Today's Message Index:
----------------------
1. 04:04 AM - Re: Lawsuits against builders (Was AOPA hates homebuilts?) (Steve Glasgow)
2. 04:57 AM - Re: Lawsuits against builders (Was AOPA hates homebuilts?) (Chuck Jensen)
3. 05:09 AM - Re: RV-6A Tail Tie Down (Ed Anderson)
4. 05:20 AM - Re: MT Props delay (marknlisa@hometel.com)
5. 06:01 AM - Lycoming 0320 E2D For Sale (Gary Childers)
6. 07:26 AM - Re: Crosswind Landings (Bob 1)
7. 07:34 AM - Re: RV-6A Tail Tie Down (Fiveonepw@aol.com)
8. 07:51 AM - Interpreting Aileron Position (DAVID REEL)
9. 08:30 AM - Re: RV-6A Tail Tie Down (D.Bristol)
10. 08:59 AM - Re: Interpreting Aileron Position (D.Bristol)
11. 09:53 AM - Re: Interpreting Aileron Position (SteinAir, Inc.)
12. 10:11 AM - Re: Interpreting Aileron Position (Glaeser, Dennis A)
13. 10:45 AM - Re: Interpreting Aileron Position (Kevin Horton)
14. 10:50 AM - Re: Interpreting Aileron Position (Phil Birkelbach)
15. 12:16 PM - Re: Medical in trouble (Szantho B. Szantho)
16. 02:28 PM - Re: Re: Medical in trouble (Oliver Washburn)
17. 03:18 PM - Re: Re: Medical in trouble (John Jessen)
18. 03:22 PM - Re: Vx, Vy, Best Glide for O-360/Hartzell (Randy Lervold)
19. 03:39 PM - Re: Re: Medical in trouble (Bruce Gray)
20. 04:00 PM - identification of fuel level sender type ()
21. 04:31 PM - Re: identification of fuel level sender type (Richard Tasker)
22. 04:36 PM - Re: identification of fuel level sender type (William Gill)
23. 04:36 PM - Re: identification of fuel level sender type (Konrad L. Werner)
24. 06:06 PM - rv8 tail kit for sale (RVer273sb@aol.com)
25. 06:50 PM - Re: Medical in trouble (Oldsfolks@aol.com)
26. 07:28 PM - Re: Re: Medical in trouble (Joe Larson)
27. 08:00 PM - Re: Interpreting Aileron Position (dick martin)
28. 08:26 PM - Re: Datapoint for Fairings Speed Improvement (dick martin)
29. 08:29 PM - Stuff for sale (vft@aol.com)
30. 09:01 PM - Re: Re: Medical in trouble (Bruce Gray)
31. 09:21 PM - Re: Lawsuits against builders (Was AOPA hates homebuilts?) (David Fenstermacher)
32. 09:49 PM - For Sale: ENR Headset, 3X Rivet Gun, Misc. Tools (William Scaringe)
33. 10:09 PM - Re: Re: Medical in trouble (David Fenstermacher)
Message 1
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| Subject: | Re: Lawsuits against builders (Was AOPA hates homebuilts?) |
--> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
Just because something has never happened before doesn't mean that it can't happen
tomorrow. Witness 9/11.
Steve Glasgow
Message 2
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| Subject: | Lawsuits against builders (Was AOPA hates homebuilts?) |
--> RV-List message posted by: "Chuck Jensen" <cjensen@dts9000.com>
Just because it might happen tomorrow, doesn't mean it will.
Chuck Jensen
Do Not Archive
> -----Original Message-----
> From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
> server@matronics.com] On Behalf Of Steve Glasgow
> Sent: Tuesday, April 25, 2006 6:57 AM
> To: rv-list@matronics.com
> Subject: Re: RV-List: Lawsuits against builders (Was AOPA hates
> homebuilts?)
>
> --> RV-List message posted by: "Steve Glasgow"
<willfly@carolina.rr.com>
>
> Just because something has never happened before doesn't mean that it
> can't happen tomorrow. Witness 9/11.
>
> Steve Glasgow
>
>
>
>
>
>
>
>
>
>
>
Message 3
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| Subject: | Re: RV-6A Tail Tie Down |
--> RV-List message posted by: "Ed Anderson" <eanderson@carolina.rr.com>
Hi Paul,
I made a spectacularly hard landing (cause was failure to fully check out
the effect of a propeller change on my rate of descent - it turned out it
was considerable {:>)) in my RV-6A. It was HARD and I ended up having to
eventually replace both main gear rods). When the bottom unexpectedly fell
out, I did managed to yank the stick back just before impact getting the
nose gear elevated to avoid tucking it under the belly. As a result, the
tail tie down and bottom rudder fairing contacted the runway. The tie-down
was bent back into the fiberglass rudder fairing, the fairing was abraded
where it contacted the runway.
On initial inspection that appeared to be the extent of the damage. After
getting the aircraft into the hangar and upon further inspection I
discovered that the rudder was slightly harder to turn than normal (even
after removing the bent tie down from its embedded position in the rudder
fairing). Upon closer examination, it was clear that the bearing races for
the rudder hinge fittings had been distorted by the impact. The hinge
fitting attached to the vertical stab being of thin 4130 had apparently
flexed under the landing impact but the stiffer end rod fittings attached to
rudder had not. As a result the bearing races had been distorted. The
hinge bolts were now rotating rather than staying fixed I had to replace
all three rudder hinge fittings.
Given that this happened to your friend on a grass strip, the impact was
undoubtedly less severe than mine - but have him check the rudder hinge
bolts to make certain they are not rotating when the rudder is moved.
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
----- Original Message -----
From: "Paul Richardson" <prichar@mail.win.org>
Sent: Monday, April 24, 2006 8:35 PM
Subject: RV-List: RV-6A Tail Tie Down
> --> RV-List message posted by: "Paul Richardson" <prichar@mail.win.org>
>
> One of my fellow aviators was taking off from a grass strip in our RV-6A
> when the tail tie down contacted a clump of grass and was bent backward,
> cracking the bottom rudder fairing. Anyone experience that, and do you
> have any good or bad news as far as expected damage? Specifically, I'm
> wonder about how much is really bent back where you can't see anything. He
> said there were no flight problems. He didn't know it happened until
> postflight cleaning.
