Today's Message Index:
----------------------
1. 12:10 AM - Re: Shaping the elevator counter weights (GMC)
2. 03:16 AM - Re: Shaping the elevator counter weights (Kevin Horton)
3. 04:16 AM - Re: Shaping the elevator counter weights (Mickey Coggins)
4. 05:03 AM - Re: First Flight Video (luckymacy@comcast.net (lucky))
5. 05:25 AM - Re: Wing Metal Strips (DAVID REEL)
6. 05:25 AM - Re: Wing Metal Strips (Jamie Painter)
7. 06:42 AM - Re: IO-360-A1B6D/A3B6D in a -7A (Wayne Pedersen)
8. 08:36 AM - Re: First Flight Video (Bill Cary)
9. 09:18 AM - Re: First Flight Video (Walter Tondu)
10. 09:28 AM - TASKEM altimeter (Amit Dagan)
11. 10:37 AM - Re: Shaping the elevator counter weights (Brad Oliver)
12. 11:23 AM - Re: Shaping the elevator counter weights (George Neal E Capt AU/XPRR)
13. 12:03 PM - Re: Abilene Formation Clinic, 23-25 Sep (Jeff Dowling)
14. 12:19 PM - Re: TASKEM altimeter (Chuck Jensen)
15. 01:48 PM - Re: Visit to Airflow Performance (Bob)
16. 02:24 PM - Re: Visit to Airflow Performance (Alex Peterson)
17. 02:24 PM - Airflow Performance / EGT Temps (RobHickman@aol.com)
18. 02:32 PM - Re: Visit to Airflow Performance (Dan Checkoway)
19. 02:35 PM - Re: Visit to Airflow Performance (Phil Birkelbach)
20. 02:44 PM - Re: Shaping the elevator counter weights (Brad Oliver)
21. 03:20 PM - Re: Visit to Airflow Performance (Darrell Reiley)
22. 04:20 PM - Large static port error (Leland)
23. 04:26 PM - Re: TASKEM altimeter (D.Bristol)
24. 04:36 PM - Re: Abilene Formation Clinic, 23-25 Sep (Ron Lee)
25. 05:11 PM - Re: TASKEM altimeter (Paul Besing)
26. 05:30 PM - Re: Shaping the elevator counter weights (D.Bristol)
27. 05:42 PM - Re: Large static port error (Kevin Horton)
28. 06:37 PM - Re: Abilene Formation Clinic, 23-25 Sep (JOHN STARN)
29. 07:00 PM - Re: Large static port error (Larry Pardue)
30. 09:30 PM - Re: Shaping the elevator counter weights (Bradley Oliver)
31. 09:39 PM - Re: Shaping the elevator counter weights (D.Bristol)
32. 09:55 PM - Re: Shaping the elevator counter weights (Richard E. Tasker)
Message 1
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| Subject: | Re: Shaping the elevator counter weights |
--> RV-List message posted by: GMC <gmcnutt@shaw.ca>
Hi Mike
Trim for skin now and rest is optional, can wait until tail feathers are
test fitted to fuselage.
Use a coarse or bastard file to make lead weight fit wrap around skin.
Just set up my 7A elevators on fuselage last week, may be a bit
different than your 8 but here is what I did.
Elevators are balanced individually. Right side lead weight needs to be
reduced as per blue print, I cut it with a hacksaw and trimmed with a
coarse file (it's easier to file off excess weight than add it back).
Caution, do not trim lead weight on Left side, weight may need to be
added to compensate for electric trim. I used a AN3 bolt and 4 large
washers installed in tooling hole to add weight.
Rough balance elevators (trim installed) so trailing edge will deflect
up about 10 - 15 degrees, I am told that after painting elevator this
will be close to proper in trail (neutral) balance point. Friction in
elevator bearings will prevent elevators from moving to proper balance
point so you must vibrate HS or fuselage (bang with fist) until elevator
finds its balance point.
The least possible friction in elevator system will make for a better
flying aircraft.
Good luck,
George in Langley BC
>--> RV-List message posted by: MLWynn@aol.com
>
>Hi all,
>
>I am getting near the end of elevator assembly (at last). There is a note in
>the plans to shape the counter weight to match the retaining skin. I was
>scratching my head about the best way to do that. It looks like a belt sander
>would be easiest, but I wonder about lead dust (toxicity issue) flying all
>around. How have some of you done this?
>
>Also, they say to trim off part of the counterweight to balance the elevator,
>but not until you have the elevator painted. should I trim some and do the
>final balance after painting or leave it and do it all at once?
>
>Regards,
>
>Michael Wynn
>RV-8, Empennage
>
>
>
Message 2
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| Subject: | Re: Shaping the elevator counter weights |
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
On 18 Aug 2005, at 02:42, Mickey Coggins wrote:
> --> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
>
> I asked Van's about balancing the elevators, and they
> recommended just putting the counterweights on, and not
> worrying about balancing it. A bit to heavy is apparently
> not a problem.
>
Ideally, the elevators would be perfectly balanced. If the
counterweights are too heavy, the elevator will tend to move towards
the nose up position. The amount of nose up force created by the too
heavy counterweight will vary linearly with the amount of g you
pull. In other words, having the nose heavy will reduce the amount
of stick force required to pull g. RVs already have quite light
stick forces at aft CG. I would not want to further reduce the stick
force per g.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 3
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| Subject: | Re: Shaping the elevator counter weights |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
>>I asked Van's about balancing the elevators, and they
>>recommended just putting the counterweights on, and not
>>worrying about balancing it. A bit to heavy is apparently
>>not a problem.
>>
> Ideally, the elevators would be perfectly balanced. If the
> counterweights are too heavy, the elevator will tend to move towards
> the nose up position. The amount of nose up force created by the too
> heavy counterweight will vary linearly with the amount of g you
> pull. In other words, having the nose heavy will reduce the amount
> of stick force required to pull g. RVs already have quite light
> stick forces at aft CG. I would not want to further reduce the stick
> force per g.
>
> Kevin Horton RV-8 (finishing kit)
I never considered the effect of G on the elevator balance. I'll
balance them before I fly. Thanks a lot for sharing your expertise,
Kevin!
--
Mickey Coggins
http://www.rv8.ch/
#82007 finishing
Message 4
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| Subject: | Re: First Flight Video |
--> RV-List message posted by: luckymacy@comcast.net (lucky)
Congrats Walter.
I have a FI engine too which I haven't started yet (close though!) and am wondering
if hindsight says you may have had some symptom on the ground prior to takeoff
of the FOD in the #4 fuel injector and maybe adrenaline kept you from noticing
on that first flight.
Or what could one do differently than what you did leading up to first TO to try
to shake this out prior to TO. Did you do any full throttle runups, high speed
taxis, etc?
