---------------------------------------------------------- RV-List Digest Archive --- Total Messages Posted Mon 11/21/05: 31 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 12:13 AM - Please Make a Contribution to Support Your Lists... (Matt Dralle) 2. 07:27 AM - Re: Paint scheme question (Jeff Dowling) 3. 08:01 AM - RV Builder Websites (Paul Besing) 4. 08:06 AM - Re: Paint scheme question (Paul Besing) 5. 08:27 AM - RV-9A: Relationship between top cowl and prop spinner back-plate (Joe & Jan Connell) 6. 08:31 AM - Is it a bad idea for babies to fly in RV's?? (John Allen) 7. 09:13 AM - Re: RV-9A: Relationship between top cowl and prop spinner back-plate (LessDragProd@aol.com) 8. 09:35 AM - Re: RV-9A: Relationship between top cowl and prop spinner back-plate (Jim) 9. 09:38 AM - GX60 internal battery (Ralph E. Capen) 10. 09:57 AM - Re: RV Builder Websites (RV Builder (Michael Sausen)) 11. 10:45 AM - Re: RV-9A: Relationship between top cowl and prop spinner back-plate (Fiveonepw@aol.com) 12. 10:47 AM - AN bulkhead fuel fittings (Gerry Filby) 13. 11:36 AM - Re: Dynon Failure Mode (Chuck Weyant) 14. 12:07 PM - Re: AN bulkhead fuel fittings (Dan Checkoway) 15. 12:30 PM - Re: AN bulkhead fuel fittings (Paul Besing) 16. 01:40 PM - Re: Dynon Failure Mode (Chuck Jensen) 17. 02:00 PM - Re: AN bulkhead fuel fittings (Gerry Filby) 18. 02:24 PM - Re: Dynon Failure Mode (Chuck Weyant) 19. 03:10 PM - Re: RV-9A: Relationship between top cowl and prop spinner back-plate (Kyle Boatright) 20. 03:25 PM - Re: RV-9A: Relationship between top cowl and prop spinner back-plate (Fiveonepw@aol.com) 21. 04:05 PM - Re: AN bulkhead fuel fittings (Richard Tasker) 22. 04:38 PM - Re: RV-9A: Relationship between top cowl and prop spinner back-plate (Kyle Boatright) 23. 04:41 PM - Re: Crossover exhaust. (DEAN PSIROPOULOS) 24. 05:06 PM - 6A with AFP - looking for potential exhaust systems (Ralph E. Capen) 25. 05:15 PM - Re: RV-9A: Relationship between top cowl and prop spinner back-plate (Dan Checkoway) 26. 05:17 PM - Re: RV Builder Websites (Charlie England) 27. 05:21 PM - Re: Dynon Failure Mode (Ron Lee) 28. 06:35 PM - Re: RV-9A: Relationship between top cowl and prop spinner back-plate (Fiveonepw@AOL.COM) 29. 07:30 PM - Re: 6A with AFP - looking for potential exhaust systems (Alex Peterson) 30. 07:37 PM - Items for sale (Tim Coldenhoff) 31. 09:50 PM - Re: RV Builder Websites (Bob Perkinson) ________________________________ Message 1 _____________________________________ Time: 12:13:01 AM PST US From: Matt Dralle Subject: RV-List: Please Make a Contribution to Support Your Lists... --> RV-List message posted by: Matt Dralle Dear Listers, Just a reminder that November is the Annual List Fund Raiser. Please make a Contribution today to support the continued operation and upgrade of these great services!! The Contribution Site is fast and easy: http://www.matronics.com/contribution Thank you! Matt Dralle Matronics Email List Administrator Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email http://www.matronics.com/ WWW | Featuring Products For Aircraft do not archive ________________________________ Message 2 _____________________________________ Time: 07:27:41 AM PST US From: "Jeff Dowling" Subject: Re: RV-List: Paint scheme question --> RV-List message posted by: "Jeff Dowling" I would ask Vans for his opinion since he has the blue -9 to use for comparison. do not archive shemp ----- Original Message ----- From: "Doug Medema" Subject: RV-List: Paint scheme question > --> RV-List message posted by: "Doug Medema" > > If you looked at my website after my previous post, you know > I'm seriously > contemplating painting my plane a dark blue (actually > Chevrolet Indigo Blue > like on my TrailBlazer.) I know a dark colored car can get > very hot inside > but am wondering if it makes much difference on an RV. We > have the clear > canopy and mine already has a black glareshield. The only > area in the cockpit > that would be affected is the area over the back of the > baggage compartment. > > So, any of you that have dark paint on the top -- does your > cockpit get really > hot in the sun, or do you think it is about the same as a > lighter color? > > Thanks, > Doug Medema > RV-6A N276DM down for 2nd condition inspection. > > > ________________________________ Message 3 _____________________________________ Time: 08:01:54 AM PST US From: Paul Besing Subject: RV-List: RV Builder Websites --> RV-List message posted by: Paul Besing do not archive Listers, we have completely redesigned the MyKitLog section of our website, and there are currently 38 RV builder websites being hosted on our servers. It's a great resource for builders out there to see how others are doing things. You do not need to be a KitLog Pro user to view the websites, as they are all publicly viewable. You can view the websites at www.kitlog.com/mykitlog. You can search by builder, location, type, etc. Or, to see the entire list, leave the search field blank. Paul Besing __________________________________ ________________________________ Message 4 _____________________________________ Time: 08:06:30 AM PST US From: Paul Besing Subject: Re: RV-List: Paint scheme question --> RV-List message posted by: Paul Besing Are you going to be storing it in the sun? If you are flying, I wouldn't think the paint color is going to make a big difference, especially when you get to altitude. If you have a hangar, I say paint it the way you want to paint it. Paul Besing --- Jeff Dowling wrote: > --> RV-List message posted by: "Jeff Dowling" > > > I would ask Vans for his opinion since he has the > blue -9 to use for > comparison. > > do not archive > > shemp > > ----- Original Message ----- > From: "Doug Medema" > To: > Subject: RV-List: Paint scheme question > > > > --> RV-List message posted by: "Doug Medema" > > > > > If you looked at my website after my previous > post, you know > > I'm seriously > > contemplating painting my plane a dark blue > (actually > > Chevrolet Indigo Blue > > like on my TrailBlazer.) I know a dark colored > car can get > > very hot inside > > but am wondering if it makes much difference on an > RV. We > > have the clear > > canopy and mine already has a