Today's Message Index:
----------------------
1. 05:01 AM - Re: RV-12 question (steveadams)
2. 06:16 AM - Re: Nose wheel info (Charlie Kuss)
3. 07:00 AM - Re: Tip tanks (more) (Stucklen, Frederic W UTPWR)
4. 07:04 AM - Re: Re: Moving to Tucson-need advice (Evan and Megan Johnson)
5. 08:24 AM - Re: Moving to Tucson-need advice (Dan)
6. 08:29 AM - Re: First Flight (Charles Rowbotham)
7. 11:58 AM - Re: Looking for an engine (bdjones1965)
8. 12:16 PM - Re: Sun-n-Fun Tool Sale! (Cleaveland Aircraft Tool)
9. 12:30 PM - Re: Re: Looking for an engine (Bruce Gray)
10. 02:11 PM - Re: Atlanta Area Live with your Airplane (Tony)
11. 03:50 PM - Re: RV-12 question (Mike Robertson)
12. 05:57 PM - Magneto Timer: Credit where Credit is Due (L Klingmuller)
13. 06:06 PM - Re: Tip tanks (more) (Bob Barrow)
14. 06:16 PM - Re: Looking for an engine (bdjones1965)
15. 06:28 PM - Re: Magneto Timer: Credit where Credit is Due (Dan Checkoway)
16. 06:48 PM - Re: Tip tanks (more) (Jerry Grimmonpre)
17. 06:52 PM - Re: Re: Looking for an engine (Bruce Gray)
18. 07:54 PM - Re: Magneto Timer: Credit where Credit is Due (Fiveonepw@aol.com)
19. 08:04 PM - Re: Re: Looking for an engine (Scott Farner)
20. 08:14 PM - fantastic website (Amit Dagan)
21. 08:44 PM - Re: Tip tanks (more) (Mickey Coggins)
22. 09:47 PM - Re: Tip tanks (more) (Terry Watson)
Message 1
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| Subject: | Re: RV-12 question |
--> RV-List message posted by: "steveadams" <dr_steve_adams@yahoo.com>
gyoung wrote:
> That's for the "certified" LSA kit. Isn't there still an Experimental LSA category
that has the same latitude its big brother Amateur-Built Experimental enjoys?
>
> Greg Young
>
>
> >
> >
> >
> >
> > Actually, you are a bit off on this reply. If you build a
> > light-sport certified kit you can not do what you want, but
> > must build it exactly as the manufacturer calls out in their
> > assembly manual. any deviations must be approved by the
> > manufacturer. Other than that you are OK.
> >
> > Mike Robertson
> > Das Fed
> >
> >
> >
>
> --
You are correct. If the kit still meets the 51% rule, then it is still experimental.
I don't know how Van's intends to market the RV-12, but I assumed it would
be as a E-LSA.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=24753#24753
Message 2
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| Subject: | Re: Nose wheel info |
--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
Listers,
ACS's listed Cleveland nose wheel is a 5:00 X 5" wheel. Vans
specifies a 11X4:00 -5" tire for the nose wheel, so that does not
appear to be the correct model. Matco lists 2 possible nose wheels of
5" diameter, using a 1.25" axle. One is model WHLNW501.25 See
http://www.matcomfg.com/catalog/index.php?file=catalog&action=catalog_productinfo&uid=2192&pi_id=67726&clist=0,56981,67719
The other is model WHLNW511.25 See
http://www.matcomfg.com/catalog/index.php?file=catalog&action=catalog_productinfo&uid=2192&pi_id=67728&clist=0,56981,67719
From the web site, they both appear to use tapered roller bearings
and are 3 7/8" wide. Does anyone know which of these two units is
supplied by Vans? Does Cleveland make a similar product?
Charlie Kuss
>Open up your Aircraft Spruce catalog to the section on wheels &
>brakes. I don't care for Matco either!!!
>Linn
>
>
>Charlie Kuss wrote:
>
>>--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
>>
>>Listers,
>> I understand that Vans has switched vendor for the nose wheel
>> parts from Cleveland to Matco. Could someone enlighten me on what
>> the part numbers for the original Cleveland nose wheel, bearings,
>> axle, etc. were? I'd prefer to buy these items in Cleveland brand.
>> Anyone out there have these items they would like to sell?
