Today's Message Index:
----------------------
1. 12:12 AM - Re: Minimum altitude to return to airport (Mickey Coggins)
2. 02:52 AM - Re: Minimum altitude to return to airport (luckymacy@comcast.net (lucky))
3. 03:04 AM - Re: leaking fuel pump overflow (Kevin Horton)
4. 03:25 AM - Re: Minimum altitude to return to airport (luckymacy@comcast.net (lucky))
5. 05:36 AM - Minimum altitude to return to airport (Glen Matejcek)
6. 06:10 AM - Van's RV-8 Seat Foam (Mannan J. Thomason)
7. 06:45 AM - Re: Minimum altitude to return to airport (B25Flyer)
8. 06:57 AM - Re: Van's RV-8 Seat Foam (Ron Lee)
9. 07:18 AM - Re: Van's RV-8 Seat Foam (Steve Struyk)
10. 07:30 AM - Re: Re: Minimum altitude to return to airport (linn Walters)
11. 07:30 AM - Re: Re: Minimum altitude to return to airport (linn Walters)
12. 07:54 AM - Re: Battery cranking power (DAVID REEL)
13. 08:28 AM - Re: Van's RV-8 Seat Foam (rveighta)
14. 08:32 AM - Re: Re: Minimum altitude to return to airport (George Neal E Capt HQ AU/XPRR)
15. 09:30 AM - Re: Van's RV-8 Seat Foam (Robin Marks)
16. 09:35 AM - Dynafocal Mount hardware. (Dana Overall)
17. 09:39 AM - Re: Van's RV-8 Seat Foam (Kelly McMullen)
18. 10:25 AM - Re: Dynafocal Mount hardware. (LarryRobertHelming)
19. 10:27 AM - Re: E-mag/P-Mag P L E A S E E X P L A I N (Condon, Philip M.)
20. 11:00 AM - RV-8A Quickbuild Kit for sale (Rick Galati)
21. 11:26 AM - Re: Minimum altitude to return to airport ()
22. 12:41 PM - Re: leaking fuel pump overflow (DAVE MADER)
23. 03:29 PM - Trimming Engine Baffles to fit top cowling (Joe & Jan Connell)
24. 05:14 PM - Re: Minimum altitude to return to airport (Curt Reimer)
25. 05:29 PM - Re: Battery cranking power (dick martin)
26. 05:37 PM - Re: E-mag/P-Mag (dick martin)
27. 06:08 PM - Flying RV7 Wanted For Immediate Purchase!!! (Todd Wiechman)
28. 06:36 PM - ICOM A200 com radio, Flightcom 403 panel mount intercom for sale (Gerald Richardson)
29. 07:07 PM - Re: Minimum altitude to return to airport (REHughes)
30. 07:16 PM - Re: Van's RV-8 Seat Foam (Kysh)
31. 08:09 PM - Insurance Premium Up (Sherri & Paul Richardson)
32. 08:52 PM - Garmin 396 GPS used with Garmin GTX 330 transponder (Gerald Richardson)
33. 09:13 PM - Re: leaking fuel pump overflow (Ed Holyoke)
34. 09:29 PM - Re: Battery cranking power (Ed Holyoke)
Message 1
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| Subject: | Re: Minimum altitude to return to airport |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
> Regardless, Jan pulled power back at 400' AGL, rolled in 60 degrees
> of bank, kept one eye on the airspeed while making a firm pull,
> rolled with 300 feet to spare and over 80 mph of airspeed, and gladed
> at his best glide speed of 97 mph back to the airport no problem.
Just curious - does this aircraft have an AOA indicator?
--
Mickey Coggins
http://www.rv8.ch/
#82007 finishing
do not archive
Message 2
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| Subject: | Re: Minimum altitude to return to airport |
--> RV-List message posted by: luckymacy@comcast.net (lucky)
no
-------------- Original message --------------
From: Mickey Coggins <mick-matronics@rv8.ch>
> --> RV-List message posted by: Mickey Coggins
>
> > Regardless, Jan pulled power back at 400' AGL, rolled in 60 degrees
> > of bank, kept one eye on the airspeed while making a firm pull,
> > rolled with 300 feet to spare and over 80 mph of airspeed, and gladed
> > at his best glide speed of 97 mph back to the airport no problem.
>
> Just curious - does this aircraft have an AOA indicator?
>
> --
> Mickey Coggins
> http://www.rv8.ch/
> #82007 finishing
>
>
> do not archive
>
>
>
>
>
>
>
>
>
>
>
>
no
-------------- Original message --------------
From: Mickey Coggins mick-matronics@rv8.ch
-- RV-List message posted by: Mickey Coggins <MICK-MATRONICS@RV8.CH>
Regardless, Jan pulled power back at 400' AGL, rolled in 60 degrees
of bank, kept one eye on the airspeed while making a firm pull,
rolled with 300 feet to spare and over 80 mph of airspeed, and gladed
at his best glide speed of 97 mph back to the airport no problem.
Just curious - does this aircraft have an AOA indicator?
--
Mickey Coggins
http://www.rv8.ch/
#82007 finishing
do not archive
nics List Features Navigator to browse
Message 3
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| Subject: | Re: leaking fuel pump overflow |
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
Yes, but that system only has fuel going into the oil when commanded,
and they have to follow a specific warm up procedure to be sure all
the fuel is boiled off before they use high power. This is
completely different from a leak in a fuel pump which could put fuel
into the oil continuously.
Kevin Horton
On 6 Mar 2006, at 24:24, Ed Holyoke wrote:
> --> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
>
> Don't some bushplanes like beavers and such have a system to pump fuel
> into the oil to thin it for cold starts? It then boils off as the
> engine
> warms up and the oil becomes viscous again.
>
> Pax,
>
> Ed Holyoke
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Jim Jewell
> Sent: Sunday, March 05, 2006 9:00 PM
> To: rv-list@matronics.com
> Subject: Re: RV-List: leaking fuel pump overflow
>
> --> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
>
> Hi Dave,
>
> I have not seen a response to your email, so:
> You might have a slight amount of crank case fluids due to a leak
> around
> the
> area where the actuating arm reaches into the accessory case.
> The pump is designed so that if one of the diaphragms fails the leaked
> fuel
> will exit via the overflow fitting and out the tubing you describe
> instead
> of running into the crankcase. I probably don't need to tell you that
> fuel
> getting into the crankcase can be very dangerous. We are talking
> potentially
> lethal.
>
> It's a total guess on my part that crankcase fluids might be the
> culprit. I
> am basing this guess on the "dark brown streak" that you describe.
> A call to a trusted AME or engine shop might provide some good
> information.
> Others on the list could have good advise.
>
> Let us know how it goes,
>
> Jim
>
> ----- Original Message -----
> From: "DAVE MADER" <davemader@bresnan.net>
> To: <rv-list@matronics.com>
> Sent: Sunday, March 05, 2006 10:05 AM
> Subject: RV-List: leaking fuel pump overflow
>
>
>> --> RV-List message posted by: "DAVE MADER" <davemader@bresnan.net>
>>
>>
>>
>> Can anybody tell me. I have approx. 50 hrs on a rebuilt 0-360
>> Lyc. on my RV-6. When I look at the belly after a few flying
>> sessions there is a small dark brown streak coming from the overflow
>> tube extending out about 1-2 inches. Must be fuel because of no
>> other
>> liquids in this area. My fuel pump does vary anywhere from 2 to 5
> lbs.
