM - Re: Control Stick Grip (Darrell Reiley)
32. 04:37 PM - Re: Control Stick Grip (Larry Pardue)
33. 04:42 PM - E-703/Elevator skin mis-match (MLWynn@aol.com)
34. 04:45 PM - Re: Control Stick Grip (Ron Lee)
35. 05:13 PM - Garmin 327 and Dynon (Travis Hamblen)
36. 05:31 PM - Re: E-703/Elevator skin mis-match (Kyle Boatright)
37. 06:39 PM - Re: Garmin 327 and Dynon (Nick Nafsinger)
38. 06:51 PM - Re: Control Stick Grip ()
39. 07:03 PM - Re: Garmin 327 and Dynon (Stein Bruch)
40. 07:06 PM - Tie down anchors (Brian Denk)
41. 07:14 PM - Re: Tie down anchors (Paul Trotter)
42. 07:53 PM - Re: Tie down anchors (Konrad L. Werner)
43. 08:04 PM - Re: E-703/Elevator skin mis-match (MLWynn@aol.com)
44. 08:21 PM - lower cowl fit to FAB schnozzle (sarg314)
45. 09:12 PM - Re: Control Stick Grip (Fiveonepw@aol.com)
46. 09:18 PM - Re: lower cowl fit to FAB schnozzle (Fiveonepw@aol.com)
Message 1
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| Subject: | RV-8 Seat Cushions |
--> RV-List message posted by: "Ron Schreck" <ronschreck@alltel.net>
Lucky,
Thanks for the response. Don't know what it is about this RV-list. Hundreds of
guys out there and except for one advertisement for new seat cushions and someone
bragging about their height, yours is the only helpful response to my questions.
Thank you. I'll give it another try Listers. Any takers?
Ron Schreck
--> RV-List message posted by: luckymacy@comcast.net (lucky)
Hi Ron,
In short, yes, I have the same problem with my Van's RV8 seats which Abby
also
covered for me. I haven't done anything about it yet. Still head scratching
but thanks for telling me in advance what Van's will say. They'll probably
tell
me "first they heard of it" ;-)
The seat back cushions ARE designed to go all the way down to the floor and
that
would be consistent with what Clevaland and other interior cushion designers
do.
I think that's what you want to do as well regardless of how you fix the
problems.
Right now I have to really cram and squish the cushions to get them in their
more or less desired positions. They don't want to stay there.
For the pilot's seat bottom cushion, you have to mark a line for where Abby
would
have to slit the cushion for the crotch strap. Not needed for the back seat
due
to different design. Also, front seat belts will go around the pilot's back
support structure, not through it for me. Same as most other planes I have
seen.
I pretty much gave up on chewing gum. Hurts my jaws now a days.
Let me know what you end up doing.
-------------- Original message --------------
>
> At 12:58 PM 7/19/2005 -0400, you wrote:
> >--> RV-List message posted by: "Ron Schreck"
> >
> >Listers,
> > I bought a set of Van's RV-8 seat cushions and had them delivered to
> > Abby at Flightline Interiors for upholstering. They just arrived here
> > last week and Abby did a marvelous job. Unfortunately, they don't fit
> > well. She used Van's patterns to cut the upholstery and expertly covered
> > the cushions as supplied from Van's. The front and rear seat backs fit
> > fine if they go all the way to the floor, but then the seat cushions
are
> > too long (front to back). If I put the seat cushions in first so they
> > go all the way to the back support then the back cushions, which now
sit
> > on top of the seat cushions, are too tall!
> > I emailed Vans and they promptly replied. Basically said that they
> > covered their RV-8 cushions as supplied and they fit fine. Sorry yours
> > don't fit...period.
> > I called Abby and she couldn't be nicer. She said she has recently
> > done several RV-8 cushions from Vans but didn't know if anyone else has
> > tried to fit them in their airplane yet. She said she will call her
> > other customers and see if they have a problem. Regardless, she vowed
to
> > make them right.
> > A few questions for those of you who have purchased Van's RV-8 cushions:
> > 1. Did you have to trim them in any way before covering?
> > 2. Did you cut a hole for the crotch straps or route them in front
> > of the seat cushions?
> > 3. Did you cut holes for the front seat belts or route them around
> > the seat back cushion.
> > 4. Do your seat back cushions sit on top of the seat cushions or go
> > all the way to the cockpit floor?
> > 5. Does your chewing gum loose it's flavor on the bedpost
> > overnight? (er... guess I'm out of questions.)
> >
> >Thanks for the help Listers.
> >
> >Ron Schreck
> >Painting
> >Panel Cutting/Wiring
> >Teeth Gnashing
Message 2
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| Subject: | Re: RV-8 Seat Cushions |
--> RV-List message posted by: Jerry Springer <jsflyrv@comcast.net>
Ron Schreck wrote:
>--> RV-List message posted by: "Ron Schreck" <ronschreck@alltel.net>
>
> Lucky,
>
>Thanks for the response. Don't know what it is about this RV-list. Hundreds
of guys out there and except for one advertisement for new seat cushions and someone
bragging about their height, yours is the only helpful response to my questions.
Thank you. I'll give it another try Listers. Any takers?
>
>Ron Schreck
>
>
>
>
That's a nice way to make friends, criticize those you are asking help
from. :-) Maybe there are just not that many people that
are having problems. IMO I would want to have the raw seat foam before
it is covered to make sure it fit as desired.
do not archive
Message 3
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1.25 RCVD_NUMERIC_HELO Received: contains an IP address used for HELO
--> RV-List message posted by: sturdy@att.net
Received my Garmin GPSMAP 396 today. What a great unit!
Essentially the same as a 296 with the color mapping and terrain/obstacle display,
but also has the XM Radio/WX Works weather display through a separate Smart Antenna,
powered by the 396. A quick read of the instructions (easy if you are used to
the
196 or 296 switchology), hook it up, turn it on, while it's on call XM Radio with
800 number provided (in San Angelo TX no less) and give them the ID # and personal
info, and with in 15 mins you are receiving. A good day to try it out with Emily
just to the South.
NEXRAD radar, Satellite Mosaic, Lightning, Storm cells, Hurricanes, Surface and
Altitude winds, Surface Pressure, Fronts, Visibility, County Weather Warnings,
METARSs,
TAFs, Airmets, Sigmets, TFRs, Echo Tops, Freezing Levels, Forecasts, it's all there
in pictorial and text. Plus if you sign up for the Radio (6.99/mon) you get all
the XM Radio stuff, for which you need to buy a separate cable to put into your
headset or audio panel.
You can overlay it on Nav screen or not. Screen is clear, bright, easy to see.
Just pan the cursor out to see METARS (flag beside an airport symbol), rain intensity,
TFRs, Sigmets and Airmets. For detailed weather, hit menu twice and go to WX and
you have it all in detail.
This is what I have been waiting for. To see weather in the cockpit without having
to listen and picture in your mind what Flight Watch is saying and without the
old
"VFR Flight is not Recommended". There have been some other units, but
this one is an all up unit with a bright, easy to to see/read screen that you can
use without a stylus. And there is a free car kit which comes with a speaker/power
cord to use in the car mode.
Looking forward to having it available on the way to Mason City and OSH.
Also, The Aviator LT pacakge is $29.99/mon (Nexrad, TFRs, City Forecasts,County
Warnings, Precip types, METARS, TAFs), and the AviatorPackage is $49.99/mon (in
addition to above Airmets, Sigmets, EchoTops, Severe Wx Storms Tracks, Surface
Analysis Wx Maps, Lightning,Winds Aloft, and Sat Mosaic).
Stu McCurdy
RV-8, Flying
RV-3, Flying
<!-- BEGIN WEBMAIL STATIONERY -->
<!-- WEBMAIL STATIONERY noneset -->
Received my Garmin GPSMAP 396 today. What a great unit!