>>Charlie Kuss
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 3
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Cc: "'RV-List'" <rv-list@matronics.com>
| Subject: | Re: Tip tanks (more) |
--> RV-List message posted by: "Stucklen, Frederic W UTPWR" <Fred.Stucklen@UTCPower.com>
Bob,
Per your item #5 below, (Straight feed between tips and mains.
No check valve.) flow to the tip tanks can be some what
mitigated by the position of the inlet to the main tank (from the tip
tank). Jon's plans call for this fitting to be in the center of the tank
height. This results in there always being fuel in the main tank, and
the inability to drain to the tip tank once the main tank level goes
below the level of this fitting. This is something like 10 gals of fuel.
It also takes a fair amount of time for the tip tanks to refill, and the
aircraft must be in an abnormal position (wing low on a ramp, or
a continuous slip) for that time period to have a substantial amount
of fuel drain out of the main. In flight, if the low wing were selected,
you would also run the risk of un-porting the fuel pickup before a
substantial amount of fuel were moved (but this is another problem).
What I like about this setup is that there in no pilot input required
to utilize the tip tank fuel: no fuel selector to forget to position, no
electric pump or solenoid to forget to shutoff.. If there is fuel in the
tip tank, then the main tank is always full.
I'm in the process of trying this setup out. I'll post to the list the
results of my tests. I should have it completed for the trip to
Sun 'N Fun next week (4/6 - 4/7 for me...).
Time: 06:43:00 PM PST US
From: "Bob Barrow" < bobbarrow10@hotmail.com
<mailto:bobbarrow10@hotmail.com> >
Subject: Tip tanks (more)
--> RV-List message posted by: "Bob Barrow" < bobbarrow10@hotmail.com
<mailto:bobbarrow10@hotmail.com> >
I also plan on using tip tanks on my RV7A. And I've also been
pondering this
fuel feed question for at least 12 months. This is a very good thread
and
timely for me.
I've seen many solutions (actually flying) for feeding fuel from the
tips
and I've listed a few below with a few of my comments on each. Just
my
opinion of course and I welcome further feedback.
1. Floating "cistern" style valve in main tank. Opens valve to allow
fuel to
flow from tip to main when fuel in main gets down to a certain level.
Advantages: Fully automatic..nothing to do or remember. No chance of
fuel
being vented from mains vent. Disadvantages: No suitable valve
available on
the market as far as I know which means you have to manufacture it.
May be
prone to mechanical failure. A nightmare to get to if it fails.
Conclusion:
Not for me.
2. Five way fuel selector. Andair sells them. Enables selection of
either
mains or either tips individually.
Advantages: 100% access to auxiliary fuel guaranteed. No check valves
to
fail. No problems with differential vent pressures between mains and
tips.
Disadvantages: You'll have to run the tips dry to empty them which
means the
engine will stop. If you're not careful and you leave the tips
selected you
might lose engine power at a bad time. Conclusion: A potentially
dangerous
set-up if you get distracted. Using all useable fuel in flight
essentially
means running a tank dry. Not for me.
3. One way mechanical valve. Andair sells them and they are fitted
between
the tips and the mains.
Advantages: Very reliable in terms of fuel availability and nothing to
remember. Disadvantages: Can result in fuel overflowing through mains
vent
if pressure differential not precise. Once flow starts it may be
assisted
by siphon effect. When the plane is parked with full mains, fuel will
seep
back through the one-way valve and refill the tips. This can be a
problem
for accurate fuel measurement. It also precludes any aerobatics until
the
fuel can be pumped back into the mains in flight. Also requires a well
sealing fuel cap to prevent fuel loss at the cap (that excludes Vans
caps
which are terrible). Conclusion: Popular solution but not without
problems.
4. Electric fuel pump between tips and mains.
Advantages: Fast fuel transfer. Control of flow. Disadvantages:
Requires
electric power to gain access to aux fuel. The pump introduces another
failure point. If the mains are full when the pump is switched on then
all
the tip fuel will be pumped overboard. Conclusion: Unnecessarily
complicated.
5. Straight feed between tips and mains. No check valve.
Advantages: Completely outweighed by disadvantages. Disadvantages: No
way to
control fuel from feeding back into the tips while parked or in
flight. If
it occurs in flight it could result in fuel exhaustion. It could also
result
in an irretrievable spin if aerobatics attempted. Conclusion: Not
practical
as far as I can see.
