Today's Message Index:
----------------------
1. 05:40 AM - Re: Oil Sample Results (Alex Peterson)
2. 06:25 AM - Re: RV-List Digest: 37 Msgs - 05/10/06 (lowell lemay)
3. 07:11 AM - Re: Oil Sample Results (Dan Checkoway)
4. 07:30 AM - Rant - Re: Re: RV-List Digest: 37 Msgs - 05/10/06 (Richard Tasker)
5. 07:45 AM - Re: OT - Certified seatbelt data plates (Folbrecht, Paul)
6. 07:45 AM - Re: We lost Scott Crossfield today (Folbrecht, Paul)
7. 10:00 AM - Re: OT - Certified seatbelt data plates (Bruce Gray)
8. 10:11 AM - Re: Oil Sample Results (Richard Dudley)
9. 10:25 AM - Re: Oil Sample Results (Alex Peterson)
10. 10:38 AM - Re: OT - Certified seatbelt data plates (Folbrecht, Paul)
11. 11:08 AM - Re: throttle bracket for superior io 360 (Jeff Dowling)
12. 12:13 PM - Re: Oil Sample Results (Dan Checkoway)
13. 12:26 PM - FAB and carb wear, '98 FP O-320 RV-6A (sportav8r@aol.com)
14. 12:38 PM - Re: OT - Certified seatbelt data plates (Sherman Butler)
15. 01:53 PM - Re: FAB and carb wear, '98 FP O-320 RV-6A (Ron Lee)
16. 02:16 PM - Tail Wheel Woes (Ron Schreck)
17. 02:39 PM - Re: Tail Wheel Woes (luckymacy@comcast.net (lucky))
18. 03:01 PM - Re: Tail Wheel Woes (LessDragProd@aol.com)
19. 03:32 PM - Electro-air failures (JVanLaak@aol.com)
20. 03:51 PM - Re: Tail Wheel Woes (Dana Overall)
21. 04:23 PM - Tru Trak Digitrak Issues (Paul Besing)
22. 04:56 PM - Re: We lost Scott Crossfield today (Tedd McHenry)
23. 06:41 PM - Re: We lost Scott Crossfield today (Kevin Horton)
24. 07:20 PM - Re: We lost Scott Crossfield today (Bruce Gray)
25. 07:39 PM - Re: Tru Trak Digitrak Issues (DOUGPFLYRV@aol.com)
26. 10:40 PM - Re: Tail Wheel Woes (HCRV6@comcast.net)
Message 1
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| Subject: | Oil Sample Results |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@earthlink.net>
> 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
Dan, those numbers are amazingly low. It shows about 30 hours on the oil
each time you samples, is that correct? Anyway, my oil change time is 50
hobbs hours, and I usually have analysis numbers about twice yours. When I
spoke with an engine expert, he said that my numbers were about half of what
he usually sees.
So, you should make it to about 8000 hours before needing an overhaul, or
about two more years:^)
I once had an anomalous set of readings, and did more or less determine that
it was likely diesel engine oil that was actually analyzed instead of mine.
I like the price of yours better, as I've been paying about $13 for Shell
Analysis, which is now just Analysts, Inc. I don't know if it is important,
but they do look for more materials: zinc, tin, titanium, boron, sodium,
potassium, molybdenum, phosphorus, calcium, barium, antimony and vanadium.
Also, I get water content, viscosity, fuel content and TAN, total acid
content.
I do analyses at every oil change, which is 50 hobbs hours. You want them
to be boring, but if the engine is munching itself, I want to know sooner
rather than later. The analysis costs about 1% as much as fuel per hour.
Alex Peterson
RV6-A N66AP 752 hours
Maple Grove, MN
Message 2
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| Subject: | Re: RV-List Digest: 37 Msgs - 05/10/06 |
--> RV-List message posted by: "lowell lemay" <llemay1@austin.rr.com>
GREAT MINDS FOLLOW SIMILAR PATHS...........JUST READING MESSAGE 36 IN
RV-LIST AND WAS ABOUT TO PRINT IT OUT WHEN "twang",,,a message came through
with your reprint in printable form...THANKS PFANTOM..............
