Today's Message Index:
----------------------
1. 12:16 AM - Hey Guys... (Matt Dralle)
2. 05:23 AM - Re: Off -Topic: Traffic Patterns @ Private Aiports (Ron Lee)
3. 05:30 AM - Re: Hive mind sought on IFR training courses - OT (Ron Lee)
4. 06:23 AM - Re: Hive mind sought on IFR training courses - OT (James Clark)
5. 06:35 AM - Re: Double Flaring tubing was AN fittings basic info (Charlie Kuss)
6. 08:29 AM - Re: Hive mind sought on IFR training courses - OT (Mark & Lisa)
7. 08:52 AM - Traffic Patterns @ Private Aiports (Glen Matejcek)
8. 09:05 AM - AN fittings basic info (Glen Matejcek)
9. 11:36 AM - Re: AN fittings basic info (wgill10@comcast.net)
10. 01:29 PM - Re: AN fittings basic info (Chris W)
11. 03:14 PM - Proper torque for Hartzell bolts through spinner backplate (czechsix@juno.com)
12. 03:54 PM - Re: Off -Topic: Traffic Patterns @ Private Aiports (Tim Bryan)
13. 03:55 PM - RV-6 kit for sale (Doug Weiler)
14. 07:42 PM - Re: Hive mind sought on IFR training courses - OT (sportav8r@aol.com)
Message 1
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--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
Hey guys, wow, I can't believe all the really nice comments I've been getting about
how much you appreciate and enjoy the Lists. I really appreciate your positive
feedback and support. I've included below a bunch more of the awesome
feedback I've received in the last week or so. Please read over some of these
great comments. It is really quite amazing...
There are just a couple more days left during this year's Fund Raiser and your
chance to get one of the really great gifts. If you been putting off making a
Contribution, now's your chance to support these Lists *and* pinch an awesome
free gift too!
Thank you to everyone that has made a Contribution already. It is much appreciated!
http://www.matronics.com/contribution
Best regards,
Matt Dralle
List Admininstrator
----------------------- Lister Comments -----------------------
The Archives Search Engine is usually the first place I turn
to when I run into a building question or problem I need
to resolve.
Christopher H.
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that my wife thinks I'm getting obsessed.
Thomas S.
It's also the way I start my day. A cup of coffee and I'm at
my computer to read the Lists. I look forward to it. I've
learned so much.
James B.
It is the best way to stay in contact with other builders
and flyers.
Charles G.
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Great stuff - keep it going.
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Valerie W.
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William C.
While I haven't learned enough to contribute to other very
often, I have learned enough to avoid some mistakes in
building my kit.
Cl M.
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Bob W.
These forums for builders/owners to exchange ideas
and experiences is one of the main bonds that keep
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----------------------- Lister Comments -----------------------
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
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| Subject: | Re: Off -Topic: Traffic Patterns @ Private Aiports |
--> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
That is the normal procedure at my airport. Left for Runway 15
and right for runway 33. It is not a problem. I suggest using the
recommended pattern regardless and announce your intentions
so everyone remains safe.
Ron Lee
Do not archive
Message 3
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| Subject: | Re: Hive mind sought on IFR training courses - OT |
--> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
Hey Stormy, I just did this in my 6A. With a GNS 430 I did VOR, ILS
and GPS approaches. No stinkin ADF!
I used the Gleim CD for the course work then borrowed a King CD. I
probably would have gotten about 90-92% with just the Gleim but the King
bumped me up to 97%. I got a lot from the King CD (or DVD now?)
that you don't get just reading questions.
I took the written test after I was almost done with the flying. Not a
problem. I have not taken the practical yet because of a vacuum
issue that needs to be fixed.
Just be sure to find a good instructor who doesn't yell. yelling is
counterproductive.
Ron Lee
Message 4
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| Subject: | Re: Hive mind sought on IFR training courses - OT |
--> RV-List message posted by: James Clark <jclarkmail@gmail.com>
Ron,
Just curious ...