6. Tips to mains through fuel selector. Calls for routing the tips
fuel into
the cabin to auxiliary selector(s) and then to the mains.
Advantages: Virtually guaranteed fuel supply if correct selection
made.
Disadvantages: Additional fuel plumbing in wing and cabin. Additional
fuel
selectors which may present problems in terms of location, access and
accidental movement of selector by pilot or passenger. Conclusion:
Messy
plumbing in cabin and fuel selectors everywhere.
7. One way electric solenoid. Fitted between tips and mains.
Advantages: Complete control of fuel flow. Fuel can be retained in
tips
until mains reduced to avoid any possibility of fuel overflowing from
mains
vent or leaking fuel cap. Positive valve action will prevent fuel
seeping
back into the tips while plane parked. Disadvantages: Requires
electric
power to enable access to aux fuel. Relatively slow fuel transfer (but
should exceed fuel flow required for 100% engine power). Conclusion:
Not
perfect, but might be best of the bunch.
Have others had success with an electric solenoid. If so, what type of
solenoid did you use. If you've had problems with this arrangement I'd
like
to know about that as well.
careerone.com.au
Message 4
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| Subject: | Re: Moving to Tucson-need advice |
--> RV-List message posted by: "Evan and Megan Johnson" <evmeg@snowcrest.net>
My brother Dominic Johnson is a real estate agent in Sahuarita and he sent
me a listing for a lot at this strip. Seemed like reasonable prices to me,
though I don't remember the exact figures. This little community is
apparently growing like crazy and I would think a house by the private strip
would be a good investment. If anybody needs a realtor, let me know and I
will put you in touch. Tucson is a great town....pretty scenery and great
burritos
Cheers..
Evan Johnson
www.evansaviationproducts.com
(530)247-0375
(530)351-1776 cell
----- Original Message -----
From: "Dan" <rvsearey@aol.com>
Sent: Monday, March 27, 2006 2:45 AM
Subject: RV-List: Re: Moving to Tucson-need advice
> --> RV-List message posted by: "Dan" <rvsearey@aol.com>
>
> Hi Louis, you might try calling Denny Nolan, the owner of a beautiful new
airpark, Ruby Star(14AZ), in Sahuarita just south of TUS. The last time I
saw him he was building T-hangars and planning to build a new big hangar.
He's a great guy and very friendly to outside people. Also he might know of
people on the airpark that might have hangar space to rent. Ruby Star is on
McGee Ranch Rd. and is 4300' and paved. All the streets/taxiways are paved
too. Dennys number is 520-625-0980.
>
>
Dan Decker
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=24509#24509
>
>
Message 5
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| Subject: | Re: Moving to Tucson-need advice |
--> RV-List message posted by: "Dan" <rvsearey@aol.com>
You are right on all points, Ruby Star is one of the nicest airparks around that
area. I bought a lot (8 acres) just a little over a year ago and I can't wait
to build.
Dan Decker
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=24798#24798
Message 6
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--> RV-List message posted by: "Charles Rowbotham" <crowbotham@hotmail.com>
Ed,
CONGRATULATIONS and WELL DONE !!!
Chuck & Dave Rowbotham
RV-8A
>From: Ed OConnor <Edwardoconnor@mac.com>
>To: RV-8 list RV List <rv-list@matronics.com>, RV-List RV List
><RV-List@matronics.com>
>Subject: RV-List: First Flight
>Date: Mon, 27 Mar 2006 19:48:37 -0600
>
>--> RV-List message posted by: Ed OConnor <Edwardoconnor@mac.com>
>
>At approximately 1500 hours (3:00 PM) my RV-8 and I (call sign N366RV)
>took to the air for the first time from Sandy Creek Airpark, Panama
>City Fl. Still grinning.
Message 7
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| Subject: | Re: Looking for an engine |
--> RV-List message posted by: "bdjones1965" <rv_8pilot@hotmail.com>
You should check some of the salvage operations. I would imagine there are still
some hurricane/tornado salvage engines still around.
Bryan Jones -8
Houston
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=24836#24836
Message 8
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| Subject: | RE: Sun-n-Fun Tool Sale! |
--> RV-List message posted by: "Cleaveland Aircraft Tool" <mail@cleavelandtool.com>
Just a reminder that our Sun-n-Fun Season Sale is going on right now, see details
at:
http://www.cleavelandtool.com/snfsale.htm
Last week's winner of the drawing for $100 worth of tools was Jorge from Florida,
don't miss out on your chance!