>
> --------
> Paul Richardson
> RV-6A 106RV
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=30440#30440
>
>
>
Message 4
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| Subject: | Re: MT Props delay |
--> RV-List message posted by: marknlisa@hometel.com
Last year at S-n-F I spent about 20 mins at the Aerocomposites booth. The
gentleman manning the booth spent the majority of the time showing me why
the Aerocomposites prop is better than MT's prop. No wood, no screws,
more carbon fiber, etc. Then I went to MT's booth and asked the gentleman
there to respond to the comments from the Aerocomposites guy.
The MT guy paused for a moment, then said it wasn't his company's policy
to bash competitor's products. He suggested if I was concerned about the
quality of MT props I should take a walk around the ramp. He said I'd
find that about 90% of the aircraft used by the aerobatic performers
during the show are equipped with MT props.
Things that make you go hmmmm.....
Mark Sletten
Legacy FG N828LM
http://www.legacyfgbuilder.com
--> RV-List message posted by: "Steve & Denise" <sjhdcl@kingston.net>
Aerocomposites quotes a 20 week delivery.
I have only seen 1 performance comparison between MT, Aerocomposites,
and Hartzel. All props were within 6 mph top speed of each other.
I have
ordered the MT anyways despite the 16 week wait.
Steve
RV7A
Message 5
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| Subject: | Lycoming 0320 E2D For Sale |
--> RV-List message posted by: Gary Childers <cowboy286@sbcglobal.net>
Lycoming 0320 E2D For Sale. Currently running in my 68 C177 Cardinal. $12,500
OBO outright
1100 SMOH 500 STOH 130 Since Bottom overhault. 3,000 TT. Complete Logs. Previous
owners did top then did bottom later as part of oil pump replacement. This
engine is strong and will be sold complete with mags, vaccume pump, starter,
alternator, and carb. Removing engine for 180hp conversion. Call 517-449-8142
or email cowboy286@sbcglobal.net
Message 6
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| Subject: | Re: Crosswind Landings |
--> RV-List message posted by: "Bob 1" <rv3a.1@comcast.net>
A friend emailed me video of Boeing Cross Wind Landing tests performed
in Brazil. It is some amazing footage. I was not able to find it online
so I threw it on one of my servers for any interested party to view.
Enjoy.
http://www.painttheweb.com/crosswind/
What's the big deal?
Classic Ercoupes have been doing this for 60+ years. <g>
do not archive
Message 7
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| Subject: | Re: RV-6A Tail Tie Down |
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 4/24/06 9:02:45 PM Central Daylight Time,
c.ennis@insightbb.com writes:
> but I would rather spare the tail and lose the ring, and I don't have
> to worry about the ring jambing the rudder if I slam it during takeoff.
>>>>
I welded a piece of 5/16" or 3/8" stainless steel rod (not sure which size)
about 12" long to a stainless plate that is located in the same location as the
ring mount. The rod is bent aft just below the plate and extends rearward at
a slight downward angle, maybe 20-25 degrees from the rudder bottom.
Originally, I had bent the rear end of it into a loop that I used to tie-down the
rear for the climb test before first flight.
After about 20 hours I cut the loop off with about 5" of the rod remaining
aft of the plate, then fabricated a small clamp out of stainless. It is simply
a rectangular block with a hole near one end that slips over the end of the
"tail skid". A slot is cut from the opposite end of the block to the hole, then
another hole is drilled through ninety degrees from the first- this passes
through the slot. On one side of the slot, the hole is tapped for the same size
tie down ring used for the wings, and the other side of the slot is bored out
to clear the threads. Slip the block over the rod, insert the tie-down ring
on the un-threaded side and screw it in until it clamps down on the rod.
Easily removed and stored in the plane. You have tail protection without risk
of
damaging the ring and without the ring hanging in the breeze, I'm sure it gets
me at least .0005 additional knots due to less drag...
I've got some fotoz of this gizmo somewhere, but not on this machine- if the
above description is really confusing I could dig one up and forward...
>From The PossumWorks in TN
Mark Phillips - N51PW, almost 300 hours
Message 8
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| Subject: | Interpreting Aileron Position |
--> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
I have a feeling my ailerons are trying to tell me something significant about
my heavy left wing condition but I'm having trouble getting it. So, here goes.
In level flight, I'm applying full right manual aileron trim to stay level
with the left tank empty. On the ground, I've established a visual picture of
the neutral trail position of the ailerons relative to the wingtips by measurement
with a digital level. So, when I look in the air, I expect to see the left
aileron displaced down from neutral and the right aileron displaced up. What
I actually see is the reverse situation. The left aileron is displaced up
and the right down. What does this mean?
I've checked wing incidence, trimmed up the yaw, set the flaps to neutral trail,
and found no vertical displacement errors in the ailerons themselves where they
attach to the wing spar using the wing template. So, according to Van's instructions
posted on their web site, I'm at the trailing edge squeezing stage.
Could there be some other factor that would account for the unexpectedly reversed
in-flight position? Something that should be corrected before squeezing?
Or should I just follow Van's advice and squeeze til it flys level?
Dave Reel - RV8A
Message 9
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| Subject: | Re: RV-6A Tail Tie Down |
--> RV-List message posted by: "D.Bristol" <dbris200@sbcglobal.net>
Van's already has a fix for this problem, it's called a tailwheel....
do not archive (since I'm sure that it's already in there)
Fiveonepw@aol.com wrote:
>--> RV-List message posted by: Fiveonepw@aol.com
>
>In a message dated 4/24/06 9:02:45 PM Central Daylight Time,
>c.ennis@insightbb.com writes:
>
>
>
>>but I would rather spare the tail and lose the ring, and I don't have
>>to worry about the ring jambing the rudder if I slam it during takeoff.