What numbers/power settings do you use in the different phases of flight in
the 6A?
I am doing a numbers "work up" now with a 6 and was wondering what works for
others.
For example: (I *think* this is what I am settling on)
Enroute cruise 25" MP (with a fixed pitch prop)
"Terminal Area"/ Maneuvering 20"
Established on localizer 15" and trim for level
FAF 12.5"
Middle Marker: Full idle. Runway environ in sight hold alt + full flaps and
land
No runway, go missed
I am giving this as an example before having adequate coffee so it could ALL
be wrong.
Just curious.
Thanks,
James
p.s. STORMY ... There are flight models available for the RV as well with MS
Flight Sim
On 11/29/05, Ron Lee <ronlee@pcisys.net> wrote:
>
> --> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
>
> Hey Stormy, I just did this in my 6A. With a GNS 430 I did VOR, ILS
> and GPS approaches. No stinkin ADF!
>
> I used the Gleim CD for the course work then borrowed a King CD. I
> probably would have gotten about 90-92% with just the Gleim but the King
> bumped me up to 97%. I got a lot from the King CD (or DVD now?)
> that you don't get just reading questions.
>
> I took the written test after I was almost done with the flying. Not a
> problem. I have not taken the practical yet because of a vacuum
> issue that needs to be fixed.
>
> Just be sure to find a good instructor who doesn't yell. yelling is
> counterproductive.
>
> Ron Lee
>
>
--
This is an alternate email. Please continue to email me at
james@nextupventures.com .
Message 5
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| Subject: | Re: Double Flaring tubing was AN fittings basic info |
--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
At 08:40 PM 11/28/2005, you wrote:
>--> RV-List message posted by: Mark Grieve <mark@macomb.com>
>
>erichweaver@cox.net wrote:
>
> >--> RV-List message posted by: <erichweaver@cox.net>
> >
> >Howdy
> >
> >Excuse my ignorance, but AN fittings are new to me, and I still have a
> few questions after searching the archives and perusing AC 43.13
> >
> >(1)Sounds like lubricants are off limits except for the pipe thread
> portions of fittings, correct?
> >
> >(2)Im confused about the proper technique for tightening fittings on
> flared tubing. I have found torque specifications, but how does one use
> a torque wrench on a fitting when the tubing coming out of it would
> prevent any socket from gong over it? Can I safely tighten these without
> measuring the actual torque applied? One archive post referred to
> installation instructions at
> http://avstop.com/AC/apgeneral/INSTALLATIONOFRIGIDTUBING/html, which
> talked about how many turns to apply after the nut begins to
> bottom. This only confused me, because while it talks about how far to
> turn the nut after it bottoms and cites common problems like the flare
> being distorted/cracked/out of round etc, it was all under a heading of
> "Flareless Tube Installation". Huh?
> >
> >(3) AC 43.13 indicates that a "double flare" should be used for tubing
> with a diamter of 3/8 inch and less. Whats a double flare?
> >
> >(4)I have seen photos of bulkhead fittings where spacer washers are
> used. I there a rule of thumb on when to use these? Do they go on both
> sides or just one?
> >
> >Ignorance is not bliss in this case. My head hurts.
> >
> >Erich Weaver
> >
> >
> >
> >
>Excellent questions Erich! You won't learn if you don't ask questions.
>Since most of the other questions have been answered, I'll tackle #3. A
>double flare is formed using a really spiffy tool. The end of the tube
>is folded back into the flare which gives the flare double thickness.
>Read extra strength. The small diameter tubing just doesn't have much
>material to work with if you are only doing a single flare. I found this
>picture which should help explain.
>http://www.phi-tulip.com/images/flaredr.gif
>Happy building
>Mark
Eric,
I'm with Mark regarding the use of double flares. Flaring stretches the
aluminum tubing. It is stretched the most at the lip. This means that the
lip is where the material is now severely thinned. The aluminum is also
work hardened during this process. The combination of work hardening and
thinning the material invites cracks to form on the flare.