Essentially the same as a 296 with the color mapping and terrain/obstacle display,
but also has the XM Radio/WX Works weather display through a separate Smart Antenna,
powered by the 396. A quick read of the instructions (easy if you are used to
the
196 or 296 switchology), hook it up, turn it on, while it's on call XM Radio with
800 number provided (in San Angelo TX no less) and give them the ID # and personal
info, and with in 15 mins you are receiving. A good day to try it out with Emily
just to the South.
NEXRAD radar, Satellite Mosaic, Lightning, Storm cells, Hurricanes, Surface and
Altitude winds, Surface Pressure, Fronts, Visibility, County Weather Warnings,
METARSs,
TAFs, Airmets, Sigmets, TFRs, Echo Tops, Freezing Levels, Forecasts, it's all there
in pictorial and text. Plus if you sign up for the Radio (6.99/mon) you get all
the XM Radio stuff, for which you need to buy a separate cable to put into your
headset or audio panel.
You can overlay it on Nav screen or not. Screen is clear, bright, easy to see.
Just pan the cursor out to see METARS (flag beside an airport symbol), rain intensity,
TFRs, Sigmets and Airmets. For detailed weather, hit menu twice and go to WX and
you have it all in detail.
This is what I have been waiting for. To see weather in the cockpit without having
to listen and picture in your mind what Flight Watch is saying and without the
old
"VFR Flight is not Recommended". There have been some other units, but
this one is an all up unit with a bright, easy to to see/read screen that you can
use without a stylus. And there is a free car kit which comes with a speaker/power
cord to use in the car mode.
Looking forward to having it available on the way to Mason City and OSH.
Also, The Aviator LT pacakge is $29.99/mon (Nexrad, TFRs, City Forecasts,
County Warnings, Precip types, METARS, TAFs), and the Aviator
Package is $49.99/mon (in addition to above Airmets, Sigmets, Echo
Tops, Severe Wx Storms Tracks, Surface Analysis Wx Maps, Lightning,
Winds Aloft, and Sat Mosaic).
Stu McCurdy
RV-8, Flying
RV-3, Flying
<!-- END WEBMAIL STATIONERY -->
Message 4
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| Subject: | Re: RV-8 Seat Cushions |
--> RV-List message posted by: CBRxxDRV@aol.com
In a message dated 7/20/2005 8:11:40 AM Eastern Standard Time,
ronschreck@alltel.net writes:
> Thanks for the response. Don't know what it is about this RV-list.
> Hundreds of guys out there and except for one advertisement for new seat cushions
> and someone bragging about their height, yours is the only helpful response to
> my questions. Thank you. I'll give it another try Listers. Any takers?
>
I had mine made by cleaveland tool. They fit.
You supply some key measurements and they supply the foam.
I saw a plane at sun and fun..liked them..got the guys name who made them
and they made his seats for my plane.
Rear seat fills seat pan top to bottom. Lower seat cushion is
mounted on the floor unless you build the sheet metal wedge that
cleaveland suggests that changes seat angle, or you use the cushion wedge
they send with seats.
I am not so sure this answered any of your questions but you
got another response :)
RV-4
RV-8 QB .... Fuselage
Sal Capra
Lakeland, FL
My Home Page
Message 5
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| Subject: | RV-8 Seat Cushions |
--> RV-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
Hi All-
>The seat back cushions ARE designed to go all the way down to the floor
and that
>would be consistent with what Clevaland and other interior cushion
designers
>do.
My recollection of the situation is that if you are going to wear 'chutes,
the geometry of the seats in the -8 will lead you to a seat pack up front
and a back pack in the rear. Ideally, this would lead to the forward seat
back going to the floor, and the rear seat back sitting atop the bottom
cushion.
> They'll probably tell me "first they heard of it" ;-)
Anecdote - I once called and asked if they had any special insights about
really good or really bad nav antenna locations. The response was 'Nav
antenna? I've never SEEN an IFR RV.'
Glen Matejcek
aerobubba@earthlink.net
Message 6
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--> RV-List message posted by: "Frazier, Vincent A" <VFrazier@usi.edu>
Yes, the pencil sized brass tube in the center of the venturi. This was
10 years ago so the memory is getting foggy on details but I remember
that the problem was cured. I think that this is fairly common on RVs.
Since then I've had 2 Stinsons and am now flying a fuel injected Rocket
so forgive me for not spouting part numbers, etc. I seem to recall that
the "official" name for the thing was some sort of nozzle. The gents at
El Reno with undoubtably know the right name.
Fly safely,
Vince
Time: 07:59:05 AM PST US
From: "Scott Jackson" <>
Subject: Re: RV-List: momentary burp
--> RV-List message posted by: "Scott Jackson" <jayeandscott@telus.net>
By "incorrect nozzle" do you mean the main jet?
Scott
----- Original Message -----
From: "Frazier, Vincent A" <VFrazier@usi.edu>
Subject: RV-List: momentary burp
Message 7
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| Subject: | Got an interesting engine problem/solution and a ? |
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
Over the past couple of weeks my buddy's new RV S7 has been plagued with
a rough running engine. Just not as smooth and responsive as we would
like to see.
The occasional cough, cylinder miss, ect. And the one really weird clue
was max egt's at ~1675 on all cylinders. We suspected some calibration
problem in the engine monitor and never really got the item resolved
till yesterday.
The clues:
1. Ran rough, but flyable
2. not producing the power we expected in climb and cruise
3. Fuel flow good. Injection tests were good
4. And the clue that got me the answer yesterday was no rpm drop in
the mag check.
Tracing the wires I found that his key switch had his ground supply on
the grd lug next to the R lug with the jumper bar attached. Meaning all
this time he has been running on one mag. He thought that his mag must
be working since in the key off position would kill the engine. But the
mis-wired switch meant the right mag was always grounded and the left
mag was not being grounded during the mag check at all. So we got that
all resolved and it now purrs like a kitten. A flight showed it running
great and max egt's now at ~1520. So....
My unanswered ? is this. Why on one mag are the egt's so high. The was
the on-going clue that we missed. My common sense tells me that one mag
is less efficient, not burning as well, and should run cooler in egt.
Dual mag means more complete burn and runs hotter. But the complete
opposite happened. In all this time during a mag check I have never
noticed this since I peg my eye on RPM and never bother looking at EGT
during mag check.
Why do egt's rise on one mag only?
Thanks
Mike
Do not archive
Message 8
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| Subject: | Re: RV-8 Seat Cushions |
--> RV-List message posted by: "Tim Bryan" <flyrv6@bryantechnology.com>
I purchased seat cushions from vans for my -6 and had the same issue. I
didn't pursue it as I decided to have my seats done by Abey at Flightline
I sold my seats to a scale corsair builder. Don't know the answer for the
reason they are like that, but it wasn't just yours.
Tim
RV-6
N616TB
-------Original Message-------
From: Ron Schreck
Subject: RV-List: RV-8 Seat Cushions
--> RV-List message posted by: "Ron Schreck" <ronschreck@alltel.net>
Lucky,
Thanks for the response. Don't know what it is about this RV-list.
Hundreds of guys out there and except for one advertisement for new seat
cushions and someone bragging about their height, yours is the only helpful
response to my questions. Thank you. I'll give it another try Listers.
Any takers?
Ron Schreck
--> RV-List message posted by: luckymacy@comcast.net (lucky)
Hi Ron,
In short, yes, I have the same problem with my Van's RV8 seats which
Abby also
covered for me. I haven't done anything about it yet. Still head
scratching
but thanks for telling me in advance what Van's will say. They'll
probably tell
me "first they heard of it" ;-)
The seat back cushions ARE designed to go all the way down to the
floor and that
would be consistent with what Clevaland and other interior cushion
designers
do.
I think that's what you want to do as well regardless of how you fix
the problems.
Right now I have to really cram and squish the cushions to get them in
their
more or less desired positions. They don't want to stay there.