>> Should I be concerned?
>
Message 4
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| Subject: | Re: Minimum altitude to return to airport |
--> RV-List message posted by: luckymacy@comcast.net (lucky)
I hope your kidding. I was instructed to fly defensively and scout around the
airport for possible off field landing areas and NON landing areas. I suggest
you know the airport runway elevation before you even get into the cockpit, know
what the density altitude is roughly (and it's affects on performance). You
should also know what the airports particular rules might be for TOs and Landings
and know what their recommended pattern altitudes are, etc. If you want
to put turning back and live to tell about it your repertoire then up the level
of pre-flight awareness and always review the Rough engine or Engine Out
Right After Takeoff in your checklist and calculate before TO what that minimum
return to airport airspeed and altitude is going to be before taking the active.
Write it down if it helps to remember better. Know where the empty field
or wide road is before taking off. Know where the high obstical is before
taking off. Whatever. Go up to 3000 or 4000 AGL and
practice it. The plane can do it easy. You just have to know the plane. Yes,
we fly RVs for fun but you still have to think a step or two ahead of yourself.
Still have to be ready for when bad things happen.
Perhaps some who may not practice anymore but just go out and fly "nominally" everyday
go spend an hour or two with Jan and have him demo all the different possible
stall combos, take off and landing types and return to field types with
him. He's pretty thorough and competent and he has both a RV6 and a 6A.
For all you pilots that love running your tanks dry, you can do a combo test WAY
up high over an airport area to eliminate the idle prop speed. Rick Caldwell
told me Saturday that in his 6 he did a test were he ran a tank dry and verified
that at the windmilling speed he was at he was able to change the pitch of
his Harzell prop enough to be somewhat effective. I wouldn't have thought so
but now mentally I know it *might* work if I still have oil pressure so it's
something else in an emergency that with time I might get some neurons holding
that info to fire off and get me to try it to help sink rates.
Lucky
-------------- Original message --------------
From: scott bilinski <rv8a2001@yahoo.com>
> --> RV-List message posted by: scott bilinski
>
> With all this talk going on, I looked at my altimeter today while departing the
> airport and realized, wait, the safe number is XXX AGL! Now in a emergency
> situation will you be able to remember the airport altitude and subtract it from
> your altimeter?
>
>
>
> Walter Tondu wrote:
> --> RV-List message posted by: Walter Tondu
>
> On 03/06 2:38, lucky wrote:
>
> > Nobody ever takes off having to fly out over open water
> http://www.airnav.com/airport/KMCD
>
> This was always scary in a C150 :) And the long XC was frightening.
>
> http://204.108.4.16/d-tpp/0602/00754AD.PDF
>
> --
> Walter Tondu
> http://www.rv7-a.com
> Flying!
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
> Scott Bilinski
> RV-8a
> cell 858-395-5094
>
> ---------------------------------
> Bring photos to life! New PhotoMail makes sharing a breeze.
>
>
>
>
>
>
>
>
>
>
>
>
I hope your kidding. I was instructed to fly defensively and scout around the airport
for possible off field landing areas and NON landing areas. I suggest you
know the airport runway elevation before you even get into the cockpit, know
what the density altitude is roughly (and it's affects on performance). You
should also know what the airports particular rules might be for TOs and Landings
and know what their recommended pattern altitudes are, etc.If you want to
put turning back and live to tell about it your repertoire then up the level of
pre-flight awareness andalwaysreview the Rough engine or Engine Out Right AfterTakeoff
in your checklist and calculatebefore TO what that minimum return to
airport airspeed and altitude is going to be before taking the active. Write
it down if it helps to remember better. Know where the empty field or wide road
is before taking off. Know where the hi
gh obstical is before taking off. Whatever. Go up to 3000 or 4000 AGL and practice
it.The plane can do it easy. You just have to know the plane. Yes, we fly
RVs for fun but you still have to think a step or two ahead of yourself. Still
have to be ready for when bad things happen.
Perhaps some who may not practice anymore but just go out and fly "nominally" everyday
go spend an hour or two with Jan and have him demo all the different possible
stall combos, take off and landing types and return to field types with
him. He's pretty thorough and competent and he has both a RV6 and a 6A.
For all youpilots that love running your tanks dry, you can do a combo test WAY
up high over an airport area to eliminate the idle prop speed. Rick Caldwell
told me Saturday that in his 6 he did a test were he ran a tank dry and verified
that at the windmilling speed he was at he was able to change the pitch of
his Harzell prop enough to be somewhat effective. I wouldn't have thought so but
now mentally I know it *might* work if I still have oil pressureso it's something
else in an emergency that with time I might get some neurons holding that
info to fire off and get me to try it to help sink rates.
Lucky
-------------- Original message --------------
From: scott bilinski rv8a2001@yahoo.com
-- RV-List message posted by: scott bilinski <RV8A2001@YAHOO.COM>
With all this talk going on, I looked at my altimeter today while departing the
airport and realized, wait, the safe number is XXX AGL! Now in a emergency
situation will you be able to remember the airport altitude and subtract it from
your altimeter?
Walter Tondu <WALTER@TONDU.COM>wrote:
-- RV-List message posted by: Walter Tondu
On 03/06 2:38, lucky wrote:
Nobody ever takes off having to fly out over open water
http://www.airnav.com/airport/KMCD
This was always scary in a C150 :) And the long XC was frightening.
http://204.108.4.16/d
-tpp/0602/00754AD.PDF
--
Walter Tondu
http://www.rv7-a.com
Flying!
Scott Bilinski
RV-8a
cell 858-395-5094
---------------------------------
Bring photos to life! New PhotoMail makes sharing a breeze.
Contribution Web Site -
Message 5
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| Subject: | Minimum altitude to return to airport |
--> RV-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
Hi Scott-
>With all this talk going on, I looked at my altimeter today while
departing the
>airport and realized, wait, the safe number is XXX AGL! Now in a emergency
situation
>will you be able to remember the airport altitude and subtract it from
>your altimeter?
I for one couldn't reliably do that. That's why we do the math prior to
crossing the hold short line, whether calculating turn back altitudes for
single / no engine aircraft, or calculating the acceleration altitude in a
multi engine jet. It's all part of having a plan for every take off,
including having identified available options prior to needing them.
Something that can help a person's mind set and preparedness is to assume
that: every take off roll will end in an abort; every lift off will
result in an engine failure; and every approach will result in a go
around. In the unlikely event one of these does occur, you will be
prepared. If it doesn't, you will be pleasantly surprised.
Remember, good luck is where preparation meets opportunity!
Glen Matejcek
aerobubba@earthlink.net
Message 6
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| Subject: | Van's RV-8 Seat Foam |
--> RV-List message posted by: "Mannan J. Thomason" <mannanj@alltel.net>
I noticed that Van has increased the price of his seat foam about a hundred
bucks ($300) from the last time I looked. Anyone have any
comments/suggestions on RV-8 seat foam, Van's or others? I'm retired, I
can't afford Oregon Aero or Abbie. Wife can sew and has agreed to upholster
them. I just need the foam. Would like to have some of the NASA type
Confor-foam for the upper layer.
Thanks
Mannan Thomason
RV-8 Final stages.