As shown in the link Mark provided, the double flare folds the edge of
the flare over. This effectively doubles the thickness of the end of the
flare. It also leaves the edge as a 180 degree bend, rather than an edge.
This is what makes the double flare superior. FYI The US Department of
Transportation mandates that auto makers use ONLY double flares on the
brake lines of all automobiles sold in the US. Your auto mechanic is also
forbidden to make any repairs that do not also use double flares.
The dilemma for most builders is the cost of aviation double flaring
tools. The price for the one I purchased recently jumped from $400 to
almost $700. See
http://www.usatco.com/tubing_tools_01.asp
I managed to find a brand new unit on EBay last year for $130, after a 2
month search. This is the type of tool that is best purchased by an EAA
Chapter or local RV builders group, for use by the membership. That makes
it cost effective for each user. This tool is a joy to use. It does not
mark or damage the tubing at the clamping point below the flare. If you
have any A&P friends, I suggest that you contact them to see if anyone owns
a unit you can borrow.
Regarding your first question, I apply Never Seize to the threaded area
of the male end of flare fittings. This is not required. AN fittings are
anodized to prevent galling of the 2 parts. However, my experience is that
if you live in a corrosive environment or if you tend to over tighten the
fittings, Never Seize (a trade name for generic anti-seize compound) makes
future disassembly easier. It also gives you a better chance to tighten up
a leaking fitting at a later date, as it reduces the "start up" torque
required to get the B nut to start moving again.
The fluid fitting tightening method described in the web link above is
an acceptable alternative to using a torque wrench on the fittings. As
mentioned earlier by another lister, use of a crows foot wrench with a
torque wrench allows you to torque the fittings. Another alternate method
is to simply torque a test fitting in a vice. Draw a line across the two
fittings once they are torqued. Now loosen the fittings and re-tighten the
fittings using a tubing or open end wrench till the lines you have
previously drawn, line up. Remember the amount of effort which was required
to re-tighten the B nut. Tighten your fittings to this same amount. You can
easily approximate the torque required from muscle memory. It is best to
stick to the recommended torque initially. You may need to go back later
and apply slightly more torque later, to correct a leaking fitting. If the
fitting still leaks, don't just keep tightening. The message you should get
from that situation is: There is something wrong with the flare. I need to
disassemble the joint and inspect it for cracks or foreign debris
contamination.
When spacer washers are required, I generally install the spacer under
the nut end of the fitting. This allows the spacer to protect the material
being penetrated from being scarred by the rotating nut. General rule of
thumb is to always hold the fitting and tighten by rotating the nut. This
applies to general hardware, as well as hydraulic fittings.
Charlie Kuss
PS Subject line changed to allow easier future archive searching.
Message 6
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| Subject: | Re: Hive mind sought on IFR training courses - OT |
--> RV-List message posted by: "Mark & Lisa" <marknlisa@hometel.com>
Stormy,
I suggest you find someone that's currently training for their instrument
rating and ask to sit in the back seat and watch. Alternatively, find a
couple of intrument-rated friends and volunteer to provide safety pilot
services. In my opinion you can learn more about procedures from watching
someone else (especially another student getting instruction) than you can
while you're flying the plane.
Learning to control the aircraft is the easy part for most, learning all the
procedures (when to start the checklist, when to make the radio call, etc.)
while learning to control the aircraft is really hard, especially if you've
no prior exposure to the IFR environment.
Regards,
Mark & Lisa Sletten
Legacy FG N828LM
http://www.legacyfgbuilder.com
Message 7
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| Subject: | Traffic Patterns @ Private Aiports |
--> RV-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
>Time: 07:19:23 PM PST US
>From: "H.Ivan Haecker" <baremetl@gvtc.com>
>Subject: RV-List: Off -Topic: Traffic Patterns @ Private Aiports
>--> RV-List message posted by: "H.Ivan Haecker" <baremetl@gvtc.com>
>
>The following is not RV specific. Delete now if this offends you.