>>
>>
>
>
>
>
>I welded a piece of 5/16" or 3/8" stainless steel rod (not sure which size)
>about 12" long to a stainless plate that is located in the same location as the
>ring mount. The rod is bent aft just below the plate and extends rearward at
>a slight downward angle, maybe 20-25 degrees from the rudder bottom.
>Originally, I had bent the rear end of it into a loop that I used to tie-down
the
>rear for the climb test before first flight.
>
>After about 20 hours I cut the loop off with about 5" of the rod remaining
>aft of the plate, then fabricated a small clamp out of stainless. It is simply
>a rectangular block with a hole near one end that slips over the end of the
>"tail skid". A slot is cut from the opposite end of the block to the hole, then
>another hole is drilled through ninety degrees from the first- this passes
>through the slot. On one side of the slot, the hole is tapped for the same size
>tie down ring used for the wings, and the other side of the slot is bored out
>to clear the threads. Slip the block over the rod, insert the tie-down ring
>on the un-threaded side and screw it in until it clamps down on the rod.
>Easily removed and stored in the plane. You have tail protection without risk
of
>damaging the ring and without the ring hanging in the breeze, I'm sure it gets
>me at least .0005 additional knots due to less drag...
>
>I've got some fotoz of this gizmo somewhere, but not on this machine- if the
>above description is really confusing I could dig one up and forward...
>
>>From The PossumWorks in TN
>Mark Phillips - N51PW, almost 300 hours
>
>
>
>
>
>
>
>
>
Message 10
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| Subject: | Re: Interpreting Aileron Position |
--> RV-List message posted by: "D.Bristol" <dbris200@sbcglobal.net>
Don't do anything until you try it without the manual trim connected
(assuming the spring system). The trim system can mask the symptoms and
could actually be causing the problem.
Dave -6 SoCal
EAA Technical Counselor
DAVID REEL wrote:
>--> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
>
>I have a feeling my ailerons are trying to tell me something significant about
my heavy left wing condition but I'm having trouble getting it. So, here goes.
In level flight, I'm applying full right manual aileron trim to stay level
with the left tank empty. On the ground, I've established a visual picture of
the neutral trail position of the ailerons relative to the wingtips by measurement
with a digital level. So, when I look in the air, I expect to see the
left aileron displaced down from neutral and the right aileron displaced up.
What I actually see is the reverse situation. The left aileron is displaced up
and the right down. What does this mean?
>
>I've checked wing incidence, trimmed up the yaw, set the flaps to neutral trail,
and found no vertical displacement errors in the ailerons themselves where
they attach to the wing spar using the wing template. So, according to Van's
instructions posted on their web site, I'm at the trailing edge squeezing stage.
Could there be some other factor that would account for the unexpectedly reversed
in-flight position? Something that should be corrected before squeezing?
Or should I just follow Van's advice and squeeze til it flys level?
>
>Dave Reel - RV8A
>
>
>
>
>
>
>
>
>
Message 11
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| Subject: | Interpreting Aileron Position |
--> RV-List message posted by: "SteinAir, Inc." <stein@steinair.com>
Is the ball centered or are you flying with the ball off center somewhat?
This is the 1st thing to look at with heavy wings. If you are skidding
through the air somewhat, that can cause a surprisingly heavy wing. This
can and is caused by either the Vertical Stab needing adjustment, or more
commonly the gear legs fairings being mis-aligned. If that isn't the cause,
then you need to get to "squeezing" the light wing down and start fixin. If
that doesn't work, then the only solution left is to remount the ailierons
with a new hinge and place them up or down as needed.
Cheers,
Stein.
>-----Original Message-----
>From: owner-rv-list-server@matronics.com
>[mailto:owner-rv-list-server@matronics.com]On Behalf Of DAVID REEL
>Sent: Tuesday, April 25, 2006 9:51 AM
>To: rvlist
>Subject: RV-List: Interpreting Aileron Position
>
>
>--> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
>
>I have a feeling my ailerons are trying to tell me something
>significant about my heavy left wing condition but I'm having
>trouble getting it. So, here goes. In level flight, I'm applying
>full right manual aileron trim to stay level with the left tank
>empty. On the ground, I've established a visual picture of the
>neutral trail position of the ailerons relative to the wingtips by
>measurement with a digital level. So, when I look in the air, I
>expect to see the left aileron displaced down from neutral and the
>right aileron displaced up. What I actually see is the reverse
>situation. The left aileron is displaced up and the right down.
>What does this mean?
>
>I've checked wing incidence, trimmed up the yaw, set the flaps to
>neutral trail, and found no vertical displacement errors in the
>ailerons themselves where they attach to the wing spar using the
>wing template. So, according to Van's instructions posted on
>their web site, I'm at the trailing edge squeezing stage. Could
>there be some other factor that would account for the unexpectedly
>reversed in-flight position? Something that should be corrected
>before squeezing? Or should I just follow Van's advice and
>squeeze til it flys level?
>
>Dave Reel - RV8A
>
>
Message 12
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| Subject: | Re: Interpreting Aileron Position |
--> RV-List message posted by: "Glaeser, Dennis A" <dennis.glaeser@eds.com>
If the left tank is empty, then to compensate, the left aileron would be
UP to compensate. In essence, the left wing needs less lift - up
aileron - (less weight) and the right wing more lift - down aileron -
(more weight with the fuller tank). So what you are seeing is what I
would expect.
I'm not clear about what you mean by 'full right aileron trim' - which
way are you moving the trim lever?
I agree with Dave Bristol - disconnect the manual trim and fly before
doing anything.
Dennis Glaeser
RV7A
--> RV-List message posted by: "DAVID REEL"
I have a feeling my ailerons are trying to tell me something significant
about my heavy left wing condition but I'm having trouble getting it.
So, here goes. In level flight, I'm applying full right manual aileron
trim to stay level with the left tank empty. On the ground, I've
established a visual picture of the neutral trail position of the
ailerons relative to the wingtips by measurement with a digital level.