For the pilot's seat bottom cushion, you have to mark a line for where
Abby would
have to slit the cushion for the crotch strap. Not needed for the
back seat due
to different design. Also, front seat belts will go around the pilot
s back
support structure, not through it for me. Same as most other planes I
have
seen.
I pretty much gave up on chewing gum. Hurts my jaws now a days.
Let me know what you end up doing.
-------------- Original message --------------
>
> At 12:58 PM 7/19/2005 -0400, you wrote:
> >--> RV-List message posted by: "Ron Schreck"
> >
> >Listers,
> > I bought a set of Van's RV-8 seat cushions and had them delivered
to
> > Abby at Flightline Interiors for upholstering. They just arrived
here
> > last week and Abby did a marvelous job. Unfortunately, they don't
fit
> > well. She used Van's patterns to cut the upholstery and expertly
covered
> > the cushions as supplied from Van's. The front and rear seat backs
fit
> > fine if they go all the way to the floor, but then the seat
cushions are
> > too long (front to back). If I put the seat cushions in first so
they
> > go all the way to the back support then the back cushions, which
now sit
> > on top of the seat cushions, are too tall!
> > I emailed Vans and they promptly replied. Basically said that they
> > covered their RV-8 cushions as supplied and they fit fine. Sorry
yours
> > don't fit...period.
> > I called Abby and she couldn't be nicer. She said she has recently
> > done several RV-8 cushions from Vans but didn't know if anyone
else has
> > tried to fit them in their airplane yet. She said she will call
her
> > other customers and see if they have a problem. Regardless, she
vowed to
> > make them right.
> > A few questions for those of you who have purchased Van's RV-8
cushions:
> > 1. Did you have to trim them in any way before covering?
> > 2. Did you cut a hole for the crotch straps or route them in front
> > of the seat cushions?
> > 3. Did you cut holes for the front seat belts or route them around
> > the seat back cushion.
> > 4. Do your seat back cushions sit on top of the seat cushions or
go
> > all the way to the cockpit floor?
> > 5. Does your chewing gum loose it's flavor on the bedpost
> > overnight? (er... guess I'm out of questions.)
> >
> >Thanks for the help Listers.
> >
> >Ron Schreck
> >Painting
> >Panel Cutting/Wiring
> >Teeth Gnashing
Message 9
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| Subject: | Back from a vacation |
2.03 HTML_TAG_EXIST_MARQUEE BODY": rv-list@matronics.com
--> RV-List message posted by: "Stephanie Marshall" <smarshall@enid.org>
Hey everyone,
After having been gone for a whole month I have finally gotten home and our website
updated.
Have I missed anything too earth shattering?
Cheers,
Stephanie Marshall
www.rv-8a.4t.com
Message 10
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| Subject: | Re: Got an interesting engine problem/solution and a ? |
--> RV-List message posted by: "Konrad L. Werner" <klwerner@comcast.net>
Mike,
Running on one mag means a less complete burn, and a still burning fuel mix once
the exhaust valve opens hotter EGT in the pipes.
Two mags keep the burning mainly in the cylinders and therefore a lower reading
on the EGT Probe in the pipe.
Therefore, try to keep the heat in the cylinders instead of the exhaust pipes and
the numbers will make sense by being lower (in the pipe) because of a more
complete burn (in the cylinders).
Do not archive
----- Original Message -----
From: Stewart, Michael (ISS Atlanta)
To: rv-list@matronics.com
Sent: Wednesday, July 20, 2005 8:09 AM
Subject: RV-List: Got an interesting engine problem/solution and a ?
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
Over the past couple of weeks my buddy's new RV S7 has been plagued with
a rough running engine. Just not as smooth and responsive as we would
like to see.
The occasional cough, cylinder miss, ect. And the one really weird clue
was max egt's at ~1675 on all cylinders. We suspected some calibration
problem in the engine monitor and never really got the item resolved
till yesterday.
The clues:
1. Ran rough, but flyable
2. not producing the power we expected in climb and cruise
3. Fuel flow good. Injection tests were good
4. And the clue that got me the answer yesterday was no rpm drop in
the mag check.
Tracing the wires I found that his key switch had his ground supply on
the grd lug next to the R lug with the jumper bar attached. Meaning all
this time he has been running on one mag. He thought that his mag must
be working since in the key off position would kill the engine. But the
mis-wired switch meant the right mag was always grounded and the left
mag was not being grounded during the mag check at all. So we got that
all resolved and it now purrs like a kitten. A flight showed it running
great and max egt's now at ~1520. So....
My unanswered ? is this. Why on one mag are the egt's so high. The was
the on-going clue that we missed. My common sense tells me that one mag
is less efficient, not burning as well, and should run cooler in egt.
Dual mag means more complete burn and runs hotter. But the complete
opposite happened. In all this time during a mag check I have never
noticed this since I peg my eye on RPM and never bother looking at EGT
during mag check.
Why do egt's rise on one mag only?
Thanks
Mike
Do not archive
--
Message 11
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| Subject: | Got an interesting engine problem/solution and a ? |
--> RV-List message posted by: "Marty" <martorious@earthlink.net>
Just taking a wild semi-educated guess on this until more
knowledgeable minds answer, but I think that with both mags running,
and therefore two spark sources, the fuel burns quicker. Therefore
with only one mag working, and one ignition source, the fuel burns
slower and is still burning when the exhaust valve opens, thus the
higher egt reading.
Am I right? Did I win a prize? ;)
Marty
|-----Original Message-----
|From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
|server@matronics.com] On Behalf Of Stewart, Michael (ISS Atlanta)
|Sent: Wednesday, July 20, 2005 9:10 AM
|To: rv-list@matronics.com
|Subject: RV-List: Got an interesting engine problem/solution and a ?
|
|--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)"
|<mstewart@iss.net>
|
|Over the past couple of weeks my buddy's new RV S7 has been plagued
|with
|a rough running engine. Just not as smooth and responsive as we would
|like to see.
|
|
|The occasional cough, cylinder miss, ect. And the one really weird
|clue
|was max egt's at ~1675 on all cylinders. We suspected some
|calibration
|problem in the engine monitor and never really got the item resolved
|till yesterday.
|
|
|The clues:
|
|1. Ran rough, but flyable
|2. not producing the power we expected in climb and cruise
|3. Fuel flow good. Injection tests were good
|4. And the clue that got me the answer yesterday was no rpm
|drop in
|the mag check.
|
|
|Tracing the wires I found that his key switch had his ground supply
|on
|the grd lug next to the R lug with the jumper bar attached. Meaning
|all
|this time he has been running on one mag. He thought that his mag
|must
|be working since in the key off position would kill the engine. But
|the
|mis-wired switch meant the right mag was always grounded and the left
|mag was not being grounded during the mag check at all. So we got
|that
|all resolved and it now purrs like a kitten. A flight showed it
|running
|great and max egt's now at ~1520. So....
|
|
|My unanswered ? is this. Why on one mag are the egt's so high. The
|was
|the on-going clue that we missed. My common sense tells me that one
|mag
|is less efficient, not burning as well, and should run cooler in egt.
|Dual mag means more complete burn and runs hotter. But the complete
|opposite happened. In all this time during a mag check I have never
|noticed this since I peg my eye on RPM and never bother looking at
|EGT
|during mag check.
|
|
|Why do egt's rise on one mag only?
|
|
|Thanks
|
|Mike
|
|Do not archive
|
|
|
|
|
Message 12
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|
| Subject: | Got an interesting engine problem/solution and a ? |
--> RV-List message posted by: "james frierson" <tn3639@hotmail.com>
My guess would be that the air fuel mixture is still in the burning phase as
it is being exhausted. The poor performance would make sense as the energy
is being exhausted vs being used in the cylinder.
Scott
N162RV
Flying
>From: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
>Reply-To: rv-list@matronics.com
>To: <rv-list@matronics.com>
>Subject: RV-List: Got an interesting engine problem/solution and a ?