>
>The HOA at a residential airport where I have purchased property wants to
keep
>traffic on one side of the runway. So the pattern in one direction will be
right-handed
>(non-conventional). My question(s) to those knowledgeable on the subject
>are:
>
>1) Does an HOA as the owner of an airport have control over a traffic
pattern?
>
>2) Does any airport that is privately owned have such control? I see many
open-to
>the-public but privately owned airports with notations on Sectional charts
>for right traffic on certain runways. I have yet to see this on a
Sectional chart
>for private runways.
>
>3) If a runway is uncontrolled, can't you fly any pattern you deem
appropriate
>(albeit at the risk of safety and the risk of irate people on the ground
when
>you land!)
>
>Curious minds want to know. I don't have a beef with anyone over anything.
I am
>just interested.
>
>Ivan Haecker -4 1209 hrs. S. Cen. TX
>
Hi Ivan-
Those are good questions, and you got me to thinking about the fine print
of the situation. So much so, that I looked up the relevant (and some not
so relevant) references to see what guidance I could find.
First, FAR 1.1 says that "Traffic Pattern means the traffic flow that is
prescribed for aircraft landing at, taxiing on, or taking off from, an
airport." Note there is no mention of who writes the prescription, limits
on what kind of airport it applies to, and that it also includes ground
movement.
Next, WRT noise abatement, AIM 4-3-6 (b) states "Airport proprietors are
responsible for taking the lead in local aviation noise control.
Accordingly, they may propose specific noise abatement plans to the FAA.
If approved, these plans are applied in the form of Formal or Informal
Runway Use Programs for noise abatement purposes." Now, yes, I do realize
that the AIM is not regulatory. There is some fine print to add to that
concept, tho- First, the AIM is the considered opinion of the FAA. If you
operate contrary to this opinion, then the feds are liable to consider you
'careless and reckless', their generic violation of FAR 91.13. The next
caveat comes into play should you find yourself in a court room. It seems
that there is a concept (I forget it's proper name) in law wherein an
acknowledged expert in a given field can speak the gospel. In this
scenario, the courts accept that the FAA is an acknowledged expert, and if
they say you should operate in a certain manner, the court will go along
with that. The bottom line is that in the cockpit the AIM is not
regulatory, but once you get into a court room, it is.
FAR 91.103 states"Each pilot in command shall, before beginning a flight,
become familiar with all available information concerning that flight...",
so lack of familiarity with the local traffic pattern is not acceptable, as
long as that info is available.
Also, FAR 91.126(b)(1) [Operating on or in the vicinity of an airport in
class G airspace] states "Each pilot of an airplane must make all turns of
that airplane to the left unless the airport displays approved light
signals or visual markings indicating that turns should be made to the
right, in which case the pilot must make all turns to the right..." As I
read it, your airport proprietor in question can require right traffic, but
that needs to be visibly displayed to inbound traffic. Then again, a
private field doesn't need to comply with all the fed standards, hence the
'use at your own risk' notations.
FAR 91.127 Operating on or in the vicinity of an airport in class E
airspace says, in part, "....must comply with the requirements of para
91.126."
So, as I read it all, the airport proprietor can mandate non standard
patterns, but that information needs to be available to the pilot group.
Once those requirements are met, compliance isn't optional.
I hope that this was of some use to my fellow listers-
Glen Matejcek
aerobubba@earthlink.net
Message 8
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| Subject: | AN fittings basic info |
--> RV-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
>Howdy
>
>Excuse my ignorance, but AN fittings are new to me, and I still have a few
questions
>after searching the archives and perusing AC 43.13
>
>
>(4)I have seen photos of bulkhead fittings where spacer washers are used.
I there
>a rule of thumb on when to use these? Do they go on both sides or just one?