Thanks and let us know how all that GRT equipment is working out!
lucky
-------------- Original message --------------
> --> RV-List message posted by: Walter Tondu
>
>
> Sorry to cross post this but...
>
> First Flight Video
>
> I though you might get a kick out of this video. If anything,
> mayby it will spur those of you still building to spend more
> time with your project.
>
> A HUGE thanks goes out to Dan C., Dave K., David R. and my
> Mom and Dad for helping me make this one of the most memorable
> moments of my life. And a big Thank You to all of you who made
> this possible. Of course I would list all of you but then you
> would have to scroll the page down about 32 times. Thanks so much
> for your invaluable insight and experience.
>
> I hope to meet up with you current flyers at a future flying
> event, once my 40 hrs. are in the bag.
>
> Scroll down to the bottom of the page for the link to the video.
> Again, if you have dial up, you're toast.
>
> http://www.rv7-a.com/phase_1.htm#First%20Flight%20Video
>
> or go here so see a few other videos of the 447RV progress.
>
> http://www.rv7-a.com/videos.htm
>
> And if any of you know what the name/author of the sound
> tracks are, you win the grand prize. Send me an email with
> your guess... I'm sure some of you movie fanatics will guess
> right.
>
> --
> Walter Tondu
> http://www.rv7-a.com
> FLYING, HA!
>
>
>
>
>
>
Congrats Walter.
I have a FI engine too which I haven't started yet (close though!) and am wondering
if hindsight says you may have had some symptom on the ground prior to takeoff
of the FOD in the #4 fuel injector and maybe adrenaline kept you from noticing
on that first flight.
Or what could one do differently than what you did leading up to first TOto try
to shake this out prior to TO. Did you do any full throttle runups, high speed
taxis, etc?
Thanks and let us know how all that GRT equipment is working out!
lucky
-------------- Original message --------------
-- RV-List message posted by: Walter Tondu <WALTER@TONDU.COM>
Sorry to cross post this but...
First Flight Video
I though you might get a kick out of this video. If anything,
mayby it will spur those of you still building to spend more
time with your project.
A HUGE thanks goes out to Dan C., Dave K., David R. and my
Mom and Dad for helping me make this one of the most memorable
moments of my life. And a big Thank You to all of you who made
this possible. Of course I would list all of you but then you
would have to scroll the page down about 32 times. Thanks so much
for your invaluable insight and experience.
I hope to meet up with you current flyers at a future flying
event, once my 40 hrs. are in the bag.
Scroll down to the bottom of the page for the link to the video.
Again, if you have dial up, you're toast.
http://www.rv7-a.com/phase_1.htm#First%20Flight%20Video
or go here so see a few other videos of the 447RV progress.
http://www.rv7-a.com/videos.htm
And if any of you know what the name/author of the sound
tracks are, you win the grand prize. Send me an email with
your guess... I'm sure some of you movie fanatics will guess
right.
--
Walter Tondu
http://www.rv7-a.com
FLYING, HA!
hive Search Download, 7-Day Browse, Chat, FAQ,
Message 5
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| Subject: | Re: Wing Metal Strips |
--> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
I know
Cleveland makes a kit, but I thought people were breaking or stripping the
small screws.
I just finished using the Cleveland kit to attach my wingtips. All the 4-40 nutplates
worked smoothly & using the supplied phillips head screwdriver bit, none
of the heads were stripped. All-in-all, a very positive experience.
Dave Reel - RV8A
Message 6
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| Subject: | Re: Wing Metal Strips |
--> RV-List message posted by: Jamie Painter <jamie@jpainter.org>
No, they're not the fairings. The wing root fairings come in the finish
kit on the newer models. My assumption was the same as Scott's, that
they're there for backing of the wingtips (although I haven't done it yet!).
- Jamie
do not archive
Jamie D. Painter
RV-7A N622JP Fuselage
http://rv.jpainter.org
Richard Dudley wrote:
>--> RV-List message posted by: Richard Dudley <rhdudley@att.net>
>
>Scott,
>Those sound like the wing intersection fairings. They close the gap
>between the wing root ant the fuselage with a rubber gasket against the
>fuselage. Since there are two and they are 48" by 3", that is my best
>guess. I wouldn't cut them until you determine they are for something else.
>
>Regards,
>
>Richard Dudley
>-6A flying
>
>tx_jayhawk@excite.com wrote:
>
>
>
>>--> RV-List message posted by: "" <tx_jayhawk@excite.com>
>>
>>All, I found some aluminum strips (AS3x020x0.5x48) in my wing kit that I can't
seem to determine what they are used for. I am eyeballing them as a potential
excellent source for wingtip backing. Does anyone know what these strips are
used for? Also, I am looking at ways to attach the removable wingtips. I know
Cleveland makes a kit, but I thought people were breaking or stripping the
small screws. What options have worked well for people?Thanks,Scott7A
>>
>>
>>
>>
>>
>>
>
>
>
>
Message 7
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| Subject: | Re: IO-360-A1B6D/A3B6D in a -7A |
--> RV-List message posted by: "Wayne Pedersen" <wayne@pedersentransport.com>
Scott
I have installed the IO-360-A3B6D on my 7a and had no clearance issues. I
did modify to have one reg mag and the other Lightspeed. Plane heading to
the paint shop in one week then hope to fly by Oct.
Wayne
-7a in S.Alberta
--
Message 8
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| Subject: | First Flight Video |
--> RV-List message posted by: "Bill Cary" <williamc@rv9builder.com>
That was ONE GREAT video. Thank you for sharing that with us. Makes me
want to skip work and go pound some more rivets.
BILL
RV-9A (fuselage)
Snip:
First Flight Video
I though you might get a kick out of this video. If anything,
mayby it will spur those of you still building to spend more
time with your project.
Message 9
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| Subject: | Re: First Flight Video |
--> RV-List message posted by: Walter Tondu <walter@tondu.com>
On 08/18 12:02, lucky wrote:
> I have a FI engine too which I haven't started yet (close though!) and am wondering
if hindsight says you may have had some symptom on the ground prior to
takeoff of the FOD in the #4 fuel injector and maybe adrenaline kept you from
noticing on that first flight.
Engine was a hard starter but other than that I didn't notice anything
in particular. The engine roughness began around 300 to 400 feet. I
think the booger came loose and clogged the injector at that point.
I would certainly advise a full power ground runup before first flight.
--
Walter Tondu
http://www.rv7-a.com
Message 10
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| Subject: | TASKEM altimeter |
--> RV-List message posted by: "Amit Dagan" <amitdagan@hotmail.com>
Listers,
Does anybody out there have any experience with this altimeter (actually,
calling it an altimeter is like calling a Cadillac a car) ?