Message 7
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| Subject: | Re: Minimum altitude to return to airport |
--> RV-List message posted by: "B25Flyer" <dougr@petroblend.com>
I am baaaack!!!!!!!
Kevin Horton told me this subject had raised it's head again.
There is NO DOUBT that the turnback after takeoff can be completed in an RV.
There is also NO DOUBT that each year several people get killed trying to do it.
This happens in all kinds of airplanes including RV's.
I am alive today because I overcame the incredible urge to turnback. I wrote this
years ago when this topic came up. Please read the story at
http://www.petroblend.com/dougr/dnt-turn.htm
As the Defender of "Don't Turn Back" I remain!
Doug Rozendaal
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=19895#19895
Message 8
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| Subject: | Re: Van's RV-8 Seat Foam |
--> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
>I noticed that Van has increased the price of his seat foam about a hundred
>bucks ($300) from the last time I looked. Anyone have any
>comments/suggestions on RV-8 seat foam, Van's or others? I'm retired, I
>can't afford Oregon Aero or Abbie. Wife can sew and has agreed to upholster
>them. I just need the foam. Would like to have some of the NASA type
>Confor-foam for the upper layer.
Can't help with source but a google search probably would. I will note that
in my plane I made the Pax seat with 1" of Blue confor-foam and 1" of pink
on the top. I felt that it was too firm so I made another seat (I will not
state
which) with 2" of pink. It is better to me.
The yellow is too soft.
Ron Lee
Message 9
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| Subject: | Re: Van's RV-8 Seat Foam |
--> RV-List message posted by: "Steve Struyk" <rv8striker@hotmail.com>
I have the Van's foam in my -8. Becki Orndorff http://www.fly-gbi.com/
covered them and I'm installing the rest of the interior from Becki at this
time. I've only got 35 hours on my plane but so far I very pleased with the
comfort and fit of the Van's seat foam. If you opt to buy your interior from
an outside source, I'd highly recommend the Orndorff's.
Steve Struyk
RV-8, 35 Hours
----- Original Message -----
From: "Mannan J. Thomason" <mannanj@alltel.net>
Sent: Monday, March 06, 2006 8:07 AM
Subject: RV-List: Van's RV-8 Seat Foam
> --> RV-List message posted by: "Mannan J. Thomason" <mannanj@alltel.net>
>
> I noticed that Van has increased the price of his seat foam about a
> hundred
> bucks ($300) from the last time I looked. Anyone have any
> comments/suggestions on RV-8 seat foam, Van's or others? I'm retired, I
> can't afford Oregon Aero or Abbie. Wife can sew and has agreed to
> upholster
> them. I just need the foam. Would like to have some of the NASA type
> Confor-foam for the upper layer.
>
> Thanks
> Mannan Thomason
> RV-8 Final stages.
>
>
>
Message 10
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| Subject: | Re: Minimum altitude to return to airport |
--> RV-List message posted by: linn Walters <pitts_pilot@bellsouth.net>
If you haven't read Doug's piece, then do it now. It's interesting
reading, and I couldn't agree more. Although both of my off-field
emergency landings occurred far from an airport, I went through much the
same steps that Doug did. But I handled my two emergencies
differently. When the prop on my Pitts departed in flight (the prop
flange failed due to fatigue), I spent valuable time trying to figure
out what happened, and actually tried twice to use whatever portions of
the prop were still there (the denial part!). I was in the 2200' to
2500' range when it happened. After I became an unlicensed glider
pilot, the safe landing on a road was uneventful, thank you very much.
The second incident was in my Traumahawk. At 1200', flying in a
corridor through some class B space, the engine started to run rough,
and finally lost enough power so we couldn't stay in the air. Over
older neighborhoods with lakes and huge oak trees, I assessed my landing
options rather quickly while doing my emergency cockpit procedures.
There was a large highway, but if I landed short, it would have been
nasty, so I discarded it immediately. Off my left wing I saw a white
oblong something amidst the green trees/houses. I picked it, and didn't
waver from my choice. I had to slip the Traumahawk a lot to lose
altitude and airspeed, and plopped the bird down ..... in the
percolation pond for the Winter Springs (FL) Reclaimed Water System.
they had built a 6' berm around ground level and put sugar sand in the
bottom. This was fortuitous as the Traumahawk was stopped is less than
300'. My best short field landing to date. The cause of this one was
the missing cotter pin in the arm that holds the carb float. The pin
backed out far enough for the float to cock, become jammed and allow the
free-flowing fuel to flood the engine in flight. The carb had been
rebuilt by an A&P prior to my purchase 6 months or so before.
In both instances, the airplanes were disassembled and made their way
home on a trailer to fly again.
If you've read this far, I have some personal observations.
You never know how you're going to handle the emergency until it becomes
real.
Every inflight emergency is unique and unlike anyone elses emergency.
You can learn from others thought processes, but your situation will
always be different is some or many ways.
Some people have been killed trying to save the airplane. That's the
only reason to compel someone to turn back to the airport. My airplanes
are expendable. I have had so much pleasure from all of them that they
don't owe me anything. That doesn't prevent me from trying to save both
of our butts!!!
I like the skin, tin, ticket quote. It ranks up there with 'fly the
airplane as deep into the crash as you can'. Priceless.
Thanks, Doug, for weighing in again. I missed you!
Linn
B25Flyer wrote:
>--> RV-List message posted by: "B25Flyer" <dougr@petroblend.com>
>
>I am baaaack!!!!!!!
>
>Kevin Horton told me this subject had raised it's head again.
>
>There is NO DOUBT that the turnback after takeoff can be completed in an RV.
There is also NO DOUBT that each year several people get killed trying to do
it. This happens in all kinds of airplanes including RV's.
>
>I am alive today because I overcame the incredible urge to turnback. I wrote
this years ago when this topic came up. Please read the story at
>
>http://www.petroblend.com/dougr/dnt-turn.htm
>
>As the Defender of "Don't Turn Back" I remain!
>
>Doug Rozendaal
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=19895#19895
>
>
>
>
>
>
>
>
>
Message 11
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| Subject: | Re: Minimum altitude to return to airport |
--> RV-List message posted by: linn Walters <pitts_pilot@bellsouth.net>
If you haven't read Doug's piece, then do it now. It's interesting
reading, and I couldn't agree more. Although both of my off-field
emergency landings occurred far from an airport, I went through much the
same steps that Doug did. But I handled my two emergencies
differently. When the prop on my Pitts departed in flight (the prop
flange failed due to fatigue), I spent valuable time trying to figure
out what happened, and actually tried twice to use whatever portions of
the prop were still there (the denial part!). I was in the 2200' to
2500' range when it happened. After I became an unlicensed glider
pilot, the safe landing on a road was uneventful, thank you very much.
The second incident was in my Traumahawk. At 1200', flying in a
corridor through some class B space, the engine started to run rough,
and finally lost enough power so we couldn't stay in the air. Over
older neighborhoods with lakes and huge oak trees, I assessed my landing
options rather quickly while doing my emergency cockpit procedures.