So, when I look in the air, I expect to see the left aileron displaced
down from neutral and the right aileron displaced up. What I actually
see is the reverse situation. The left aileron is displaced up and the
right down. What does this mean? I've checked wing incidence, trimmed up
the yaw, set the flaps to neutral trail, and found no vertical
displacement errors in the ailerons themselves where they attach to the
wing spar using the wing template. So, according to Van's instructions
posted on their web site, I'm at the trailing edge squeezing stage.
Could there be some other factor that would account for the unexpectedly
reversed in-flight position? Something that should be corrected before
squeezing? Or should I just follow Van's advice and squeeze til it flys
level?
Dave Reel - RV8A
Message 13
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| Subject: | Re: Interpreting Aileron Position |
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
On 25 Apr 2006, at 10:51, DAVID REEL wrote:
> --> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
>
> I have a feeling my ailerons are trying to tell me something
> significant about my heavy left wing condition but I'm having
> trouble getting it. So, here goes. In level flight, I'm applying
> full right manual aileron trim to stay level with the left tank
> empty. On the ground, I've established a visual picture of the
> neutral trail position of the ailerons relative to the wingtips by
> measurement with a digital level. So, when I look in the air, I
> expect to see the left aileron displaced down from neutral and the
> right aileron displaced up. What I actually see is the reverse
> situation. The left aileron is displaced up and the right down.
> What does this mean?
>
> I've checked wing incidence, trimmed up the yaw, set the flaps to
> neutral trail, and found no vertical displacement errors in the
> ailerons themselves where they attach to the wing spar using the
> wing template. So, according to Van's instructions posted on their
> web site, I'm at the trailing edge squeezing stage. Could there be
> some other factor that would account for the unexpectedly reversed
> in-flight position? Something that should be corrected before
> squeezing? Or should I just follow Van's advice and squeeze til it
> flys level?
1. Disconnect the trim springs and try it.
2. Remove the gear leg fairings and fly it, to confirm they are not
causing the problem.
3. Level the aircraft side-to-side on the ground, and be sure your
ball is centered. If not, slot the holes on the TC (or EFIS, or
where ever the ball is), and rotate it to center the ball. Then, in
flight, use rudder as required to center the ball. Add a rudder trim
tab if required.
4. Carefully inspect the aileron trailing edges. Are the trailing
edge radii and contours the same on each side?
5. How is the upper wing skin contour ahead of the ailerons? If you
lay a straight edge on the wing skin, is there a difference in
contour from one side to the other? If so, this could affect the air
pressure on top of the aileron, and cause an aileron deflection.
Keep us posted.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 14
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| Subject: | Re: Interpreting Aileron Position |
--> RV-List message posted by: Phil Birkelbach <phil@petrasoft.net>
My heavy left wing seems to be caused by a little twist in the flap, so
you might want to check that I also don't have much faith in either
digital levels or the wing template. Make sure the tooling holes in the
wing ribs and aileron ribs are lined up. That's the way we do it on the
-7's and since the wing is the same it should work on your -8 too.
And just in case nobody mentioned this... try it without the trim hooked
up. :-)
If I had to guess I think the aileron is trying to tell you that your
airplane is straight and the aileron trim is off.
Godspeed,
Phil Birkelbach - Houston Texas
RV-7 N727WB
http://www.myrv7.com
DAVID REEL wrote:
>--> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
>
>I have a feeling my ailerons are trying to tell me something significant about
my heavy left wing condition but I'm having trouble getting it. So, here goes.
In level flight, I'm applying full right manual aileron trim to stay level
with the left tank empty. On the ground, I've established a visual picture of
the neutral trail position of the ailerons relative to the wingtips by measurement
with a digital level. So, when I look in the air, I expect to see the
left aileron displaced down from neutral and the right aileron displaced up.
What I actually see is the reverse situation. The left aileron is displaced up
and the right down. What does this mean?
>
>I've checked wing incidence, trimmed up the yaw, set the flaps to neutral trail,
and found no vertical displacement errors in the ailerons themselves where
they attach to the wing spar using the wing template. So, according to Van's
instructions posted on their web site, I'm at the trailing edge squeezing stage.
Could there be some other factor that would account for the unexpectedly reversed
in-flight position? Something that should be corrected before squeezing?
Or should I just follow Van's advice and squeeze til it flys level?
>
>Dave Reel - RV8A
>
>
>
>
>
>
>
>
>
Message 15
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|
| Subject: | Re: Medical in trouble |
--> RV-List message posted by: "Szantho B. Szantho" <jszantho@gmail.com>
Recently I was prescribed a medication that will prevent me from acting as
PIC. Unfortunately this will have to be a lifetime commitment. I am building
a RV9-A and I am approximately 8-10 month from finishing the project. You
probably understand the total devastation this development created in my
life (close to depression). I loved the building process and was looking
forward to flying my airplane. Now all these dreams are wiped out. Perhaps
light sport plane is still an option. I was not an active contributor to the
list since I am a first time builder and my philosophy is to keep silent if
you can't add better advice than already offered. All I can say is that this
list and other RV lists were invaluable aid to me. A big hart felt thank to
all of you. I am writing this to see if any of you guys know someone who
might be interested in taking over the project. I would like to get as much
of my basic cost back as possible. Any advice would be greatly appreciated.
My kit had the quick build wing and fuselage, have the firewall forward kit
and a new Lycoming O-320 engine. 90% of the riveting and 100% of the priming
is done, the canopy is assembled. Essentially from here on it is an assembly
project. I have full documentation on everything including cost. Thanks for
any help.
John
RV9-A
jszantho@gmail.com
Message 16
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| Subject: | Re: Medical in trouble |
--> RV-List message posted by: "Oliver Washburn" <ollie6a@earthlink.net>
John
Sorry to hear of your problem, but if you enjoy building why don't you
finish the plane. I think you would recoup more money from a finished plane
than the kit and you will have the enjoyment of seeing it take shape. I also
have had medical problems but I am lucky in that my wife also has a license
so I take her along and keep right on a flyin, I also have a Rans S7S kit on
order that is to be shipped May 8th so I can fly alone under the LSA rules.
Hang in there.
Ollie 6A Central Fl.
