---------------------------------------------------------- RV-List Digest Archive --- Total Messages Posted Mon 03/06/06: 34 ---------------------------------------------------------- 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 _____________________________________ Time: 12:12:39 AM PST US From: Mickey Coggins Subject: Re: RV-List: Minimum altitude to return to airport --> 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 ________________________________ Message 2 _____________________________________ Time: 02:52:04 AM PST US From: luckymacy@comcast.net (lucky) Subject: Re: RV-List: Minimum altitude to return to airport --> RV-List message posted by: luckymacy@comcast.net (lucky) no -------------- Original message -------------- From: Mickey Coggins > --> 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 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 _____________________________________ Time: 03:04:04 AM PST US From: Kevin Horton Subject: Re: RV-List: leaking fuel pump overflow --> RV-List message posted by: Kevin Horton 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" > > 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" > > 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" > To: > Sent: Sunday, March 05, 2006 10:05 AM > Subject: RV-List: leaking fuel pump overflow > > >> --> RV-List message posted by: "DAVE MADER" >> >> >> >> 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 _____________________________________ Time: 03:25:47 AM PST US From: luckymacy@comcast.net (lucky) Subject: Re: RV-List: 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 > --> 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 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. Contribution Web Site - ________________________________ Message 5 _____________________________________ Time: 05:36:58 AM PST US From: "Glen Matejcek" Subject: RV-List: Minimum altitude to return to airport --> RV-List message posted by: "Glen Matejcek" 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 _____________________________________ Time: 06:10:05 AM PST US From: "Mannan J. Thomason" Subject: RV-List: Van's RV-8 Seat Foam --> RV-List message posted by: "Mannan J. Thomason" 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 _____________________________________ Time: 06:45:27 AM PST US Subject: RV-List: Re: Minimum altitude to return to airport From: "B25Flyer" --> RV-List message posted by: "B25Flyer" 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 _____________________________________ Time: 06:57:01 AM PST US From: Ron Lee Subject: Re: RV-List: Van's RV-8 Seat Foam --> RV-List message posted by: Ron Lee >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 _____________________________________ Time: 07:18:25 AM PST US From: "Steve Struyk" Subject: Re: RV-List: Van's RV-8 Seat Foam --> RV-List message posted by: "Steve Struyk" 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" 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" > > 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 ____________________________________ Time: 07:30:04 AM PST US From: linn Walters Subject: Re: RV-List: Re: Minimum altitude to return to airport --> RV-List message posted by: linn Walters 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" > >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 ____________________________________ Time: 07:30:04 AM PST US From: linn Walters Subject: Re: RV-List: Re: Minimum altitude to return to airport --> RV-List message posted by: linn Walters 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" > >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 ____________________________________ Time: 07:54:12 AM PST US From: "DAVID REEL" Subject: Re: RV-List: Battery cranking power --> RV-List message posted by: "DAVID REEL" 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 ____________________________________ Time: 08:28:52 AM PST US From: rveighta Subject: Re: RV-List: Van's RV-8 Seat Foam --> RV-List message posted by: rveighta -----Original Message----- From: "Mannan J. Thomason" Sent: Mar 6, 2006 9:07 AM Subject: RV-List: Van's RV-8 Seat Foam --> RV-List message posted by: "Mannan J. Thomason" 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 ____________________________________ Time: 08:32:12 AM PST US From: George Neal E Capt HQ AU/XPRR Subject: RE: RV-List: Re: Minimum altitude to return to airport --> RV-List message posted by: George Neal E Capt HQ AU/XPRR >I am baaaack!!!!!!! < Best news I've had in weeks. Welcome back Doug! Neal RV-7 N8ZG (wiring) ________________________________ Message 15 ____________________________________ Time: 09:30:50 AM PST US Subject: RE: RV-List: Van's RV-8 Seat Foam From: "Robin Marks" --> RV-List message posted by: "Robin Marks" 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" 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 ____________________________________ Time: 09:35:35 AM PST US From: "Dana Overall" Subject: RV-List: Dynafocal Mount hardware. --> RV-List message posted by: "Dana Overall" 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 ____________________________________ Time: 09:39:31 AM PST US From: Kelly McMullen Subject: Re: RV-List: Van's RV-8 Seat Foam --> RV-List message posted by: Kelly McMullen http://www.seatfoam.com/prod01.htm Will sell precut multilayer or individual sheets. Quoting "Mannan J. Thomason" : > --> RV-List message posted by: "Mannan J. Thomason" > > 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 ____________________________________ Time: 10:25:49 AM PST US From: "LarryRobertHelming" Subject: Re: RV-List: Dynafocal Mount hardware. --> RV-List message posted by: "LarryRobertHelming" 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" Sent: Monday, March 06, 2006 11:33 AM Subject: RV-List: Dynafocal Mount hardware. > --> RV-List message posted by: "Dana Overall" > > 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 ____________________________________ Time: 10:27:00 AM PST US Subject: Re: RV-List: E-mag/P-Mag P L E A S E E X P L A I N From: "Condon, Philip M." --> RV-List message posted by: "Condon, Philip M." 