Today's Message Index:
----------------------
1. 12:16 AM - Re: Fuel Return Tee (Bruce Gray)
2. 12:20 AM - Re: Fuel Return Tee (Mickey Coggins)
3. 04:32 AM - Re: throttle bracket for superior io 360 (mkejrj@comcast.net)
4. 06:04 AM - Re: ElectroAir failure record? (Stucklen, Frederic W UTPWR)
5. 07:01 AM - Re: Fuel Return Tee (linn Walters)
6. 07:08 AM - Re: Fuel Return Tee (linn Walters)
7. 07:36 AM - Re: Interpreting Aileron Position (=?iso-8859-1?Q?Mich=E8le_Delsol?=)
8. 07:45 AM - Re: Fuel Return Tee (Dan Beadle)
9. 09:40 AM - Re: throttle bracket for superior io 360 (Jeff Dowling)
10. 10:08 AM - garmin 296 (Jeff Dowling)
11. 10:32 AM - Re: throttle bracket for superior io 360 (Jerry2DT@aol.com)
12. 10:57 AM - OT - Certified seatbelt data plates (Folbrecht, Paul)
13. 01:58 PM - miniature switch (James H Nelson)
14. 02:29 PM - Re: miniature switch (Stewart, Michael (ISS Atlanta))
15. 02:37 PM - Re: OT - Certified seatbelt data plates (Mike Robertson)
16. 02:56 PM - Re: Re: ElectroAir failure record? (Bob Barrow)
17. 03:04 PM - Re: throttle bracket for superior io 360 (Dave Cudney)
18. 03:13 PM - Re: OT - Certified seatbelt data plates (Folbrecht, Paul)
19. 03:22 PM - Re: Fuel Return Tee (RV Builder (Michael Sausen))
20. 03:43 PM - Re: OT - Certified seatbelt data plates (Paul Parashak)
21. 03:52 PM - 2 1/4 Green UMA Light Bezel for sale (Paul Besing)
22. 03:58 PM - Re: OT - Certified seatbelt data plates (Jerry Grimmonpre)
23. 04:06 PM - Re: OT - Certified seatbelt data plates (Mike Robertson)
24. 04:53 PM - Re: Re: ElectroAir failure record? (Walter Tondu)
25. 06:18 PM - Re: We lost Scott Crossfield today (Ed Holyoke)
26. 06:18 PM - Re: Performance Problem Analysis (Ed Holyoke)
27. 06:18 PM - Re: Re: AOPA hates homebuilts? (was donation-solicitation phone calls) (Ed Holyoke)
28. 06:18 PM - Re: Sensenich prop data (Ed Holyoke)
29. 07:03 PM - Re: We lost Scott Crossfield today (Kevin Horton)
30. 08:23 PM - Re: Performance Problem Analysis (LessDragProd@aol.com)
31. 08:23 PM - (passpat@aol.com)
32. 09:07 PM - Oil Sample Results (Paul Besing)
33. 09:30 PM - Re: Oil Sample Results (Jim Thorne)
34. 09:56 PM - Re: We lost Scott Crossfield today (Ed Holyoke)
35. 10:06 PM - Re: Oil Sample Results (Dan Checkoway)
36. 10:14 PM - Re: Performance Problem Analysis (Ed Holyoke)
37. 10:56 PM - Re: Oil Sample Results (Paul Besing)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
The most critical time for vapor lock is after you rotate on takeoff after a
long time at idle power. There's only 2 ways to reduce the possibility of
vapor lock, decrease the temperature of the fuel or raise the pressure in
the fuel line. We also have to consider the different locations where vapor
lock can occur. The most common is the low/suction side of the engine driven
fuel pump. If the fuel or pump temperature is at it's vapor point, the
pressure drop at the fuel pump will vaporize it and no more pumping. That's
the condition the electric fuel pump is likely to correct. The next most
likely is the fuel servo, this is already seeing the high pressure of the
engine pump, so turning on the electric pump is not likely to have much
beneficial effect. Your best choice here is, a thermal brake between your
servo and the engine induction housing (fiberglass/wood gasket/spacer) or
cooling the servo case with fuel flow. This condition is what the fuel
return line is designed to cure. If the engine is already at full power the
extra 1 gph of a return line will have little effect. So the return line can
only be beneficial from a preventative standpoint. It's designed to cool the
servo during long taxi periods at idle power. There might be some benefit to
running the engine at mid power levels after a long taxi before takeoff on
hot days for 3-5 minutes to cool the servo with fuel if you don't have a
return line.
Vapor lock in the feed line from the servo to the spider is only an issue
for hot starts. Some FI systems have a purge line on the distribution spider
to solve this issue.
One other area of concern is that our diaphragm type of engine fuel pumps
have a failure mode that will block the fuel line and not allow fuel to
reach the servo even with the electric pump operational. Some builders have
installed a second faucet type pump with check valve and plumbed to a T
right at the main inlet of the fuel servo. This pump is always left on. Gear
driven fuel pumps (Lear-Romec) don't have this failure mode
Bruce
www.glasair.org
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Fuel Return Tee |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
> I'm plumbing in a new fuel selector, and instead of
> having my fuel return (older simmons injection that
> has a fuel return) return to the tank, was thinking of
> plumbing in a tee in the line just before the fuel
> pump. This is because the fuel return is currently
> going to one tank, and makes fuel management a chore.
>
> Any reason why I shouldn't do this? Cavatation, etc?
Paul,
Clearly the best way is the Andair valve that directs
the return to the same tank as the source. If that's
off the table, I would just make sure that after you
fill up, you select the tank that has the return line.
After burning a few gallons, then you should be ok to
switch tanks, keeping in mind the tank without the
return will empty a bit more quickly.
I would not return the hot, possibly vapor laden fuel
to the intake of the fuel pump, since as you suggested,
cavitation and then vapor lock can happen.
I've read somewhere that fuel issues are one of the
leading cause of accidents in the first 10 hours of
flight in experimental aircraft, so this is an area
where I feel it is worth a lot of extra effort to
make it bulletproof. I know that fuel delivery on
my Subaru powered RV8 has been the single largest
time sink for me.
--
Mickey Coggins
http://www.rv8.ch/
#82007 finishing
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: throttle bracket for superior io 360 |
--> RV-List message posted by: mkejrj@comcast.net
Dave,
The drawings are on their way.
Best wishes,
Dick Jordan
-------------- Original message ----------------------
From: Dave Cudney <yenduc@sbcglobal.net>
> --> RV-List message posted by: Dave Cudney <yenduc@sbcglobal.net>
>
> Dick:
>
> I bought some 0.063" 4130 sheet steel and a vice break to bend it today.
> I thought I would give fabrication a try. But I would be very
> interested in your
> drawings. I called Superior today and talked to Fred in their tech
> support.
> He sent me some pictures that are the same as those listed on the
> XP-360 Forum.
> There were also some pictures of a Vans throttle bracket where they
> gave the
> stock bracket an extra bend.
> My snail mail address is:
>
> Dave Cudney
> 4996 Cherryhill drive
> Riverside, CA 92507
>
> Thanks
> dave
>
> On May 9, 2006, at 4:48 PM, mkejrj@comcast.net wrote:
>
> > --> RV-List message posted by: mkejrj@comcast.net
> >
> > Dave,
> > I had the same problem installing Superior's engine in my RV8. I
> > fabricated an aluminum bracket which I bolted onto the composite
> > sump and used it as the termination point for the throttle cable.
> >
> > If desired I will mail you my shop drawing of my bracket...Let me
> > know your "snail mail" address if interested.The drawing is the end
> > result of several days of cut and fit and may save you some time.
> >
> > Dick Jordan
> > RV8A ,N888BZ
> >
> > -------------- Original message --------------
> > From: Dave Cudney <yenduc@sbcglobal.net>
> >
> >
> >> --> RV-List message posted by: Dave Cudney
> >>
> >> I have a Superior XP+ io360 with a composite sump and forward facing
> >> Precision EX injection.