I am refering to the series 2000 model from www.taskemcorp.com
Thanks,
Amit.
do not archive
Message 11
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| Subject: | Shaping the elevator counter weights |
--> RV-List message posted by: Brad Oliver <brad@rv7factory.com>
Hey Michael,
The timing of your posts is just perfect! I read all the responses with
great interest as I am starting to think about this too. ;-)
My concern is... if I trim the weight now, how is is possible to make
adjustments after it has been enclosed by the counterbalance skin and
fiberglass tip? IIRC (plans not in front of me), I guess you still
have access to the interior end of the weight and could make
adjustments there, at least on the 7, but probably not much.
George, great advice, thanks! I guess the potential issue I could see
with your method would be how to get the bolt through the ribs if you
have already installed the tip and painted. Hmmmm.
What if... and I am just thinking out loud here... before installing the
tip, you install a nutplate on the forward tooling hole (on the ribs)?
This would give you a place to bolt additional weight if needed down
the road (after paint). My only concern there would be the potential
that the screw would back out even though it is in a nutplate, and the
weight would come loose, but I guess a good amount of loctite might
mitigate the chances of that happening?
Thoughts?
Brad
RV-7 Livermore, CA
> -------- Original Message --------
> Subject: Re: RV-List: Shaping the elevator counter weights
> From: GMC <gmcnutt@shaw.ca>
> Date: Wed, August 17, 2005 11:56 pm
> To: rv-list@matronics.com
>
> --> RV-List message posted by: GMC <gmcnutt@shaw.ca>
>
> Hi Mike
>
> Trim for skin now and rest is optional, can wait until tail feathers are
> test fitted to fuselage.
> Use a coarse or bastard file to make lead weight fit wrap around skin.
>
> Just set up my 7A elevators on fuselage last week, may be a bit
> different than your 8 but here is what I did.
> Elevators are balanced individually. Right side lead weight needs to be
> reduced as per blue print, I cut it with a hacksaw and trimmed with a
> coarse file (it's easier to file off excess weight than add it back).
> Caution, do not trim lead weight on Left side, weight may need to be
> added to compensate for electric trim. I used a AN3 bolt and 4 large
> washers installed in tooling hole to add weight.
>
> Rough balance elevators (trim installed) so trailing edge will deflect
> up about 10 - 15 degrees, I am told that after painting elevator this
> will be close to proper in trail (neutral) balance point. Friction in
> elevator bearings will prevent elevators from moving to proper balance
> point so you must vibrate HS or fuselage (bang with fist) until elevator
> finds its balance point.
>
> The least possible friction in elevator system will make for a better
> flying aircraft.
>
> Good luck,
>
> George in Langley BC
>
> >--> RV-List message posted by: MLWynn@aol.com
> >
> >Hi all,
> >
> >I am getting near the end of elevator assembly (at last). There is a note in
> >the plans to shape the counter weight to match the retaining skin. I was
> >scratching my head about the best way to do that. It looks like a belt sander
> >would be easiest, but I wonder about lead dust (toxicity issue) flying all
> >around. How have some of you done this?
> >
> >Also, they say to trim off part of the counterweight to balance the elevator,
> >but not until you have the elevator painted. should I trim some and do the
> >final balance after painting or leave it and do it all at once?
> >
> >Regards,
> >
> >Michael Wynn
> >RV-8, Empennage
> >
> >
> >
>
>
Message 12
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| Subject: | Shaping the elevator counter weights |
--> RV-List message posted by: George Neal E Capt AU/XPRR <Neal.George@MAXWELL.AF.MIL>
Brad -
Like this?
http://www.appaero.com/Pictures/Emp%20Pics/Elev%20Pics/MoreWeight.JPG
http://www.appaero.com/Pictures/Emp%20Pics/Elev%20Pics/CBalance.JPG
Neal
RV-7 N8ZG (Center Fuselage)
RV-8 N998GM (Skinning Wings)
Do Not Archive
What if... and I am just thinking out loud here... before installing the
tip, you install a nutplate on the forward tooling hole (on the ribs)?
This would give you a place to bolt additional weight if needed down
the road (after paint). My only concern there would be the potential
that the screw would back out even though it is in a nutplate, and the
weight would come loose, but I guess a good amount of loctite might
mitigate the chances of that happening?
Thoughts?
Brad
RV-7 Livermore, CA
Message 13
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| Subject: | Re: Abilene Formation Clinic, 23-25 Sep |
--> RV-List message posted by: "Jeff Dowling" <shempdowling2@earthlink.net>
I dont remember what manual I used 16 years ago but I assume it was part of
the T-37 "dash one" (operating manual). I dont have a good memory though, I
think.
Shemp/Jeff Dowling
RV-6A, N915JD
235 hours
Chicago/Louisville
----- Original Message -----
From: "RV6 Flyer" <rv6_flyer@hotmail.com>
Subject: Re: RV-List: Abilene Formation Clinic, 23-25 Sep
> --> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
>
> The T-34 Formation Flight Manual is THE only manual that will do. It is
> the
> STANDARD adopted by all FAA Approved Formation flight agencies.
>
> I never saw a T-37 formation fight manual. Is there such a thing?
>
> Gary A. Sobek
> "My Sanity" RV-6 N157GS O-320 Hartzell,
> 1,749 + Flying Hours So. CA, USA
> http://SoCAL_WVAF.rvproject.com
>
>
> ----Original Message Follows----
> From: "Jeff Dowling" <shempdowling2@earthlink.net>
> To: <rv-list@matronics.com>
> Subject: Re: RV-List: Abilene Formation Clinic, 23-25 Sep
> Date: Wed, 17 Aug 2005 20:04:26 -0500
>
> --> RV-List message posted by: "Jeff Dowling"
> <shempdowling2@earthlink.net>
>
> Would a t-37 manual be ok or are there a lot of differences due to the
> prop?
>
> Shemp/Jeff Dowling
> RV-6A, N915JD
> 235 hours
> Chicago/Louisville
>
> ----- Original Message -----
> From: <sturdy@att.net>
> To: "RV-List" <rv-list@matronics.com>
> Subject: RV-List: Abilene Formation Clinic, 23-25 Sep
>
>
> > --> RV-List message posted by: sturdy@att.net
> >
> > The Abilene Airfest Formation Flying Clinic will be conducted at Abilene
> > Regional Airport (KABI) on 23-25 Sep. The clinic is being conducted
> > by
> > Stu McCurdy and Mike Stewart and will follow the sequence previously
> > used
> > at our other successful formation clinics. The clinic targets RV type
> > aircraft, but aircraft of similar configuration and airspeeds will be
> > considered. The clinic is held for pilots of all formation backgrounds
> > from no experience to highly experienced, but all registrants should
> > have
> > excellent stick and rudder skills. We generally like a mix of 1/3
> > no/little experience, 1/3 medium experience, 1/3 highly experienced.