----- Original Message -----
From: "Szantho B. Szantho" <jszantho@gmail.com>
Sent: Tuesday, April 25, 2006 3:10 PM
Subject: RV-List: Re: Medical in trouble
> --> RV-List message posted by: "Szantho B. Szantho" <jszantho@gmail.com>
>
> Recently I was prescribed a medication that will prevent me from acting as
> PIC. Unfortunately this will have to be a lifetime commitment. I am
> building
> a RV9-A and I am approximately 8-10 month from finishing the project. You
> probably understand the total devastation this development created in my
> life (close to depression). I loved the building process and was looking
> forward to flying my airplane. Now all these dreams are wiped out. Perhaps
> light sport plane is still an option. I was not an active contributor to
> the
> list since I am a first time builder and my philosophy is to keep silent
> if
> you can't add better advice than already offered. All I can say is that
> this
> list and other RV lists were invaluable aid to me. A big hart felt thank
> to
> all of you. I am writing this to see if any of you guys know someone who
> might be interested in taking over the project. I would like to get as
> much
> of my basic cost back as possible. Any advice would be greatly
> appreciated.
> My kit had the quick build wing and fuselage, have the firewall forward
> kit
> and a new Lycoming O-320 engine. 90% of the riveting and 100% of the
> priming
> is done, the canopy is assembled. Essentially from here on it is an
> assembly
> project. I have full documentation on everything including cost. Thanks
> for
> any help.
>
>
> John
>
> RV9-A
>
> jszantho@gmail.com
>
>
>
Message 17
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| Subject: | Re: Medical in trouble |
--> RV-List message posted by: "John Jessen" <jjessen@rcn.com>
I agree. Stay with the project! Finish it, see it fly, then move over to
the LSA if you can. We all are behind you!
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Oliver Washburn
Sent: Tuesday, April 25, 2006 2:26 PM
Subject: Re: RV-List: Re: Medical in trouble
--> RV-List message posted by: "Oliver Washburn" <ollie6a@earthlink.net>
John
Sorry to hear of your problem, but if you enjoy building why don't you
finish the plane. I think you would recoup more money from a finished plane
than the kit and you will have the enjoyment of seeing it take shape. I also
have had medical problems but I am lucky in that my wife also has a license
so I take her along and keep right on a flyin, I also have a Rans S7S kit on
order that is to be shipped May 8th so I can fly alone under the LSA rules.
Hang in there.
Ollie 6A Central Fl.
----- Original Message -----
From: "Szantho B. Szantho" <jszantho@gmail.com>
Sent: Tuesday, April 25, 2006 3:10 PM
Subject: RV-List: Re: Medical in trouble
> --> RV-List message posted by: "Szantho B. Szantho" <jszantho@gmail.com>
>
> Recently I was prescribed a medication that will prevent me from acting as
> PIC. Unfortunately this will have to be a lifetime commitment. I am
> building
> a RV9-A and I am approximately 8-10 month from finishing the project. You
> probably understand the total devastation this development created in my
> life (close to depression). I loved the building process and was looking
> forward to flying my airplane. Now all these dreams are wiped out. Perhaps
> light sport plane is still an option. I was not an active contributor to
> the
> list since I am a first time builder and my philosophy is to keep silent
> if
> you can't add better advice than already offered. All I can say is that
> this
> list and other RV lists were invaluable aid to me. A big hart felt thank
> to
> all of you. I am writing this to see if any of you guys know someone who
> might be interested in taking over the project. I would like to get as
> much
> of my basic cost back as possible. Any advice would be greatly
> appreciated.
> My kit had the quick build wing and fuselage, have the firewall forward
> kit
> and a new Lycoming O-320 engine. 90% of the riveting and 100% of the
> priming
> is done, the canopy is assembled. Essentially from here on it is an
> assembly
> project. I have full documentation on everything including cost. Thanks
> for
> any help.
>
>
> John
>
> RV9-A
>
> jszantho@gmail.com
>
>
>
Message 18
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| Subject: | Re: Vx, Vy, Best Glide for O-360/Hartzell |
--> RV-List message posted by: "Randy Lervold" <randy@romeolima.com>
> I'm getting ready to do performance testing for Vx, Vy, and best glide
> speeds in my RV-8A with O-360/Hartzell setup. I know there are some POH's
> floating around out there with these numbers in them but I'm curious how
> many people have measured this data carefully themselves? In particular
> to get good glide data one would have to pull the mixture and ideally test
> with the prop stopped, prop rotating with oil pressure & lever aft, and
> prop rotating without oil pressure (fine pitch). This could take quite a
> few engine-off glide tests and the numbers should be pretty close from one
> RV to the next...
> Which brings me to my point: if there's any "consensus" on these speeds
> amongst those of you who've taken good data it would be nice to have those
> numbers as a starting point for my testing. For example if Vy is
> typically 80-90 kts I would narrow the range of my test from 75 to 95
> instead of a much broader span of numbers.
> It would be cool if someone made a spreadsheet collecting this kind of
> data from different airplanes. Checkoway are you listening?
> Thanks,
> --Mark Navratil
> Cedar Rapids, Iowa
> RV-8A N2D flying 29.2 hours now...
Mark, I did quite a bit of testing for Vy in my RV-8 in the course of doing
prop climb rate testing. Interestingly I found a slightly different Vy for
each prop, but if you stay within the 115-125 mph (99-107 kts) range you
will find your number. 120-122 mph (103-105 kts) was the sweet spot so be
sure and check there.
I always meant to check my glide with the prop turning and with it not, but
never did.
Randy Lervold
www.rv-3.com
www.rv-8.com
Message 19
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| Subject: | Re: Medical in trouble |
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Why don't you talk to the AOPA and your physician to see if there is an
alternative drug you can take and still keep your medical. If that fails,
petition the FAA for a waiver, or just keep your mouth shut, the AME only
knows what you tell him.