There was a large highway, but if I landed short, it would have been
nasty, so I discarded it immediately. Off my left wing I saw a white
oblong something amidst the green trees/houses. I picked it, and didn't
waver from my choice. I had to slip the Traumahawk a lot to lose
altitude and airspeed, and plopped the bird down ..... in the
percolation pond for the Winter Springs (FL) Reclaimed Water System.
they had built a 6' berm around ground level and put sugar sand in the
bottom. This was fortuitous as the Traumahawk was stopped is less than
300'. My best short field landing to date. The cause of this one was
the missing cotter pin in the arm that holds the carb float. The pin
backed out far enough for the float to cock, become jammed and allow the
free-flowing fuel to flood the engine in flight. The carb had been
rebuilt by an A&P prior to my purchase 6 months or so before.
In both instances, the airplanes were disassembled and made their way
home on a trailer to fly again.
If you've read this far, I have some personal observations.
You never know how you're going to handle the emergency until it becomes
real.
Every inflight emergency is unique and unlike anyone elses emergency.
You can learn from others thought processes, but your situation will
always be different is some or many ways.
Some people have been killed trying to save the airplane. That's the
only reason to compel someone to turn back to the airport. My airplanes
are expendable. I have had so much pleasure from all of them that they
don't owe me anything. That doesn't prevent me from trying to save both
of our butts!!!
I like the skin, tin, ticket quote. It ranks up there with 'fly the
airplane as deep into the crash as you can'. Priceless.
Thanks, Doug, for weighing in again. I missed you!
Linn
do not archive
B25Flyer wrote:
>--> RV-List message posted by: "B25Flyer" <dougr@petroblend.com>
>
>I am baaaack!!!!!!!
>
>Kevin Horton told me this subject had raised it's head again.
>
>There is NO DOUBT that the turnback after takeoff can be completed in an RV.
There is also NO DOUBT that each year several people get killed trying to do
it. This happens in all kinds of airplanes including RV's.
>
>I am alive today because I overcame the incredible urge to turnback. I wrote
this years ago when this topic came up. Please read the story at
>
>http://www.petroblend.com/dougr/dnt-turn.htm
>
>As the Defender of "Don't Turn Back" I remain!
>
>Doug Rozendaal
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=19895#19895
>
>
>
>
>
>
>
>
>
Message 12
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| Subject: | Re: Battery cranking power |
--> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
Thanks for the pointers Jeff. I'll look into the permanent magnet issue. The prop
is a Hartzell constant speed.
The wire is 2awg Ed.
Do not archive
Dave Reel - RV8A
Message 13
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| Subject: | Re: Van's RV-8 Seat Foam |
--> RV-List message posted by: rveighta <rveighta@earthlink.net>
-----Original Message-----
From: "Mannan J. Thomason" <mannanj@alltel.net>
Sent: Mar 6, 2006 9:07 AM
Subject: RV-List: Van's RV-8 Seat Foam
--> RV-List message posted by: "Mannan J. Thomason" <mannanj@alltel.net>
I noticed that Van has increased the price of his seat foam about a hundred
bucks ($300) from the last time I looked. Anyone have any
comments/suggestions on RV-8 seat foam, Van's or others? I'm retired, I
can't afford Oregon Aero or Abbie. Wife can sew and has agreed to upholster
them. I just need the foam. Would like to have some of the NASA type
Confor-foam for the upper layer.
Thanks
Mannan Thomason
RV-8 Final stages.
Message 14
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| Subject: | Re: Minimum altitude to return to airport |
--> RV-List message posted by: George Neal E Capt HQ AU/XPRR <Neal.George@MAXWELL.AF.MIL>
>I am baaaack!!!!!!! <
Best news I've had in weeks.
Welcome back Doug!
Neal
RV-7 N8ZG (wiring)
Message 15
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| Subject: | Van's RV-8 Seat Foam |
--> RV-List message posted by: "Robin Marks" <robin@mrmoisture.com>
One idea for the "NASA Memory Foam" is to buy a memory foam from
"topper" from Bed Bath and Beyond (find a 20% off coupon for BBB and
reduce your cost even more) Keep in mind that the memory foam is HEAVY
so maybe standard open cell foam from a local foam/upholstery shop with
the top layer being the memory foam. (I live in a small town and we have
a place to get almost any type of foam and they even can cut it if you
have your pattern).
Good luck,
Robin
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Mannan J.
Thomason
Sent: Monday, March 06, 2006 6:08 AM
Subject: RV-List: Van's RV-8 Seat Foam
--> RV-List message posted by: "Mannan J. Thomason" <mannanj@alltel.net>
I noticed that Van has increased the price of his seat foam about a
hundred
bucks ($300) from the last time I looked. Anyone have any
comments/suggestions on RV-8 seat foam, Van's or others? I'm retired, I
can't afford Oregon Aero or Abbie. Wife can sew and has agreed to
upholster
them. I just need the foam. Would like to have some of the NASA type
Confor-foam for the upper layer.
Thanks
Mannan Thomason
RV-8 Final stages.
Message 16
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|
| Subject: | Dynafocal Mount hardware. |
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
I'm at work and need to order a new set of bolts for my 7. Can someone
please post the bolts for mounting the engine mount to the firewall and the
two through bolts for the gear legs, so I can phone in an order to Van's??
Thanks,
Dana Overall
Richmond, KY i39
RV-7 slider, Imron black, "Black Magic"
O 360 A!A, C/S C2YK-1BF/F7666A4
http://rvflying.tripod.com/blackrudder.jpg
do not archive
http://toolbar.msn.click-url.com/go/onm00200415ave/direct/01/
Message 17
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|
| Subject: | Re: Van's RV-8 Seat Foam |
--> RV-List message posted by: Kelly McMullen <kellym@aviating.com>
http://www.seatfoam.com/prod01.htm
Will sell precut multilayer or individual sheets.
Quoting "Mannan J. Thomason" <mannanj@alltel.net>:
> --> RV-List message posted by: "Mannan J. Thomason" <mannanj@alltel.net>
>
> I noticed that Van has increased the price of his seat foam about a hundred
> bucks ($300) from the last time I looked. Anyone have any
> comments/suggestions on RV-8 seat foam, Van's or others? I'm retired, I
> can't afford Oregon Aero or Abbie. Wife can sew and has agreed to upholster
> them. I just need the foam. Would like to have some of the NASA type
> Confor-foam for the upper layer.
>
> Thanks
> Mannan Thomason
> RV-8 Final stages.
>
>
Message 18
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|
| Subject: | Re: Dynafocal Mount hardware. |
--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
Dana, I would strongly recommend you call Vans and talk to someone there.
They will know the part and your ordering is done. If they give you bad
advice, you got a right to return it probably at their expense. Have you
got an engine?
Indiana Larry, RV7 "SunSeeker" 90+ hours flying
"Please use the information and opinions I express with responsibility, and
at your own risk."
----- Original Message -----
From: "Dana Overall" <bo124rs@hotmail.com>
Sent: Monday, March 06, 2006 11:33 AM
Subject: RV-List: Dynafocal Mount hardware.
> --> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
>
> I'm at work and need to order a new set of bolts for my 7. Can someone
> please post the bolts for mounting the engine mount to the firewall and
> the
> two through bolts for the gear legs, so I can phone in an order to Van's??