>Date: Wed, 20 Jul 2005 10:09:51 -0400
>
>--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)"
><mstewart@iss.net>
>
>Over the past couple of weeks my buddy's new RV S7 has been plagued with
>a rough running engine. Just not as smooth and responsive as we would
>like to see.
>
>
>The occasional cough, cylinder miss, ect. And the one really weird clue
>was max egt's at ~1675 on all cylinders. We suspected some calibration
>problem in the engine monitor and never really got the item resolved
>till yesterday.
>
>
>The clues:
>
>1. Ran rough, but flyable
>2. not producing the power we expected in climb and cruise
>3. Fuel flow good. Injection tests were good
>4. And the clue that got me the answer yesterday was no rpm drop in
>the mag check.
>
>
>Tracing the wires I found that his key switch had his ground supply on
>the grd lug next to the R lug with the jumper bar attached. Meaning all
>this time he has been running on one mag. He thought that his mag must
>be working since in the key off position would kill the engine. But the
>mis-wired switch meant the right mag was always grounded and the left
>mag was not being grounded during the mag check at all. So we got that
>all resolved and it now purrs like a kitten. A flight showed it running
>great and max egt's now at ~1520. So....
>
>
>My unanswered ? is this. Why on one mag are the egt's so high. The was
>the on-going clue that we missed. My common sense tells me that one mag
>is less efficient, not burning as well, and should run cooler in egt.
>Dual mag means more complete burn and runs hotter. But the complete
>opposite happened. In all this time during a mag check I have never
>noticed this since I peg my eye on RPM and never bother looking at EGT
>during mag check.
>
>
>Why do egt's rise on one mag only?
>
>
>Thanks
>
>Mike
>
>Do not archive
>
>
Message 13
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|
| Subject: | Re: Got an interesting engine problem/solution and a ? |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
Here is my take.
Mixture is burning in the exhaust port/pipe = high EGT. With both mags
working more of the mixture is burning in the combustion chamber so less
EGT's and slightly higher CHT. With EI the EGT's are even less, but the CHT
is more, as much as 25 F. More burning in the combustion chamber where it
belongs.
At 10:09 AM 7/20/2005 -0400, you wrote:
>--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)"
><mstewart@iss.net>
>
>Over the past couple of weeks my buddy's new RV S7 has been plagued with
>a rough running engine. Just not as smooth and responsive as we would
>like to see.
>
>
>The occasional cough, cylinder miss, ect. And the one really weird clue
>was max egt's at ~1675 on all cylinders. We suspected some calibration
>problem in the engine monitor and never really got the item resolved
>till yesterday.
>
>
>The clues:
>
>1. Ran rough, but flyable
>2. not producing the power we expected in climb and cruise
>3. Fuel flow good. Injection tests were good
>4. And the clue that got me the answer yesterday was no rpm drop in
>the mag check.
>
>
>Tracing the wires I found that his key switch had his ground supply on
>the grd lug next to the R lug with the jumper bar attached. Meaning all
>this time he has been running on one mag. He thought that his mag must
>be working since in the key off position would kill the engine. But the
>mis-wired switch meant the right mag was always grounded and the left
>mag was not being grounded during the mag check at all. So we got that
>all resolved and it now purrs like a kitten. A flight showed it running
>great and max egt's now at ~1520. So....
>
>
>My unanswered ? is this. Why on one mag are the egt's so high. The was
>the on-going clue that we missed. My common sense tells me that one mag
>is less efficient, not burning as well, and should run cooler in egt.
>Dual mag means more complete burn and runs hotter. But the complete
>opposite happened. In all this time during a mag check I have never
>noticed this since I peg my eye on RPM and never bother looking at EGT
>during mag check.
>
>
>Why do egt's rise on one mag only?
>
>
>Thanks
>
>Mike
>
>Do not archive
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 14
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|
| Subject: | (Van's) RV-8 Seat Cushions |
--> RV-List message posted by: "Jack Blomgren" <jackanet@hotmail.com>
I also bought Van's cushion set followed by questions to Cleaveland re their
covering same. First reply indicated they too have some issues or problem
using Van's. 'Am now waiting a more difinitive response from DJ herself
before proceeding.
Jack, #80815, gear intersection fairings
Red Wing, MN
Message 15
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|
| Subject: | Got an interesting engine problem/solution and a ? |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
Due to the location inside the cylinder of the spark plugs, if only one
magneto is working, it takes longer for the fuel to be completly ignited.
It just so happens that it takes just long enough that the fuel is not quite
ignited before the exhaust valve opens. With that the flame front extends
down into the exhaust tube, thus the higher EGTs. And becasue the exhaust
valve opens before the fuel is completely ignited, you lose power.
Mike Robertson
>From: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
>Reply-To: rv-list@matronics.com
>To: <rv-list@matronics.com>
>Subject: RV-List: Got an interesting engine problem/solution and a ?
>Date: Wed, 20 Jul 2005 10:09:51 -0400
>
>--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)"
><mstewart@iss.net>
>
>Over the past couple of weeks my buddy's new RV S7 has been plagued with
>a rough running engine. Just not as smooth and responsive as we would
>like to see.
>
>
>The occasional cough, cylinder miss, ect. And the one really weird clue
>was max egt's at ~1675 on all cylinders. We suspected some calibration
>problem in the engine monitor and never really got the item resolved
>till yesterday.
>
>
>The clues:
>
>1. Ran rough, but flyable
>2. not producing the power we expected in climb and cruise
>3. Fuel flow good. Injection tests were good
>4. And the clue that got me the answer yesterday was no rpm drop in
>the mag check.
>
>
>Tracing the wires I found that his key switch had his ground supply on
>the grd lug next to the R lug with the jumper bar attached. Meaning all
>this time he has been running on one mag. He thought that his mag must
>be working since in the key off position would kill the engine. But the
>mis-wired switch meant the right mag was always grounded and the left
>mag was not being grounded during the mag check at all. So we got that
>all resolved and it now purrs like a kitten. A flight showed it running
>great and max egt's now at ~1520. So....
>
>
>My unanswered ? is this. Why on one mag are the egt's so high. The was
>the on-going clue that we missed. My common sense tells me that one mag
>is less efficient, not burning as well, and should run cooler in egt.
>Dual mag means more complete burn and runs hotter. But the complete
>opposite happened. In all this time during a mag check I have never
>noticed this since I peg my eye on RPM and never bother looking at EGT
>during mag check.
>
>
>Why do egt's rise on one mag only?
>
>
>Thanks
>
>Mike
>
>Do not archive
>
>
Message 16
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|
| Subject: | Got an interesting engine problem/solution and a ? |
--> RV-List message posted by: "Vincent Osburn" <flyby41@earthlink.net>
My guess is you are running on one mag and have something wired wrong. In
other words, when you think you are switching mags.... you are not. Either
that or you are switching to each mag but are never actually switched on
"both". Engine will have high EGT on one mag.
do not archive
> [Original Message]
> From: Stewart, Michael (ISS Atlanta) <mstewart@iss.net>
> To: <rv-list@matronics.com>
> Date: 7/20/2005 7:09:58 AM
> Subject: RV-List: Got an interesting engine problem/solution and a ?
>
> --> RV-List message posted by: "Stewart, Michael (ISS Atlanta)"
<mstewart@iss.net>
>
> Over the past couple of weeks my buddy's new RV S7 has been plagued with
> a rough running engine. Just not as smooth and responsive as we would
> like to see.
>
>
> The occasional cough, cylinder miss, ect. And the one really weird clue
> was max egt's at ~1675 on all cylinders. We suspected some calibration
> problem in the engine monitor and never really got the item resolved
> till yesterday.