In any case, you'll get more for your collection of parts if you turn it
into an airplane.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Oliver Washburn
Sent: Tuesday, April 25, 2006 5:26 PM
Subject: Re: RV-List: Re: Medical in trouble
--> RV-List message posted by: "Oliver Washburn" <ollie6a@earthlink.net>
John
Sorry to hear of your problem, but if you enjoy building why don't you
finish the plane. I think you would recoup more money from a finished plane
than the kit and you will have the enjoyment of seeing it take shape. I also
have had medical problems but I am lucky in that my wife also has a license
so I take her along and keep right on a flyin, I also have a Rans S7S kit on
order that is to be shipped May 8th so I can fly alone under the LSA rules.
Hang in there.
Ollie 6A Central Fl.
----- Original Message -----
From: "Szantho B. Szantho" <jszantho@gmail.com>
Sent: Tuesday, April 25, 2006 3:10 PM
Subject: RV-List: Re: Medical in trouble
> --> RV-List message posted by: "Szantho B. Szantho" <jszantho@gmail.com>
>
> Recently I was prescribed a medication that will prevent me from acting as
> PIC. Unfortunately this will have to be a lifetime commitment. I am
> building
> a RV9-A and I am approximately 8-10 month from finishing the project. You
> probably understand the total devastation this development created in my
> life (close to depression). I loved the building process and was looking
> forward to flying my airplane. Now all these dreams are wiped out. Perhaps
> light sport plane is still an option. I was not an active contributor to
> the
> list since I am a first time builder and my philosophy is to keep silent
> if
> you can't add better advice than already offered. All I can say is that
> this
> list and other RV lists were invaluable aid to me. A big hart felt thank
> to
> all of you. I am writing this to see if any of you guys know someone who
> might be interested in taking over the project. I would like to get as
> much
> of my basic cost back as possible. Any advice would be greatly
> appreciated.
> My kit had the quick build wing and fuselage, have the firewall forward
> kit
> and a new Lycoming O-320 engine. 90% of the riveting and 100% of the
> priming
> is done, the canopy is assembled. Essentially from here on it is an
> assembly
> project. I have full documentation on everything including cost. Thanks
> for
> any help.
>
>
> John
>
> RV9-A
>
> jszantho@gmail.com
>
>
>
Message 20
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| Subject: | identification of fuel level sender type |
Cc: RV-List Digest Server <rv-list-digest@matronics.com>
--> RV-List message posted by: <erichweaver@cox.net>
My rv-7A kit came to me half finished from a builder who passed away before he
could finish. I now need some help identifying the type of fuel level sender
that was installed in my tanks. From memory, there is a small circular metal
plate at the wing root rib, with five bolt heads around the perimeter of the
plate. Cant quite picture it, but there is some sort of additional connector
and/or wiring point in the center of the plate. Can anyone tell from this poor
description whether this is a float or capacitive type sender, or is more info
needed? A bonus would be any info on where to find associated info for wiring
the sender to my GRT EFIS.
regards
Erich Weaver
Message 21
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|
| Subject: | Re: identification of fuel level sender type |
--> RV-List message posted by: Richard Tasker <retasker@optonline.net>
That is the float sender. The capacitance has no external parts except
a BNC connector the internal plates.
What GRT EIS do you have? (2000, 4000, 6000)
Dick
erichweaver@cox.net wrote:
>--> RV-List message posted by: <erichweaver@cox.net>
>
>My rv-7A kit came to me half finished from a builder who passed away before he
could finish. I now need some help identifying the type of fuel level sender
that was installed in my tanks. From memory, there is a small circular metal
plate at the wing root rib, with five bolt heads around the perimeter of the
plate. Cant quite picture it, but there is some sort of additional connector
and/or wiring point in the center of the plate. Can anyone tell from this poor
description whether this is a float or capacitive type sender, or is more info
needed? A bonus would be any info on where to find associated info for wiring
the sender to my GRT EFIS.
>
>regards
>
>Erich Weaver
>
>
Message 22
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| Subject: | identification of fuel level sender type |
--> RV-List message posted by: "William Gill" <wgill10@comcast.net>
Yep, it's a float...should be a Stewart Warner 385B-F. Sorry, can't help
with the GRT EFIS.
Bill
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
erichweaver@cox.net
Sent: Tuesday, April 25, 2006 5:58 PM
Cc: RV-List Digest Server
Subject: RV-List: identification of fuel level sender type
--> RV-List message posted by: <erichweaver@cox.net>
My rv-7A kit came to me half finished from a builder who passed away
before he could finish. I now need some help identifying the type of
fuel level sender that was installed in my tanks. From memory, there is
a small circular metal plate at the wing root rib, with five bolt heads
around the perimeter of the plate. Cant quite picture it, but there is
some sort of additional connector and/or wiring point in the center of
the plate. Can anyone tell from this poor description whether this is a
float or capacitive type sender, or is more info needed? A bonus would
be any info on where to find associated info for wiring the sender to my
GRT EFIS.
regards
Erich Weaver
Message 23
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| Subject: | Re: identification of fuel level sender type |
--> RV-List message posted by: "Konrad L. Werner" <klwerner@comcast.net>
If I understand you correctly, then it is highly likely a float type sender.
The capacitance senders are flat plates -inside- the tank, and an unobstructed
coverplate with no provision for a sender poking out.
----- Original Message -----
From: erichweaver@cox.net
To: rv-list@matronics.com
Cc: RV-List Digest Server
Sent: Tuesday, April 25, 2006 4:58 PM
Subject: RV-List: identification of fuel level sender type
--> RV-List message posted by: <erichweaver@cox.net>
My rv-7A kit came to me half finished from a builder who passed away before he
could finish. I now need some help identifying the type of fuel level sender
that was installed in my tanks. From memory, there is a small circular metal
plate at the wing root rib, with five bolt heads around the perimeter of the
plate. Cant quite picture it, but there is some sort of additional connector
and/or wiring point in the center of the plate. Can anyone tell from this poor
description whether this is a float or capacitive type sender, or is more
info needed? A bonus would be any info on where to find associated info for wiring
the sender to my GRT EFIS.
regards
Erich Weaver
--
Message 24
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|
| Subject: | rv8 tail kit for sale |
--> RV-List message posted by: RVer273sb@aol.com
I have an untouched RV-8 tail kit for sale.