> > Please note we expect participants to be prepared by obtaining and
> > studying referenced materials. To read clinic info, to register, as
> > well
> > as to make your motel reservations, go here
> > http://bigcountryairfest.org/html/formation_flight_clinic.html. We will
> > limit total participation. Also, please note the block of rooms will be
> > held only until
> > 8 Sep, so early registration is encouraged.
> >
> > Stu McCurdy
> > Falcon Flight
> > FFI
> > RV-8
> >
> > <!-- BEGIN WEBMAIL STATIONERY -->
> >
> >
> > <!-- WEBMAIL STATIONERY noneset -->
> >
> >
> > The Abilene Airfest Formation Flying Clinic will be conducted at Abilene
> > Regional Airport (KABI) on 23-25 Sep. The clinic is being conducted by
> Stu
> > McCurdy and <st1:PersonName>Mike Stewart</st1:PersonName> and will
> > follow
> > the sequence previously used at our other successful formation clinics.
> > The clinic targets RV type aircraft, but aircraft of similar
> configuration
> > and airspeeds will be considered. The clinic is held for pilots of all
> > formation backgrounds from no experience to highly experienced, but all
> > registrants should have excellent stick and rudder skills. </
> > SPAN>We generally like a mix of 1/3 no/little experience, 1/3 medium
> > experience, 1/3 highly experienced. Please note we expect participants
> > to
> > be prepared by obtaining and studying referenced materials. To read
> clinic
> > info, to register, as well as to make your motel reservations, go here
> > http://bigcountryairfest.org/html/formation_flight_clinic.html. We will
> > limit total participation. Also, please note the block of rooms will be
> > held only until 8 Sep, so early registration is encouraged.
> >
> >
> > Stu McCurdy
> >
> >
> > Falcon Flight
> >
> >
> > FFI
> >
> >
> > RV-8
> >
> >
> > <!-- END WEBMAIL STATIONERY -->
> >
> >
> >
>
>
>
Message 14
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| Subject: | TASKEM altimeter |
--> RV-List message posted by: "Chuck Jensen" <cjensen@dts9000.com>
Yes, I had one and the data was dead-accurate...more so than my steam
gauges. Only reason I took it out was a redo of the panel. In the
interest of full disclosure, I have nothing to do with the company (but
am not completely unbiased as I have it for sale but I am being
truthful).
Chuck
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Amit Dagan
Subject: RV-List: TASKEM altimeter
--> RV-List message posted by: "Amit Dagan" <amitdagan@hotmail.com>
Listers,
Does anybody out there have any experience with this altimeter
(actually,
calling it an altimeter is like calling a Cadillac a car) ?
I am refering to the series 2000 model from www.taskemcorp.com
Thanks,
Amit.
do not archive
Message 15
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| Subject: | Visit to Airflow Performance |
--> RV-List message posted by: Bob <panamared3@brier.net>
If you guys are finished discussing canopies and how parts fit or don't, I
thought I would pass on some info from my trip yesterday to Air Flow
Performance.
When I got there I met with Don Rivera the owner. Great guy, knows what he
is talking about. Your opinion or philosophy may differ, but he won't tell
you that you are wrong, I like that.
AFP makes experimental fuel injection systems. Unfortunately I have a
Bendix flow divider, fuel servo and fuel nozzles on my RV. Good news all
the rest on my RV is AFP products.
The reason I visited was to discuss or buy new fuel injector nozzles. I
have the Bendix ones that are causing some significant EGT spreads. I have
been trying to get them all within 50 degrees of each other. I have
cleaned them all and still have one cylinder temp about 125 degrees
off. What I learned is that AFP makes and sells their own nozzles that are
suppose to work better than the Bendix ones. We came up with a strategy on
how to even out the EGT temps. Basically, he puts in different size
nozzles to even out the temps. A neat process for those with an
engineering affliction. For non engineers he gets all the EGTs as close a
possible with the lowest fuel flow. That can save up to 1-2 GPH in cruise
with the proper leaning. His comment about the process is you can get
GAMI performance for about a third of the price. Anyway, I learned a lot
about fuel injection, leaning and how my engine operates. Great discussion.
For those who want Fuel Injection or the ability to fly upside down, I
highly recommend AirFlow Performance.
Bob
RV6 NightFighter
Message 16
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| Subject: | Visit to Airflow Performance |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@earthlink.net>
>
> The reason I visited was to discuss or buy new fuel injector
> nozzles. I have the Bendix ones that are causing some
> significant EGT spreads. I have been trying to get them all
> within 50 degrees of each other. I have cleaned them all and
> still have one cylinder temp about 125 degrees off. What I
> learned is that AFP makes and sells their own nozzles that
> are suppose to work better than the Bendix ones. We came up
> with a strategy on how to even out the EGT temps. Basically,
> he puts in different size nozzles to even out the temps. A
> neat process for those with an engineering affliction. For
> non engineers he gets all the EGTs as close a possible with
> the lowest fuel flow. That can save up to 1-2 GPH in cruise
> with the proper leaning. His comment about the process is
> you can get GAMI performance for about a third of the price.
> Anyway, I learned a lot about fuel injection, leaning and
> how my engine operates. Great discussion.
>
> For those who want Fuel Injection or the ability to fly
> upside down, I highly recommend AirFlow Performance.
>
> Bob
> RV6 NightFighter
Bob, while I haven't visited AFP, I have spent time on the phone with Don
and agree with your positive assessment of him.
I'm sure you know this, but don't try to even out EGT's. What you want to
make uniform is when each cylinder hits its peak as compared to overall fuel
flow. Assuming you have a fuel flow measurement device in your plane (a
must for this exercise), start around a gallon or so rich of where you think
peak is. Take all four egt measurements, the lean it about a tenth of a
gph. Give it a minute or so and take the temperatures. Do this until all
four cylinders are at least 50F lean of peak, unless it gets really rough.
The output of this is to look at how far apart, in terms of overall gph, the
individual cylinders peak egt is. How one egt compares to another is mostly
irrelevant in this exercise. Now you have data to go to Don with to get
different injectors. He will most likely want you to simply start with a
set of his nozzles. It is not difficult to get this spread within about .1
to .3 gph with only a couple tries.
Alex Peterson
RV6-A N66AP 654 hours
Maple Grove, MN
Message 17
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| Subject: | Airflow Performance / EGT Temps |
--> RV-List message posted by: RobHickman@aol.com
I just helped my neighbor go through the whole GAMI injector process in his
Bonanza.
You really are not looking at EGT spreads, you need to be looking at when
each EGT peaks. In a perfect world you want all the cylinders to peak at the
same time. How the probes are installed in the pipes and the different shape
of the pipes can cause a significant difference in EGT temps.
Another good test that you can do is to swap the injectors on your coldest
and hottest cylinder. If the injector flows are different then it should change
cylinders.