>
>Ignorance is not bliss in this case. My head hurts.
>
>Erich Weaver
Howdy y'own self!
If you were to put a 3/8 (-6) bulkhead fitting through your firewall, you
wouldn't be able to tighten it down to the firewall due to the thinness of
the SS and the length of the threaded portion of the fitting. Putting a
spacer(s) on the fitting allows it to grip the firewall properly.
WRT the Parker web page and counting flats to set the B nut properly, all I
noticed were directions for steel, SS, and brass. Can anyone verify the
specs for aluminum fittings?
Glen Matejcek
aerobubba@earthlink.net
Message 9
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| Subject: | Re: AN fittings basic info |
--> RV-List message posted by: wgill10@comcast.net
Enter AC65-9A into Google...then select the 8th or 9th link down on the list...then
select chaper 5...then look at the table at the top of page 117 (page numbers
on the bottom of the PDF pages). There, you will find the torque values for
both aluminum and steel fittings.
Bill
-------------- Original message --------------
> --> RV-List message posted by: "Glen Matejcek"
>
> >Howdy
> >
> >Excuse my ignorance, but AN fittings are new to me, and I still have a few
> questions
> >after searching the archives and perusing AC 43.13
> >
> >
> >(4)I have seen photos of bulkhead fittings where spacer washers are used.
> I there
> >a rule of thumb on when to use these? Do they go on both sides or just one?
> >
> >Ignorance is not bliss in this case. My head hurts.
> >
> >Erich Weaver
>
>
> Howdy y'own self!
>
> If you were to put a 3/8 (-6) bulkhead fitting through your firewall, you
> wouldn't be able to tighten it down to the firewall due to the thinness of
> the SS and the length of the threaded portion of the fitting. Putting a
> spacer(s) on the fitting allows it to grip the firewall properly.
>
> WRT the Parker web page and counting flats to set the B nut properly, all I
> noticed were directions for steel, SS, and brass. Can anyone verify the
> specs for aluminum fittings?
>
>
> Glen Matejcek
> aerobubba@earthlink.net
>
>
>
>
>
>
Enter AC65-9A into Google...then select the 8th or 9th link down on the list...then
select chaper 5...then look at the table at the top of page 117 (page numbers
on the bottom of the PDF pages). There, you will find the torque values for
both aluminum and steel fittings.
Bill
-------------- Original message --------------
-- RV-List message posted by: "Glen Matejcek" <AEROBUBBA@EARTHLINK.NET>
Howdy
Excuse my ignorance, but AN fittings are new to me, and I still have a few
questions
after searching the archives and perusing AC 43.13
(4)I have seen photos of bulkhead fittings where spacer washers are used.
I there
a rule of thumb on when to use these? Do they go on both sides or just one?
Ignorance is not bliss in this case. My head hurts.
Erich Weaver
Howdy y'own self!
If you were to put a 3/8 (-6) bulkhead fitting through your firewall, you
wouldn't be able to tighten it down to the firewall due to the thinn
ess of
the SS and the length of the threaded portion of the fitting. Putting a
spacer(s) on the fitting allows it to grip the firewall properly.
WRT the Parker web page and counting flats to set the B nut properly, all I
noticed were directions for steel, SS, and brass. Can anyone verify the
specs for aluminum fittings?
Glen Matejcek
aerobubba@earthlink.net
m, and
Message 10
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| Subject: | Re: AN fittings basic info |
--> RV-List message posted by: Chris W <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
Glen Matejcek wrote:
>WRT the Parker web page and counting flats to set the B nut properly, all I
>noticed were directions for steel, SS, and brass. Can anyone verify the
>specs for aluminum fittings?