> >> The throttle bracket that comes with Vans firewall foreword kit. will
> >> not work.
> >> The Composite sump mounting points are spaced differently and are
> >> angled.
> >> Has anyone out there encountered this problem and what has been the
> >> solution
> >>
> >> thanks
> >> RV 7A N554DL
> >> dave
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> > <html><body>
> > <DIV>Dave,</DIV>
> > <DIV> I had the same problem installing Superior's engine in
> > my RV8. I fabricated an aluminum bracket which I bolted onto
> > the composite sump and used it as the termination point for the
> > throttle cable.</DIV>
> > <DIV> </DIV>
> > <DIV> If desired I will mail you my shop drawing of my
> > bracket...Let me know your "snail mail" address if interested.The
> > drawing is the end result of several days of cut and fit and may
> > save you some time.</DIV>
> > <DIV> </DIV>
> > <DIV> Dick Jordan</DIV>
> > <DIV> RV8A ,N888BZ</DIV>
> > <DIV> </DIV>
> > script
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: ElectroAir failure record? |
--> RV-List message posted by: "Stucklen, Frederic W UTPWR" <Fred.Stucklen@UTCPower.com>
I've put 208 hrs on the ElectroAir unit in my first RV-6A, and 480 Hrs
on a dual ElectroAir setup on my second RV. Except for a rash of
pickup/sensor problems, both installation never missed a beat...
Jeff Rose found that the 1/4" sensor unit in the original units were
having manufacturing QC issues. He's since changed those parts
to a 1/2" sealed unit. this is the type that I now have in the dual
ElectroAir install ion on my second RV-6A. they have worked
flawlessly.
I have found that when a sensor fails, the engine will miss, but it
is because the ignition system went off-line, not because it fired
the plugs at the wrong time. (Same type of failure you would get
when a Mag fails...)
As others have stated, I would press your A/P for more basis as to
why he thinks there is a problem...
One of the better aspects of the ElectroAir system is the higher
voltage output. This is primarily due to the size of the coils. Compare
these to those found in the E/P Mags.... Could this be one of the
reasons why the E/P Mags installations are running Hot?
Fred Stucklen
RV-6A N926RV 480 Hrs
Multiple Offender!
Mine stumbled in flight on two occasions due to intermittent wiring
failure. Search my website for "ignition" for more details.
--
Larry Bowen
<mailto:Larry@BowenAero.com> Larry@BowenAero.com
<http://bowenaero.com/> http://BowenAero.com
> ----- Original Message -----
> From: "Dale Walter" < <mailto:dale1rv6@comcast.net>
dale1rv6@comcast.net>
> To: < <mailto:rv-list@matronics.com> rv-list@matronics.com>
> Sent: Tuesday, May 09, 2006 7:37 AM
> Subject: RV-List: Electroair failure record?
>
>
>> --> RV-List message posted by: "Dale Walter" <
<mailto:dale1rv6@comcast.net> dale1rv6@comcast.net>
>>
>> Good morning,
>> I installed the Electoair system recently and it has run smoothly,
12 =
>> hours to date. Was just told by an A&P that it has the potential to
=
>> misfire at cruise speed and destroy the engine. Has anyone heard of
this
>> =
>> happening, or of a weakness in the design that might cause such an
=
>> event? I have heard of misfire problems during startup due to
voltage =
>> dropping below 8 volts at the controller, but I don't have that
problem.
>> I searched the list archives and Google and found no mention of
cruise =
>> speed failure or potential failure.
>>
>> Thanks and have a great week,
>> Dale
>> RV6A 605 hours
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Fuel Return Tee |
--> RV-List message posted by: linn Walters <pitts_pilot@bellsouth.net>
Since we're talking servo's here, then we should only discuss the
problem with fuel injection with this thread.
Bruce Gray wrote:
>--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
>
>The most critical time for vapor lock is after you rotate on takeoff after a
>long time at idle power.
>
Why do you think this is so?? If you suffer vaopr lock at rotation, you
would just roll out .... unless you're just cutting the runway length a
little close!!! :-(
> There's only 2 ways to reduce the possibility of
>vapor lock, decrease the temperature of the fuel or raise the pressure in
>the fuel line.
>
Agreed!
> We also have to consider the different locations where vapor
>lock can occur. The most common is the low/suction side of the engine driven
>fuel pump. If the fuel or pump temperature is at it's vapor point, the
>pressure drop at the fuel pump will vaporize it and no more pumping. That's
>the condition the electric fuel pump is likely to correct. The next most
>likely is the fuel servo, this is already seeing the high pressure of the
>engine pump, so turning on the electric pump is not likely to have much
>beneficial effect.
>
I kinda disagree .... If you plumb the pumps in parallel, then I agree.
But I don't know why you'd do that. If plumbed in series, depending on
the head pressure and temperature at the electric pump, you still may
have a risk. If you plumb the electric pump so it's low and inside the
cockpit, you've pretty much conquered the vapor lock possibility.
> Your best choice here is, a thermal brake between your
>servo and the engine induction housing (fiberglass/wood gasket/spacer) or
>cooling the servo case with fuel flow. This condition is what the fuel
>return line is designed to cure. If the engine is already at full power the
>extra 1 gph of a return line will have little effect.
>
But experiencing vapor lock usually precludes starting the engine.
Here's the rub. You can use the electric pump to overcome the vapor
problem and get cool fuel into the engine compartment ..... but you also
risk the possibility of flooding.
> So the return line can
>only be beneficial from a preventative standpoint. It's designed to cool the
>servo during long taxi periods at idle power.
>
Not true. It's designed to return excess fuel to the tank instead of
creating an excessively rich condition. Not all fuel servo's have a
return line.
> There might be some benefit to
>running the engine at mid power levels after a long taxi before takeoff on
>hot days for 3-5 minutes to cool the servo with fuel if you don't have a
>return line.
>
I doubt it. If the engine is running, then the system is supplied with
cooler fuel already and the servo is under pressure ..... hence no vapor
problem.
>Vapor lock in the feed line from the servo to the spider is only an issue
>for hot starts. Some FI systems have a purge line on the distribution spider
>to solve this issue.
>
OK.
>One other area of concern is that our diaphragm type of engine fuel pumps
>have a failure mode that will block the fuel line and not allow fuel to
>reach the servo even with the electric pump operational.
>
You'll have to tell me what that is. Pressure on the inlet to the
mechanical pump will flow through the two reed valves with no problem.
> Some builders have
>installed a second faucet type pump with check valve and plumbed to a T
>right at the main inlet of the fuel servo. This pump is always left on. Gear
>driven fuel pumps (Lear-Romec) don't have this failure mode
>
Please tell me what that failure mode is. AFAIK, what you describe is a
reaction to a non-existent problem.
Linn
do not archive
>Bruce
>www.glasair.org
>
>
>
>
>
>
>
>
>
>
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Fuel Return Tee |
--> RV-List message posted by: linn Walters <pitts_pilot@bellsouth.net>
Mickey Coggins wrote:
>--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
>
>
>
>>I'm plumbing in a new fuel selector, and instead of
>>having my fuel return (older simmons injection that
>>has a fuel return) return to the tank, was thinking of
>>plumbing in a tee in the line just before the fuel
>>pump. This is because the fuel return is currently
>>going to one tank, and makes fuel management a chore.
>>
>>Any reason why I shouldn't do this? Cavatation, etc?
>>
>>
>
>Paul,
>
>Clearly the best way is the Andair valve that directs
>the return to the same tank as the source.
>
Maybe not the best way INMHO, but a good idea.
> If that's
>off the table, I would just make sure that after you
>fill up, you select the tank that has the return line.