>
> Thanks,
>
>
> Dana Overall
> Richmond, KY i39
> RV-7 slider, Imron black, "Black Magic"
> O 360 A!A, C/S C2YK-1BF/F7666A4
> http://rvflying.tripod.com/blackrudder.jpg
> do not archive
>
> http://toolbar.msn.click-url.com/go/onm00200415ave/direct/01/
>
>
>
Message 19
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|
| Subject: | Re: E-mag/P-Mag P L E A S E E X P L A I N |
--> RV-List message posted by: "Condon, Philip M." <pcondon@mitre.org>
Whoa.....strong words! How cay one know this when the E/P MAG units are
so new ? Please put some more words around the "Better" descriptor
word you choose. Certainly, fully describing the attributes of each and
why one unit is superior to another is appropriate here...right ??
...................................................................
Lightspeed is better. Most of the racers use Lightspeed
Call Klaus Savior at Lightspeed Ign for details.
Dick Martin
N233M RV8
the Fast one
----- Original Message -----
From: "D Paul Deits" <pdeits@comcast.net>
Sent: Sunday, March 05, 2006 1:21 PM
Subject: RV-List: E-mag/P-Mag
> --> RV-List message posted by: "D Paul Deits" <pdeits@comcast.net>
>
> Planning to go with this ignition system. They allow the choice of
either
> aviation or automotive style plugs.
>
> Price aside, what is recommended and why?
>
>
>
Message 20
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|
| Subject: | RV-8A Quickbuild Kit for sale |
--> RV-List message posted by: "Rick Galati" <rick6a@yahoo.com>
Wick's Aircraft Supply stategically located in Highland, Il. is selling their RV-8A
Quickbuild kit. Priced with desirable options, this could be a lucrative
deal for the interested builder who is in a position to pick it up himself and
save many hundreds of dollars in shipping costs. Call Scott Wick toll free and
tell him you saw the ad as placed by Rick on the Matronics RV list for bottom
line pricing. 8)
http://tinyurl.com/jxlck
Rick Galati RV-6A "Darla" 112 hours
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=19941#19941
Message 21
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| Subject: | Re: Minimum altitude to return to airport |
--> RV-List message posted by: <gmcjetpilot@yahoo.com>
>From: luckymacy@comcast.net (lucky)
>Subject: Re: RV-List: Minimum altitude to return to airport
>
>The point wasn't to read more emails from folks who have never
>done this practice in an RV and just rehashed their previous
>soapboxes. It was to update the list with a real tried RV
>datapoint. It doesn't mean it will work for each pilot/plane combo
>every time but it does demonstrate that it CAN be done and
>BETTER yet it actually showed a bank amount and min
>airspeed amount and altitude loss amount. Real RV data beats
>soapbox.
Lucky:
First as far as soapbox and folks who have never done this in a
RV, you might like to know that several of the folks on this list
are literally test pilots and long time RV pilot and instructors.
Although I never have done a 400agl turn back in a RV, I am a
10,000 hr ATP, over a 1000 in RV's and 2000 hrs dual given as
a CFI (inst/me).
I do think it is important to point out that 400 agl COULD be
dangerous in (our) opinion, I understand your point. It is a data
point and is possible if you do XYZ. I got that, as well as those
who responded, but not everyone my get it, and I think it is
important that the emphasis be made. I know you might feel a
little ganged up on, I understand, but that is not the intent or
to take away from Jan's interesting DEMO.
It's a good thing to emphasise the danger for the average pilot
caught unaware, that making low altitude 60 degree BANK
turns are sporty. Quick what is your new stall speed at 60
degrees? Have you practiced an accelerate stall/recovery?
Steep turns at altitude? Power off glide to landing? I would
go for these at altitude first.
The average pilot is not prepared mentally or skill wise for
radical max performance maeuvers at any altitude (good, bad,
ugly it is true). We all get rusty. I fly a jet on autopilot. If I don't
kick it off and hand fly my stick and rudder suffer. So one good
thing out of this topic is practice and stay current, but you can
do it higher up in case you are human and make a mistake, you
have room to recover. For those with super human skill and can
do a power off go around (joke), you know who you are.
Every ones caution is valid. I don't agree with ALWAYS go
straight either. You say we all know. Not every pilot might know
why a 400 agl, 270 degree turn (225 left, 45 right to line up)
is hazards. Jan may be able to do it knowing the engine is there
but add a little distraction, oil on the windscreen, vibration he
might not be so smooth. Not everyone is named LUCKY! either :-)
As a CFI, I and most CFI's teach what will work. One thing for
sure, controlled flight, wings level, at min speed is WAY more
survivable than a stall spin into the ground. Not every one has the
SKILL and practice as Jan does in this maneuver. As you and
everyone pointed out that every takeoff, airport, flight and aircraft
condition is differnt. Mental preparedness and practice of basic
skills (slow flight, stalls, accelerate stall, steep turns, pwr-off glide
to a landing) is critical. Most practice can be done at altitude. I
can't see practicing higher G banks near stall, near the ground is
really prudent. You can do this at 3000 agl.
One commercial maneuver is a steep descending spiral over a
point to a power off landing. I found that really confidence building
and increased my ability to divide attention from out/in side and
maintain while maintaining a higher G turn.
I agree with everything you said except the soapbox. I think
everyone has valid points, even if they never did a 400 agl turn
back in a RV. With that said, the day my engine quits on the
cross-wind at 500 agl and I see the runway is available, I may
make a decision to go for the runway. I will base that more on my
power off glide practice and steep turns and accelerate stall
recovery (awareness / avoidance) practice. A Demo by a skilled
pilot like Jan is an eye opener, but most RV pilots are not able to
do this maneuver as safely in a real stressful situation. Not that it
is a good thing, it is realistic. Be real, real safe and conservative.
FACTS:
Controlled flight (at min speed) into the ground = survivable
Uncontrolled flight (stall spin) into the ground = not survivable
Stall Spd: 60 deg bank=1.4 x stall; 76 deg bank = 2 x stall
"Ye will bust thy ass when ground cometh up and smite
thee mightily."
Be safe, and go practice all your private (student) pilot
maneuvers at altitude today. If commercial rated practice
those maneuvers as well.
George
---------------------------------
Bring photos to life! New PhotoMail makes sharing a breeze.
Message 22
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| Subject: | Re: leaking fuel pump overflow |
--> RV-List message posted by: "DAVE MADER" <davemader@bresnan.net>
Jim
It was my understanding that this overflow would dump fuel overboard
instead of into the crankcase. So, I guess that the only thing I thought you
would get from this tube would be fuel if the diaphragm leaks. How would
crankcase fluids get into this tube?....are you saying the diaphragm might'
have a leak or the mating surface between the pump and engine? I am just
trying to make sense of this since I have never had a fuel pump apart and
can't visualize it.
Dave Mader
On Sun, 5 Mar 2006 20:59:52 -0800
"Jim Jewell" <jjewell@telus.net> wrote:
> --> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
>
> Hi Dave,
>
> I have not seen a response to your email, so:
> You might have a slight amount of crank case fluids due to a leak around the
> area where the actuating arm reaches into the accessory case.
> The pump is designed so that if one of the diaphragms fails the leaked fuel
> will exit via the overflow fitting and out the tubing you describe instead
> of running into the crankcase. I probably don't need to tell you that fuel
> getting into the crankcase can be very dangerous. We are talking potentially
> lethal.
>
> It's a total guess on my part that crankcase fluids might be the culprit. I
> am basing this guess on the "dark brown streak" that you describe.
> A call to a trusted AME or engine shop might provide some good information.
> Others on the list could have good advise.