black glareshield. > The only > > area in the cockpit > > that would be affected is the area over the back > of the > > baggage compartment. > > > > So, any of you that have dark paint on the top -- > does your > > cockpit get really > > hot in the sun, or do you think it is about the > same as a > > lighter color? > > > > Thanks, > > Doug Medema > > RV-6A N276DM down for 2nd condition inspection. > > > > > > > > > > Click on > about > provided > www.buildersbooks.com, > Admin. > _-> > browse > Subscriptions page, > FAQ, > > > > > > __________________________________ ________________________________ Message 5 _____________________________________ Time: 08:27:00 AM PST US From: "Joe & Jan Connell" Subject: RV-List: RV-9A: Relationship between top cowl and prop spinner back-plate --> RV-List message posted by: "Joe & Jan Connell" Gentlemen, At the initial fitting of the top cowl on my RV-9A/O-320/fixed pitch, I find front of the top cowl is not parallel to the prop spinner back plate when viewed from the side. At the top the clearance is 1/4" and at the mid-point the clearance is 1/2". When I add the bottom cowl I would expect the clearance at the of the back will approach 3/4". This is with the cowl resting on top of the forward skin. The engine mount is tight against the firewall at all points. The engine is tight against the Lord mounts (Dynafocal-1). The rubber mounts are installed correctly: top has washer and thin hard rubber away from engine, bottom has thin hard rubber and washer next to engine. The spinner is positioned by using 6 2 1/4" pieces of tubing and bolts. I'm not sure if the top cowl is deformed and perhaps a heat gun could be used to change its alignment. My thanks to Dan Checkoway for his sage advice. He related this is a common problem and the solution is to use foam and fiberglass fill to establish the proper clearance around the spinner. Any additional idea fellows? Many thanks, Joe Connell Stewartville, MN RV-9A, N95JJ ________________________________ Message 6 _____________________________________ Time: 08:31:19 AM PST US Subject: RV-List: Is it a bad idea for babies to fly in RV's?? From: "John Allen" --> RV-List message posted by: "John Allen" What worked for us was to take those throwaway foam earplugs, compress the two ends until flattened into a little pancake,=0D=0Athen use a regular paper hole punch ( the single hole kind)=A0to punch=A0out a "core"=A0 These mini-earplugs were about the right size for the baby. Use a needle and some upholstery thread to attach the two plugs together.=A0 That way it is less likely one of the plugs goes missing. Babies put everything in their mouths and a piece of expanding foam could be=A0VERY VERY=A0bad.=A0 Put a close fitting bonnet over the babies head that ties under the chin=A0so that he can't get at the earplugs.=0D=0A=0D=0AUsually the noise in the cabin put our daughter to sleeep.=A0 Every time we descended it was necessary to wake the baby and get her drinking so as to clear her ears.=A0 Descents needed to be planned in order to keep them gradual.=0D=0A=0D=0ANow,=A0 how you fit a full size carseat into the back of an RV is a different matter.=A0 Clearly you would need to attach hard points to the underlying structure.=A0 We took the baby all over the place in a C-150.=A0 In that airplane Cesna built the hard points for a child's seat into the airplane.=0D=0A=0D=0AJohn Allen=0D=0ARV-6A=0D=0A=0D=0A ________________________________ Message 7 _____________________________________ Time: 09:13:41 AM PST US From: LessDragProd@aol.com Subject: Re: RV-List: RV-9A: Relationship between top cowl and prop spinner back-plate --> RV-List message posted by: LessDragProd@aol.com Hi All, IMHO, the angle at the front of the cowl to the spinner is for ease of maintenance. It is there to provide extra clearance when removing the bottom cowl. Bob, at Fairings-Etc., recommends to NOT use a heat gun on fiberglass to change its shape. After you have your RV together, and have taken the lower cowl off a couple times, you can decide if you still want to fill the front of the cowl behind the spinner. Regards, Jim Ayers In a message dated 11/21/2005 8:28:08 AM Pacific Standard Time, jconnell@rconnect.com writes: --> RV-List message posted by: "Joe & Jan Connell" Gentlemen, At the initial fitting of the top cowl on my RV-9A/O-320/fixed pitch, I find front of the top cowl is not parallel to the prop spinner back plate when viewed from the side. At the top the clearance is 1/4" and at the mid-point the clearance is 1/2". When I add the bottom cowl I would expect the clearance at the of the back will approach 3/4". This is with the cowl resting on top of the forward skin. The engine mount is tight against the firewall at all points. The engine is tight against the Lord mounts (Dynafocal-1). The rubber mounts are installed correctly: top has washer and thin hard rubber away from engine, bottom has thin hard rubber and washer next to engine. The spinner is positioned by using 6 2 1/4" pieces of tubing and bolts. I'm not sure if the top cowl is deformed and perhaps a heat gun could be used to change its alignment. My thanks to Dan Checkoway for his sage advice. He related this is a common problem and the solution is to use foam and fiberglass fill to establish the proper clearance around the spinner. Any additional idea fellows? Many thanks, Joe Connell Stewartville, MN RV-9A, N95JJ ________________________________ Message 8 _____________________________________ Time: 09:35:32 AM PST US From: "Jim" Subject: Re: RV-List: RV-9A: Relationship between top cowl and prop spinner back-plate --> RV-List message posted by: "Jim" a.. Gentlemen, At the initial fitting of the top cowl on my RV-9A/O-320/fixed pitch, I find front of the top cowl is not parallel to the prop spinner back plate when viewed from the side. At the top the clearance is 1/4" and at the mid-point the clearance is 1/2". When I add the bottom cowl I would expect the clearance at the of the back will approach 3/4". This is with the cowl resting on top of the forward skin. b.. This is typical. When you have it all fitted you can glue balsa to it, sand it for the proper clearance and alignment behind the spinner