>After burning a few gallons, then you should be ok to
>switch tanks, keeping in mind the tank without the
>return will empty a bit more quickly.
>
That's not a good idea. If you start with full tanks and (because
you're human) don't have the selector on the 'return' tank, you'll just
pump the return fuel overboard.
>I would not return the hot, possibly vapor laden fuel
>to the intake of the fuel pump, since as you suggested,
>cavitation and then vapor lock can happen.
>
If you have fuel flow, then there's no vapor lock problem to begin with.
In a closed loop system where the hot fuel is returned to the input
side of the mechanical pump, it's being mixed with cool fuel from the
tank, so vapor lock shouldn't be an issue at that point.
>I've read somewhere that fuel issues are one of the
>leading cause of accidents in the first 10 hours of
>flight in experimental aircraft, so this is an area
>where I feel it is worth a lot of extra effort to
>make it bulletproof. I know that fuel delivery on
>my Subaru powered RV8 has been the single largest
>time sink for me.
>
I suspect that the issues you're referring to are caused by trash in the
system from construction or deterioration of materials used in hte
system. Then comes issues relating to pickup of the fuel in the tank,
fittings that aren't tight, and other assembly errors. At the bottom of
my list would be the yo-yo that doesn't fill it up!
Linn
do not archive
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Interpreting Aileron Position |
--> RV-List message posted by: =?iso-8859-1?Q?Mich=E8le_Delsol?= <michele.delsol@microsigma.fr>
A little late as I am catching up on my mail but have you checked your wings
for twist? If they are twisted ever so slightly in opposite directions, one
wing's twist will accentuate the other wing's twist then that may be the
problem.
Michele
RV8 - Fuselage
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Phil Birkelbach
Sent: mardi 25 avril 2006 19:46
Subject: Re: RV-List: 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 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "Dan Beadle" <dan.beadle@inclinesoftworks.com>
I checked prices - these are over $500. Very nice. Seems like the best
solution.
Recirculating warm fuel thru a T doesn't seem like a great solution for
cooling servo to get a Hot Start to work. On my C414, they are very
difficult to start on a warm Nevada day after shutting down for 15-60
minutes. Exchanging warm fuel from the servo for "cold" fuel from the tanks
seems the way to go.
Looking at the specs for the Andair valve, it says it is suitable for 200HP
engines. They don't have a flow rate spec'ed. I am going with a 210. Is
there enough margin there? What size fuel lines are you guys using for
IO390s?
Thanks
Dan Beadle
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Michael McGee
Sent: Tuesday, May 09, 2006 9:14 PM
Subject: Re: RV-List: Fuel Return Tee
--> RV-List message posted by: Michael McGee <jmpcrftr@teleport.com>
Vapor Lock
Assuming this is a continuous full time re-circulation. Fuel gets
heated as it circulates through the fuel injection components up
front. It needs to go to the tank to cool. It can get hot enough
that the boost pump doesn't create enough pressure to overcome the
vaporization.
I'm not familiar with the Simmons injection you mentioned. This is a
typical question/problem for alternate engine installations. These
typically have a constant volume or high pressure pump that has a
high recirc volume through the pressure regulator. In this case we
have to use something like the Andair Duplex (six port) fuel valve so
the recirc goes to the tank it came out of. This valve eliminates
the fuel management issue you talked about. The valve is
unfortunately very expensive at over
$300. http://www.andair.co.uk/system/index.html
Mike
Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
13B in gestation mode, RD-1C, EC-2
At 20:31 2006-05-09, you wrote:
>--> RV-List message posted by: Paul Besing <pbesing@yahoo.com>
>
>I'm plumbing in a new fuel selector, and instead of
>having my fuel return (older simmons injection that
>has a fuel return) return to the tank, was thinking of
>plumbing in a tee in the line just before the fuel
>pump. This is because the fuel return is currently
>going to one tank, and makes fuel management a chore.
>
>Any reason why I shouldn't do this? Cavatation, etc?
>
>Paul Besing
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: throttle bracket for superior io 360 |
--> RV-List message posted by: "Jeff Dowling" <shempdowling2@earthlink.net>
I just installed a home made bracket on my engine and used 1/8" steel. The
2 previous brackets that I purchased were made of the same material. No
idea if this thickness is required but I wasnt going to take a chance.
Shemp/Jeff Dowling
RV-6A, N915JD
265 hours
Chicago/Louisville
----- Original Message -----
From: "Dave Cudney" <yenduc@sbcglobal.net>
Sent: Tuesday, May 09, 2006 10:44 PM
Subject: Re: RV-List: throttle bracket for superior io 360
> --> RV-List message posted by: Dave Cudney <yenduc@sbcglobal.net>
>
> Dick:
>
> I bought some 0.063" 4130 sheet steel and a vice break to bend it today.
> I thought I would give fabrication a try. But I would be very
> interested in your
> drawings. I called Superior today and talked to Fred in their tech
> support.
> He sent me some pictures that are the same as those listed on the
> XP-360 Forum.
> There were also some pictures of a Vans throttle bracket where they
> gave the
> stock bracket an extra bend.
> My snail mail address is:
>
> Dave Cudney
> 4996 Cherryhill drive
> Riverside, CA 92507
>
> Thanks
> dave
>
> On May 9, 2006, at 4:48 PM, mkejrj@comcast.net wrote:
>
>> --> RV-List message posted by: mkejrj@comcast.net
>>
>> Dave,
>> I had the same problem installing Superior's engine in my RV8. I
>> fabricated an aluminum bracket which I bolted onto the composite
>> sump and used it as the termination point for the throttle cable.
>>
>> If desired I will mail you my shop drawing of my bracket...Let me
>> know your "snail mail" address if interested.The drawing is the end
>> result of several days of cut and fit and may save you some time.
>>
>> Dick Jordan
>> RV8A ,N888BZ
>>
>> -------------- Original message --------------
>> From: Dave Cudney <yenduc@sbcglobal.net>
>>
>>
>>> --> RV-List message posted by: Dave Cudney
>>>
>>> I have a Superior XP+ io360 with a composite sump and forward facing
>>> Precision EX injection.
>>> The throttle bracket that comes with Vans firewall foreword kit. will
>>> not work.
>>> The Composite sump mounting points are spaced differently and are
>>> angled.
>>> Has anyone out there encountered this problem and what has been the
>>> solution
>>>
>>> thanks
>>> RV 7A N554DL
>>> dave
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>> <html><body>
>> <DIV>Dave,</DIV>
>> <DIV> I had the same problem installing Superior's engine in
>> my RV8. I fabricated an aluminum bracket which I bolted onto
>> the composite sump and used it as the termination point for the
>> throttle cable.</DIV>
>> <DIV> </DIV>
>> <DIV> If desired I will mail you my shop drawing of my
>> bracket...Let me know your "snail mail" address if interested.The
>> drawing is the end result of several days of cut and fit and may
>> save you some time.</DIV>
>> <DIV> </DIV>
>> <DIV> Dick Jordan</DIV>
>> <DIV> RV8A ,N888BZ</DIV>
>> <DIV> </DIV>
>> script
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "Jeff Dowling" <shempdowling2@earthlink.net>
Does anyone with a 296 itching for the 396 want to sell?
do not archive
Shemp/Jeff Dowling
RV-6A, N915JD
265 hours
Chicago/Louisville
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: throttle bracket for superior io 360 |
--> RV-List message posted by: Jerry2DT@aol.com
Id be real cautious about making a throttle bracket of aluminum. Steel will
absorb vibration and stress much better. That is a critical piece because if
it breaks, you have no throttle control, that's why Van's are steel. Just my
.02, YMMV, etc...
Jerry Cochran
Cc: Dave Cudney <yenduc@sbcglobal.net>
Subject: Re: RV-List: throttle bracket for superior io 360
--> RV-List message posted by: mkejrj@comcast.net
Dave,
I had the same problem installing Superior's engine in my RV8. I fabricated
an
aluminum bracket which I bolted onto the composite sump and used it as the
termination
point for the throttle cable.