With electric trim option. $1300 plus freight.
Located in the Denver Co. area.
Stewart
Message 25
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| Subject: | Re: Medical in trouble |
--> RV-List message posted by: Oldsfolks@aol.com
I agree with the others , go ahead and finish the plane.
DON'T ask the FAA for anything !!!!!!!! Once they get a hint of any
problem, you're duck soup !! As the other guy said , check the AOPA website
and
you can get a list of approved medicines. Work with you own doctor to switch
to an approved one. Use it for awhile before you go to an AME for your
medical.
Try to get an AME recommended by other pilots.
I had a problem with a partially clogged small artery and sent letters from
my internal medicine specialist and cardiologist saying I was OK. I sent 2
pounds of paper to the FAA about 3 weeks before the LSA was approved , with
the medical change sneaked in. They denied my medical and now I have a 62
hour RV-4 sitting in my hangar. NO LSA for me either.
Don't trust the FAA for anything !!
Bob Olds RV-4 , N1191X
A&P , EAA Tech. Counselor
Charleston,Arkansas
Real Aviators Fly Taildraggers
Message 26
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| Subject: | Re: Medical in trouble |
--> RV-List message posted by: Joe Larson <jpl@showpage.org>
Write your congressmen. They can update the laws the FAA works under.
-Joe
On Apr 25, 2006, at 8:47 PM, Oldsfolks@aol.com wrote:
> DON'T ask the FAA for anything !!!!!!!! .....
> They denied my medical and now I have a 62
> hour RV-4 sitting in my hangar. NO LSA for me either.
> Don't trust the FAA for anything !!
Message 27
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| Subject: | Re: Interpreting Aileron Position |
--> RV-List message posted by: "dick martin" <martin@gbonline.com>
Dave,
Six years ago when I first flew my RV8 I experienced a similar problem.
After trying every remedy under the sun, I finally noticed that the outer
aeleron hinge positioned the aeleron about 1/8 inch lower than the inboard
hinge next to the flap. I had tried all of the other remedies to no avail.
After many discussions with everybody who had an opinion, it was decided
that I was experiencing "flow separation" on that aeleron. I got a new
hinge from Vans and very carefully fitted it so that the top aeleron surface
was perfectly even with the wing trailing edge. this
corrected the problem and I have flown hands off ever since. I now have
1300 hours and still enjoy every minute.
Good luck,
Dick Martin
RV8 N233M
the fast one
----- Original Message -----
From: "DAVID REEL" <dreel@cox.net>
Sent: Tuesday, April 25, 2006 9:51 AM
Subject: RV-List: Interpreting Aileron Position
> --> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
>
> I have a feeling my ailerons are trying to tell me something significant
> about my heavy left wing condition but I'm having trouble getting it. So,
> here goes. In level flight, I'm applying full right manual aileron trim
> to stay level with the left tank empty. On the ground, I've established a
> visual picture of the neutral trail position of the ailerons relative to
> the wingtips by measurement with a digital level. So, when I look in the
> air, I expect to see the left aileron displaced down from neutral and the
> right aileron displaced up. What I actually see is the reverse situation.
> The left aileron is displaced up and the right down. What does this mean?
>
> I've checked wing incidence, trimmed up the yaw, set the flaps to neutral
> trail, and found no vertical displacement errors in the ailerons
> themselves where they attach to the wing spar using the wing template.
> So, according to Van's instructions posted on their web site, I'm at the
> trailing edge squeezing stage. Could there be some other factor that
> would account for the unexpectedly reversed in-flight position? Something
> that should be corrected before squeezing? Or should I just follow Van's
> advice and squeeze til it flys level?
>
> Dave Reel - RV8A
>
>
>
Message 28
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| Subject: | Re: Datapoint for Fairings Speed Improvement |
--> RV-List message posted by: "dick martin" <martin@gbonline.com>
Mark,
Welcome to the world of faster airplanes. A giant engine helps, but a
CLEAN, LIGHT airplane always wins the speed contests. I have an RV8 and
during my initial testing, I experimented with various gear leg to fuselage
fairings and found that a considerable speed increase is available at this
junction. An easy way to test the efficiency of the fairing is to spray
some waste oil on the fuselage in the area where the landing gear attachs,
and then go up an fly the airplane. If the fairing is efficient, you will
see perfectly shaped oil lines on the side of the fuselage depicting the
airflow (just like the pictures in the technical magazines). If the flow
lines are erattic, you know you need to try some variations in shape of the
fairing. As a general statement, the upper gear to fuse fairing will be
more efficient when it has a lead is between 1 and 2 inchs long with a long
,narrow taper to the gear leg. A side note: some RV8s experience a sliight
tail shudder when stall landing. If the above fairing is correct, the tail
shudder disappears.
Good luck with your project and hope to see you and others in the Air
Venture Races.
Dick Martin
RV8 N233M
the fast one
----- Original Message -----
From: <czechsix@juno.com>
Sent: Monday, April 24, 2006 8:15 PM
Subject: RV-List: Datapoint for Fairings Speed Improvement
> --> RV-List message posted by: "czechsix@juno.com" <czechsix@juno.com>
>
> Guys,
> I know others have commented on how much speed an RV picks up when
> fairings are installed. Just for kicks though I took some data in my
> RV-8A without any fairings and then again with wheel pants, gear leg and
> intersection fairings installed. My data was taken with four-way GPS runs
> using one of the calculators on Kevin Horton's website (the advantage of
> the four-way run vs. three-way is that the spreadsheet gives you a sanity
> check to show how good/bad your data is).
> Anyway, at 4000' density altitude, power set to 24 squared and mixture 50
> ROP, I saw an 18 kt gain in TAS when when fairings were put on. I would
> imagine that the speed increase would be less in a taildragger since there
> are only two big gear legs/wheels to clean up. I wish now I'd taken some
> numbers at full power and lower altitude...I bet the speed increase would
> have been at least 20 kts. Even so I've told several of my spam-can
> buddies and they can't believe that fairings would make that much
> difference.