and glass it in. I would suggest fitting it so the spinner is .125-.250 above the cowl to allow for engine mount rubbers to sag (wear in). c.. The engine mount is tight against the firewall at all points. The engine is tight against the Lord mounts (Dynafocal-1). The rubber mounts are installed correctly: top has washer and thin hard rubber away from engine, bottom has thin hard rubber and washer next to engine. The spinner is positioned by using 6 2 1/4" pieces of tubing and bolts. I'm not sure if the top cowl is deformed and perhaps a heat gun could be used to change its alignment. d.. e.. The cowls are deformed. You can use a heat gun to take some of the misalignment out but too much heat weakens the matrix in the fiberglass (according to some experts). My thanks to Dan Checkoway for his sage advice. He related this is a common problem and the solution is to use foam and fiberglass fill to establish the proper clearance around the spinner. Any additional idea fellows? Many thanks, Joe Connell Stewartville, MN RV-9A, N95JJ ________________________________ Message 9 _____________________________________ Time: 09:38:16 AM PST US From: "Ralph E. Capen" Subject: RV-List: GX60 internal battery --> RV-List message posted by: "Ralph E. Capen" Fellow listers, I am getting an error message stating that my internal battery needs service in my GX60. The unit continues to function - I just have to press the msg button every few minutes. This only started since I upgraded the datacard - that may be coincidental though. Anyone else seen this? Is it home-repairable...with the correct battery? I have done some miniature soldering so I could probably do it...... The archives show some of the portable units needing a similar repair - being done by the owner. Sure would save some RV gas money! Thanks, Ralph Capen ________________________________ Message 10 ____________________________________ Time: 09:57:45 AM PST US Subject: RE: RV-List: RV Builder Websites From: "RV Builder (Michael Sausen)" --> RV-List message posted by: "RV Builder (Michael Sausen)" Paul, Very nice upgrade. Much better than the old site! One comment though. Is there a way you can add a selection to show logs sequentially from most current? I know most of my friends/family like to follow my progress as I go and I don't see any easy way for them to know what I am currently working on. Maybe have that as some sort of default view under the construction logs? Also, how about a running counter for total hours. One last comment. When you are in a set of logs, clicking on previous takes you ahead in the entries. Seems backwards as I would expect it to go back by entry. For example, say you have 3 logs, one for 11/15, 11/16, and 11/17. If you are on 11/16 and click previous, it takes you to 11/17. Keeps getting better, keep up the good work! Thanks, Michael Sausen -10 #352 Waiting on fuselage Do not archive -----Original Message----- From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-server@matronics.com] On Behalf Of Paul Besing Subject: RV-List: RV Builder Websites --> RV-List message posted by: Paul Besing do not archive Listers, we have completely redesigned the MyKitLog section of our website, and there are currently 38 RV builder websites being hosted on our servers. It's a great resource for builders out there to see how others are doing things. You do not need to be a KitLog Pro user to view the websites, as they are all publicly viewable. You can view the websites at www.kitlog.com/mykitlog. You can search by builder, location, type, etc. Or, to see the entire list, leave the search field blank. Paul Besing __________________________________ ________________________________ Message 11 ____________________________________ Time: 10:45:54 AM PST US From: Fiveonepw@aol.com Subject: Re: RV-List: RV-9A: Relationship between top cowl and prop spinner back-plate --> RV-List message posted by: Fiveonepw@aol.com In a message dated 11/21/05 10:28:08 AM Central Standard Time, jconnell@rconnect.com writes: > I find front of the top cowl is not parallel to the prop > spinner back plate when viewed from the side. >>>> Had same problem here and have spoken with many others with similar condition- some have actually cut the area loose and re-attached, I opted to fill it in as follows: Get best top half to bottom half fit and have all attach hardware already fitted- in other words, wait til cowling is in final installed position before doing this. After spinner is fitted with desired clearance at closest point, mark this position and two more points 120 degrees apart on cowling. Measure gap at all three points, then calculate how thick filler will need to be at the two wide points for a consistent fit. I needed about 4-5 mm added in both positions, IIRC. Remove cowl and re-attach the halves, stand on rear (nose up) and roughen up the now-horizontal "ring" front face of cowling for epoxy/flox mixture. Drill two small holes in the center of this "ring" at the two wide points you marked on the cowl and insert small sheet metal or wood screws far enough that the tops of the heads are same distance from ring face as the excess gap measured at these points earlier. Find a board or other stiff, flat object larger than the circle of the ring (I used a piece of formica-covered shelving that was wide enough) and cover one side with release agent of choice (tape, wax paper etc.) Make up a thick batch of flox (p-nut butter) and smear it onto ring surface approximating amount of filler needed, then set the board onto the whole thing making sure it is in contact with the cowl at the good spot, and both screw heads. After initial set (still tacky), remove board & screws, carve off any squeeze out before it gets real hard, and separate the halves at the join line by carefully carving with a hacksaw blade or coping saw, then finish as usual. Mine came out with nice even gap all the way around. Any questions, lemme know- Mark Phillips -6A N51PW (PossumWorks) Columbia, TN ________________________________ Message 12 ____________________________________ Time: 10:47:44 AM PST US Subject: RV-List: AN bulkhead fuel fittings From: Gerry Filby 1.66 HELO_DYNAMIC_DHCP Relay HELO'd using suspicious hostname (DHCP) 1.28 HELO_DYNAMIC_HCC Relay HELO'd using suspicious hostname (HCC) 1.36 HELO_DYNAMIC_IPADDR Relay HELO'd using suspicious hostname (IP addr 1) --> RV-List message posted by: Gerry Filby I'm installing the fuel and vent lines in my RV-9 and could do with some advice. 