>
> Let us know how it goes,
>
> Jim
>
> ----- Original Message -----
>From: "DAVE MADER" <davemader@bresnan.net>
> To: <rv-list@matronics.com>
> Sent: Sunday, March 05, 2006 10:05 AM
> Subject: RV-List: leaking fuel pump overflow
>
>
>> --> RV-List message posted by: "DAVE MADER" <davemader@bresnan.net>
>>
>>
>>
>>
>>
>> Can anybody tell me. I have approx. 50 hrs on a rebuilt 0-360
>> Lyc. on my RV-6. When I look at the belly after a few flying
>> sessions there is a small dark brown streak coming from the overflow
>> tube extending out about 1-2 inches. Must be fuel because of no other
>> liquids in this area. My fuel pump does vary anywhere from 2 to 5 lbs.
>> Should I be concerned?
>>
>> Dave Mader
>> 50 hrs, RV-6
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 23
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| Subject: | Trimming Engine Baffles to fit top cowling |
--> RV-List message posted by: "Joe & Jan Connell" <jconnell@rconnect.com>
Fellow Builders,
I've finally gotten the RV-9A/O-320 baffle parts trimmed to match the top
cowling and establish the baffle-to-cowling spacing. Trimming was easier
than I feared it would be.
I made a one inch diameter "washer" or "wheel" out of aluminum and drilled a
small hole in the center. (A one inch washer will give you a half inch separation
between the cowl and baffle -- a 3/4 inch washer will give you a 3/8 inch
separation.) None of the baffle parts should be riveted together except angle
brackets that attach to the ramp floors.
I set the top cowling on top of the engine and it rested on the baffle parts.
(The
two forward bulkhead parts were left off as was the bottom cowling.) Put the
"wheel" over the tip of a Sharpie marker. Lay the wheel against the rear baffle
and push it up until it makes contact with the top cowling. Roll the wheel against
the cowling while the pen transfers the shape of the cowl onto the baffle. The
back cowling parts can be reached through the engine mount area. Do the same
with the side baffles. You may need to cut the sharpie pen if it is too long to
work
with. I didn't have to although I have pretty big paws.
Remove the top cowl and trim all the baffle parts where they have been marked.
(You may need a vixen file to match file the adjacent baffle pieces.) I went
through this routine about 4-5 times before the top cowl would fit properly.
Once the top cowl settles into place and the hinges are secured, run the wheel
one more time. The final pass will mark the final cowl-to-baffle spacing depending
on what size washer you made. Install the two front bulkhead pieces. Use the
same technique as above to mark, trim and re-fit. I was able to work through the
inlets.
I'm sure other builders have other ideas...
Joe Connell
Stewartville, MN
RV-9A N95JJ
Message 24
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| Subject: | Re: Minimum altitude to return to airport |
--> RV-List message posted by: "Curt Reimer" <cgreimer@mts.net>
I think we should also bring the subject of airspeed into this discussion.
As in, how fast are you going when the engine quits. Doing 120 knots at 500
feet a given distance from the runway threshold might give you enough energy
to make that 180 degree turn back to the runway, while doing 80 knots in the
same situation might not. This will depend on what speed you established on
the climb and your overall rate of climb (better for constant-speed prop of
course). It is total energy available to you that matters in a turn-back
maneuver, and that consists of kinetic (airspeed) plus potential (altitude)
energy. This is pretty clear in a fixed pitch RV-6 when you carry an extra
10 knots into the late downwind (doh!) and have to extend it a half mile or
use some other energy sapping maneuver, like dropping the flaps early.
Airspeed aside, the guy with the constant speed prop climbing at Vx is quite
likely to still be OVER the runway when the 500' engine failure occurs,
while the fixed pitch guy climbing at Vy is a half mile away from the
airport at the same altitude.
Curt
RV-6 C-GCAR
375 hours
----- Original Message -----
From: "Jim Oke" <wjoke@shaw.ca>
Sent: Sunday, March 05, 2006 4:24 PM
Subject: Re: RV-List: Minimum altitude to return to airport
> --> RV-List message posted by: Jim Oke <wjoke@shaw.ca>
>
> Data points are good but let's make sure that they are data points that
> are applicable in a real (not simulated) situation..
>
> There can be a significant difference in the gliding/descent performance
> of a light aircraft with the power set at idle but still generating
> power and the same aircraft with a genuine "no power being produced"
> engine failure but prop windmilling due fuel exhaustion or whatever. (As
> a further complication, there have also been lots of debates in the past
> about prop stopped vs. prop windmilling gliding performance.)
>
> Years ago I used to instruct primary flying students on Beech
> Musketeers. The usual practice engine failure involved adding 2/3 of the
> available flap to add drag to provide gliding performance more
> representative of the actual emergency situation. This was based on a
> bunch of actual flight tests flown with a dead engine to touchdown. I
> use 1/2 flap in my RV-6A when practicing engine failures to attempt the
> same sort of thing, but I have not done the serious flight testing to
> satisfy myself that this is a valid simulation.
>
> Any one have some data points about real (not simulated) 180 deg turn
> to touchdown gliding performance?
>
> Jim Oke
> RV-6A
> Wpg., MB
>
> lucky wrote:
>
>>--> RV-List message posted by: luckymacy@comcast.net (lucky)
>>
>>The point wasn't to read more emails from folks who have never done this
>>practice in an RV and just rehashed their previous soapboxes. It was to
>>update the list with a real tried RV datapoint. It doesn't mean it will
>>work for each pilot/plane combo every time but it does demonstrate that it
>>CAN be done and BETTER yet it actually showed a bank amount and min
>>airspeed amount and altitude loss amount. Real RV data beats soapbox.
>>
>>Practice it up way up high, be honest with yourself and if there is a good
>>place to land ahead then you probably should consider it first. If not,
>>and the flight envelop meets what you practiced for yourself, it IS an
>>option, period.
>>
>>Lucky
>>
>>-------------- Original message --------------
>>From: Kevin Horton <khorton01@rogers.com>
>>
>>
>>
>>>--> RV-List message posted by: Kevin Horton
>>>
>>>On 4 Mar 2006, at 21:01, lucky wrote:
>>>
>>>
>>>
>>>>--> RV-List message posted by: luckymacy@comcast.net (lucky)
>>>>
>>>>OK. Remember a couple of weeks or so ago the discussion we had on
>>>>the 'net about the min altitude/airspeed to return to the runway?
>>>>OK. Today during my RV transition training with Jan Bussell, he
>>>>showed my why his turn from runway heading to crosswind typically
>>>>begins when he's 400' AGL. During a typical 120 mph climbout after
>>>>a touch and go, at 400' he cut the throttle, banked exactly 60
>>>>degrees and turned back to the runway carefully ensuring the
>>>>airspeed never got below 80 mph. It turned on a dime and by the
>>>>time we leveled out we'd lost maybe 100' at most. We easily made
>>>>the runway with lots of options for flaps and slips if we had a
>>>>short runway and needed to land on the numbers.
>>>>
>>>>He agreed adding this type of testing at altitude for each plane
>>>>was a great idea and really like the Barry Schieff video demo of this.
>>>>
>>>>So anyway, here's a real world datapoint. I highly recommend Jan.
>>>>http://www.safeair1.com/RVTT/JB_Aframe.htm
>>>>He's got a great, relaxed way of explaining RV techniques and I
>>>>can't imagine a first flight without the type of instruction he
>>>>gives. Pretty thorough EAA transition training syllabus he uses.