If desired I will mail you my shop drawing of my bracket...Let me know your
"snail
mail" address if interested.The drawing is the end result of several days
of cut and fit and may save you some time.
Dick Jordan
RV8A ,N888BZ
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | OT - Certified seatbelt data plates |
--> RV-List message posted by: "Folbrecht, Paul" <PFolbrecht@starkinvestments.com>
A&P is making me replace the belts on my '79 152 now in annual because =
the data plates are missing. The plates on the belts, that is. Perhaps =
I'm quite na=EFve, but I wasn't aware of such a thing, and in any case =
the previous two annuals I've done on this aircraft caused no such =
complaints, and the last one was at the same shop! (Different head =
mechanic now, though.)
This is over $300 plus labor. What next? I had a $4K annual last year =
on this $25K aircraft and am looking at the same kind of bill again this =
year! All for mostly "little" stuff that just adds up like crazy - no =
motor work. I can't wait to own an experimental!
Rant off. Do not archive!
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | miniature switch |
--> RV-List message posted by: James H Nelson <rv9jim@juno.com>
I have used a miniature toggle switch that was (on-none-on) that locked
in each position. You unlocked it by lifting the operator and then
moving the position of the switch to either up or down. These worked
great for mag kill switches but now I need one for a power switch. Does
anyone have an extra switch laying around they want to sell. I have two
mini switches that are push "on" but will not serve me.
Jim Nelson
RV9Jim@Juno.com
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | miniature switch |
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
Jim I am pretty sure I have a few.
Have to check hanger and see this Saturday.
IF I do Ill send you a private message for mailing.
Price=one root beer when we meet with your plane flying:)
Best
Mike
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of James H Nelson
Sent: Wednesday, May 10, 2006 4:50 PM
Subject: RV-List: miniature switch
--> RV-List message posted by: James H Nelson <rv9jim@juno.com>
I have used a miniature toggle switch that was (on-none-on) that locked
in each position. You unlocked it by lifting the operator and then
moving the position of the switch to either up or down. These worked
great for mag kill switches but now I need one for a power switch. Does
anyone have an extra switch laying around they want to sell. I have two
mini switches that are push "on" but will not serve me.
Jim Nelson
RV9Jim@Juno.com
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | OT - Certified seatbelt data plates |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
As much as it may sem silly, your mechanic is correct. The TSO/ID tag must
be on the seat belt or the belt can't be used. One way to save some maney
is to have the belts re-webbed by someone, beltmasters is one such. They
keep the metal parts, condition acceptable, and put on new webbing and their
own TSO/ID tag.
Mike Robertson
>From: "Folbrecht, Paul" <PFolbrecht@starkinvestments.com>
>To: <rv-list@matronics.com>
>Subject: RV-List: OT - Certified seatbelt data plates
>Date: Wed, 10 May 2006 12:55:11 -0500
>
>--> RV-List message posted by: "Folbrecht, Paul"
><PFolbrecht@starkinvestments.com>
>
>A&P is making me replace the belts on my '79 152 now in annual because =
>the data plates are missing. The plates on the belts, that is. Perhaps =
>I'm quite na=EFve, but I wasn't aware of such a thing, and in any case =
>the previous two annuals I've done on this aircraft caused no such =
>complaints, and the last one was at the same shop! (Different head =
>mechanic now, though.)
>
>
>This is over $300 plus labor. What next? I had a $4K annual last year =
>on this $25K aircraft and am looking at the same kind of bill again this =
>year! All for mostly "little" stuff that just adds up like crazy - no =
>motor work. I can't wait to own an experimental!
>
>
>Rant off. Do not archive!
>
>
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: ElectroAir failure record? |
--> RV-List message posted by: "Bob Barrow" <bobbarrow10@hotmail.com>
>--> RV-List message posted by: "Stucklen, Frederic W UTPWR"
><Fred.Stucklen@UTCPower.com>
> One of the better aspects of the ElectroAir system is the higher
>voltage output. This is primarily due to the size of the coils. Compare
>these to those found in the E/P Mags.... Could this be one of the
>reasons why the E/P Mags installations are running Hot?
May I please enquire as to why you say that the E/P MAG systems are "running
hot". What, specifically, is the source of that information.
_________________________________________________________________
New year, new job there's more than 100,00 jobs at SEEK
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: throttle bracket for superior io 360 |
--> RV-List message posted by: Dave Cudney <yenduc@sbcglobal.net>
I measured the ones from Vans and they were 0.063 and seemed plenty
strong.
But there is nothing wrong about going for more strength. I just
don't have the tools
to bend 0.125 and do a good job of it.
dave
On May 10, 2006, at 9:33 AM, Jeff Dowling wrote:
> --> RV-List message posted by: "Jeff Dowling"
> <shempdowling2@earthlink.net>
>
> I just installed a home made bracket on my engine and used 1/8"
> steel. The
> 2 previous brackets that I purchased were made of the same
> material. No
> idea if this thickness is required but I wasnt going to take a chance.
>
> Shemp/Jeff Dowling
> RV-6A, N915JD
> 265 hours
> Chicago/Louisville
>
> ----- Original Message -----
> From: "Dave Cudney" <yenduc@sbcglobal.net>
> To: <rv-list@matronics.com>
> Sent: Tuesday, May 09, 2006 10:44 PM
> Subject: Re: RV-List: throttle bracket for superior io 360
>
>
>> --> RV-List message posted by: Dave Cudney <yenduc@sbcglobal.net>
>>
>> Dick:
>>
>> I bought some 0.063" 4130 sheet steel and a vice break to bend it
>> today.
>> I thought I would give fabrication a try. But I would be very
>> interested in your
>> drawings. I called Superior today and talked to Fred in their tech
>> support.
>> He sent me some pictures that are the same as those listed on the
>> XP-360 Forum.
>> There were also some pictures of a Vans throttle bracket where they
>> gave the
>> stock bracket an extra bend.
>> My snail mail address is:
>>
>> Dave Cudney
>> 4996 Cherryhill drive
>> Riverside, CA 92507
>>
>> Thanks
>> dave
>>
>> On May 9, 2006, at 4:48 PM, mkejrj@comcast.net wrote:
>>
>>
>>> --> RV-List message posted by: mkejrj@comcast.net
>>>
>>> Dave,
>>> I had the same problem installing Superior's engine in my RV8. I
>>> fabricated an aluminum bracket which I bolted onto the composite
>>> sump and used it as the termination point for the throttle cable.
>>>
>>> If desired I will mail you my shop drawing of my bracket...Let me
>>> know your "snail mail" address if interested.The drawing is the end
>>> result of several days of cut and fit and may save you some time.
>>>
>>> Dick Jordan
>>> RV8A ,N888BZ
>>>
>>> -------------- Original message --------------
>>> From: Dave Cudney <yenduc@sbcglobal.net>
>>>
>>>
>>>
>>>> --> RV-List message posted by: Dave Cudney
>>>>
>>>> I have a Superior XP+ io360 with a composite sump and forward
>>>> facing
>>>> Precision EX injection.
>>>> The throttle bracket that comes with Vans firewall foreword kit.
>>>> will
>>>> not work.
>>>> The Composite sump mounting points are spaced differently and are
>>>> angled.