Thank you,
Mike
- Do not archive -
Message 9
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| Subject: | Re: Looking for an engine |
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Unless you're real careful, the last place you want to buy an engine is at a
salvage yard. Last time I talked with my insurance contacts the insurance
carriers that he knew of, were requiring the total destruction on the
aircraft that were totaled because of water emersion and lack to treatment
after they were pulled from the flood. The salvage yard had to crush them
with a bulldozer and certify that all parts would never be in the stream of
commerce again. What a waste.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of bdjones1965
Sent: Tuesday, March 28, 2006 2:52 PM
Subject: RV-List: Re: Looking for an engine
--> RV-List message posted by: "bdjones1965" <rv_8pilot@hotmail.com>
You should check some of the salvage operations. I would imagine there are
still some hurricane/tornado salvage engines still around.
Bryan Jones -8
Houston
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=24836#24836
Message 10
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| Subject: | Re: Atlanta Area Live with your Airplane |
--> RV-List message posted by: "Tony" <tchase38@yahoo.com>
How much are the associatoin fees ?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=24856#24856
Message 11
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--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
Through January 2008 there is latitude because we can get it in under the
"existing aircraft" category. But all these existing aircraft are supposed
to be certificated prior to January 2008. After that there is a serious
question. I think there will be some way to handle it but in what form I do
not know at this time.
Mike Robertson
das Fed
>From: "Greg Young" <gyoung@cs-sol.com>
>To: <rv-list@matronics.com>
>Subject: RE: RV-List: RV-12 question
>Date: Mon, 27 Mar 2006 19:47:10 -0600
>
>--> RV-List message posted by: "Greg Young" <gyoung@cs-sol.com>
>
>That's for the "certified" LSA kit. Isn't there still an Experimental LSA
>category that has the same latitude its big brother Amateur-Built
>Experimental enjoys?
>
>Greg Young
>
> >
> > --> RV-List message posted by: "Mike Robertson"
> > <mrobert569@hotmail.com>
> >
> > Actually, you are a bit off on this reply. If you build a
> > light-sport certified kit you can not do what you want, but
> > must build it exactly as the manufacturer calls out in their
> > assembly manual. any deviations must be approved by the
> > manufacturer. Other than that you are OK.
> >
> > Mike Robertson
> > Das Fed
> >
>
>--
>
>
Message 12
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| Subject: | Magneto Timer: Credit where Credit is Due |
--> RV-List message posted by: "L Klingmuller" <l_klingmuller6@earthlink.net>
A few months ago, there were some posts about a home build timer kid. Well, I
ordered the kid and over some time (too much flying) I managed to assemble the
timer. Unfortunately only one side worked. After checking contacts and schematics,
same dilemma. So I called the manufacturer and discussed the problem
with Paul Brewington. He ask me to mail my unit to him and he would try to fix
it. Well Paul not only fixed the timer in an expedited matter he even returned
my cash I had enclosed for his trouble and the return postage.
YES, there are still good vendors our there. Herewith I would like to recommend
BREWINGTON TECHNOLOGY of Longview, TX! (Paul@magnetotimer.com or call (903)758
7490 and ask for Paul
Lothar RV-6A, 600 hrs
I have NO interest in Brewington Tech, just a very satisfied customer
Message 13
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| Subject: | Re: Tip tanks (more) |
--> RV-List message posted by: "Bob Barrow" <bobbarrow10@hotmail.com>
Hi Fred, thanks for your comments. I actually received quite a lot of
replies to my post but for some reason people chose to email me directly. I
appreciated all of the comments but I would ask people to respond through
this forum because it enables everyone to gain benefit from the diversity of
opinion and experience.
In terms of your specific direction re straight feed. There are a number of
reasons I feel reluctant to go that way but I will raise just one.
The ability of the RV to recover from a spin depends primarily on the
capacity of the rudders' authority to overcome the moment of the spinning
wings. And because moment is lever arm multiplied by mass it therefore stand
to reason that even a small increase in mass at the wing tips will grossly
increase the moment. For a start all tip tanks will add at least 6 lbs over
the weight of standard tips (dry weight). That alone may influence spin
recovery.