>
>
I don't know why they never mention aluminum fittings. There are only 2
reasons that I can think of that would make it any different for
aluminum. One, is if the aluminum threads can't handle the stress of
being that tight. I haven't read any specs on the strength of brass but
I would think that a high quality aluminum alloy would be as strong as
brass, so if the brass are strong enough, I would think the aluminum
would be too. Two, would be if aluminum tend to gall, I understand the
anodizing on the AN fittings is to help prevent that, a little bit of
anti seize lube wouldn't hurt either, I know they recommend it on
stainless steel as well.
For those who don't know, galling is when two pieces of metal rub
together under very high pressure and the friction causes the surfaces
to tare out little chucks of metal. Not good!
I did find one site that mentions aluminum and just says to put some
anti seize on the fittings. It also says that the torque method is
preferred over FFFT but Parker contradicts that and I go with Parker on
that one, it just makes more sense to me.
http://www.interactmultimedia.com/airway/tightening.htm
--
Chris W
KE5GIX
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Message 11
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| Subject: | Proper torque for Hartzell bolts through spinner backplate |
--> RV-List message posted by: "czechsix@juno.com" <czechsix@juno.com>
Guys,
I thought I'd pass this along for those of you with Hartzell props....
--Mark Navratil
Cedar Rapids, Iowa
RV-8A N2D almost ready for final inspection (and subsequent first flight in
the dead of winter in Iowa....Ugh!)
"Ryan, Kevin" <kryan@HartzellProp.com> wrote on 11/29/2005 04:06:02 PM:
> Mark:
>
> I was intriqued by your question, so I asked our "nuts & bolts" engineer
> here at Hartzell. He informed me that the rolling torque or "drag"
between
> the nut and the bolt as the nut is tightened is accounted for when the
> torque specifications are calculated. It is not necessary, therefore, to
add
> the torque caused by the drag between the nut and the bolt to the
specified
> torque. 20-22 ft-lbs is sufficient for these nuts. You can simply back
the
> nuts off and apply to proper torque (20-22 ft-lbs).
>
> If you have any additional questions, or if I can be of further
assistance,
> please feel free to contact me at your convenience.
>
> Regards,
>
> Kevin M. Ryan
> Product Support Representative
> Hartzell Propeller Inc.
> Phone: 937.778.4379
> Fax: 937.778.4391
> Email: techsupport@hartzellprop.com
>
> -----Original Message-----
> From: menavrat@rockwellcollins.com [mailto:menavrat@rockwellcollins.com]
> Sent: Monday, November 28, 2005 4:03 PM
> To: Huelsman, Brad
> Subject: bolt torque question
>
> Hi Brad,
>
> Over the weekend I installed the aft spinner bulkhead on my Hartzell prop
> using the bolts that go through the hub at the root of each blade. The
> Hartzell manual calls out 20-22 ft lbs for the torque on these bolts. I
> believe it's standard practice to add the torque required to turn the
lock
> nut to this value. I measured approx 9 ft lbs of torque required to turn
> the locknut before it contacted the hub so I added this to the spec and
set
> the wrench for 30 ft lbs. Just wanted to confirm that this is correct so
> that I don't damage anything....?
>
> Thanks,
>
> --Mark Navratil
> Cedar Rapids, Iowa
> RV-8A N2D almost ready for final inspection...
Guys,
IthoughtI'dpassthisalongforthoseofyouwithHartzellprops....
--MarkNavratil
CedarRapids,Iowa
RV-8AN2Dalmostreadyforfinalinspection(andsubsequentfirstflightin
thedeadofwinterinIowa....Ugh!)
"Ryan,Kevin"kryan@HartzellProp.comwroteon11/29/200504:06:02PM:
Mark:
Iwasintriquedbyyourquestion,soIaskedour"nutsbolts"engineer
hereatHartzell.Heinformedmethattherollingtorqueor"drag"
between
thenutandtheboltasthenutistightenedisaccountedforwhenthe
torquespecificationsarecalculated.Itisnotnecessary,therefore,to
add
thetorquecausedbythedragbetweenthenutandthebolttothe
specified
torque.20-22ft-lbsissufficientforthesenuts.Youcansimplyback
the
nutsoffandapplytopropertorque(20-22ft-lbs).