Rob Hickman
N401RH RV-4 IO-360
Message 18
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| Subject: | Re: Visit to Airflow Performance |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
Bob,
Getting EGTs to be the same value across the board is not the goal -- EGT
value is almost irrelevant, since it's just a relative indication of where
the cylinder is in its own "curve."
The goal, if you're trying to "balance" your injectors, is to get all
cylinders to reach *peak* EGT (wherever that may happen to be) at the same
fuel flow (+/- 0.1gph). When all cylinders are at the same point in the
curve, that's condition you try to achieve to make LOP operation to be safe
and smooth.
This is straight from Don at AFP.
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Bob" <panamared3@brier.net>
Subject: RE: RV-List: Visit to Airflow Performance
> --> RV-List message posted by: Bob <panamared3@brier.net>
>
> If you guys are finished discussing canopies and how parts fit or don't, I
> thought I would pass on some info from my trip yesterday to Air Flow
> Performance.
>
> When I got there I met with Don Rivera the owner. Great guy, knows what
> he
> is talking about. Your opinion or philosophy may differ, but he won't
> tell
> you that you are wrong, I like that.
>
> AFP makes experimental fuel injection systems. Unfortunately I have a
> Bendix flow divider, fuel servo and fuel nozzles on my RV. Good news all
> the rest on my RV is AFP products.
>
> The reason I visited was to discuss or buy new fuel injector nozzles. I
> have the Bendix ones that are causing some significant EGT spreads. I
> have
> been trying to get them all within 50 degrees of each other. I have
> cleaned them all and still have one cylinder temp about 125 degrees
> off. What I learned is that AFP makes and sells their own nozzles that
> are
> suppose to work better than the Bendix ones. We came up with a strategy
> on
> how to even out the EGT temps. Basically, he puts in different size
> nozzles to even out the temps. A neat process for those with an
> engineering affliction. For non engineers he gets all the EGTs as close a
> possible with the lowest fuel flow. That can save up to 1-2 GPH in cruise
> with the proper leaning. His comment about the process is you can get
> GAMI performance for about a third of the price. Anyway, I learned a lot
> about fuel injection, leaning and how my engine operates. Great
> discussion.
>
> For those who want Fuel Injection or the ability to fly upside down, I
> highly recommend AirFlow Performance.
>
> Bob
> RV6 NightFighter
>
>
>
Message 19
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| Subject: | Re: Visit to Airflow Performance |
--> RV-List message posted by: Phil Birkelbach <phil@petrasoft.net>
Since the shop that built my engine messed up and installed someone
else's fuel injetion system on my engine I got the rare opprotunity to
see my engine run on two different fuel injection systems on the same
day. The first was the Bendix. Then they learned of their mistake and
put on my AFP, and I made them run it again. I don't have any hard data
but I can tell you that the engine sounded a LOT smoother with the AFP.
I've also had good dealings with them. I'd buy another one in half a
heartbeat.
Godspeed,
Phil Birkelbach - Houston Texas
RV-7 N727WB - Finishing Up
http://www.myrv7.com
Bob wrote:
>--> RV-List message posted by: Bob <panamared3@brier.net>
>
>If you guys are finished discussing canopies and how parts fit or don't, I
>thought I would pass on some info from my trip yesterday to Air Flow
>Performance.
>
>When I got there I met with Don Rivera the owner. Great guy, knows what he
>is talking about. Your opinion or philosophy may differ, but he won't tell
>you that you are wrong, I like that.
>
>AFP makes experimental fuel injection systems. Unfortunately I have a
>Bendix flow divider, fuel servo and fuel nozzles on my RV. Good news all
>the rest on my RV is AFP products.
>
>The reason I visited was to discuss or buy new fuel injector nozzles. I
>have the Bendix ones that are causing some significant EGT spreads. I have
>been trying to get them all within 50 degrees of each other. I have
>cleaned them all and still have one cylinder temp about 125 degrees
>off. What I learned is that AFP makes and sells their own nozzles that are
>suppose to work better than the Bendix ones. We came up with a strategy on
>how to even out the EGT temps. Basically, he puts in different size
>nozzles to even out the temps. A neat process for those with an
>engineering affliction. For non engineers he gets all the EGTs as close a
>possible with the lowest fuel flow. That can save up to 1-2 GPH in cruise
>with the proper leaning. His comment about the process is you can get
>GAMI performance for about a third of the price. Anyway, I learned a lot
>about fuel injection, leaning and how my engine operates. Great discussion.
>
>For those who want Fuel Injection or the ability to fly upside down, I
>highly recommend AirFlow Performance.
>
>Bob
>RV6 NightFighter
>
>
>
>
Message 20
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| Subject: | Shaping the elevator counter weights |
--> RV-List message posted by: Brad Oliver <brad@rv7factory.com>
Yes, exactly!!!
I thought I was being clever... guess not. ;-)
> -------- Original Message --------
> Subject: RE: RV-List: Shaping the elevator counter weights
> From: George Neal E Capt AU/XPRR <Neal.George@maxwell.af.mil>
> Date: Thu, August 18, 2005 11:22 am
> To: rv-list@matronics.com
>
> --> RV-List message posted by: George Neal E Capt AU/XPRR <Neal.George@MAXWELL.AF.MIL>
>
> Brad -
> Like this?
> http://www.appaero.com/Pictures/Emp%20Pics/Elev%20Pics/MoreWeight.JPG
>
> http://www.appaero.com/Pictures/Emp%20Pics/Elev%20Pics/CBalance.JPG
>
> Neal
> RV-7 N8ZG (Center Fuselage)
> RV-8 N998GM (Skinning Wings)
>
> Do Not Archive
>
> What if... and I am just thinking out loud here... before installing the
> tip, you install a nutplate on the forward tooling hole (on the ribs)?
> This would give you a place to bolt additional weight if needed down
> the road (after paint). My only concern there would be the potential
> that the screw would back out even though it is in a nutplate, and the
> weight would come loose, but I guess a good amount of loctite might
> mitigate the chances of that happening?
>
> Thoughts?
>
> Brad
> RV-7 Livermore, CA
>
>
Message 21
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| Subject: | Visit to Airflow Performance |
--> RV-List message posted by: Darrell Reiley <lifeofreiley2003@yahoo.com>
What's the money for the system?
Bob <panamared3@brier.net> wrote:--> RV-List message posted by: Bob
If you guys are finished discussing canopies and how parts fit or don't, I
thought I would pass on some info from my trip yesterday to Air Flow
Performance.
When I got there I met with Don Rivera the owner. Great guy, knows what he
is talking about. Your opinion or philosophy may differ, but he won't tell
you that you are wrong, I like that.
AFP makes experimental fuel injection systems. Unfortunately I have a
Bendix flow divider, fuel servo and fuel nozzles on my RV. Good news all
the rest on my RV is AFP products.