>>>> Has anyone out there encountered this problem and what has been the
>>>> solution
>>>>
>>>> thanks
>>>> RV 7A N554DL
>>>> dave
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>> <html><body>
>>> <DIV>Dave,</DIV>
>>> <DIV> I had the same problem installing Superior's engine in
>>> my RV8. I fabricated an aluminum bracket which I bolted onto
>>> the composite sump and used it as the termination point for the
>>> throttle cable.</DIV>
>>> <DIV> </DIV>
>>> <DIV> If desired I will mail you my shop drawing of my
>>> bracket...Let me know your "snail mail" address if interested.The
>>> drawing is the end result of several days of cut and fit and may
>>> save you some time.</DIV>
>>> <DIV> </DIV>
>>> <DIV> Dick Jordan</DIV>
>>> <DIV> RV8A ,N888BZ</DIV>
>>> <DIV> </DIV>
>>> script
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | OT - Certified seatbelt data plates |
--> RV-List message posted by: "Folbrecht, Paul" <PFolbrecht@starkinvestments.com>
Thanks a lot. They didn't offer that option. Gotta be cheaper than new
belts. I'll look into it.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Mike Robertson
Sent: Wednesday, May 10, 2006 4:36 PM
Subject: RE: RV-List: OT - Certified seatbelt data plates
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
As much as it may sem silly, your mechanic is correct. The TSO/ID tag
must
be on the seat belt or the belt can't be used. One way to save some
maney
is to have the belts re-webbed by someone, beltmasters is one such.
They
keep the metal parts, condition acceptable, and put on new webbing and
their
own TSO/ID tag.
Mike Robertson
>From: "Folbrecht, Paul" <PFolbrecht@starkinvestments.com>
>To: <rv-list@matronics.com>
>Subject: RV-List: OT - Certified seatbelt data plates
>Date: Wed, 10 May 2006 12:55:11 -0500
>
>--> RV-List message posted by: "Folbrecht, Paul"
><PFolbrecht@starkinvestments.com>
>
>A&P is making me replace the belts on my '79 152 now in annual because
=
>the data plates are missing. The plates on the belts, that is.
Perhaps =
>I'm quite na=EFve, but I wasn't aware of such a thing, and in any case
=
>the previous two annuals I've done on this aircraft caused no such =
>complaints, and the last one was at the same shop! (Different head =
>mechanic now, though.)
>
>
>This is over $300 plus labor. What next? I had a $4K annual last year
=
>on this $25K aircraft and am looking at the same kind of bill again
this =
>year! All for mostly "little" stuff that just adds up like crazy - no
=
>motor work. I can't wait to own an experimental!
>
>
>Rant off. Do not archive!
>
>
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "RV Builder (Michael Sausen)" <rvbuilder@sausen.net>
Actually, there is a big difference between recirculating the fuel =
from the engine and what the whole Airflow Performance boost pump setup =
does. The AP boost pump setup is full of check valves and bypasses that =
are mainly to protect the pump and make sure there is always fuel going =
to the engine. It does not recirculate anything from the fuel injection =
servo.
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
-----Original Message-----
From: owner-rv-list-server@matronics.com =
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Albert Gardner
Sent: Tuesday, May 09, 2006 11:14 PM
Subject: RE: RV-List: Fuel Return Tee
--> RV-List message posted by: "Albert Gardner" <ibspud@adelphia.net>
This is the method that's being used in the RV-10. The fuel is returned =
to a
T installed in the line between the fuel selector valve and the fuel =
filter.
Albert Gardner
RV-10 #422
-----Original Message-----
Subject: RV-List: Fuel Return Tee
I'm plumbing in a new fuel selector, and instead of
having my fuel return (older simmons injection that
has a fuel return) return to the tank, was thinking of
plumbing in a tee in the line just before the fuel
pump. This is because the fuel return is currently
going to one tank, and makes fuel management a chore.
Any reason why I shouldn't do this? Cavatation, etc?
Paul Besing
=
=
=
=
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: OT - Certified seatbelt data plates |
--> RV-List message posted by: Paul Parashak <paulmike@parashak.net>
An authorized person can perform preventative maintenance and this is
listed as one.
Sec A43.1.(c)(14): Replacing safety belts.
from here: ( faa.gov / Regulatory_and_Guidance_Library )
http://tinyurl.com/otcep
Regards, Paul
On May 10, 2006, at 17:35, Mike Robertson wrote:
> --> RV-List message posted by: "Mike Robertson"
> <mrobert569@hotmail.com>
>
> As much as it may sem silly, your mechanic is correct. The TSO/ID tag
> must
> be on the seat belt or the belt can't be used. One way to save some
> maney
> is to have the belts re-webbed by someone, beltmasters is one such.
> They
> keep the metal parts, condition acceptable, and put on new webbing and
> their
> own TSO/ID tag.
>
> Mike Robertson
>
>> From: "Folbrecht, Paul" <PFolbrecht@starkinvestments.com>
>> To: <rv-list@matronics.com>
>> Subject: RV-List: OT - Certified seatbelt data plates
>> Date: Wed, 10 May 2006 12:55:11 -0500
>>
>> --> RV-List message posted by: "Folbrecht, Paul"
>> <PFolbrecht@starkinvestments.com>
>>
>> A&P is making me replace the belts on my '79 152 now in annual
>> because =
>> the data plates are missing. The plates on the belts, that is.
>> Perhaps =
>> I'm quite na=EFve, but I wasn't aware of such a thing, and in any
>> case =
>> the previous two annuals I've done on this aircraft caused no such =
>> complaints, and the last one was at the same shop! (Different head =
>> mechanic now, though.)
>>
>>
>>
>> This is over $300 plus labor. What next? I had a $4K annual last
>> year =
>> on this $25K aircraft and am looking at the same kind of bill again
>> this =
>> year! All for mostly "little" stuff that just adds up like crazy -
>> no =
>> motor work. I can't wait to own an experimental!
>>
>>
>>
>> Rant off. Do not archive!
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | 2 1/4 Green UMA Light Bezel for sale |
--> RV-List message posted by: Paul Besing <pbesing@yahoo.com>
I have one UMA EL light bezel for sale. This is the 2
1/4" with no cut out. Spruce P/N 2-21-G. No
inverter. New in package. $48.80 from spruce, will
sell for $30 Shipping included. Paypal preferred.
Paul Besing
do not archive
__________________________________________________
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: OT - Certified seatbelt data plates |
--> RV-List message posted by: "Jerry Grimmonpre" <jerry@mc.net>
Paul ...
If you are close to Northern IL call Midwest Flight Check based at The
Landings airport Huntley Illinois. I don't know the ID for the airport.
Midwest's # is 847-669-3515. It's operated by my son and two others in
partnership. You may talk to Gary, Scott or Gregg. Gary, my son, and Gregg
are United mechanics with inspector authority. They are reasonable and do
responsible work. You won't be disappointed .... no rip-offs there.
Regards ...
Jerry Grimmonpre'
RV8A Huntley IL
----- Original Message -----
From: "Folbrecht, Paul" <PFolbrecht@starkinvestments.com>
Sent: Wednesday, May 10, 2006 12:55 PM
Subject: RV-List: OT - Certified seatbelt data plates
> --> RV-List message posted by: "Folbrecht, Paul"
> <PFolbrecht@starkinvestments.com>
>
> A&P is making me replace the belts on my '79 152 now in annual because =
> the data plates are missing. The plates on the belts, that is. Perhaps =
> I'm quite na=EFve, but I wasn't aware of such a thing, and in any case =
> the previous two annuals I've done on this aircraft caused no such =
> complaints, and the last one was at the same shop! (Different head =
> mechanic now, though.)
>
>
> This is over $300 plus labor. What next? I had a $4K annual last year =
> on this $25K aircraft and am looking at the same kind of bill again this =
> year! All for mostly "little" stuff that just adds up like crazy - no =
> motor work. I can't wait to own an experimental!
>
>
> Rant off. Do not archive!
>
>
>
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: OT - Certified seatbelt data plates |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
But the problem here is the TSO/ID tag. Only a manufacturer or STC holder
may install, or cause to install, the TSO/ID tag. If that is missing you
are out of luck. Besides, the reference you give is only for the
replacement of the seat belts under PM, not the repair.