Ifyouhaveanyadditionalquestions,orifIcanbeoffurther
assistance,
pleasefeelfreetocontactmeatyourconvenience.
Regards,
KevinM.Ryan
ProductSupportRepresentative
HartzellPropellerInc.
Phone:937.778.4379
Fax:937.778.4391
Email:techsupport@hartzellprop.com
-----OriginalMessage-----
From:menavrat@rockwellcollins.com[mailto:menavrat@rockwellcollins.com]
Sent:Monday,November28,20054:03PM
To:Huelsman,Brad
Subject:bolttorquequestion
HiBrad,
OvertheweekendIinstalledtheaftspinnerbulkheadonmyHartzellprop
usingtheboltsthatgothroughthehubattherootofeachblade.The
Hartzellmanualcallsout20-22ftlbsforthetorqueonthesebolts.I
believeit'sstandardpracticetoaddthetorquerequiredtoturnthe
lock
nuttothisvalue.Imeasuredapprox9ftlbsoftorquerequiredtoturn
thelocknutbeforeitcontactedthehubsoIaddedthistothespecand
set
thewrenchfor30ftlbs.Justwantedtoconfirmthatthisiscorrectso
thatIdon'tdamageanything....?
Thanks,
--MarkNavratil
CedarRapids,Iowa
RV-8AN2Dalmostreadyforfinalinspection...
Message 12
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| Subject: | Re: Off -Topic: Traffic Patterns @ Private Aiports |
--> RV-List message posted by: "Tim Bryan" <flyrv6@bryantechnology.com>
There has been several other posts with good info but to add to it. When a
private airport is reported to the FAA, the traffic pattern needs to be
identified. This is then either responded to by the FAA as an objection or
no objection. It goes on file in the FAA office as having a specific
traffic pattern. The identifier is issued if it is "no objection" This is
the airspace they consider to be protected.
Weather they have any enforcement of that or not, - I doubt it.
Tim
-------Original Message-------
From: H.Ivan Haecker
Subject: RV-List: Off -Topic: Traffic Patterns @ Private Aiports
--> RV-List message posted by: "H.Ivan Haecker" <baremetl@gvtc.com>
The following is not RV specific. Delete now if this offends you.
The HOA at a residential airport where I have purchased property wants to
keep traffic on one side of the runway. So the pattern in one direction will
be right-handed (non-conventional). My question(s) to those knowledgeable on
the subject are:
1) Does an HOA as the owner of an airport have control over a traffic
pattern?
2) Does any airport that is privately owned have such control? I see many
open-to the-public but privately owned airports with notations on Sectional
charts for right traffic on certain runways. I have yet to see this on a
Sectional chart for private runways.
3) If a runway is uncontrolled, can't you fly any pattern you deem
appropriate (albeit at the risk of safety and the risk of irate people on
the ground when you land!)
Curious minds want to know. I don't have a beef with anyone over anything I
am just interested.
Ivan Haecker -4 1209 hrs. S. Cen. TX
Message 13
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| Subject: | RV-6 kit for sale |
--> RV-List message posted by: "Doug Weiler" <dcw@mnwing.org>
Fellow Listers:
I am posting this for a friend (Larry Groom). If you are interested, please
contact him directly.
Thanks
Doug Weiler
pres, MN wing
---------------------
...I have the tail kit (horizontal stab, vertical stab and right elevator
are complete) along with
the pre-punched wing kit and prebuilt anodized spars....
Larry Groom
952-492-3922
lgroom@frontiernet.net
Message 14
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| Subject: | Re: Hive mind sought on IFR training courses - OT |
--> RV-List message posted by: sportav8r@aol.com
Thanks to eveeryone who took the time to respond, on and off-list. I'm sifting
through the options and opinions now. Got my homework cut out for me, certainly.
This list is GREAT!
-Stormy
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