>
>
> The clues:
>
> 1. Ran rough, but flyable
> 2. not producing the power we expected in climb and cruise
> 3. Fuel flow good. Injection tests were good
> 4. And the clue that got me the answer yesterday was no rpm drop in
> the mag check.
>
>
> Tracing the wires I found that his key switch had his ground supply on
> the grd lug next to the R lug with the jumper bar attached. Meaning all
> this time he has been running on one mag. He thought that his mag must
> be working since in the key off position would kill the engine. But the
> mis-wired switch meant the right mag was always grounded and the left
> mag was not being grounded during the mag check at all. So we got that
> all resolved and it now purrs like a kitten. A flight showed it running
> great and max egt's now at ~1520. So....
>
>
> My unanswered ? is this. Why on one mag are the egt's so high. The was
> the on-going clue that we missed. My common sense tells me that one mag
> is less efficient, not burning as well, and should run cooler in egt.
> Dual mag means more complete burn and runs hotter. But the complete
> opposite happened. In all this time during a mag check I have never
> noticed this since I peg my eye on RPM and never bother looking at EGT
> during mag check.
>
>
> Why do egt's rise on one mag only?
>
>
> Thanks
>
> Mike
>
> Do not archive
>
>
Message 17
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|
| Subject: | Re: Got an interesting engine problem/solution and a ? |
--> RV-List message posted by: Phil Birkelbach <phil@petrasoft.net>
The way that I understand it is... When only running on one mag the fuel
is not being completely burned so some burning fuel is going out the
pipes and causing the EGT to rise.
Another way to look at is by considering the engine a thermodynamic
black box. Energy goes in one place (fuel) and comes out in two places
(turning the prop and exhaust heat). The sum of the "outs" must equal
the sum of the "ins." Since the end goal is to turn the prop we measure
efficiency by how much energy we get from the fuel to the prop. The
rest is "wasted" in heating up the exhaust gasses. Therefore anything
that decreases the efficiency of the engine and does not affect the fuel
flow should cause the EGT to rise.
Godspeed,
Phil Birkelbach - Houston Texas
RV-7 N727WB - Finishing Up
http://www.myrv7.com
Stewart, Michael (ISS Atlanta) wrote:
>My unanswered ? is this. Why on one mag are the egt's so high. The was
>the on-going clue that we missed. My common sense tells me that one mag
>is less efficient, not burning as well, and should run cooler in egt.
>Dual mag means more complete burn and runs hotter. But the complete
>opposite happened. In all this time during a mag check I have never
>noticed this since I peg my eye on RPM and never bother looking at EGT
>during mag check.
>
>
>Why do egt's rise on one mag only?
>
>
>
Message 18
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|
| Subject: | Re: Got an interesting engine problem/solution and a ? |
--> RV-List message posted by: Skylor Piper <skylor4@yahoo.com>
Everyone else has it right...
When switching from both mags to 1, EGT should rise,
and CHT should fall. It should be standard practice
to look for EGT rise during the mag check (on an
engine monitor equipped plane). This also makes it
easy to find a dead plug on one cylinder, since there
will be no EGT change on that cyclinder when turning
off the bad plug.
Skylor
RV-8 QB
Under Construction
--- "Stewart, Michael (ISS Atlanta)"
<mstewart@iss.net> wrote:
> --> RV-List message posted by: "Stewart, Michael
> (ISS Atlanta)" <mstewart@iss.net>
>
> Over the past couple of weeks my buddy's new RV S7
> has been plagued with
> a rough running engine. Just not as smooth and
> responsive as we would
> like to see.
>
>
> The occasional cough, cylinder miss, ect. And the
> one really weird clue
> was max egt's at ~1675 on all cylinders. We
> suspected some calibration
> problem in the engine monitor and never really got
> the item resolved
> till yesterday.
>
>
> The clues:
>
> 1. Ran rough, but flyable
> 2. not producing the power we expected in
> climb and cruise
> 3. Fuel flow good. Injection tests were good
> 4. And the clue that got me the answer
> yesterday was no rpm drop in
> the mag check.
>
>
> Tracing the wires I found that his key switch had
> his ground supply on
> the grd lug next to the R lug with the jumper bar
> attached. Meaning all
> this time he has been running on one mag. He thought
> that his mag must
> be working since in the key off position would kill
> the engine. But the
> mis-wired switch meant the right mag was always
> grounded and the left
> mag was not being grounded during the mag check at
> all. So we got that
> all resolved and it now purrs like a kitten. A
> flight showed it running
> great and max egt's now at ~1520. So....
>
>
> My unanswered ? is this. Why on one mag are the
> egt's so high. The was
> the on-going clue that we missed. My common sense
> tells me that one mag
> is less efficient, not burning as well, and should
> run cooler in egt.
> Dual mag means more complete burn and runs hotter.
> But the complete
> opposite happened. In all this time during a mag
> check I have never
> noticed this since I peg my eye on RPM and never
> bother looking at EGT
> during mag check.
>
>
> Why do egt's rise on one mag only?
>
>
> Thanks
>
> Mike
>
> Do not archive
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
>
>
>
>
Message 19
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|
--> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
Aviation Consumer just published a lengthy review of the 396 on their
website. Bottom line is they like it -- a lot.
Terry
Message 20
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|
| Subject: | Re: Got an interesting engine problem/solution and a ? |
--> RV-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
Recently I asked a question about how valuable the EGT,s are and this thread
has given a few answers as to it's use to diagnosis problems,
Thanks,
Vic
----- Original Message -----
From: "Phil Birkelbach" <phil@petrasoft.net>
Subject: Re: RV-List: Got an interesting engine problem/solution and a ?
> --> RV-List message posted by: Phil Birkelbach <phil@petrasoft.net>
>
> The way that I understand it is... When only running on one mag the fuel
> is not being completely burned so some burning fuel is going out the
> pipes and causing the EGT to rise.
>
> Another way to look at is by considering the engine a thermodynamic
> black box. Energy goes in one place (fuel) and comes out in two places
> (turning the prop and exhaust heat). The sum of the "outs" must equal
> the sum of the "ins." Since the end goal is to turn the prop we measure
> efficiency by how much energy we get from the fuel to the prop. The
> rest is "wasted" in heating up the exhaust gasses. Therefore anything
> that decreases the efficiency of the engine and does not affect the fuel
> flow should cause the EGT to rise.
>
> Godspeed,
>
> Phil Birkelbach - Houston Texas
> RV-7 N727WB - Finishing Up
> http://www.myrv7.com
>
>
> Stewart, Michael (ISS Atlanta) wrote:
>
>>My unanswered ? is this. Why on one mag are the egt's so high. The was
>>the on-going clue that we missed. My common sense tells me that one mag
>>is less efficient, not burning as well, and should run cooler in egt.
>>Dual mag means more complete burn and runs hotter. But the complete
>>opposite happened. In all this time during a mag check I have never
>>noticed this since I peg my eye on RPM and never bother looking at EGT
>>during mag check.
>>
>>
>>Why do egt's rise on one mag only?
>>
>>
>>
>
>
>
Message 21
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|
| Subject: | Got an interesting engine problem/solution and a ? |
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
And to add to that. I posted the ~1650 egt numbers on the GRT(engine
monitor) yahoo group and basically got "don't worry about how high they
are, it is just a relative number. Lean to peak then richen a bit...."
Which up until these responses today I was in total agreement with. They
and I were wrong and no one said " hey dude, high egt's could mean only
one plug firing."
I completely understand now how I missed the clue. Will not happen
again.
Thanks to all the responses. You all agreed .....and.... I do think it
is a first on the rv-list that I can remember:)
Thanks Gents
Mike
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Vic Jacko
Subject: Re: RV-List: Got an interesting engine problem/solution and a ?
--> RV-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
Recently I asked a question about how valuable the EGT,s are and this
thread
has given a few answers as to it's use to diagnosis problems,
Thanks,
Vic
----- Original Message -----
From: "Phil Birkelbach" <phil@petrasoft.net>
Subject: Re: RV-List: Got an interesting engine problem/solution and a ?