>>>>
>>>>
>>>There is a huge difference between doing a practice turn back when
>>>you were already mentally prepared for it, and doing one when the
>>>engine failure has caught you by surprise. If the engine fails the
>>>adrenaline will be pumping, and it will be very easy to pull a bit
>>>harder than you would in practice. If you do a stall/spin because
>>>you pulled too hard, you will die. If you just put the aircraft down
>>>straight ahead, there is good chance of survival in many places.
>>>Granted, there are some runways where the story is different.
>>>
>>>Low altitude turn backs are very high stakes poker. If it works, you
>>>get the aircraft on the runway with no damage. If it doesn't work
>>>you are dead. Putting the aircraft down straight ahead probably
>>>will damage the aircraft, and maybe the occupants too. But you have
>>>a very good chance of survival.
>>>
>>>Kevin Horton RV-8 (finishing kit)
>>>Ottawa, Canada
>>>http://www.kilohotel.com/rv8
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>The point wasn't to read more emails from folks who have never done this
>>practice in an RV and just rehashed their previous soapboxes. It was to
>>update the list with a real tried RV datapoint. It doesn't mean it will
>>work for each pilot/plane combo every timebut it does demonstrate that it
>>CAN be done and BETTER yet it actually showed a bank amount and min
>>airspeed amount and altitude loss amount. Real RV data beats soapbox.
>>
>>Practice it up way up high, be honest with yourself and if there is a good
>>place to land ahead then you probably should consider it first. If not,
>>and the flight envelop meets what you practiced for yourself, it IS an
>>option, period.
>>
>>Lucky
>>
>>-------------- Original message --------------
>>From: Kevin Horton khorton01@rogers.com
>>
>> -- RV-List message posted by: Kevin Horton <KHORTON01@ROGERS.COM>
>>
>> On 4 Mar 2006, at 21:01, lucky wrote:
>>
>> -- RV-List message posted by: luckymacy@comcast.net (lucky)
>>
>> OK. Remember a couple of weeks or so ago the discussion we had on
>> the 'net about the min altitude/airspeed to return to the runway?
>> OK. Today during my RV transition training with Jan Bussell, he
>> showed my why his turn from runway heading to crosswind typically
>> begins when he's 400' AGL. During a typical 120 mph climbout after
>> a touch and go, at 400' he cut the throttle, banked exactly 60
>> degrees and turned back to the runway carefully ensuring the
>>
>> airspeed never got below 80 mph. It turned on a dime and by the
>> time we leveled out we'd lost maybe 100' at most. We easily made
>> the runway with lots of options for flaps and slips if we had a
>> short runway and needed to land on the numbers.
>>
>> He agreed adding this type of testing at altitude for each plane
>> was a great idea and really like the Barry Schieff video demo of this.
>>
>> So anyway, here's a real world datapoint. I highly recommend Jan.
>> http://www.safeair1.com/RVTT/JB_Aframe.htm
>> He's got a great, relaxed way of explaining RV techniques and I
>> can't imagine a first flight without the type of instruction he
>> gives. Pretty thorough EAA transition training syllabus he uses.
>>
>> There is a huge difference between doing a practice turn back when
>> you were already mentally prepared for it, and
>> doing one when the
>> engine failure has caught you by surprise. If the engine fails the
>> adrenaline will be pumping, and it will be very easy to pull a bit
>> harder than you would in practice. If you do a stall/spin because
>> you pulled too hard, you will die. If you just put the aircraft down
>> straight ahead, there is good chance of survival in many places.
>> Granted, there are some runways where the story is different.
>>
>> Low altitude turn backs are very high stakes poker. If it works, you
>> get the aircraft on the runway with no damage. If it doesn't work
>> you are dead. Putting the aircraft down straight ahead probably
>> will damage the aircraft, and maybe the occupants too. But you have
>> a very good chance of survival.
>>
>> Kevin Horton RV-8 (finishing kit)
>> Ottawa, Canada
>> http://www.kilohotel.com/rv8
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 25
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| Subject: | Re: Battery cranking power |
--> RV-List message posted by: "dick martin" <martin@gbonline.com>
ED and listers,
I experienced a similar problem on my RV8 5 years ago when I finished my
RV8. I finally realized that I had grounded the battery to the airframe in
the back of the fuselage. This does not work. First their is to much
resistance and second, grounding to the rear fuselage creates and electronic
"Ground Loop" which creates all kinds of electrical and electronic problems.
The proper way is to route both the power cable and a similar size ground
cable parallel to each other (not twisted) ground cable to a central point
at the firewall and the power cable to the central power buss.
Hope this helps , it sure worked wonders for me.
Dick Martin
RV8 N233M
the fast one
----- Original Message -----
From: "Ed Holyoke" <bicyclop@pacbell.net>
Sent: Sunday, March 05, 2006 9:24 PM
Subject: RE: RV-List: Battery cranking power
> --> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
>
> Another missing data point is size of the battery cables running from
> aft of the baggage compartment. If they're undersized, they'll drag the
> available voltage at the starter down.
>
> Pax,
>
> Ed Holyoke
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of DAVID REEL
> Sent: Sunday, March 05, 2006 12:26 PM
> To: rvlist
> Subject: RV-List: Battery cranking power
>
> --> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
>
> Here's a data point on cranking power available from the Panasonic
> LC-RD1217P battery. OAT 43 degrees, no pre heat. Oil 50 wt break-in
> oil. Installation: O360A1A, Sky Tec model 149-12LS starter with battery
> mounted aft of rear baggage compartment in an RV8A. Standard three
> contactor installation of battery, starter, and contactor on starter.
> The fully charged battery has had little use & measured 12.8V. What
> happened was the engine turned over two revolutions and stopped.
> Subsequently I could just get one revolution at a time just as though it
> was being hand proped. After 5 or 6 of these, a cylinder fired and I
> did get the engine started
>
> Initially I thought I needed to redo my installation or switch
> batteries. Later, I realized that the heavy oil was probably the
> culprit & once I went to 20W50, performance would likely be more
> satisfactory. Have others found temperature limits where the cranking
> power of this battery is barely adequate?
>
> Dave Reel - RV8A
>
>
>
Message 26
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--> RV-List message posted by: "dick martin" <martin@gbonline.com>
----- Original Message -----
From: "DonVS" <dsvs@comcast.net>
Sent: Sunday, March 05, 2006 9:26 PM
Subject: RE: RV-List: E-mag/P-Mag
> --> RV-List message posted by: "DonVS" <dsvs@comcast.net>
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com]On Behalf Of dick martin
> Sent: Sunday, March 05, 2006 7:04 PM
> To: rv-list@matronics.com
> Subject: Re: RV-List: E-mag/P-Mag
>
>
> --> RV-List message posted by: "dick martin" <martin@gbonline.com>
>
> Lightspeed is better. Nice opionion To bad you offor no facts to back up
> this blatant statement
>
> Most of the racers use Lightspeed And this is proof of what?
>
> Call Klaus Savior at Lightspeed Ign for details. I like it, ask the
> manufacturer if his product is better hmmm I wonder what Klaus will say.
> I
> have known Klaus for a few years and I only believe 10 percent of what he
> says.