Mike Robertson
>From: Paul Parashak <paulmike@parashak.net>
>To: rv-list@matronics.com
>Subject: Re: RV-List: OT - Certified seatbelt data plates
>Date: Wed, 10 May 2006 18:41:18 -0400
>
>--> RV-List message posted by: Paul Parashak <paulmike@parashak.net>
>
>An authorized person can perform preventative maintenance and this is
>listed as one.
>
>Sec A43.1.(c)(14): Replacing safety belts.
>
>from here: ( faa.gov / Regulatory_and_Guidance_Library )
>http://tinyurl.com/otcep
>
>Regards, Paul
>
>On May 10, 2006, at 17:35, Mike Robertson wrote:
>
> > --> RV-List message posted by: "Mike Robertson"
> > <mrobert569@hotmail.com>
> >
> > As much as it may sem silly, your mechanic is correct. The TSO/ID tag
> > must
> > be on the seat belt or the belt can't be used. One way to save some
> > maney
> > is to have the belts re-webbed by someone, beltmasters is one such.
> > They
> > keep the metal parts, condition acceptable, and put on new webbing and
> > their
> > own TSO/ID tag.
> >
> > Mike Robertson
> >
> >> From: "Folbrecht, Paul" <PFolbrecht@starkinvestments.com>
> >> To: <rv-list@matronics.com>
> >> Subject: RV-List: OT - Certified seatbelt data plates
> >> Date: Wed, 10 May 2006 12:55:11 -0500
> >>
> >> --> RV-List message posted by: "Folbrecht, Paul"
> >> <PFolbrecht@starkinvestments.com>
> >>
> >> A&P is making me replace the belts on my '79 152 now in annual
> >> because =
> >> the data plates are missing. The plates on the belts, that is.
> >> Perhaps =
> >> I'm quite na=EFve, but I wasn't aware of such a thing, and in any
> >> case =
> >> the previous two annuals I've done on this aircraft caused no such =
> >> complaints, and the last one was at the same shop! (Different head =
> >> mechanic now, though.)
> >>
> >>
> >>
> >> This is over $300 plus labor. What next? I had a $4K annual last
> >> year =
> >> on this $25K aircraft and am looking at the same kind of bill again
> >> this =
> >> year! All for mostly "little" stuff that just adds up like crazy -
> >> no =
> >> motor work. I can't wait to own an experimental!
> >>
> >>
> >>
> >> Rant off. Do not archive!
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 24
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: ElectroAir failure record? |
--> RV-List message posted by: Walter Tondu <walter@tondu.com>
On 05/11 7:53, Bob Barrow wrote:
> >--> RV-List message posted by: "Stucklen, Frederic W UTPWR"
> ><Fred.Stucklen@UTCPower.com>
> > One of the better aspects of the ElectroAir system is the higher
> >voltage output. This is primarily due to the size of the coils. Compare
> >these to those found in the E/P Mags.... Could this be one of the
> >reasons why the E/P Mags installations are running Hot?
>
>
> May I please enquire as to why you say that the E/P MAG systems are "running
> hot". What, specifically, is the source of that information.
My p-mags are running about 20-30 degrees LESS than the LASAR system
I removed, but I am also not running them at maximum advance per the
factory, until I get a firmware upgrade.
--
Walter Tondu
http://www.rv7-a.com
Flying!
Message 25
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | We lost Scott Crossfield today |
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
Regarding the weather that day, I left Nashville, Tune that morning in
our 6a bound for Raleigh. My brother-in-law said he'd rather risk fiery
death than spend 2 more days in Nashville. Looking at the nexrad and
talking to the briefer, it was obvious that it would be IMC over the
mountains so we chose to go around the south end under the overcast. The
briefer asked me if I had weather radar on board. Most airports along
the route were calling 9 or 10 mile visibilities and ceilings about 2k.
I bought a couple of sectionals as I didn't think WACs would be adequate
for what we had in mind. It had stormed big time that morning with hail
and we bailed in the calm between cells and headed south and later
southeast when it was more doable. We hop scotched from airport to
airport for awhile. Having 2 GPSs was very handy. I left one set up on
the airport we'd just passed in case we needed to turn back and set the
other to an airport maybe 10 or 20 miles ahead. When we needed to divert
for improved visibility, we'd just reset the destination in one of the
GPSs. It was also very good having my navigator following the charts and
suggesting possible interim destinations based on which way the
visibility was better. We were constantly tuning in new AWOSs for
ceiling and visibility reports. By the time we turned the corner down
near Atlanta about noon, the ceiling was up to about 3000 AGL and the
vis better than ten. In the Carolinas, there were no significant clouds,
just sorta hazy.
About a week later, at the Smithsonian, I saw a memorial poster for
Scott Crossfield on an easel under the X-15 and had to wonder if he'd
still be with us if he'd decided to run under the weather and around
instead of over the hills.
I'm still planning to get my IFR ticket (I've got one big hour of dual
so far), but in the entire trip from the west coast to east, up and down
the coast and home, I don't really think there was one situation where
we'd have been better off IFR. Underneath at least we could see and
avoid the precip from the storms.
Pax,
Ed Holyoke
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Kyle Boatright
Sent: Thursday, April 20, 2006 3:09 PM
Subject: Re: RV-List: We lost Scott Crossfield today
--> RV-List message posted by: "Kyle Boatright"
<kboatright1@comcast.net>
The crash occurred about 25 miles from my office, and the crash occurred
around lunchtime yesterday.
Just before his crash, I had gone over to the airport to give my
carburetor
to the AI I use, and we both commented on what a rotten flying day it
was.
Low altitude visibility was awful, and you could hear lots of thunder to
the
North. When I returned to work (around 12:30 or 1:00, roughly the time
of
the crash), I just beat a monster storm that included hail, rain, etc.
That
storm was part of the area (or line?) of T-storms where Mr. Crossfield
went
down.
It wasn't a good time or place to fly a light single, and I'm surprised
someone with Mr. Crossfield's credentials got caught in it.
KB
----- Original Message -----
From: "Ron Lee" <ronlee@pcisys.net>
Sent: Thursday, April 20, 2006 5:20 PM
Subject: Re: RV-List: We lost Scott Crossfield today
> --> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
>
>
>>
>> > > How can anyone beat that?
>
>
> I would rather not die flying in thunderstorms.
>
> Ron Lee
>
> Do not archive
>
>
>
Message 26
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Performance Problem Analysis |
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
Tracy Saylor, who's got a very fast 6, modified an old style Van's cowl
with inlet rings from Dave Anders and a homemade plenum. He was having
heat problems which he tried to solve with a cowl flap. That didn't help
so he took it off and the increased exit area with the flap removed was
just the ticket. I guess this principle would be: 1.a - less inlet area
+ extra outlet area makes for reduced pressure under the engine and more
efficient air movement = less cooling drag and improved cooling. One
could also try an extractor lip on the bottom of the cowl to help the
air exit better. Look at the CAF foundation reports.
Pax,
Ed Holyoke
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Kevin Horton
Sent: Saturday, April 22, 2006 8:57 AM
Subject: Re: RV-List: Performance Problem Analysis
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
On 22 Apr 2006, at 10:41, lucky wrote:
> --> RV-List message posted by: luckymacy@comcast.net (lucky)
>
> WRT James cowl, is it basically just the differently shaped air
> inlets and their inlet area that make the difference? What's the
> diameter of the openings? In other words, if one took Van's cowl
> and redid the openings would that theoretically lower drag??
>
> Or is there a fundamental difference in the air outlet area on the
> bottom too?
>
> Anyone ever take a side by side photos and otherwise do a
> meaningful compare?
>
> Just curious and looking for rainy day projects....