> --> RV-List message posted by: Phil Birkelbach <phil@petrasoft.net>
>
> The way that I understand it is... When only running on one mag the
fuel
> is not being completely burned so some burning fuel is going out the
> pipes and causing the EGT to rise.
>
> Another way to look at is by considering the engine a thermodynamic
> black box. Energy goes in one place (fuel) and comes out in two
places
> (turning the prop and exhaust heat). The sum of the "outs" must equal
> the sum of the "ins." Since the end goal is to turn the prop we
measure
> efficiency by how much energy we get from the fuel to the prop. The
> rest is "wasted" in heating up the exhaust gasses. Therefore anything
> that decreases the efficiency of the engine and does not affect the
fuel
> flow should cause the EGT to rise.
>
> Godspeed,
>
> Phil Birkelbach - Houston Texas
> RV-7 N727WB - Finishing Up
> http://www.myrv7.com
>
>
> Stewart, Michael (ISS Atlanta) wrote:
>
>>My unanswered ? is this. Why on one mag are the egt's so high. The was
>>the on-going clue that we missed. My common sense tells me that one
mag
>>is less efficient, not burning as well, and should run cooler in egt.
>>Dual mag means more complete burn and runs hotter. But the complete
>>opposite happened. In all this time during a mag check I have never
>>noticed this since I peg my eye on RPM and never bother looking at EGT
>>during mag check.
>>
>>
>>Why do egt's rise on one mag only?
>>
>>
>>
>
>
>
Message 22
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|
| Subject: | Got an interesting engine problem/solution and a ? |
--> RV-List message posted by: "Marty" <martorious@earthlink.net>
|-----Original Message-----
|--> RV-List message posted by: Skylor Piper <skylor4@yahoo.com>
|
|... This also makes it
|easy to find a dead plug on one cylinder, since there
|will be no EGT change on that cyclinder when turning
|off the bad plug.
|
|Skylor
|RV-8 QB
|Under Construction
True, but wouldn't it be even easier to detect a bad plug when you
turn off the 'good' plug? ;)
Marty
Message 23
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|
--> RV-List message posted by: "Jeff Dowling" <shempdowling2@earthlink.net>
Take a look at this site to compare the 396.
http://www.aviationsafety.com/garmin_396.htm
If you havent looked at this product, check it out via their downloadable
tutorial or at OshKosh. Its tough to beat.
Shemp/Jeff Dowling
RV-6A, N915JD
220 hours
Chicago/Louisville
----- Original Message -----
From: "Nick Nafsinger" <nick@creteaviation.com>
Subject: RV-List: Garmin 396
> --> RV-List message posted by: "Nick Nafsinger" <nick@creteaviation.com>
>
>
> Alright all, I have in my hands the (to my knowledge) first customer
> G396. First impressions are beyond words, this thing rocks. If
> anyone has questions on how it does what, feel free to ask!
>
> Sry, I=92m just excited about the new toy!
>
> Nick
>
> Do Not Archive
>
> --
>
>
>
Message 24
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|
| Subject: | Control Stick Grip |
--> RV-List message posted by: "flynlow" <flynlow@usaviator.net>
Hello Group;
Now this may sound like a stupid question at first but think about it. I see
a lot of military control stick grips on Ebay, usually over $200! Has anyone
ever attempted to use a "game" type of joy stick grip and adapt it to an RV?
Yes they are lighter in weight, but if disassembled, could one be filled
with fiberglass jelly to strengthen it? Could the switches be adapted? Let
me know what you all think.
Bud Silvers
Black Forest, Colorado
RV-8 underway.
Message 25
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| Subject: | Re: Control Stick Grip |
--> RV-List message posted by: "Rob Prior (rv7)" <rv7@b4.ca>
On 13:39:08 2005-07-20 "flynlow" <flynlow@usaviator.net> wrote:
> --> RV-List message posted by: "flynlow" <flynlow@usaviator.net>
> Now this may sound like a stupid question at first but think about
> it. I see a lot of military control stick grips on Ebay, usually over
> $200! Has anyone ever attempted to use a "game" type of joy stick
> grip and adapt it to an RV? Yes they are lighter in weight, but if
> disassembled, could one be filled with fiberglass jelly to strengthen
> it? Could the switches be adapted? Let me know what you all think.
There's a few things to consider here:
1. Military grips are designed for use with full flight gear on, which
frequently includes thick gloves (in colder climates). The grips
consequently feel quite large in a bare hand, which is how most of us fly
day-to-day. So a military surplus control stick grip may not be a good
choice.
2. Game controllers aren't really designed to take the rigors of flight.
Never mind that they should be designed to take the rigors of a 12-year-old
whacking it against the floor, I would say that they're not designed to
take that more than once or twice. Certainly the ones i've seen in stores
lately wouldn't last more than a few months in a cockpit (or a few days in
front of a 12 year old, for that matter).
3. Switches on Game controllers fail all the time. I have three joysticks
at home with defunct switches. All worked great until the switches died,
but now I can't shoot (one of them) drop bombs (another) or change my
throttle setting (the third one). I wouldn't want one quitting on me in
the cockpit.
4. There are a number of companies that make scaled down copies of Military
grips, with solid (mil-spec?) switch mechanisms inside. More comfortable
with bare hands, and durable enough for long service life. Infinity
Aerospace is the first company that comes to mind, but I know there are
others (I don't work for IA, I just know they make one).
Hope this helps,
Rob P
Message 26
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| Subject: | Control Stick Grip |
--> RV-List message posted by: Brad Oliver <brad@rv7factory.com>
Bud,
FWIW... CHProducts, the makers of gaming joysticks, manufactures a grip
for aircraft. More info here...
http://www.chproducts.com/retail/aircraft.html
Brad Oliver
RV-7 609BC Reserved
Livermore, CA
www.RV7Factory.com
> -------- Original Message --------
> Subject: RV-List: Control Stick Grip
> From: "flynlow" <flynlow@usaviator.net>
> Date: Wed, July 20, 2005 1:39 pm
> To: "Rv-List@Matronics. Com" <rv-list@matronics.com>
>
> --> RV-List message posted by: "flynlow" <flynlow@usaviator.net>
>
> Hello Group;
>
> Now this may sound like a stupid question at first but think about it. I see
> a lot of military control stick grips on Ebay, usually over $200! Has anyone
> ever attempted to use a "game" type of joy stick grip and adapt it to an RV?
> Yes they are lighter in weight, but if disassembled, could one be filled
> with fiberglass jelly to strengthen it? Could the switches be adapted? Let
> me know what you all think.
>
> Bud Silvers
> Black Forest, Colorado
> RV-8 underway.
>
>
Message 27
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| Subject: | Re: Control Stick Grip |
--> RV-List message posted by: Richard Tasker <retasker@optonline.net>
CH Products already does this. see
http://www.chproducts.com/retail/aircraft.html
Last time I checked they were $99 each.
Dick Tasker
flynlow wrote:
>--> RV-List message posted by: "flynlow" <flynlow@usaviator.net>
>
>Hello Group;
>
>Now this may sound like a stupid question at first but think about it. I see
>a lot of military control stick grips on Ebay, usually over $200! Has anyone
>ever attempted to use a "game" type of joy stick grip and adapt it to an RV?
>Yes they are lighter in weight, but if disassembled, could one be filled
>with fiberglass jelly to strengthen it? Could the switches be adapted? Let
>me know what you all think.
>
>Bud Silvers
>Black Forest, Colorado
>RV-8 underway.
>
>
Message 28
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| Subject: | Re: Control Stick Grip |
--> RV-List message posted by: Darrell Reiley <lifeofreiley2003@yahoo.com>
You could go through all of that...or
Call Kevin Williamson in the Aircraft Division of CH Products. He can hook you
up with a nice unit for around $120.00... prewired and has the stick adapter made
for the RV's.