Any additional mass in the form of fuel in the tips (extra 1kg per litre
approx) could prove fatal in a spin....even a very small quantity (say just
3 or 4 litres) may lead to an unrecoverable spin. On the other hand it may
not...it might take 10 litres...but I for one will not be the test pilot
finding out where the limit is.
So I would say that it would be very prudent not to get into a spin with any
fuel whatsoever in the tips. And the straight feed solution can never
guarantee that the tips are completely empty. So aerobatics would be out of
the question...firstly because they would guarantee that fuel would run to
the tips...and secondly because it greatly increases the chances of an
inadvertent spin.
As Einstein was reported to have said: " A mechanism should be as simple as
practicable...but no simpler" (or words to that effect). In aviation
oversimplification can introduce risk...just look at Van's nose gear.
>From: "Stucklen, Frederic W UTPWR" <Fred.Stucklen@UTCPower.com>
>To: "'Bob Barrow'" <bobbarrow10@hotmail.com>
>CC: "'RV-List'" <rv-list@matronics.com>
>Subject: Re: RV-List: Tip tanks (more)
>Date: Tue, 28 Mar 2006 09:57:00 -0500
>
>--> RV-List message posted by: "Stucklen, Frederic W UTPWR"
><Fred.Stucklen@UTCPower.com>
>
>Bob,
>
> Per your item #5 below, (Straight feed between tips and mains.
>No check valve.) flow to the tip tanks can be some what
>mitigated by the position of the inlet to the main tank (from the tip
>tank). Jon's plans call for this fitting to be in the center of the tank
>height. This results in there always being fuel in the main tank, and
>the inability to drain to the tip tank once the main tank level goes
>below the level of this fitting. This is something like 10 gals of fuel.
> It also takes a fair amount of time for the tip tanks to refill, and the
>aircraft must be in an abnormal position (wing low on a ramp, or
>a continuous slip) for that time period to have a substantial amount
>of fuel drain out of the main. In flight, if the low wing were selected,
>you would also run the risk of un-porting the fuel pickup before a
>substantial amount of fuel were moved (but this is another problem).
>
> What I like about this setup is that there in no pilot input required
>to utilize the tip tank fuel: no fuel selector to forget to position, no
>electric pump or solenoid to forget to shutoff.. If there is fuel in the
>tip tank, then the main tank is always full.
>
> I'm in the process of trying this setup out. I'll post to the list the
>results of my tests. I should have it completed for the trip to
>Sun 'N Fun next week (4/6 - 4/7 for me...).
>
>
>Time: 06:43:00 PM PST US
>From: "Bob Barrow" < bobbarrow10@hotmail.com
><mailto:bobbarrow10@hotmail.com> >
>Subject: Tip tanks (more)
>
> --> RV-List message posted by: "Bob Barrow" <
>bobbarrow10@hotmail.com
><mailto:bobbarrow10@hotmail.com> >
>
>
> I also plan on using tip tanks on my RV7A. And I've also been
>pondering this
> fuel feed question for at least 12 months. This is a very good
>thread
>and
> timely for me.
>
> I've seen many solutions (actually flying) for feeding fuel from the
>tips
> and I've listed a few below with a few of my comments on each. Just
>my
> opinion of course and I welcome further feedback.
>
> 1. Floating "cistern" style valve in main tank. Opens valve to allow
>fuel to
> flow from tip to main when fuel in main gets down to a certain
>level.
>
> Advantages: Fully automatic..nothing to do or remember. No chance of
>fuel
> being vented from mains vent. Disadvantages: No suitable valve
>available on
> the market as far as I know which means you have to manufacture it.
>May be
> prone to mechanical failure. A nightmare to get to if it fails.
>Conclusion:
> Not for me.
>
> 2. Five way fuel selector. Andair sells them. Enables selection of
>either
> mains or either tips individually.
>
> Advantages: 100% access to auxiliary fuel guaranteed. No check
>valves
>to
> fail. No problems with differential vent pressures between mains and
>tips.
> Disadvantages: You'll have to run the tips dry to empty them which
>means the
> engine will stop. If you're not careful and you leave the tips
>selected you
> might lose engine power at a bad time. Conclusion: A potentially
>dangerous
> set-up if you get distracted. Using all useable fuel in flight
>essentially
> means running a tank dry. Not for me.