The reason I visited was to discuss or buy new fuel injector nozzles. I
have the Bendix ones that are causing some significant EGT spreads. I have
been trying to get them all within 50 degrees of each other. I have
cleaned them all and still have one cylinder temp about 125 degrees
off. What I learned is that AFP makes and sells their own nozzles that are
suppose to work better than the Bendix ones. We came up with a strategy on
how to even out the EGT temps. Basically, he puts in different size
nozzles to even out the temps. A neat process for those with an
engineering affliction. For non engineers he gets all the EGTs as close a
possible with the lowest fuel flow. That can save up to 1-2 GPH in cruise
with the proper leaning. His comment about the process is you can get
GAMI performance for about a third of the price. Anyway, I learned a lot
about fuel injection, leaning and how my engine operates. Great discussion.
For those who want Fuel Injection or the ability to fly upside down, I
highly recommend AirFlow Performance.
Bob
RV6 NightFighter
Darrell Reiley
Round Rock, Texas
RV 7A "Reiley Rocket"
N622DR (reserved)
Message 22
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| Subject: | Large static port error |
--> RV-List message posted by: Leland <federigo@pacbell.net>
My recently completed RV9A altimeters consistently read low by 500' at
5000', when compared to a GPS altitude. All altimeters agree with the
GPS on the ground, to 50' or so. The altimeters include a Dynon D10A,
Van's Falcon analogue gauge, and an ACK encoder as read by Flight
Following. I used the Cleaveland static air ports which came out very
close to being flush with the surface. I used Van's print-recommended
locations for the ports. Testing shows no leakage in either the pitot or
static air systems. After reading the Matronics archives, I cut the
heads off the large-head pop rivets recommended by Van's for these
ports and glued them over the Cleaveland ports. This reduced the error
by half to 250'. It also eliminated a 10 mph error in the Dynon ASI.
(The pitot/static check by a testing station showed the Dynon to be very
accurate in both altitude and speed) I then cut the 90 mil thick-heads
off AN470AD6- rivets and glued them on instead, but the error remained
the same. A friend then machined 1/2" diameter disks some 60 mils thick
and I carefully epoxied those on but the error remained 250' low at
5000'. When I open the static air line into the cockpit, the error
decreases by half, and closing the air vents decreases the error by
another half, to 60' feet low. I am wondering if anyone else has seen
this much error and if /how they solved the problem. I would love having
accurate instruments.
Leland in Pleasanton, California
N137LC
21.6 hours
Message 23
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| Subject: | Re: TASKEM altimeter |
--> RV-List message posted by: "D.Bristol" <dbris200@sbcglobal.net>
I don't have any experience with these, but according to their website,
on the model 5000 you don't get a pressure window so you cannot set it
to the current altimeter setting, only to the field elevation (or zero)
which won't help much on a long flight. It looks like you'll have to
spend $400 to get that feature, which is necessary if you're going to
keep the feds happy in their airspace. Other than that, looks like nice
stuff.
Dave B
-6 So Cal
Amit Dagan wrote:
>--> RV-List message posted by: "Amit Dagan" <amitdagan@hotmail.com>
>
>Listers,
>Does anybody out there have any experience with this altimeter (actually,
>calling it an altimeter is like calling a Cadillac a car) ?
>I am refering to the series 2000 model from www.taskemcorp.com
>Thanks,
>Amit.
>do not archive
>
>
>
>
Message 24
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| Subject: | Re: Abilene Formation Clinic, 23-25 Sep |
--> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
I read that planes with vernier throttles are not allowed.
Is that correct?
Ron Lee
Message 25
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| Subject: | TASKEM altimeter |
--> RV-List message posted by: Paul Besing <paul@kitlog.com>
Yes, and don't like it. I did the fly off period for a friend's RV-6A
that had one it it. He also claims he doesn't like it. It has a warm
up time, and again goes back to that digital interpretation thing. I
don't like to see numbers ticking by. I like to see how fast the
needle is moving. Call me old fashioned, but analog to me is
interpreted much easier, especially in the clouds.
Paul Besing
-------- Original Message --------
Subject: RV-List: TASKEM altimeter
From: "Amit Dagan" <amitdagan@hotmail.com>
--> RV-List message posted by: "Amit Dagan" <amitdagan@hotmail.com>
Listers,
Does anybody out there have any experience with this altimeter
(actually,
calling it an altimeter is like calling a Cadillac a car) ?
I am refering to the series 2000 model from www.taskemcorp.com
Thanks,
Amit.
do not archive
Message 26
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| Subject: | Re: Shaping the elevator counter weights |
--> RV-List message posted by: "D.Bristol" <dbris200@sbcglobal.net>
If you balance it before painting, you'll have to remove weight to
re-balance it after paint since the paint will make it "aft" heavy.
So, all you have to do is to drill out some lead.
Dave B
-6 So Cal
Brad Oliver wrote:
>...This would give you a place to bolt additional weight if needed down
>the road (after paint).
>
>
>
>
Message 27
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| Subject: | Re: Large static port error |
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
On 18 Aug 2005, at 19:18, Leland wrote:
> --> RV-List message posted by: Leland <federigo@pacbell.net>
>
> My recently completed RV9A altimeters consistently read low by 500' at
> 5000', when compared to a GPS altitude. All altimeters agree with the
> GPS on the ground, to 50' or so. The altimeters include a Dynon D10A,
> Van's Falcon analogue gauge, and an ACK encoder as read by Flight
> Following. I used the Cleaveland static air ports which came out very
> close to being flush with the surface. I used Van's print-recommended
> locations for the ports. Testing shows no leakage in either the
> pitot or
> static air systems. After reading the Matronics archives, I cut the
> heads off the large-head pop rivets recommended by Van's for these
> ports and glued them over the Cleaveland ports. This reduced the error
> by half to 250'. It also eliminated a 10 mph error in the Dynon ASI.
> (The pitot/static check by a testing station showed the Dynon to be
> very
> accurate in both altitude and speed) I then cut the 90 mil thick-heads
> off AN470AD6- rivets and glued them on instead, but the error remained
> the same. A friend then machined 1/2" diameter disks some 60 mils
> thick
> and I carefully epoxied those on but the error remained 250' low at
> 5000'. When I open the static air line into the cockpit, the error
> decreases by half, and closing the air vents decreases the error by
> another half, to 60' feet low. I am wondering if anyone else has seen
> this much error and if /how they solved the problem. I would love
> having
> accurate instruments.
> Leland in Pleasanton, California
Time out.
You need to understand that there is a big difference between GPS
altitude and barometric altitude. They are not the same thing. The
air temperature between the ground and your altitude affects the air
pressure at altitude, which is what the barometric altimeter is
measuring. The air pressure is higher at low altitude because of the
weight of the air above compressing the lower air. Warm air isn't as
dense as cold air, so the variation of pressure with altitude isn't
as pronounced in warmer temperatures. This means that if you stood
on top of the same mountain in the winter as you did in the summer,
and you got an altimeter setting from an airport in the valley, the
altimeter would read lower in the summer than it would in the winter
- the higher air pressure in the warm air equates to a lower
barometric altitude.