Lucky,
As I understand it, the performance increase comes from three places:
1. The cowl comes with a plenum chamber, which means more of the air
that comes in the inlets actually cools the engine. Baffles leak, so
you need to bring in extra air to allow for that leakage. The fact
that the plenum chamber has less leakage means less air is needed, so
the inlets are smaller. The less air you bring in the inlets, the
less cooling drag there is.
2. The contour of the inlet is designed to try to have laminar flow
as the air expands, which results in the least amount of drag, and
the greatest amount of pressure once the air has expanded.
3. The inlet shape is round. Round inlets have the smallest
circumference for a given area, so there is less frictional drag
along the walls of the inlet. Any frictional drag results in some
pressure loss in the cooling air, which reduces the cooling
effectiveness, and means you probably need a bit more air to get the
same amount of cooling. This is probably a very minor effect.
I believe you could achieve most of the performance increase by
having a plenum chamber that has a good seal at the inlet, and
reducing the size of the inlets. Many people add plenum chambers,
but I believe most of them don't have a good seal at the inlet, so
there is quite a bit of leakage there. I also believe that most
people don't reduce the size of the inlets. If you don't reduce the
size of the inlets, you won't realize any performance increase.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 27
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: AOPA hates homebuilts? (was donation-solicitation phone |
calls)
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
I use the real time flight planner and AOPA weather graphics and I've
found another flight planner and weather source that's even better. Take
a look at Golden Eagle:
http://www.flightprep.com/rootpage.php?page=infogoldeneagle
This does most everything that RTFP does and stuff that RTFP doesn't.
For instance, it shows terrain and a "profile" window which shows winds
aloft for your planned flight. It works offline, too. You can even print
trip sheets from it if you want. Best of all is it's free. I still use
RTFP to look at airspace and such and too call up the AOPA airport
directory pages. I toggle back and forth between them.
Pax,
Ed Holyoke
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of David Karlsberg
Sent: Friday, April 21, 2006 2:01 AM
Subject: Re: RV-List: Re: AOPA hates homebuilts? (was
donation-solicitation phone calls)
--> RV-List message posted by: David Karlsberg <claypride@hotmail.com>
I don't know what stances AOPA takes on homebuilts. But they have a
great
flight planning software free for members. I use it before most of my
x-countries. The magazine is sometimes handy when you need to start a
fire
in a fireplace.
David Karlsberg
rv7 emp done! Waiting on wings
LA CA
AOPA and EAA member.
Do not archive
On 4/21/06 1:05 AM, "gmcjetpilot@yahoo.com" <gmcjetpilot@yahoo.com>
wrote:
> --> RV-List message posted by: <gmcjetpilot@yahoo.com>
>
>> Matt Dralle wrote:
>> Its a good cause, though, if
>> you value your right to fly in the US.
>> Matt
>
> I was once a AOPA guy 20 years ago but quit for several reasons.
>
> However I did recently hear that the "AOPA adviser" was claiming
> homebuilts are such a liability that if you sell one you should part
> it out. I just want to say there has NEVER been a lawsuit against
> any builder. Absolutly NO legal precedence.
>
> Sure we are liable for everything. Your dog bites someone you can
> go to jail. However if you get a lawyer to draw up a liability
release,
> sometimes called a "hold harmless waiver", chance of lawsuit is
> slim. If you knowingly did not put the spar bolts in, or some other
> nonsense, yes you might have negligence problem. A safe RV,
> built to plans, not likely to be a problem.
>
> Again NEVER happened, no lawsuits and AOPA is WRONG
> if this is their claim.
>
> I would love someone else to write or ask the AOPA adviser the
> same question.
>
> Any way I don't think AOPA supports Kit planes or homebuilts
> because it is counter to there main customers aircraft manufactures
> and corporate operators. Just read their magazine. It is like a
> corporate aviation magazine. Not saying they don't do good for all of
> us, I am just saying that they are somewhat impotent or ineffective,
> but it is better than nothing I guess. After 10 years I dropped them
> about 10 years ago. They sent me crap for years trying to get me back.
>
> George
>
>
>
> ---------------------------------
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 28
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Sensenich prop data |
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
The only time we can get 2600 rpm on ours is in a dive or at very low
altitude.
Pax,
Ed Holyoke
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
sportav8r@aol.com
Sent: Sunday, April 23, 2006 4:22 PM
Subject: Re: RV-List: Sensenich prop data
--> RV-List message posted by: sportav8r@aol.com
2600 rpm redline on this particular prop, Ron. :-(
Ask the man who owns one...
-Stormy
-----Original Message-----
From: Ron Lee <ronlee@pcisys.net>
Sent: Sun, 23 Apr 2006 17:12:40 -0600
Subject: Re: RV-List: Sensenich prop data
--> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
>I recently put a new 80 pitch Sensenich propeller on my 160HP RV6A. I
made
>a cross country trip and here are my initial results. At 8500 at
>approximately 60 degrees F, I was indicating 158 mph, 2530 rpms at WOT
and
>1680 lbs.
Shouldn't you be able to turn around 2700 RPM at 8000' Density Altitude?
Does the possible low RPM suggest too much pitch?
Ron Lee
Do not archive The answer might be worth saving
Message 29
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: We lost Scott Crossfield today |
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
On 10-May-06, at 10:12 PM, Ed Holyoke wrote:
> About a week later, at the Smithsonian, I saw a memorial poster for
> Scott Crossfield on an easel under the X-15 and had to wonder if he'd
> still be with us if he'd decided to run under the weather and around
> instead of over the hills.
>
> I'm still planning to get my IFR ticket (I've got one big hour of dual
> so far), but in the entire trip from the west coast to east, up and
> down
> the coast and home, I don't really think there was one situation where
> we'd have been better off IFR. Underneath at least we could see and
> avoid the precip from the storms.
It all depends on the weather, your attitude, and a whole bunch of
luck. Yes, scud running can keep you out of the CBs. But, it can
also suck you into a corner where you lose your VFR options because
the weather has closed in behind you. Towers that aren't on the
charts can be a killer also. Lots of guys get killed while scud
running too.
No matter whether you go IFR, or VFR, there will sometimes be
conditions that can suck you into going where you shouldn't. It is
very easy to pat yourself on the back and say that you wouldn't be
stupid enough to do whatever it was that killed that other guy. But
we never really know how well we would do at avoiding the trap until
nature springs the test on us.
Be careful out there,
Kevin Horton
RV-8 (Finishing Kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
do not archive
Message 30
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Performance Problem Analysis |
--> RV-List message posted by: LessDragProd@aol.com
It does pay to look very closely at Tracy Saylor's RV-6, and notice what is
NOT there.
If I remember correctly, Tracy has 4 individual exhaust pipes pointing aft
that end just behind the carburetor inside the cowl. I believe the
installation is still this way. However, things keep changing on Tracy's RV-6.
:-)
Regards,
Jim Ayers
In a message dated 05/10/2006 6:23:24 PM Pacific Daylight Time,
bicyclop@pacbell.net writes:
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
Tracy Saylor, who's got a very fast 6, modified an old style Van's cowl
with inlet rings from Dave Anders and a homemade plenum. He was having
heat problems which he tried to solve with a cowl flap. That didn't help
so he took it off and the increased exit area with the flap removed was
just the ticket. I guess this principle would be: 1.a - less inlet area
+ extra outlet area makes for reduced pressure under the engine and more
efficient air movement = less cooling drag and improved cooling. One
could also try an extractor lip on the bottom of the cowl to help the
air exit better. Look at the CAF foundation reports.
Pax,
Ed Holyoke
Message 31
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: passpat@aol.com
Hello List
I have the first 3 kits to build 1 RV-10 never opened just as recieved . if
interrested repley to make offer $24,500.00 502-829-0113 or passpat@aol.com
Pat
do not archive
Message 32
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Oil Sample Results |
--> RV-List message posted by: Paul Besing <pbesing@yahoo.com>
Has anyone ever got negative results on an oil sample?