760-598-2518
Darrell
flynlow <flynlow@usaviator.net> wrote:
--> RV-List message posted by: "flynlow"
Hello Group;
Now this may sound like a stupid question at first but think about it. I see
a lot of military control stick grips on Ebay, usually over $200! Has anyone
ever attempted to use a "game" type of joy stick grip and adapt it to an RV?
Yes they are lighter in weight, but if disassembled, could one be filled
with fiberglass jelly to strengthen it? Could the switches be adapted? Let
me know what you all think.
Bud Silvers
Black Forest, Colorado
RV-8 underway.
Darrell Reiley
Round Rock, Texas
RV 7A "Reiley Rocket"
N622DR (reserved)
Message 29
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|
| Subject: | Re: Control Stick Grip |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
Dont put a cheesy stick grip on there put on a real one it comes pre-wired
at $150 bucks. Do it right the first time and you wont have regrets later.
http://www.infinityaerospace.com/infgrip.htm
At 03:06 PM 7/20/2005 -0700, you wrote:
>--> RV-List message posted by: Darrell Reiley <lifeofreiley2003@yahoo.com>
>
>You could go through all of that...or
>
>Call Kevin Williamson in the Aircraft Division of CH Products. He can hook
>you up with a nice unit for around $120.00... prewired and has the stick
>adapter made for the RV's.
>760-598-2518
>
>
>Darrell
>
>flynlow <flynlow@usaviator.net> wrote:
>--> RV-List message posted by: "flynlow"
>
>Hello Group;
>
>Now this may sound like a stupid question at first but think about it. I see
>a lot of military control stick grips on Ebay, usually over $200! Has anyone
>ever attempted to use a "game" type of joy stick grip and adapt it to an RV?
>Yes they are lighter in weight, but if disassembled, could one be filled
>with fiberglass jelly to strengthen it? Could the switches be adapted? Let
>me know what you all think.
>
>Bud Silvers
>Black Forest, Colorado
>RV-8 underway.
>
>
>Darrell Reiley
>Round Rock, Texas
>
>RV 7A "Reiley Rocket"
>N622DR (reserved)
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 30
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| Subject: | Re: Control Stick Grip |
--> RV-List message posted by: <dwhite17@columbus.rr.com>
We tried the CH Products grip on our RV6. The grip cants forward, and we
were not able to use because we put a lower extension on our panel and the
grip would hit it before hitting the stops.
Message 31
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| Subject: | Re: Control Stick Grip |
--> RV-List message posted by: Darrell Reiley <lifeofreiley2003@yahoo.com>
Did you trim the stick any?
dwhite17@columbus.rr.com wrote:--> RV-List message posted by:
We tried the CH Products grip on our RV6. The grip cants forward, and we
were not able to use because we put a lower extension on our panel and the
grip would hit it before hitting the stops.
Darrell Reiley
Round Rock, Texas
RV 7A "Reiley Rocket"
N622DR (reserved)
Message 32
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| Subject: | Re: Control Stick Grip |
--> RV-List message posted by: "Larry Pardue" <n5lp@warpdriveonline.com>
>>flynlow <flynlow@usaviator.net> wrote:
>>--> RV-List message posted by: "flynlow"
>>
>>Hello Group;
>>
>>Now this may sound like a stupid question at first but think about it. I
>>see
>>a lot of military control stick grips on Ebay, usually over $200! Has
>>anyone
>>ever attempted to use a "game" type of joy stick grip and adapt it to an
>>RV?
I want some of these babies.
http://www.dg-flugzeugbau.de/index-e.html
do not archive
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://n5lp.net
Message 33
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| Subject: | E-703/Elevator skin mis-match |
--> RV-List message posted by: MLWynn@aol.com
Hi all,
So here's a weird one:
I was trying to put the right hand elevator structure together with the skin
prepartory to reaming the holes. When I line up all the holes with clecos,
there is a 1/4 twist to the trailing edge and really funky bulge at E-703. If
I
take the clecos out of one side, everything lines up fine. It looks like the
holes on one side of E-703, the elevator outboard rib, are off by about 1/8
or a little more along one side.
I tried both a fluted and ready to go rib and a second non-fluted one (the
left one I hadn't worked on yet). This is really odd as everything else has
lined up perfectly. If I force the skin and rib together, then I do not have
anything resembling a straight elevator trailing edge. If I put it together
straight, the holes are not lining up. Everything else seems to fit just
perfectly including the other outboard rib and the counterweight skin.
Suggestions?
For those of you following my (mis)adventures with the elevator skin
stiffeners, I was able to trim them up to avoid any contact with the opposing skin.
The very slight creases are almost invisible. I think I will proceed with
assembly (if I can figure this other issue out) and show it to my tech counselor.
Regards,
Michael Wynn
RV-8, Empennage
San Ramon, California
Message 34
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| Subject: | Re: Control Stick Grip |
--> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
I see some sticks that are perhaps 6 inches or more longer than I prefer.
I fly with my hand on my thigh using fingers to fly. I could actually cut
mine down another 2 inches or so to make pushing the PTT switch easier.
Ron Lee
>We tried the CH Products grip on our RV6. The grip cants forward, and we
>were not able to use because we put a lower extension on our panel and the
>grip would hit it before hitting the stops.
Message 35
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|
| Subject: | Garmin 327 and Dynon |
--> RV-List message posted by: "Travis Hamblen" <TravisHamblen@cox.net>
I have a Dynon D10A that I am using as the encoder for my Garmin 327. The
problem is that I can't get the Garmin 327 to display the altitude, which
means it isn't recognizing it from the Dynon. I called Dynon and they told
me how to configure the Dynon for the right type of output, but they didn't
know what I needed to configure on the Garmin 327. Does anyone out there
that has this setup remember what they had to change on the Garmin to have
it recognize the Dynon? Any help is MUCH appreciated!
Travis
--
Message 36
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| Subject: | Re: E-703/Elevator skin mis-match |
--> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.net>
Is there any chance you're installing the left elevator rib on the right
elevator? It would be upside down and backwards in that instance, and might
cause the kind of misalignment you're seeing.
KB
----- Original Message -----
From: <MLWynn@aol.com>
Subject: RV-List: E-703/Elevator skin mis-match
> --> RV-List message posted by: MLWynn@aol.com
>
> Hi all,
>
> So here's a weird one:
>
> I was trying to put the right hand elevator structure together with the
> skin
> prepartory to reaming the holes. When I line up all the holes with
> clecos,
> there is a 1/4 twist to the trailing edge and really funky bulge at E-703.
> If I
> take the clecos out of one side, everything lines up fine. It looks like
> the
> holes on one side of E-703, the elevator outboard rib, are off by about
> 1/8
> or a little more along one side.
>
> I tried both a fluted and ready to go rib and a second non-fluted one (the
> left one I hadn't worked on yet). This is really odd as everything else
> has
> lined up perfectly. If I force the skin and rib together, then I do not
> have
> anything resembling a straight elevator trailing edge. If I put it
> together
> straight, the holes are not lining up. Everything else seems to fit just
> perfectly including the other outboard rib and the counterweight skin.
>
> Suggestions?
>
> For those of you following my (mis)adventures with the elevator skin
> stiffeners, I was able to trim them up to avoid any contact with the
> opposing skin.
> The very slight creases are almost invisible. I think I will proceed with
> assembly (if I can figure this other issue out) and show it to my tech
> counselor.
>
> Regards,
>
> Michael Wynn
> RV-8, Empennage
> San Ramon, California
>
>
>
Message 37
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| Subject: | Garmin 327 and Dynon |
--> RV-List message posted by: "Nick Nafsinger" <nick@creteaviation.com>
Travis,
You need to configure the RS 232 Input Port 1 on the 327 to ICARUS ALT.