The barometric altitude error due to non-standard temperature is
about 4 ft per degree C per 1,000 ft. So, if the temperature is 10
deg C warmer than standard, the error at 5,000 ft would be about 4 x
10 x 5 = 200 ft. The barometric altimeter will read too low. This
can be a real big deal if you are on a cold day in the winter, doing
an instrument approach in an area with mountains. Your altimeter
could be reading several hundred feet too high when you go by some of
the mountains. Note: the altitude you use in the above formula is
the difference in altitude between your location and where the
altimeter setting came from. If you are on the ground at the airport
where the altimeter setting came from, the barometric altimeter
should read the field elevation, even in non-standard temperatures -
the altimeter setting is specifically chosen to make the altimeter
read correctly on the ground.
There are also small (about 50 ft) variations between what the GPS
constellation considers to be sea level, and that the ocean considers
to be sea level. And, the GPS is not as accurate in the vertical as
it is in the horizontal.
Bottom line - if you want to check the accuracy of your static system
please don't compare it to GPS altitude. Use the following method:
http://www.kilohotel.com/rv8/rvlinks/ssec.html
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 28
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|
| Subject: | Re: Abilene Formation Clinic, 23-25 Sep |
--> RV-List message posted by: "JOHN STARN" <jhstarn@verizon.net>
Jeff,
The hand signals in the T-34 manual are alot like the ones we used in the
military but there are some differences. If you are going you will need to
find a T-34 manual to study a bit.
Tom - using Kabongs computer.
----- Original Message -----
From: "Jeff Dowling" <shempdowling2@earthlink.net>
Subject: Re: RV-List: Abilene Formation Clinic, 23-25 Sep
> --> RV-List message posted by: "Jeff Dowling"
> <shempdowling2@earthlink.net>
>
> I dont remember what manual I used 16 years ago but I assume it was part
> of
> the T-37 "dash one" (operating manual). I dont have a good memory though,
> I
> think.
>
> Shemp/Jeff Dowling
> RV-6A, N915JD
> 235 hours
> Chicago/Louisville
>
> ----- Original Message -----
> From: "RV6 Flyer" <rv6_flyer@hotmail.com>
> To: <rv-list@matronics.com>
> Subject: Re: RV-List: Abilene Formation Clinic, 23-25 Sep
>
>
>> --> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
>>
>> The T-34 Formation Flight Manual is THE only manual that will do. It is
>> the
>> STANDARD adopted by all FAA Approved Formation flight agencies.
>>
>> I never saw a T-37 formation fight manual. Is there such a thing?
>>
>> Gary A. Sobek
>> "My Sanity" RV-6 N157GS O-320 Hartzell,
>> 1,749 + Flying Hours So. CA, USA
>> http://SoCAL_WVAF.rvproject.com
>>
>>
>> ----Original Message Follows----
>> From: "Jeff Dowling" <shempdowling2@earthlink.net>
>> To: <rv-list@matronics.com>
>> Subject: Re: RV-List: Abilene Formation Clinic, 23-25 Sep
>> Date: Wed, 17 Aug 2005 20:04:26 -0500
>>
>> --> RV-List message posted by: "Jeff Dowling"
>> <shempdowling2@earthlink.net>
>>
>> Would a t-37 manual be ok or are there a lot of differences due to the
>> prop?
>>
>> Shemp/Jeff Dowling
>> RV-6A, N915JD
>> 235 hours
>> Chicago/Louisville
>>
>> ----- Original Message -----
>> From: <sturdy@att.net>
>> To: "RV-List" <rv-list@matronics.com>
>> Subject: RV-List: Abilene Formation Clinic, 23-25 Sep
>>
>>
>> > --> RV-List message posted by: sturdy@att.net
>> >
>> > The Abilene Airfest Formation Flying Clinic will be conducted at
>> > Abilene
>> > Regional Airport (KABI) on 23-25 Sep. The clinic is being conducted
>> > by
>> > Stu McCurdy and Mike Stewart and will follow the sequence previously
>> > used
>> > at our other successful formation clinics. The clinic targets RV type
>> > aircraft, but aircraft of similar configuration and airspeeds will be
>> > considered. The clinic is held for pilots of all formation backgrounds
>> > from no experience to highly experienced, but all registrants should
>> > have
>> > excellent stick and rudder skills. We generally like a mix of 1/3
>> > no/little experience, 1/3 medium experience, 1/3 highly experienced.
>> > Please note we expect participants to be prepared by obtaining and
>> > studying referenced materials. To read clinic info, to register, as
>> > well
>> > as to make your motel reservations, go here
>> > http://bigcountryairfest.org/html/formation_flight_clinic.html. We
>> > will
>> > limit total participation. Also, please note the block of rooms will be
>> > held only until
>> > 8 Sep, so early registration is encouraged.
>> >
>> > Stu McCurdy
>> > Falcon Flight
>> > FFI
>> > RV-8
>> >
>> > <!-- BEGIN WEBMAIL STATIONERY -->
>> >
>> >
>> > <!-- WEBMAIL STATIONERY noneset -->
>> >
>> >
>> > The Abilene Airfest Formation Flying Clinic will be conducted at
>> > Abilene
>> > Regional Airport (KABI) on 23-25 Sep. The clinic is being conducted by
>> Stu
>> > McCurdy and <st1:PersonName>Mike Stewart</st1:PersonName> and will
>> > follow
>> > the sequence previously used at our other successful formation clinics.
>> > The clinic targets RV type aircraft, but aircraft of similar
>> configuration
>> > and airspeeds will be considered. The clinic is held for pilots of all
>> > formation backgrounds from no experience to highly experienced, but all
>> > registrants should have excellent stick and rudder skills. </
>> > SPAN>We generally like a mix of 1/3 no/little experience, 1/3 medium
>> > experience, 1/3 highly experienced. Please note we expect participants
>> > to
>> > be prepared by obtaining and studying referenced materials. To read
>> clinic
>> > info, to register, as well as to make your motel reservations, go here
>> > http://bigcountryairfest.org/html/formation_flight_clinic.html. We will
>> > limit total participation. Also, please note the block of rooms will be
>> > held only until 8 Sep, so early registration is encouraged.
>> >
>> >
>> > Stu McCurdy
>> >
>> >
>> > Falcon Flight
>> >
>> >
>> > FFI
>> >
>> >
>> > RV-8
>> >
>> >
>> > <!-- END WEBMAIL STATIONERY -->
>> >
>> >
>> >
>>
>>
>>
>
>
>
Message 29
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| Subject: | Re: Large static port error |
--> RV-List message posted by: "Larry Pardue" <n5lp@warpdriveonline.com>
----- Original Message -----
From: "Kevin Horton" <khorton01@rogers.com>
Subject: Re: RV-List: Large static port error
> --> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
>
> On 18 Aug 2005, at 19:18, Leland wrote:
>
>> --> RV-List message posted by: Leland <federigo@pacbell.net>
>>
>
> Time out.