1. I'm not sure what torque setting to use on the bulkhead nut nor the nut that holds down the flared sleeve (1/4 and 3/8 alum tube). 2. Where should one apply the EZ-Turn/Fuelube ? On just the fitting thread ? Should I put any on the flared faces or around the tube where the sleeve meets the flare ? 3. Do folks use Loctite Threadlocker on the bulkhead nuts to stop them rattling loose ? If so which one #222, 242 or 262 ? __g__ ========================================================== Gerry Filby gerf@gerf.com Tel: 415 203 9177 ________________________________ Message 13 ____________________________________ Time: 11:36:13 AM PST US From: "Chuck Weyant" Subject: Re: RV-List: Dynon Failure Mode --> RV-List message posted by: "Chuck Weyant" Just got back from a weeks vacation and one of my hanger neighbors told me of a Lancair hangered across from RV9A who was possibly hit by static discharge (lightning) while hard IFR. The Dynon failed including a separate buss electrical backup system. Fortunately, the backup came back online in ten or fifteen seconds and he was able to descend out of the layer two or three minutes later nose down and in a thirty degree bank. He said he attributes being here today by just finishing a course with Flight Safety recently. He's also purpertedly to have said he's installing a new vaccum backup system. > Alex, > > Everyone can agree that all of the EFIS have had some teething issues, > some more than others. But if we consider all the instruments and > systems a single EFIS/EIS replaces, or never were even available before, > it would seem that the 'inop rate' is actually very low, especially for > a sophisticated, complex instrument right out of the gate. If we > tallied all the problems that we would have with the old individual > instruments, I'm guessing the total would be significantly greater than > what is seen with these new electronic systems. It gets noticed more > when all the malfunctions that could possibly happen show up in one > instruments...it may seem like a lot but doubt that it really is. > > Heck, the eInstruments for GA have only had 2-3 real years to sort > things out. The aircraft industry has been perfecting the vacuum pump > and instruments for decades and they still crap out with frustrating > regularity, so I think we're making progress. > > Chuck > Dual GRT EFIS (and satisfied with 'em) > > Larry, sorry you are having troubles with the Dynon. > > While we can't possibly know what the failure rate for this system (or > any > other new EFIS) is yet, we must be humble to how difficult it is to > design a > device of this complexity with minimal failure potentials. > > I'm sure this will bring on the torches, but we seem to be in a period > right > now where there are more problems with the new EFIS systems than with > the > ancient mechanical systems they are replacing. This will change, of > course, > but be aware that this is often the nature of new technology. There are > no > free lunches. > > Alex Peterson > RV6-A N66AP 690 hours > Maple Grove, MN > > ________________________________ Message 14 ____________________________________ Time: 12:07:16 PM PST US From: "Dan Checkoway" Subject: Re: RV-List: AN bulkhead fuel fittings --> RV-List message posted by: "Dan Checkoway" 1. I'm not aware of any specific torque for bulkhead nuts, but I would personally torque the bulkhead nuts tighter than the torque called out for the AN fitting. That way it's unlikely to loosen at the bulkhead if and when you are tightening/loosening the flare nut(s). 2. Only lube PIPE THREADS. NO lube goes on any threads or flares on flare nut fittings. ONLY the pipe threads. 3. I didn't personally use any thread locker on my AN bulkhead nuts. On my fuel tanks, the bulkhead nuts got covered with proseal, which should help to keep them in place. On the fuselage & firewall, I didn't use any locking agent. Some people might, and I doubt that would be a problem. Just my 2 cents. )_( Dan RV-7 N714D (690 hours) http://www.rvproject.com ----- Original Message ----- From: "Gerry Filby" Subject: RV-List: AN bulkhead fuel fittings > --> RV-List message posted by: Gerry Filby > > I'm installing the fuel and vent lines in my RV-9 and could do > with some advice. > > 1. I'm not sure what torque setting to use on the bulkhead nut > nor the nut that holds down the flared sleeve (1/4 and 3/8 alum > tube). > > 2. Where should one apply the EZ-Turn/Fuelube ? On just the > fitting thread ? Should I put any on the flared faces or > around the tube where the sleeve meets the flare ? > > 3. Do folks use Loctite Threadlocker on the bulkhead nuts to > stop them rattling loose ? If so which one #222, 242 or 262 ? > > __g__ > > ========================================================== > Gerry Filby gerf@gerf.com > Tel: 415 203 9177 > > > ________________________________ Message 15 ____________________________________ Time: 12:30:06 PM PST US From: Paul Besing Subject: Re: RV-List: AN bulkhead fuel fittings --> RV-List message posted by: Paul Besing I haven't found a torque setting on these. There may be one there, but I've always tightened them snug without issue. Fuel lube on the threads, but not on the flare. I would NOT put threadlocker on them. I try to avoid that stuff whenever possible. Just something else to introduce into fuel lines. Put some torque seal on there so you can visually inspect them. Paul Besing --- Gerry Filby wrote: > --> RV-List message posted by: Gerry Filby > > > I'm installing the fuel and vent lines in my RV-9 > and could do > with some advice. > > 1. I'm not sure what torque setting to use on the > bulkhead nut > nor the nut that holds down the flared sleeve (1/4 > and 3/8 alum > tube). > > 2. Where should one apply the EZ-Turn/Fuelube ? On > just the > fitting thread ? Should I put any on the flared > faces or > around the tube where the sleeve meets the flare ? > > 3. Do folks use