> Cool!
> --Mark Navratil
> Cedar Rapids, Iowa
> RV-8A N2D with O-360-A1A and blended Hartzell
> Flying 29.2 hours now....
>
>
> Guys,
>
>
> I know others have commented on how much speed an RV picks up when
> fairings are installed. Just for kicks though I took some data in my RV-8A
> without any fairings and then again with wheel pants, gear leg and
> intersection fairings installed. My data was taken with four-way GPS runs
> using one of the calculators on Kevin Horton's website (the advantage of
> the four-way run vs. three-way is that the spreadsheet gives you a sanity
> check to show how good/bad your data is).
>
>
> Anyway, at 4000' density altitude, power set to 24 squared and mixture 50
> ROP, I saw an 18 kt gain in TAS when when fairings were put on. I would
> imagine that the speed increase would be less in a taildragger since there
> are only two big gear legs/wheels to clean up. I wish now I'd taken some
> numbers at full power and lower altitude...I bet the speed increase would
> have been at least 20 kts. Even so I've told several of my spam-can
> buddies and they can't believe that fairings would make that much
> difference.
>
>
> Cool!
>
>
> --Mark Navratil
> Cedar Rapids, Iowa
> RV-8A N2D with O-360-A1A and blended Hartzell
> Flying 29.2 hours now....
>
>
>
Message 29
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--> RV-List message posted by: vft@aol.com
I've started to clean out some of the stuff accumulated in my shop.
Falcon vertical card compass, mounted in panel but never used. --$100
F1 MK1 engine mount-- free to anyone who will pay shipping
Lancair 4P engine mount (TSIO-550)-- same as above
Danny Melnik
F1 #25
Melbourne (FL) Rocket Factory
Message 30
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| Subject: | Re: Medical in trouble |
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Sorry to hear that Bob, did you have an angioplasty to clear the problem?
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Oldsfolks@aol.com
Sent: Tuesday, April 25, 2006 9:47 PM
Subject: RV-List: Re: Medical in trouble
--> RV-List message posted by: Oldsfolks@aol.com
I agree with the others , go ahead and finish the plane.
DON'T ask the FAA for anything !!!!!!!! Once they get a hint of any
problem, you're duck soup !! As the other guy said , check the AOPA
website and
you can get a list of approved medicines. Work with you own doctor to
switch
to an approved one. Use it for awhile before you go to an AME for your
medical.
Try to get an AME recommended by other pilots.
I had a problem with a partially clogged small artery and sent letters from
my internal medicine specialist and cardiologist saying I was OK. I sent 2
pounds of paper to the FAA about 3 weeks before the LSA was approved , with
the medical change sneaked in. They denied my medical and now I have a 62
hour RV-4 sitting in my hangar. NO LSA for me either.
Don't trust the FAA for anything !!
Bob Olds RV-4 , N1191X
A&P , EAA Tech. Counselor
Charleston,Arkansas
Real Aviators Fly Taildraggers
Message 31
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| Subject: | Re: Lawsuits against builders (Was AOPA hates homebuilts?) |
--> RV-List message posted by: David Fenstermacher <davidfenster@comcast.net>
Anyone ever been to divorce court?
Anything can happen when a third person (da' Judge) is involved.
Just because it has never happened doesn't mean you won't set the
precedent........
I love me aeroplane - it don't complain about me not workin' it.
Please DO NOT ARCHIVE
Steve Glasgow wrote:
> --> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
>
> Just because something has never happened before doesn't mean that it can't happen
tomorrow. Witness 9/11.
>
> Steve Glasgow
>
>
>
>
>
>
>
>
Message 32
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| Subject: | For Sale: ENR Headset, 3X Rivet Gun, Misc. Tools |
--> RV-List message posted by: William Scaringe <bscaringe@sbcglobal.net>
Please see the following items that I posted on Ebay:
Noise Reduction Headset, DRE-6000
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=4635038942
Tony Bingelis Book Set (4 books)
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&rd=1,1&item=8060162187
3X Rivet Gun, U.S. Industrial Tool
http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&rd=1,1&item=7613777680
3.5" Rivet Sets, Cupped AN470
http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&rd=1,1&item=7613778633
AN470 solid aluminum aircraft rivets, 1lb 3-3, .5lb 3-4
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=4635043751
7 Bucking Bars
http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&rd=1,1&item=7613765837
New Fluting Pliers with Nylon Jaws (flute aluminum parts without marking them)
http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&rd=1,1&item=7613772961
3.5" Offset Hand Seamer
http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&rd=1,1&item=7613774520
Pop Air Rivet Gun Pneumatic Riveter with 1000 rivets
http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&rd=1,1&item=7613776848
15 Warbird Videos
http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&rd=1,1&item=9130185151
Message 33
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| Subject: | Re: Medical in trouble |
--> RV-List message posted by: David Fenstermacher <davidfenster@comcast.net>
I may get flamed for this, but...............
Don't tell the FAA squat. Do you feel safe?
Oldsfolks@aol.com wrote:
> --> RV-List message posted by: Oldsfolks@aol.com
>
> I agree with the others , go ahead and finish the plane.
> DON'T ask the FAA for anything !!!!!!!! Once they get a hint of any
> problem, you're duck soup !! As the other guy said , check the AOPA website
and
> you can get a list of approved medicines. Work with you own doctor to switch
> to an approved one. Use it for awhile before you go to an AME for your
> medical.
> Try to get an AME recommended by other pilots.
> I had a problem with a partially clogged small artery and sent letters from
> my internal medicine specialist and cardiologist saying I was OK. I sent 2
> pounds of paper to the FAA about 3 weeks before the LSA was approved , with
> the medical change sneaked in. They denied my medical and now I have a 62
> hour RV-4 sitting in my hangar. NO LSA for me either.
> Don't trust the FAA for anything !!
>
> Bob Olds RV-4 , N1191X
> A&P , EAA Tech. Counselor
> Charleston,Arkansas
> Real Aviators Fly Taildraggers
>
>
>
>
>
>
>
>
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