To get to the Configuration pages do this:
"With the unit turned off, holding down the FUNC key and pressing one of
the power on keys provides access to the configuration pages. The FUNC
key sequences through the configuration pages. The START/STOP key
reverses through the pages, stopping at the first configuration page.
The CRSR key highlights selectable fields on each page. When a field is
highlighted, numeric data entry is performed with the 0 - 9 keys and
list selections are performed with the 8 or 9 keys. Press the CRSR key
to accept changes. Pressing the FUNC key displays the next
configuration page without saving the changes.
To exit the configuration pages, turn the power off. Then turn on again
(without holding the FUNC key) for normal operation."
That should get you started, if you have any problems feel free to email
me direct.
Nick
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Travis Hamblen
Subject: RV-List: Garmin 327 and Dynon
--> RV-List message posted by: "Travis Hamblen" <TravisHamblen@cox.net>
I have a Dynon D10A that I am using as the encoder for my Garmin 327.
The
problem is that I can't get the Garmin 327 to display the altitude,
which
means it isn't recognizing it from the Dynon. I called Dynon and they
told
me how to configure the Dynon for the right type of output, but they
didn't
know what I needed to configure on the Garmin 327. Does anyone out
there
that has this setup remember what they had to change on the Garmin to
have
it recognize the Dynon? Any help is MUCH appreciated!
Travis
--
--
--
Message 38
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|
| Subject: | Re: Control Stick Grip |
--> RV-List message posted by: <dwhite17@columbus.rr.com>
Yes, even with the stick cut a shorter, it would hit the throttle control
and other things. It's too bad, we really liked the look and feel.
Message 39
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| Subject: | Garmin 327 and Dynon |
--> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
To get to the setup configuration page, shut the GTX-327 off.
Then, hold the "FUNC" key while turning the unit on. This brings up the
Configuration pages. Press the FUNC key again until you reach the "RS-232"
INPUT screen, the select the "ICARUS ALT" format.
That should take care of everything. Make sure you have the D-10A setup
correctly with Baud Rates and all (available in the Dynon Install Manual).
Hope this helps!
Cheers,
Stein.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Travis Hamblen
Subject: RV-List: Garmin 327 and Dynon
--> RV-List message posted by: "Travis Hamblen" <TravisHamblen@cox.net>
I have a Dynon D10A that I am using as the encoder for my Garmin 327. The
problem is that I can't get the Garmin 327 to display the altitude, which
means it isn't recognizing it from the Dynon. I called Dynon and they told
me how to configure the Dynon for the right type of output, but they didn't
know what I needed to configure on the Garmin 327. Does anyone out there
that has this setup remember what they had to change on the Garmin to have
it recognize the Dynon? Any help is MUCH appreciated!
Travis
--
Message 40
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|
| Subject: | Tie down anchors |
--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
Listers,
In the final stages of building an airpark house, I would like to set some
tie down anchors in the (yet to be poured) concrete slab at the front of the
hangar. What do you all think would work the best? Should they be
recessed? Protrude up from the surface? Removable by threading into anchors
of some sort? I'd like them to be easy to thread a rope through or clip a
carabiner to, but also don't want them to be a trip hazard for kids,
skateboards and such.
Any ideas welcome!
Brian Denk
RV8 N94BD
RV10 '51
Message 41
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|
| Subject: | Re: Tie down anchors |
--> RV-List message posted by: Paul Trotter <ptrotter@acm.org>
Brian,
I would put in an eyebolt, probably 1/2", in a recessed circle about 4" in
diameter, such that the top of the eyebolt is level with the top of the
concrete. That way it is not too deep, but if you step on it, you will
probably not trip.
Paul
----- Original Message -----
From: "Brian Denk" <akroguy@hotmail.com>
Subject: RV-List: Tie down anchors
> --> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
>
> Listers,
>
> In the final stages of building an airpark house, I would like to set some
> tie down anchors in the (yet to be poured) concrete slab at the front of
the
> hangar. What do you all think would work the best? Should they be
> recessed? Protrude up from the surface? Removable by threading into
anchors
> of some sort? I'd like them to be easy to thread a rope through or clip a
> carabiner to, but also don't want them to be a trip hazard for kids,
> skateboards and such.
>
> Any ideas welcome!
>
> Brian Denk
> RV8 N94BD
> RV10 '51
>
>
Message 42
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| Subject: | Re: Tie down anchors |
--> RV-List message posted by: "Konrad L. Werner" <klwerner@comcast.net>
Brian,
Recess the tiedown, in a dish like indention. Snow & Ice filling it up should not
be a problem at Mid Valley.
Anchors alone might clog up over time, but you can always put a flat cover over
the recessed ones if not in use.
You might want to look at Tom Yeomans Setup at Sandia Airpark. Works just fine
there too.
Do not archive / but do recess the TD's!
----- Original Message -----
From: Brian Denk
To: rv-list@matronics.com
Sent: Wednesday, July 20, 2005 8:06 PM
Subject: RV-List: Tie down anchors
--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
Listers,
In the final stages of building an airpark house, I would like to set some
tie down anchors in the (yet to be poured) concrete slab at the front of the
hangar. What do you all think would work the best? Should they be
recessed? Protrude up from the surface? Removable by threading into anchors
of some sort? I'd like them to be easy to thread a rope through or clip a
carabiner to, but also don't want them to be a trip hazard for kids,
skateboards and such.
Any ideas welcome!
Brian Denk
RV8 N94BD
RV10 '51
--
Message 43
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| Subject: | Re: E-703/Elevator skin mis-match |
--> RV-List message posted by: MLWynn@aol.com
In a message dated 7/20/2005 5:32:31 PM Pacific Daylight Time,
kboatright1@comcast.net writes:
Is there any chance you're installing the left elevator rib on the right
elevator? It would be upside down and backwards in that instance, and might
cause the kind of misalignment you're seeing.
KB
Hi Kyle
I don't think so. Both are the same part number and actually, when I tried
it, both fit the left skin. I am going to take the rest of the skeleton out
and see if there is some sort of misalignment in the spar. This is a real
head-scratcher for me.
Thanks,
Michael Wynn
RV 8 in confusion.
Message 44
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|
| Subject: | lower cowl fit to FAB schnozzle |
--> RV-List message posted by: sarg314 <sarg314@comcast.net>
I just finished the extension of the fiberglass inlet on the induction
scoop so that it matches the inlet to the FAB. Ken at Van's calls that
fiberglass extension the schnozzle. Good name for it.
I then followed the instructions for mounting the strip of baffle
material to the inlet of the FAB. Since the FAB necks down towards the
front, the forward opening of the baffle material tends to neck down
too. So it's smaller than the schnozzle on the cowl. So, the cowl won't
go on now.
The instructions say to cut some notches in the baffle material to get
it to go around the schnozzle. Now I know why. But, how many notches
is typical and how deep (how far aft) should those cuts typically go?
--
Tom Sargent
RV-6A , cowling.
Message 45
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|
| Subject: | Re: Control Stick Grip |
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 07/20/2005 4:56:43 PM Central Standard Time,
dwhite17@columbus.rr.com writes:
We tried the CH Products grip on our RV6. The grip cants forward, and we
were not able to use because we put a lower extension on our panel and the
grip would hit it before hitting the stops.
>>>
Same situation with mine- would just barely touch the throttle when in a full
right bank & full dive, DAR didn't like it- just whacked a bit off the stick
til it fit and he was happy- Just LOVE my CH grips!
Mark Phillips -6A
Message 46
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| Subject: | Re: lower cowl fit to FAB schnozzle |
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 07/20/2005 9:24:28 PM Central Standard Time,
sarg314@comcast.net writes:
So, the cowl won't
go on now.
>>>>>
Here's an alternative ya might want to try:
http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id=5296
Click "Next Entry" at the top of the page for more- works great, simple to do
& you don't even have to think about the inlet seals when messing with the
cowl...
Mark
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