Loctite Threadlocker on the bulkhead > nuts to > stop them rattling loose ? If so which one #222, > 242 or 262 ? > > __g__ > > ========================================================== > > Gerry Filby > gerf@gerf.com > Tel: 415 203 9177 > > > > Click on > about > provided > www.buildersbooks.com, > Admin. > _-> > browse > Subscriptions page, > FAQ, > > > > > > __________________________________ ________________________________ Message 16 ____________________________________ Time: 01:40:21 PM PST US Subject: RE: RV-List: Dynon Failure Mode From: "Chuck Jensen" --> RV-List message posted by: "Chuck Jensen" Chuck Very interested in the failure mode from the lightening. From your comment, it was apparent that the EFIS went down. However, did the plane lose ALL electrical, did the A/P not stay on, and if not, what is it reliant on that failed? Other electrical equipment stay up? Curious if a Mid-Continental AI (with battery back up) would have stayed up. I'm sure everyone would be very interested in a forensic analysis of what did, and what didn't happen. It is certainly a topical issue with all the all-electrics being put in the air. Chuck -----Original Message----- From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-server@matronics.com] On Behalf Of Chuck Weyant Subject: Re: RV-List: Dynon Failure Mode --> RV-List message posted by: "Chuck Weyant" Just got back from a weeks vacation and one of my hanger neighbors told me of a Lancair hangered across from RV9A who was possibly hit by static discharge (lightning) while hard IFR. The Dynon failed including a separate buss electrical backup system. Fortunately, the backup came back online in ten or fifteen seconds and he was able to descend out of the layer two or three minutes later nose down and in a thirty degree bank. He said he attributes being here today by just finishing a course with Flight Safety recently. He's also purpertedly to have said he's installing a new vaccum backup system. > Alex, > > Everyone can agree that all of the EFIS have had some teething issues, > some more than others. But if we consider all the instruments and > systems a single EFIS/EIS replaces, or never were even available before, > it would seem that the 'inop rate' is actually very low, especially for > a sophisticated, complex instrument right out of the gate. If we > tallied all the problems that we would have with the old individual > instruments, I'm guessing the total would be significantly greater than > what is seen with these new electronic systems. It gets noticed more > when all the malfunctions that could possibly happen show up in one > instruments...it may seem like a lot but doubt that it really is. > > Heck, the eInstruments for GA have only had 2-3 real years to sort > things out. The aircraft industry has been perfecting the vacuum pump > and instruments for decades and they still crap out with frustrating > regularity, so I think we're making progress. > > Chuck > Dual GRT EFIS (and satisfied with 'em) > > Larry, sorry you are having troubles with the Dynon. > > While we can't possibly know what the failure rate for this system (or > any > other new EFIS) is yet, we must be humble to how difficult it is to > design a > device of this complexity with minimal failure potentials. > > I'm sure this will bring on the torches, but we seem to be in a period > right > now where there are more problems with the new EFIS systems than with > the > ancient mechanical systems they are replacing. This will change, of > course, > but be aware that this is often the nature of new technology. There are > no > free lunches. > > Alex Peterson > RV6-A N66AP 690 hours > Maple Grove, MN > > ________________________________ Message 17 ____________________________________ Time: 02:00:26 PM PST US Subject: Re: RV-List: AN bulkhead fuel fittings From: Gerry Filby --> RV-List message posted by: Gerry Filby I guess that's the root of my nervousness. There's a part of me that just doesn't trust the idea that the 2 surfaces that make up the flare in a flare fitting can be vapor/liquid tight. I guess I'm about to find out. g > > --> RV-List message posted by: "Dan Checkoway" > > 1. I'm not aware of any specific torque for bulkhead nuts, but I would > personally torque the bulkhead nuts tighter than the torque > called out for > the AN fitting. That way it's unlikely to loosen at the > bulkhead if and > when you are tightening/loosening the flare nut(s). > > 2. Only lube PIPE THREADS. NO lube goes on any threads or > flares on flare > nut fittings. ONLY the pipe threads. > > 3. I didn't personally use any thread locker on my AN bulkhead > nuts. On my > fuel tanks, the bulkhead nuts got covered with proseal, which > should help to > keep them in place. On the fuselage & firewall, I didn't use > any locking > agent. Some people might, and I doubt that would be a problem. > > Just my 2 cents. > > )_( Dan > RV-7 N714D (690 hours) > http://www.rvproject.com > > ----- Original Message ----- > From: "Gerry Filby" > To: > Subject: RV-List: AN bulkhead fuel fittings > > > > --> RV-List message posted by: Gerry Filby > > > > I'm installing the fuel and vent lines in my RV-9 and could do > > with some advice. > > > > 1. I'm not sure what torque setting to use on the bulkhead nut > > nor the nut that holds down the flared sleeve (1/4 and 3/8 alum > > tube). > > > > 2. Where should one apply the EZ-Turn/Fuelube ? On just the > > fitting thread ? Should I put any on the flared faces or > > around the tube where the sleeve meets the flare ? > > > > 3. Do folks use Loctite Threadlocker on the bulkhead nuts to > > stop them rattling loose ? If so which one #222, 242 or 262 ? > > > > __g__ > > > > ========================================================== > > Gerry Filby gerf@gerf.com > > Tel: 415 203 9177 > > > > > > > > > > > > > -- __g__ ========================================================== Gerry Filby gerf@gerf.com Tel: 415 203 9177 ________________________________ Message 18 ____________________________________ Time: 02:24:08 PM PST US From: "Chuck Weyant" Subject: Re: RV-List: Dynon Failure Mode --> RV-List message posted by: "Chuck Weyant" Don't know all the particulars --- just heard