> Dick Martin
> N233M RV8
> the Fast one
> ----- Original Message -----
> From: "D Paul Deits" <pdeits@comcast.net>
> To: <rv-list@matronics.com>
> Sent: Sunday, March 05, 2006 1:21 PM
> Subject: RV-List: E-mag/P-Mag
>
>
>> --> RV-List message posted by: "D Paul Deits" <pdeits@comcast.net>
>>
>> Planning to go with this ignition system. They allow the choice of
>> either
>> aviation or automotive style plugs.
>>
>> Price aside, what is recommended and why?
>>
>>Dear listers,
This post has been edited by others and does not reflect my thoughts or
opinion. I have absolutely no monetary or other connection with Klaus
Savior.
Dick Martin
RV8 N233M
the fast one
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 27
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| Subject: | Flying RV7 Wanted For Immediate Purchase!!! |
--> RV-List message posted by: "Todd Wiechman" <toddwiechman@hotmail.com>
Flying RV7 wanted for purchase!! Prefer Garmin 430, autopilot, basic IFR,
but will look at all offers! VFR airplane is not out of the question. Please
email right away at kitplanecrafters@cox.net, toddwiechman@hotmail.com or
call 316-210-5670. Prefer the phone call! Ask for Todd. If you know of
anybody thinking of selling, call me right away with their information!
Message 28
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|
| Subject: | ICOM A200 com radio, Flightcom 403 panel mount intercom for sale |
--> RV-List message posted by: Gerald Richardson <gerric@shaw.ca>
For Sale:
ICOM A200 com radio, Flightcom 403 panel mount intercom. Both units
brand new, never been turned on!
All original documents, etc.
In Alberta, Canada
Reason for selling is buying Garmin Nav/Com radio.
Save on new cost, brokerage fees, GST.
Was to be going into my RV6A
Gerald Richardson,
Dunmore, Alberta
Canada
--
03/06/2006
Message 29
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| Subject: | Re: Minimum altitude to return to airport |
--> RV-List message posted by: "REHughes" <hawk@digisys.net>
George ( gmcjetpilot@yahoo.com ) asked,
"Quick what is your new stall speed at 60 degrees?"
*************
Since the stall speed is not related to bank angle in any way, the answer
is,
"just about anything you want it to be." You establish your stall speed by
setting your load factor.
Performing the turnback maneuver using 60 degrees of bank and +1.5 Gz will
result in a good rate of turn with a generally acceptable loss of altitude.
Even using +1.25 Gz will yield a pretty good result, although significantly
more altitude is lost in the turn, as compared to loading the aircraft up
closer to max available Gz at the chosen glide speed (If we use 100 KIAS as
our best glide speed, over +3.5 Gz is available). At the lower Gz levels,
IAS will also tend to increase at a higher rate during the turn, the
magnitude of the increase largely depending on the pitch angle at the entry
to the turn.
Achieving good turn performance without giving away all the stall margin is
certainly possible.
Hawkeye Hughes
Message 30
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| Subject: | Re: Van's RV-8 Seat Foam |
--> RV-List message posted by: Kysh <vans-dragon@lapdragon.org>
As Mannan J. Thomason was saying:
> --> RV-List message posted by: "Mannan J. Thomason" <mannanj@alltel.net>
>
> I noticed that Van has increased the price of his seat foam about a hundred
> bucks ($300) from the last time I looked. Anyone have any
> comments/suggestions on RV-8 seat foam, Van's or others? I'm retired, I
I don't have much to add except that the price of foam is increasing
dramatically in other sectors as well. I'm not sure why. So it may be a
'cost of ingredients' thing, in which case you're not likely to find a
'better' source easily.
-Kysh
ST1300 - No name yet - > 3k mi -- STOC #5943
CBR-F4 - Foxy - > 56k mi
~~ To fly is to truly live
Message 31
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| Subject: | Insurance Premium Up |
--> RV-List message posted by: "Sherri & Paul Richardson" <prichar@mail.win.org>
Hello,
I just received my insurance quote for our RV-6A, and it is up $100. Is that fairly
common?
Thanks,
Paul Richardson
Message 32
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| Subject: | Garmin 396 GPS used with Garmin GTX 330 transponder |
--> RV-List message posted by: Gerald Richardson <gerric@shaw.ca>
If anyone is using the Garmin 396 GPS with the Garmin GTX 330 Mode S
transponder please email me off the list at HYPERLINK
"mailto:gerric@shaw.ca"gerric@shaw.ca
I would like to ask a couple of questions.
Thank you
--
03/06/2006
Message 33
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| Subject: | leaking fuel pump overflow |
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
Makes sense,
Ed
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Kevin Horton
Sent: Monday, March 06, 2006 3:02 AM
Subject: Re: RV-List: leaking fuel pump overflow
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
Yes, but that system only has fuel going into the oil when commanded,
and they have to follow a specific warm up procedure to be sure all
the fuel is boiled off before they use high power. This is
completely different from a leak in a fuel pump which could put fuel
into the oil continuously.
Kevin Horton
On 6 Mar 2006, at 24:24, Ed Holyoke wrote:
> --> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
>
> Don't some bushplanes like beavers and such have a system to pump fuel
> into the oil to thin it for cold starts? It then boils off as the
> engine
> warms up and the oil becomes viscous again.
>
> Pax,
>
> Ed Holyoke
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Jim Jewell
> Sent: Sunday, March 05, 2006 9:00 PM
> To: rv-list@matronics.com
> Subject: Re: RV-List: leaking fuel pump overflow
>
> --> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
>
> Hi Dave,
>
> I have not seen a response to your email, so:
> You might have a slight amount of crank case fluids due to a leak
> around
> the
> area where the actuating arm reaches into the accessory case.
> The pump is designed so that if one of the diaphragms fails the leaked
> fuel
> will exit via the overflow fitting and out the tubing you describe
> instead
> of running into the crankcase. I probably don't need to tell you that
> fuel
> getting into the crankcase can be very dangerous. We are talking
> potentially
> lethal.
>
> It's a total guess on my part that crankcase fluids might be the
> culprit. I
> am basing this guess on the "dark brown streak" that you describe.
> A call to a trusted AME or engine shop might provide some good
> information.
> Others on the list could have good advise.
>
> Let us know how it goes,
>
> Jim
>
> ----- Original Message -----
> From: "DAVE MADER" <davemader@bresnan.net>
> To: <rv-list@matronics.com>
> Sent: Sunday, March 05, 2006 10:05 AM
> Subject: RV-List: leaking fuel pump overflow
>
>
>> --> RV-List message posted by: "DAVE MADER" <davemader@bresnan.net>
>>
>>
>>
>> Can anybody tell me. I have approx. 50 hrs on a rebuilt 0-360
>> Lyc. on my RV-6. When I look at the belly after a few flying
>> sessions there is a small dark brown streak coming from the overflow
>> tube extending out about 1-2 inches. Must be fuel because of no
>> other
>> liquids in this area. My fuel pump does vary anywhere from 2 to 5
> lbs.
>> Should I be concerned?
>
Message 34
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| Subject: | Battery cranking power |
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
Sounds big enough to me.
Ed
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of DAVID REEL
Sent: Monday, March 06, 2006 7:51 AM
Subject: Re: RV-List: Battery cranking power
--> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
Thanks for the pointers Jeff. I'll look into the permanent magnet issue.
The prop is a Hartzell constant speed.
The wire is 2awg Ed.
Do not archive
Dave Reel - RV8A
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