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" Sent: Sunday, March 05, 2006 1:21 PM Subject: RV-List: E-mag/P-Mag > --> RV-List message posted by: "D Paul Deits" > > 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 ____________________________________ Time: 11:00:02 AM PST US Subject: RV-List: RV-8A Quickbuild Kit for sale From: "Rick Galati" --> RV-List message posted by: "Rick Galati" 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 ____________________________________ Time: 11:26:28 AM PST US From: Subject: RV-List: Re: Minimum altitude to return to airport --> RV-List message posted by: >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 ____________________________________ Time: 12:41:43 PM PST US From: "DAVE MADER" Subject: Re: RV-List: leaking fuel pump overflow --> RV-List message posted by: "DAVE MADER" 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" wrote: > --> RV-List message posted by: "Jim Jewell" > > 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" > To: > Sent: Sunday, March 05, 2006 10:05 AM > Subject: RV-List: leaking fuel pump overflow > > >> --> RV-List message posted by: "DAVE MADER" >> >> >> >> >> >> 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 ____________________________________ Time: 03:29:05 PM PST US From: "Joe & Jan Connell" Subject: RV-List: Trimming Engine Baffles to fit top cowling --> RV-List message posted by: "Joe & Jan Connell" 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 ____________________________________ Time: 05:14:42 PM PST US From: "Curt Reimer" Subject: Re: RV-List: Minimum altitude to return to airport --> RV-List message posted by: "Curt Reimer" 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" 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 > > 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 >> >> >> >>>--> 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 >> >> 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 ____________________________________ Time: 05:29:11 PM PST US From: "dick martin" Subject: Re: RV-List: Battery cranking power --> RV-List message posted by: "dick martin" 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" Sent: Sunday, March 05, 2006 9:24 PM Subject: RE: RV-List: Battery cranking power > --> RV-List message posted by: "Ed Holyoke" > > 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" > > 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 ____________________________________ Time: 05:37:09 PM PST US From: "dick martin" Subject: Re: RV-List: E-mag/P-Mag --> RV-List message posted by: "dick martin" ----- Original Message ----- From: "DonVS" Sent: Sunday, March 05, 2006 9:26 PM Subject: RE: RV-List: E-mag/P-Mag > --> RV-List message posted by: "DonVS" > > > -----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" > > 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" > To: > Sent: Sunday, March 05, 2006 1:21 PM > Subject: RV-List: E-mag/P-Mag > > >> --> RV-List message posted by: "D Paul Deits" >> >> 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 ____________________________________ Time: 06:08:40 PM PST US From: "Todd Wiechman" Subject: RV-List: Flying RV7 Wanted For Immediate Purchase!!! --> RV-List message posted by: "Todd Wiechman" 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 ____________________________________ Time: 06:36:35 PM PST US From: Gerald Richardson Subject: RV-List: ICOM A200 com radio, Flightcom 403 panel mount intercom for sale --> RV-List message posted by: Gerald Richardson 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 ____________________________________ Time: 07:07:32 PM PST US From: "REHughes" Subject: RV-List: Re: Minimum altitude to return to airport --> RV-List message posted by: "REHughes" 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 ____________________________________ Time: 07:16:16 PM PST US From: Kysh Subject: Re: RV-List: Van's RV-8 Seat Foam --> RV-List message posted by: Kysh As Mannan J. Thomason was saying: > --> RV-List message posted by: "Mannan J. Thomason" > > 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 ____________________________________ Time: 08:09:09 PM PST US From: "Sherri & Paul Richardson" Subject: RV-List: Insurance Premium Up --> RV-List message posted by: "Sherri & Paul Richardson" 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 ____________________________________ Time: 08:52:28 PM PST US From: Gerald Richardson Subject: RV-List: Garmin 396 GPS used with Garmin GTX 330 transponder --> RV-List message posted by: Gerald Richardson 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 ____________________________________ Time: 09:13:27 PM PST US From: "Ed Holyoke" Subject: RE: RV-List: leaking fuel pump overflow --> RV-List message posted by: "Ed Holyoke" 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 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" > > 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" > > 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" > To: > Sent: Sunday, March 05, 2006 10:05 AM > Subject: RV-List: leaking fuel pump overflow > > >> --> RV-List message posted by: "DAVE MADER" >> >> >> >> 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 ____________________________________ Time: 09:29:27 PM PST US From: "Ed Holyoke" Subject: RE: RV-List: Battery cranking power --> RV-List message posted by: "Ed Holyoke" 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" 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