>
> You need to understand that there is a big difference between GPS
> altitude and barometric altitude.
AND it is a whole lot cheaper and easier to just install the Van's static
port pop rivets, than it is to try to simulate it with fancy machined parts
later.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://n5lp.net
Message 30
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|
| Subject: | Shaping the elevator counter weights |
--> RV-List message posted by: "Bradley Oliver" <brad@rv7factory.com>
Dave,
Sorry, it has been a long day, so maybe I am not thinking correctly... but
if it is aft heavy after painting, as I would expect it to be, wouldn't you
need to add weight (forward of the hinge point) to rebalance?
~Brad
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of D.Bristol
Subject: Re: RV-List: Shaping the elevator counter weights
--> RV-List message posted by: "D.Bristol" <dbris200@sbcglobal.net>
If you balance it before painting, you'll have to remove weight to
re-balance it after paint since the paint will make it "aft" heavy.
So, all you have to do is to drill out some lead.
Dave B
-6 So Cal
Brad Oliver wrote:
>...This would give you a place to bolt additional weight if needed down
>the road (after paint).
>
>
>
>
Message 31
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| Subject: | Re: Shaping the elevator counter weights |
--> RV-List message posted by: "D.Bristol" <dbris200@sbcglobal.net>
I guess that George was the only one that read this, thanks for the
heads up on my boo-boo!
What I wanted to say is that you should leave some extra weight, then
after you paint you can just drill some out.
Then again, maybe that's why I do such strange loops!
Dave
-6 So Cal
D.Bristol wrote:
>--> RV-List message posted by: "D.Bristol" <dbris200@sbcglobal.net>
>
>If you balance it before painting, you'll have to remove weight to
>re-balance it after paint since the paint will make it "aft" heavy.
>So, all you have to do is to drill out some lead.
>
>Dave B
>-6 So Cal
>
>Brad Oliver wrote:
>
>
>
>>...This would give you a place to bolt additional weight if needed down
>>the road (after paint).
>>
>>
>>
>>
>>
>>
>
>
>
>
Message 32
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| Subject: | Re: Shaping the elevator counter weights |
--> RV-List message posted by: "Richard E. Tasker" <retasker@optonline.net>
Not sure exactly what Dave meant, but the idea is to leave extra weight
there (unbalanced forward) so even after paint you still have to remove
some to balance the elevator.
Dick Tasker
Bradley Oliver wrote:
>--> RV-List message posted by: "Bradley Oliver" <brad@rv7factory.com>
>
>Dave,
>
>Sorry, it has been a long day, so maybe I am not thinking correctly... but
>if it is aft heavy after painting, as I would expect it to be, wouldn't you
>need to add weight (forward of the hinge point) to rebalance?
>
>~Brad
>
>-----Original Message-----
>From: owner-rv-list-server@matronics.com
>[mailto:owner-rv-list-server@matronics.com] On Behalf Of D.Bristol
>To: rv-list@matronics.com
>Subject: Re: RV-List: Shaping the elevator counter weights
>
>--> RV-List message posted by: "D.Bristol" <dbris200@sbcglobal.net>
>
>If you balance it before painting, you'll have to remove weight to
>re-balance it after paint since the paint will make it "aft" heavy.
>So, all you have to do is to drill out some lead.
>
>Dave B
>-6 So Cal
>
----
Please Note:
No trees were destroyed in the sending of this message. We do concede, however,
that a significant number of electrons may have been temporarily inconvenienced.
----
Message 33
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| Subject: | Re: Was - Large static port error |
--> RV-List message posted by: GMC <gmcnutt@shaw.ca>
Kevin Horton wrote:
>--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
>
>Time out.
>
>You need to understand that there is a big difference between GPS
>altitude and barometric altitude. They are not the same thing. The
>air temperature between the ground and your altitude affects the air
>pressure at altitude, which is what the barometric altimeter is
>measuring. The air pressure is higher at low altitude because of the
>weight of the air above compressing the lower air. Warm air isn't as
>dense as cold air, so the variation of pressure with altitude isn't
>as pronounced in warmer temperatures. This means that if you stood
>on top of the same mountain in the winter as you did in the summer,
>and you got an altimeter setting from an airport in the valley, the
>altimeter would read lower in the summer than it would in the winter
>- the higher air pressure in the warm air equates to a lower
>barometric altitude.
>
>The barometric altitude error due to non-standard temperature is
>about 4 ft per degree C per 1,000 ft. So, if the temperature is 10
>deg C warmer than standard, the error at 5,000 ft would be about 4 x
>10 x 5 = 200 ft. The barometric altimeter will read too low. This
>can be a real big deal if you are on a cold day in the winter, doing
>an instrument approach in an area with mountains. Your altimeter
>could be reading several hundred feet too high when you go by some of
>the mountains. Note: the altitude you use in the above formula is
>the difference in altitude between your location and where the
>altimeter setting came from. If you are on the ground at the airport
>where the altimeter setting came from, the barometric altimeter
>should read the field elevation, even in non-standard temperatures -
>the altimeter setting is specifically chosen to make the altimeter
>read correctly on the ground.
>
>There are also small (about 50 ft) variations between what the GPS
>constellation considers to be sea level, and that the ocean considers
>to be sea level. And, the GPS is not as accurate in the vertical as
>it is in the horizontal.
>
>Bottom line - if you want to check the accuracy of your static system
>please don't compare it to GPS altitude. Use the following method:
>
>http://www.kilohotel.com/rv8/rvlinks/ssec.html
>
>Kevin Horton RV-8 (finishing kit)
>Ottawa, Canada
>http://www.kilohotel.com/rv8
>
>
Hi Kevin & All
Being a simple lad I have trouble with these pressure level thingy's so here is
how I simplify & visualize Kevins hill example above.
Visualize each thousand foot (pressure level) like a fold on an accordion bellows.
In the summertime (above standard warm air) the bellows is extended and the
folds are farther apart. So in summer the third fold (pressure level) might
be level with the top of the hill. In wintertime (cold air) the accordion bellows
are compressed and the fifth fold (pressure level) might be level with the
top of the hill.
And if the approach chart says the procedure turn altitude is at the four and one
half bellows fold be very careful because in cold air the folds are closer
together and you may be below the top of the hill!!
Your altimeter simply tells you what accordion bellows fold it sees, this will
be different than the GPS altitude. Do not use GPS altitudes for ATC purposes
or cruising levels!!
George in Langley BC
Should be painting cockpit instead of on computer.
Do not archive.
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