I never have...there's a remark that says everything
is normal on everyone I've ever got.
I know the reason some of us do it, don't need that
lesson, but do you REALLY need to spend the $17/oil change?
__________________________________________________
Message 33
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Oil Sample Results |
--> RV-List message posted by: "Jim Thorne" <rv7a@cox.net>
Paul that is up to you on spending the $17 per sample. But you might rest
better knowing "everything is normal" Years ago I worked for Mobil Oil and
we had a program for heavy earth moving contractors called EMPA, Engine
Maintenance through Progressive Analysis. These contractors would really
appreciate the "everything is normal" report. On the other hand sometimes
things weren't normal and they usually knew where to look for the problem.
In another situation we took a 1500 hour TBO engine in a C-182 in a flying
club to 2500 hours with progressive analysis. Was that comfort worth $680.
For a $20,000+ overhaul we thought it was. The engine was still performing
well when we finally pulled it off. We just ordered two analysis kits for
our Bellanca.
do not archive
Jim Thorne
7A-QB
Message 34
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | We lost Scott Crossfield today |
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
Kevin,
True, we could have sat it out, but I'm not sure I would call what we
did scud running either. We were never below about 1k AGL (and for most
of it, higher) and we were never closer than 500ft or so to the cloud
bases. Visibility was probably 4 or 5 when we started and improved to 9
or 10 within a few minutes. VFR in other words. We maintained outs at
all times in the form of nearby airports with known decent weather. Your
point about towers is well taken. We do have a Garmin 296 with terrain
warning, but as you say, a tower might not be in the database. I was
happy to have my #2 handling the charts and radio frequencies so I could
focus on the outside. I was also showing landing lights to be more
visible if anybody else was out there. In the early portion of the
flight, before the visibility improved, I was also throttled back to
give more time to identify potential obstacles. I have found that
sunglasses with sort of a brownish tint really help pick out the edges
of clouds and make it much easier to distinguish them from the haze. As
to attitude, I was willing and ready to divert, turn back and/or land if
at any time the conditions had worsened. Fortunately the conditions
continually improved (as briefed) and we were able to continue.
Please don't think I was trying to say that I'm better or smarter than
anyone else and certainly not better, smarter or more experienced than
Scott Crossfield. What I was saying is that, as always, we try to make
the best choices we can based on all the info that's available at the
time. From what I was seeing on the nexrad at the airport and what I was
hearing from the weather briefers (I made 3 calls before we decided to
go), the routing we chose was the only viable one. I guess Mr.
Crossfield made what he thought was the best decision at the time also.
I'm not second guessing him, just wistfully observing the difference in
outcomes.
Pax,
Ed Holyoke
P.S. I can't imagine tackling a flight like that one without a moving
map GPS and I made good use of 2 of them. I also kept my NAV receiver
tuned to the nearest VOR to our course. If GPS had become unavailable, I
would have landed and reassessed the situation.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Kevin Horton
Sent: Wednesday, May 10, 2006 7:01 PM
Subject: Re: RV-List: We lost Scott Crossfield today
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
On 10-May-06, at 10:12 PM, Ed Holyoke wrote:
> About a week later, at the Smithsonian, I saw a memorial poster for
> Scott Crossfield on an easel under the X-15 and had to wonder if he'd
> still be with us if he'd decided to run under the weather and around
> instead of over the hills.
>
> I'm still planning to get my IFR ticket (I've got one big hour of dual
> so far), but in the entire trip from the west coast to east, up and
> down
> the coast and home, I don't really think there was one situation where
> we'd have been better off IFR. Underneath at least we could see and
> avoid the precip from the storms.
It all depends on the weather, your attitude, and a whole bunch of
luck. Yes, scud running can keep you out of the CBs. But, it can
also suck you into a corner where you lose your VFR options because
the weather has closed in behind you. Towers that aren't on the
charts can be a killer also. Lots of guys get killed while scud
running too.
No matter whether you go IFR, or VFR, there will sometimes be
conditions that can suck you into going where you shouldn't. It is
very easy to pat yourself on the back and say that you wouldn't be
stupid enough to do whatever it was that killed that other guy. But
we never really know how well we would do at avoiding the trap until
nature springs the test on us.
Be careful out there,
Kevin Horton
RV-8 (Finishing Kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
do not archive
Message 35
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Oil Sample Results |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
> Has anyone ever got negative results on an oil sample?
Not "negative" per se, but a warning did come up once:
http://rvimg.com/images/2006/20060211_oil_analysis.jpg
Nickel was high one time. Hasn't come up since.
> lesson, but do you REALLY need to spend the $17/oil change?
Not imho, but I do spend $9 every 100 tach hours or so. Found a deal on AOA
kits for $88 for 10x kits when buying them directly from Staveley Services.
)_( Dan
RV-7 N714D (898 hours)
http://www.rvproject.com
Message 36
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Performance Problem Analysis |
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
Yup. He started out with longer pipes and cut 'em off a little at a
time. He said that each time he shortened them, he got a little faster.
The exhaust gas is helping to accelerate the cooling air exiting the
cowl or the cooling air is helping to extract the exhaust. Either way,
it's helping him go faster.
Pax,
Ed Holyoke
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
LessDragProd@aol.com
Sent: Wednesday, May 10, 2006 8:18 PM
Subject: Re: RV-List: Performance Problem Analysis
--> RV-List message posted by: LessDragProd@aol.com
It does pay to look very closely at Tracy Saylor's RV-6, and notice what
is
NOT there.
If I remember correctly, Tracy has 4 individual exhaust pipes pointing
aft
that end just behind the carburetor inside the cowl. I believe the
installation is still this way. However, things keep changing on
Tracy's RV-6. :-)
Regards,
Jim Ayers
In a message dated 05/10/2006 6:23:24 PM Pacific Daylight Time,
bicyclop@pacbell.net writes:
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
Tracy Saylor, who's got a very fast 6, modified an old style Van's cowl
with inlet rings from Dave Anders and a homemade plenum. He was having
heat problems which he tried to solve with a cowl flap. That didn't
help
so he took it off and the increased exit area with the flap removed was
just the ticket. I guess this principle would be: 1.a - less inlet area
+ extra outlet area makes for reduced pressure under the engine and
more
efficient air movement = less cooling drag and improved cooling. One
could also try an extractor lip on the bottom of the cowl to help the
air exit better. Look at the CAFE foundation reports.
Pax,
Ed Holyoke
Message 37
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Oil Sample Results |
--> RV-List message posted by: Paul Besing <pbesing@yahoo.com>
I know they are a good idea, I should have re phrased
my question. Every oil change, is it a good idea is
more where I was going. I would think every 2 or 3 oil
changes would suffice in trends that could be
alarming.
Paul Besing
--- Jim Thorne <rv7a@cox.net> wrote:
> --> RV-List message posted by: "Jim Thorne"
> <rv7a@cox.net>
>
> Paul that is up to you on spending the $17 per
> sample. But you might rest
> better knowing "everything is normal" Years ago I
> worked for Mobil Oil and
> we had a program for heavy earth moving contractors
> called EMPA, Engine
> Maintenance through Progressive Analysis. These
> contractors would really
> appreciate the "everything is normal" report. On
> the other hand sometimes
> things weren't normal and they usually knew where to
> look for the problem.
> In another situation we took a 1500 hour TBO engine
> in a C-182 in a flying
> club to 2500 hours with progressive analysis. Was
> that comfort worth $680.
> For a $20,000+ overhaul we thought it was. The
> engine was still performing
> well when we finally pulled it off. We just ordered
> two analysis kits for
> our Bellanca.
>
> do not archive
>
> Jim Thorne
> 7A-QB
>
>
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
> Admin.
>
>
>
>
>
>
>
>
>
>
>
__________________________________________________
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|