about it second party yesterday. Should have more info this afternoon. I didn't ask your questions in particular, but it sounded like electrical continued to function, just EFIS and elecrical backup flight instruments went down. However, I do have a call through to the fellow that told me about the incident and I may run into Lancair pilot next day or two for a first hand account. I'll post as new info comes in. Chuck > > Chuck > > Very interested in the failure mode from the lightening. From your > comment, it was apparent that the EFIS went down. However, did the > plane lose ALL electrical, did the A/P not stay on, and if not, what is > it reliant on that failed? Other electrical equipment stay up? Curious > if a Mid-Continental AI (with battery back up) would have stayed up. > I'm sure everyone would be very interested in a forensic analysis of > what did, and what didn't happen. It is certainly a topical issue with > all the all-electrics being put in the air. > > Chuck > > --> RV-List message posted by: "Chuck Weyant" > > Just got back from a weeks vacation and one of my hanger neighbors told > me > of a Lancair hangered across from RV9A who was possibly hit by static > discharge (lightning) while hard IFR. The Dynon failed including a > separate > buss electrical backup system. Fortunately, the backup came back online > in > ten or fifteen seconds and he was able to descend out of the layer two > or > three minutes later nose down and in a thirty degree bank. He said he > attributes being here today by just finishing a course with Flight > Safety > recently. He's also purpertedly to have said he's installing a new > vaccum > backup system. > >> Alex, >> >> Everyone can agree that all of the EFIS have had some teething issues, >> some more than others. But if we consider all the instruments and >> systems a single EFIS/EIS replaces, or never were even available > before, >> it would seem that the 'inop rate' is actually very low, especially > for >> a sophisticated, complex instrument right out of the gate. If we >> tallied all the problems that we would have with the old individual >> instruments, I'm guessing the total would be significantly greater > than >> what is seen with these new electronic systems. It gets noticed more >> when all the malfunctions that could possibly happen show up in one >> instruments...it may seem like a lot but doubt that it really is. >> >> Heck, the eInstruments for GA have only had 2-3 real years to sort >> things out. The aircraft industry has been perfecting the vacuum pump >> and instruments for decades and they still crap out with frustrating >> regularity, so I think we're making progress. >> >> Chuck >> Dual GRT EFIS (and satisfied with 'em) >> >> Larry, sorry you are having troubles with the Dynon. >> >> While we can't possibly know what the failure rate for this system (or >> any >> other new EFIS) is yet, we must be humble to how difficult it is to >> design a >> device of this complexity with minimal failure potentials. >> >> I'm sure this will bring on the torches, but we seem to be in a period >> right >> now where there are more problems with the new EFIS systems than with >> the >> ancient mechanical systems they are replacing. This will change, of >> course, >> but be aware that this is often the nature of new technology. There > are >> no >> free lunches. >> >> Alex Peterson ________________________________ Message 19 ____________________________________ Time: 03:10:44 PM PST US From: "Kyle Boatright" Subject: Re: RV-List: RV-9A: Relationship between top cowl and prop spinner back-plate --> RV-List message posted by: "Kyle Boatright" ----- Original Message ----- From: Subject: Re: RV-List: RV-9A: Relationship between top cowl and prop spinner back-plate > --> RV-List message posted by: LessDragProd@aol.com > > > Hi All, > > IMHO, the angle at the front of the cowl to the spinner is for ease of > maintenance. It is there to provide extra clearance when removing the > bottom cowl. > > Bob, at Fairings-Etc., recommends to NOT use a heat gun on fiberglass to > change its shape. > > After you have your RV together, and have taken the lower cowl off a > couple > times, you can decide if you still want to fill the front of the cowl > behind > the spinner. > > Regards, > Jim Ayers Excellent advise, especially from a maintenance perspective. If you're going for a "grand champion" airplane with perfectly symmetrical clearances everywhere, fill the gap. Otherwise, leave the bigger gap at the bottom. If you do fill the gap, the already tough chore of getting the bottom cowl on/off is going to become a genuine nightmare. KB ________________________________ Message 20 ____________________________________ Time: 03:25:10 PM PST US From: Fiveonepw@aol.com Subject: Re: RV-List: RV-9A: Relationship between top cowl and prop spinner back-plate --> RV-List message posted by: Fiveonepw@aol.com In a message dated 11/21/2005 5:13:09 PM Central Standard Time, kboatright1@comcast.net writes: If you do fill the gap, the already tough chore of getting the bottom cowl on/off is going to become a genuine nightmare. >>> Don't understand- mine is a fairly consistent 4-5 mm gap, and lower cowl deplanes quite easily- I even quit putting protective tape on the fuse and cowl to protect from damage and have only minor difficulty clearing the inlet seals- helluva slot for the sissygearleg, but pretty much a yawner to get the bottom cowl off........... Mark Phillips -6A, N51PW (PossumWorks in TN) archive this? well, maybe........................... ________________________________ Message 21 ____________________________________ Time: 04:05:05 PM PST US From: Richard Tasker Subject: Re: RV-List: AN bulkhead fuel fittings --> RV-List message posted by: Richard Tasker Don't worry. We manufacture and sell pressure sensors with a wide range of pressure ratings and with all types of threads and fittings. The ones that are sold for the highest pressures are the flare fittings. Sensors with NPT threads and SAE threads with o-rings are basically limited to 10,000 psi or lower. Flare fittings are sold to much higher pressures than that. The advice given by some others is wrong at best. On NPT threads