>
> 3. One way mechanical valve. Andair sells them and they are fitted
>between
> the tips and the mains.
>
> Advantages: Very reliable in terms of fuel availability and nothing
>to
>
> remember. Disadvantages: Can result in fuel overflowing through
>mains
>vent
> if pressure differential not precise. Once flow starts it may be
>assisted
> by siphon effect. When the plane is parked with full mains, fuel
>will
>seep
> back through the one-way valve and refill the tips. This can be a
>problem
> for accurate fuel measurement. It also precludes any aerobatics
>until
>the
> fuel can be pumped back into the mains in flight. Also requires a
>well
>
> sealing fuel cap to prevent fuel loss at the cap (that excludes Vans
>caps
> which are terrible). Conclusion: Popular solution but not without
>problems.
>
> 4. Electric fuel pump between tips and mains.
>
> Advantages: Fast fuel transfer. Control of flow. Disadvantages:
>Requires
> electric power to gain access to aux fuel. The pump introduces
>another
>
> failure point. If the mains are full when the pump is switched on
>then
>all
> the tip fuel will be pumped overboard. Conclusion: Unnecessarily
> complicated.
>
> 5. Straight feed between tips and mains. No check valve.
>
> Advantages: Completely outweighed by disadvantages. Disadvantages:
>No
>way to
> control fuel from feeding back into the tips while parked or in
>flight. If
> it occurs in flight it could result in fuel exhaustion. It could
>also
>result
> in an irretrievable spin if aerobatics attempted. Conclusion: Not
>practical
> as far as I can see.
>
> 6. Tips to mains through fuel selector. Calls for routing the tips
>fuel into
> the cabin to auxiliary selector(s) and then to the mains.
>
> Advantages: Virtually guaranteed fuel supply if correct selection
>made.
> Disadvantages: Additional fuel plumbing in wing and cabin.
>Additional
>fuel
> selectors which may present problems in terms of location, access
>and
> accidental movement of selector by pilot or passenger. Conclusion:
>Messy
> plumbing in cabin and fuel selectors everywhere.
>
> 7. One way electric solenoid. Fitted between tips and mains.
>
> Advantages: Complete control of fuel flow. Fuel can be retained in
>tips
> until mains reduced to avoid any possibility of fuel overflowing
>from
>mains
> vent or leaking fuel cap. Positive valve action will prevent fuel
>seeping
> back into the tips while plane parked. Disadvantages: Requires
>electric
> power to enable access to aux fuel. Relatively slow fuel transfer
>(but
>
> should exceed fuel flow required for 100% engine power). Conclusion:
>Not
> perfect, but might be best of the bunch.
>
> Have others had success with an electric solenoid. If so, what type
>of
>
> solenoid did you use. If you've had problems with this arrangement
>I'd
>like
> to know about that as well.
>
> careerone.com.au
>
>
Want 1c text 24/7? Click here for details
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Message 14
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| Subject: | Re: Looking for an engine |
--> RV-List message posted by: "bdjones1965" <rv_8pilot@hotmail.com>
Bruce(at)glasair.org wrote:
> Unless you're real careful, the last place you want to buy an engine is at a
> salvage yard. --
Well, let me be more specific. Target those planes bounced around by high winds,
or a tornado. Maybe something crushed by a falling hangar.
All I know is that 4 people who I have flown with and who really do own and fly
RV's have had tremendous luck with engines from salvage operations.
As with almost every transaction in this life, caveat emptor. And don't think
there are no deals out there.
Bryan Jones RV-8 builder, owner, operator
Houston
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=24924#24924
Message 15
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| Subject: | Re: Magneto Timer: Credit where Credit is Due |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
http://www.magnetotimer.com/
I'm another very satisfied customer. Can't beat the price, solder it up
yourself, works great!
)_( Dan
RV-7 N714D (842 hours)
http://www.rvproject.com
----- Original Message -----
From: "L Klingmuller" <l_klingmuller6@earthlink.net>
Sent: Tuesday, March 28, 2006 5:52 PM
Subject: RV-List: Magneto Timer: Credit where Credit is Due
> --> RV-List message posted by: "L Klingmuller"
> <l_klingmuller6@earthlink.net>
>
> A few months ago, there were some posts about a home build timer kid.