do not use thread lube, use a teflon based thread sealing paste. Try not to get any on the first thread to keep it out of the system. On flare fittings use fuel lube or thread lube on the threads (and sealing surfaces if you want - it will be squeezed out when the threads are tightened anyway and will prevent any galling). Dick Tasker Gerry Filby wrote: >--> RV-List message posted by: Gerry Filby > > >I guess that's the root of my nervousness. There's a part of >me that just doesn't trust the idea that the 2 surfaces that >make up the flare in a flare fitting can be vapor/liquid tight. >I guess I'm about to find out. > >g > ________________________________ Message 22 ____________________________________ Time: 04:38:23 PM PST US From: "Kyle Boatright" Subject: Re: RV-List: RV-9A: Relationship between top cowl and prop spinner back-plate --> RV-List message posted by: "Kyle Boatright" ----- Original Message ----- From: Subject: Re: RV-List: RV-9A: Relationship between top cowl and prop spinner back-plate > --> RV-List message posted by: Fiveonepw@aol.com > > In a message dated 11/21/2005 5:13:09 PM Central Standard Time, > kboatright1@comcast.net writes: > If > you do fill the gap, the already tough chore of getting the bottom cowl > on/off is going to become a genuine nightmare. >>>> > > Don't understand- mine is a fairly consistent 4-5 mm gap, and lower cowl > deplanes quite easily- I even quit putting protective tape on the fuse and > cowl to > protect from damage and have only minor difficulty clearing the inlet > seals- > helluva slot for the sissygearleg, but pretty much a yawner to get the > bottom > cowl off........... > > Mark Phillips -6A, N51PW (PossumWorks in TN) > > archive this? well, maybe........................... A little back and forth, eh? ;-) This may be another difference between the nosewheel and tailwheel versions. On my tailwheel -6 the landing gear fairings make it impossible to remove the lower cowl by dropping it vertically. To remove the lower cowl, I pull the fasteners, then the cowl will drop an inch or so. At that point, the aft edge is resting on the gear leg fairings and the front is captured by the spinner, with a soft rag between the spinner and cowl. I use the ledge where the aft cowl rests as a hinge point of sorts to lower the front of the cowl (you've gotta flex it to clear the spinner). Once the front of the cowl is free and clear of the spinner, I slide the entire cowl forward and off of the gear leg fairing/hinge points to free it. Doable with 2 hands, preferable to have a helper. KB ________________________________ Message 23 ____________________________________ Time: 04:41:26 PM PST US From: "DEAN PSIROPOULOS" Subject: RV-List: RE: Crossover exhaust. --> RV-List message posted by: "DEAN PSIROPOULOS" Thanks for the explanation everyone: That does make sense to me (about the power pulses and scavenging). I don't know where my Lancair buddy got his info but we'll find out when he flies whether it will be detrimental to engine operation. I was mistaken about the Q200 builder, he did a 4 into 4 system NOT 4 into 2, I stand corrected. But he still claims cooler under-cowl temperatures. Although the crossover pipes are several inches away from the sump it still would seem to me that some of their heat would end up in the oil. Maybe not, that may be an experiment for when the airplane flies. In the meantime, Larry Vetterman, I've mounted your exhaust system on my plane and will fly with it. It's a known quantity, I'm not in the mood to do more fabrication at this point and I don't have a welder so it's an easy decision. Thanks for making these systems available (so we don't have to do more fabrication), especially after 8+ years on the rest of the airplane. Dean Psiropoulos RV-6A N197DM Trying to keep the engine cool in the Florida heat.... ________________________________ Message 24 ____________________________________ Time: 05:06:16 PM PST US From: "Ralph E. Capen" Subject: RV-List: 6A with AFP - looking for potential exhaust systems --> RV-List message posted by: "Ralph E. Capen" Fellow listers, Anyone out there with a 6A and AFP injection - what did you use for exhaust systems Thanks, Ralph Capen ________________________________ Message 25 ____________________________________ Time: 05:15:45 PM PST US From: "Dan Checkoway" Subject: Re: RV-List: RV-9A: Relationship between top cowl and prop spinner back-plate --> RV-List message posted by: "Dan Checkoway" > This may be another difference between the nosewheel and tailwheel versions. > On my tailwheel -6 the landing gear fairings make it impossible to remove > the lower cowl by dropping it vertically. To remove the lower cowl, I pull > the fasteners, then the cowl will drop an inch or so. At that point, the aft > edge is resting on the gear leg fairings and the front is captured by the > spinner, with a soft rag between the spinner and cowl. I use the ledge where > the aft cowl rests as a hinge point of sorts to lower the front of the cowl > (you've gotta flex it to clear the spinner). Once the front of the cowl is > free and clear of the spinner, I slide the entire cowl forward and off of > the gear leg fairing/hinge points to free it. Doable with 2 hands, > preferable to have a helper. Your mileage is definitely gonna vary on this one (particularly tailwheel/nosewheel differences). To the original poster -- there is no hard and fast answer. My setup, just for another data point, is the opposite of Kyle's. I have sliced the forward tops of my leg fairings away completely. It gets hidden by the upper intersection fairings anyway. My process is: unscrew and drop the upper intersection fairings. The top cowl goes straight down vertically. No tipping or tilting required. In fact, if you tilt it, it ain't gonna drop. Getting it back on, it's the same deal. I get it in position fore/aft and then raise it straight on up into position. With a nosewheel setup, you don't have the mains or those fairings to deal with. This is good. But you do have the nosegear strut. I suspect if you cut a long enough SLOT in the bottom of your cowl, you'll be able to drop the lower cowl down vertically. But that means you'll have a huge honkin' hole there, like I think somebody else already mentioned. So it will probably be a compromise, imho, of how much you want to slice away, how much gap you need, and how much tilting of the cowl you need to do. So I think everybody who has posted so far is correct in their own right! ;-) )_( Dan RV-7 N714D (690 hours) http://www.rvproject.com ________________________________ Message 26 ____________________________________ Time: 05:17:47 PM PST US From: Charlie England Subject: Re: RV-List: RV Builder Websites --> RV-List message posted by: Charlie England RV Builder (Michael Sausen) wrote: >--> RV-List message posted by: "RV Builder (Michael Sausen)" > > Paul, > > Very nice upgrade. Much better than the old site! One comment >though. Is there a way you can add a selection to show logs >sequentially from most current? I know most of my friends/family like >to follow my progress as I go and I don't see any easy way for them to >know what I am currently working on. Maybe have that as some sort of >default view under the construction logs? Also, how about a running >counter for total hours. > > One last comment. When you are in a set of logs, clicking on previous >takes you ahead in the entries. Seems backwards as I would expect it to >go back by entry. For example, say you have 3 logs, one for 11/15, >11/16, and 11/17. If you are on 11/16 and click previous, it takes you >to 11/17. > > Keeps getting better, keep up the good work! > >Thanks, >Michael Sausen >-10 #352 Waiting on fuselage >Do not archive > >-----Original Message----- >From: owner-rv-list-server@matronics.com >[mailto:owner-rv-list-server@matronics.com] On Behalf Of Paul Besing >To: rv-list@matronics.com >Subject: RV-List: RV Builder Websites > >--> RV-List message posted by: Paul Besing > >do not archive > >Listers, we have completely redesigned the MyKitLog section of our >website, and there are currently 38 RV builder websites being hosted on >our servers. It's a great resource for builders out there to see how >others are doing things. > >You do not need to be a KitLog Pro user to view the websites, as they >are all publicly viewable. > >You can view the websites at www.kitlog.com/mykitlog. >You can search by builder, location, type, etc. Or, to see the entire >list, leave the search field blank. > >Paul Besing > The Top Posters among us should have no problem with that system..... Charlie (ducking, covering, -) do not archive ________________________________ Message 27 ____________________________________ Time: 05:21:37 PM PST US From: Ron Lee Subject: Re: RV-List: Dynon Failure Mode --> RV-List message posted by: Ron Lee Did he have a wing leveler/autopilot and was it affected? Ron Lee ________________________________ Message 28 ____________________________________ Time: 06:35:46 PM PST US From: Fiveonepw@AOL.COM Subject: Re: RV-List: RV-9A: Relationship between top cowl and prop spinner back-plate --> RV-List message posted by: Fiveonepw@aol.com In a message dated 11/21/2005 6:39:24 PM Central Standard Time, kboatright1@comcast.net writes: On my tailwheel -6 >>> Ah HAH! That would make a difference- do not archive ________________________________ Message 29 ____________________________________ Time: 07:30:20 PM PST US From: "Alex Peterson" Subject: RE: RV-List: 6A with AFP - looking for potential exhaust systems --> RV-List message posted by: "Alex Peterson" > --> RV-List message posted by: "Ralph E. Capen" > > > Fellow listers, > > Anyone out there with a 6A and AFP injection - what did you > use for exhaust systems > > Thanks, > Ralph Capen Vetterman crossover - no parts even close. Alex Peterson RV6-A N66AP 691 hours Maple Grove, MN ________________________________ Message 30 ____________________________________ Time: 07:37:35 PM PST US From: Tim Coldenhoff Subject: RV-List: Items for sale --> RV-List message posted by: Tim Coldenhoff DO NOT ARCHIVE PLEASE do not reply on the list. Email me directly at this address: forsale@rv9a.deru.com I have a few items for sale at substantial savings from retail prices. All are in excellent condition. * Flightcom 4DX Classic headset. Mono/Stereo switch, volume, articulated boom mic. $85. * Flightcom Eclipse headset. Mono/Stereo switch, volume, boom mic. Soft carry bag. $75. * Aircraft Painting 101 by Sam James. VHS. $15. * Orndorff Aircraft Sheet Metal Tools. VHS. $15. * Jeppesen's Aircraft Corrosion Control book. $10. * Jeppesen's Aircraft Sheet Metal book. $12. * Avionics Troubleshooting and Repair book by Edward Maher. $25. * These items I would prefer go as a set: - S-601-1 FG Spinner Bowl 13" - S-605 Front plate, 11" - S-602-1 Back plate, 13" FP, CS, Sen. All items undrilled, uncut. $125. * Central Hydraulics 2 ton shop crane. $125. See Harbor Freight item 7620-2VGA. ** NOT SHIPPABLE. See below ** PLEASE do not reply on the list. Email me directly at this address: forsale@rv9a.deru.com TERMS: All prices include shipping to lower 48 US states. Use PayPal and I will ship ASAP. Otherwise, certified check or MO for exact amount must clear the bank first. I am in the Phoenix, AZ area. Pick up or arrange to fly in to KGEU. The shop crane will not be shipped. You pick up at KGYR, or I can deliver it within a reasonable distance in the Phoenix area. -- Tim Coldenhoff RV-9a N194TC - Flying! http://rv9a.deru.com ________________________________ Message 31 ____________________________________ Time: 09:50:18 PM PST US From: "Bob Perkinson" Subject: RE: RV-List: RV Builder Websites --> RV-List message posted by: "Bob Perkinson" Charlie, You must enjoy lighting the fuse. Do Not Archive Bob Perkinson Hendersonville, TN. RV9 N658RP Reserved (Waiting on Fuselage) The Top Posters among us should have no problem with that system..... Charlie (ducking, covering, -) do not archive - > >-----Original Message----- >From: owner-rv-list-server@matronics.com >[mailto:owner-rv-list-server@matronics.com] On Behalf Of Paul Besing >To: rv-list@matronics.com >Subject: RV-List: RV Builder Websites > >--> RV-List message posted by: Paul Besing >You can view the websites at www.kitlog.com/mykitlog. >You can search by builder, location, type, etc. Or, to see the entire >list, leave the search field blank. > >Paul Besing >