> Well, I ordered the kid and over some time (too much flying) I managed to
> assemble the timer. Unfortunately only one side worked. After checking
> contacts and schematics, same dilemma. So I called the manufacturer and
> discussed the problem with Paul Brewington. He ask me to mail my unit to
> him and he would try to fix it. Well Paul not only fixed the timer in an
> expedited matter he even returned my cash I had enclosed for his trouble
> and the return postage.
>
> YES, there are still good vendors our there. Herewith I would like to
> recommend BREWINGTON TECHNOLOGY of Longview, TX! (Paul@magnetotimer.com
> or call (903)758 7490 and ask for Paul
>
> Lothar RV-6A, 600 hrs
>
> I have NO interest in Brewington Tech, just a very satisfied customer
>
>
>
Message 16
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| Subject: | Re: Tip tanks (more) |
--> RV-List message posted by: "Jerry Grimmonpre" <jerry@mc.net>
DO NOT ARCHIVE
Bob ...
It may be that responders don't want to run the risk of being roasted by
critical remarks from others reading replies. We all miss out when fear of
roasting trumps willingness to share with the group. I learned a lot from
this thread. The largest thing was respecting what extra weight could do at
the wing tips.
Jerry Grimmonpre'
Sent: Tuesday, March 28, 2006 8:05 PM
Subject: Re: RV-List: Tip tanks (more)
> --> RV-List message posted by: "Bob Barrow" <bobbarrow10@hotmail.com>
>
> Hi Fred, thanks for your comments. I actually received quite a lot of
> replies to my post but for some reason people chose to email me directly.
> I
> appreciated all of the comments but I would ask people to respond through
> this forum because it enables everyone to gain benefit from the diversity
> of
> opinion and experience.
Message 17
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| Subject: | Re: Looking for an engine |
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Yep, crushed by a hangar door, rolled over by winds. The problem is that by
the time the savlage yard gets it the engine has been seperated from the
airframe and you have to take the yards word for the source of the engine.
You're better off bidding on the salvage directly with the insurance
companies. Here's a few links.
http://www.aigaviation.com/salvage/salvage_List.aspx
http://www.ladaviationinc.com/salvage/avaliable_salvage.htm
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of bdjones1965
Sent: Tuesday, March 28, 2006 9:15 PM
Subject: RV-List: Re: Looking for an engine
--> RV-List message posted by: "bdjones1965" <rv_8pilot@hotmail.com>
Bruce(at)glasair.org wrote:
> Unless you're real careful, the last place you want to buy an engine is at
a
> salvage yard. --
Well, let me be more specific. Target those planes bounced around by high
winds, or a tornado. Maybe something crushed by a falling hangar.
All I know is that 4 people who I have flown with and who really do own and
fly RV's have had tremendous luck with engines from salvage operations.
As with almost every transaction in this life, caveat emptor. And don't
think there are no deals out there.
Bryan Jones RV-8 builder, owner, operator
Houston
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=24924#24924
Message 18
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| Subject: | Re: Magneto Timer: Credit where Credit is Due |
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 03/28/2006 7:58:42 PM Central Standard Time,
l_klingmuller6@earthlink.net writes:
YES, there are still good vendors our there. Herewith I would like to
recommend BREWINGTON TECHNOLOGY of Longview, TX!
>>>>
Howdy Lothar- good to see ya @ MCW last summer and again @ OSH! I also
bought one of these kits and it's about the best bang for the buck I've spent since
getting a fan spacer for my slo-bild...
I'll endorse it anyday, and no $limy political contribution$ to make me say
so either!
Mark Phillips - RV-6A N51PW, 300 hours & do not archive
Message 19
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| Subject: | Re: Looking for an engine |
--> RV-List message posted by: "Scott Farner" <sfarner@gmail.com>
I definitely echo the sentiment of caveat emptor, but there are some
reputable, at least in my experience, salvage yards out there.
I purchased a hurricane-damaged engine from Wentworth Aircraft last
September for my RV-7A with the intention of overauling it. They guaranteed
all of the expensive parts (crank, case, etc) to be within serviceable
condition. I believe this is true for all of the engines they sell unless
they specifically say that a part is bad. Anyway, after dissassembling it
and taking it to a machine shop, the crank was found not to be within
serviceable limits and the case had a seriously worn down main thrust face -
nothing that could be found without dissassembling the engine. After not
being able to find a replacement crankshaft, Wentworth refunded my money,
and even covered the cost of teardown and inspection - something they were
not liable for as their contract states that only the cost of the engine
will be refunded in this case. While not being happy about having to find
another engine, I was very happy with the way Wentworth handled the
situation and would not hesitate to deal with them again on my next project.
So I guess the moral of the story is if you are going to buy a salvage
engine, get a guarantee or warranty on the major parts, and if you are
worried about the source of the engine, ask the salvage yard for the
N-number of the aircraft that the engine came off of and contact the owner.
I was able to contact the owner who verified the information provided by
Wentworth. If they won't give or don't have the N-number, move on.
Scott Farner - former IO-360-A3B6D owner, current IO-390 owner (well in a
week or so)
www.scottfarner.com
RV-7A Wiring
Oh yes, and for completeness, I have no affiliation with Wentworth, just
satisfied with the way they do business.
On 3/28/06, Bruce Gray <Bruce@glasair.org> wrote:
>
> --> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
>
> Yep, crushed by a hangar door, rolled over by winds. The problem is that
> by
> the time the savlage yard gets it the engine has been seperated from the
> airframe and you have to take the yards word for the source of the engine.
> You're better off bidding on the salvage directly with the insurance
> companies. Here's a few links.
>
> http://www.aigaviation.com/salvage/salvage_List.aspx
> http://www.ladaviationinc.com/salvage/avaliable_salvage.htm
>
> Bruce
> www.glasair.org
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of bdjones1965
> Sent: Tuesday, March 28, 2006 9:15 PM
> To: rv-list@matronics.com
> Subject: RV-List: Re: Looking for an engine
>
>
> --> RV-List message posted by: "bdjones1965" <rv_8pilot@hotmail.com>
>
>
> Bruce(at)glasair.org wrote:
> > Unless you're real careful, the last place you want to buy an engine is
> at
> a
> > salvage yard. --
>
> Well, let me be more specific. Target those planes bounced around by high
> winds, or a tornado. Maybe something crushed by a falling hangar.
>
> All I know is that 4 people who I have flown with and who really do own
> and
> fly RV's have had tremendous luck with engines from salvage operations.
>
> As with almost every transaction in this life, caveat emptor. And don't
> think there are no deals out there.
>
> Bryan Jones RV-8 builder, owner, operator
> Houston
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=3D24924#24924
Message 20
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Cc: wmensink@ipapilot.org, rv-list-digest@matronics.com
| Subject: | fantastic website |
--> RV-List message posted by: "Amit Dagan" <amitdagan@hotmail.com>
http://www.flyincalendar.com/
the best feature is the search feature - enter your airport, the maximum
distance you want to fly and the date range, and you get all the aviation
related fly-ins and such.
Message 21
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| Subject: | Re: Tip tanks (more) |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
> The ability of the RV to recover from a spin depends primarily on the
> capacity of the rudders' authority to overcome the moment of the spinning
> wings. And because moment is lever arm multiplied by mass it therefore stand
> to reason that even a small increase in mass at the wing tips will grossly
> increase the moment. For a start all tip tanks will add at least 6 lbs over
> the weight of standard tips (dry weight). That alone may influence spin
> recovery.
Are you planning to test spin recovery with the tip tanks installed,
but empty, during your test phase? I have a friend with home grown
removable tip tanks on his RV4 - he said he removes them before
doing any aerobatics. Perhaps this is an option with the Johanson
tanks.
--
Mickey Coggins
http://www.rv8.ch/
#82007 finishing
do not archive
Message 22
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| Subject: | Tip tanks (more) |
--> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
I have Jon Johanson's tip tanks and have been following this discussion with
great interest. The change in the spin characteristics, even when empty,
does concern me, as does the fuel venting problems already discussed. I
haven't installed the tip tanks yet, and I still have the wingtips that came
with the kit so I still have options. I would NOT consider Jon's tanks as
"removable", although I'm sure some of you could remove and replace them
with regular wingtips, including the plumbing and wiring in a few hours if
you wanted. It would take me more like a week.
It would be helpful to me and others if you would let all of this discussion
go to the archives.
Thanks for all the great information, guys.
Terry
RV-8A #80729
Baffles
Seattle
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