----- Original Message -----
From: "RV-List Digest Server" <rv-list@matronics.com>
Sent: Thursday, May 11, 2006 12:57 AM
Subject: RV-List Digest: 37 Msgs - 05/10/06
> *
>
> ==================================================
> Online Versions of Today's List Digest Archive
> ==================================================
>
> Today's complete RV-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the RV-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
> http://www.matronics.com/digest/rv-list/Digest.RV-List.2006-05-10.html
>
> Text Version:
>
> http://www.matronics.com/digest/rv-list/Digest.RV-List.2006-05-10.txt
>
>
> ================================================
> EMail Version of Today's List Digest Archive
> ================================================
>
>
> ----------------------------------------------------------
> RV-List Digest Archive
> ---
> Total Messages Posted Wed 05/10/06: 37
> ----------------------------------------------------------
>
>
> 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
> _____________________________________
>
>
> Time: 12:16:13 AM PST US
> From: "Bruce Gray" <Bruce@glasair.org>
> Subject: RE: RV-List: Fuel Return Tee
>
> --> 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
> _____________________________________
>
>
> Time: 12:20:39 AM PST US
> From: Mickey Coggins <mick-matronics@rv8.ch>
> Subject: Re: RV-List: 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
> _____________________________________
>
>
> Time: 04:32:47 AM PST US
> From: mkejrj@comcast.net
> Subject: Re: RV-List: 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
> _____________________________________
>
>
> Time: 06:04:05 AM PST US
> From: "Stucklen, Frederic W UTPWR" <Fred.Stucklen@UTCPower.com>
> Subject: RV-List: 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
> _____________________________________
>
>
> Time: 07:01:09 AM PST US
> From: linn Walters <pitts_pilot@bellsouth.net>
> Subject: Re: RV-List: 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
> _____________________________________
>
>
> Time: 07:08:50 AM PST US
> From: linn Walters <pitts_pilot@bellsouth.net>
> Subject: Re: RV-List: 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
> _____________________________________
>
>
> Time: 07:36:49 AM PST US
> From: =?iso-8859-1?Q?Mich=E8le_Delsol?= <michele.delsol@microsigma.fr>
> Subject: RE: RV-List: 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
> _____________________________________
>
>
> Time: 07:45:29 AM PST US
> From: "Dan Beadle" <dan.beadle@inclinesoftworks.com>
> Subject: RE: RV-List: Fuel Return Tee
>
> --> 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
> _____________________________________
>
>
> Time: 09:40:31 AM PST US
> From: "Jeff Dowling" <shempdowling2@earthlink.net>
> Subject: Re: RV-List: 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
> ____________________________________
>
>
> Time: 10:08:47 AM PST US
> From: "Jeff Dowling" <shempdowling2@earthlink.net>
> Subject: RV-List: garmin 296
>
> --> 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
> ____________________________________
>
>
> Time: 10:32:45 AM PST US
> From: Jerry2DT@aol.com
> Subject: Re: RV-List: 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
> ____________________________________
>
>
> Time: 10:57:46 AM PST US
> Subject: RV-List: OT - Certified seatbelt data plates
> From: "Folbrecht, Paul" <PFolbrecht@starkinvestments.com>
>
> --> 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
> ____________________________________
>
>
> Time: 01:58:55 PM PST US
> Subject: RV-List: miniature switch
> From: James H Nelson <rv9jim@juno.com>
>
> --> 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
> ____________________________________
>
>
> Time: 02:29:03 PM PST US
> Subject: RE: RV-List: miniature switch
> From: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
>
> --> 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
> ____________________________________
>
>
> Time: 02:37:59 PM PST US
> From: "Mike Robertson" <mrobert569@hotmail.com>
> 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 16
> ____________________________________
>
>
> Time: 02:56:19 PM PST US
> From: "Bob Barrow" <bobbarrow10@hotmail.com>
> Subject: RE: RV-List: 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
> ____________________________________
>
>
> Time: 03:04:30 PM PST US
> From: Dave Cudney <yenduc@sbcglobal.net>
> Subject: Re: RV-List: 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
> ____________________________________
>
>
> Time: 03:13:19 PM PST US
> Subject: RE: RV-List: OT - Certified seatbelt data plates
> From: "Folbrecht, Paul" <PFolbrecht@starkinvestments.com>
>
> --> 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
> ____________________________________
>
>
> Time: 03:22:40 PM PST US
> Subject: RE: RV-List: Fuel Return Tee
> From: "RV Builder (Michael Sausen)" <rvbuilder@sausen.net>
>
> --> 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
> ____________________________________
>
>
> Time: 03:43:02 PM PST US
> From: Paul Parashak <paulmike@parashak.net>
> Subject: Re: RV-List: 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
> ____________________________________
>
>
> Time: 03:52:50 PM PST US
> From: Paul Besing <pbesing@yahoo.com>
> Subject: RV-List: 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
> ____________________________________
>
>
> Time: 03:58:25 PM PST US
> From: "Jerry Grimmonpre" <jerry@mc.net>
> Subject: Re: RV-List: 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
> ____________________________________
>
>
> Time: 04:06:20 PM PST US
> From: "Mike Robertson" <mrobert569@hotmail.com>
> Subject: Re: RV-List: 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
> ____________________________________
>
>
> Time: 04:53:52 PM PST US
> From: Walter Tondu <walter@tondu.com>
> Subject: Re: RV-List: 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
> ____________________________________
>
>
> Time: 06:18:47 PM PST US
> From: "Ed Holyoke" <bicyclop@pacbell.net>
> Subject: RE: RV-List: 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
> ____________________________________
>
>
> Time: 06:18:47 PM PST US
> From: "Ed Holyoke" <bicyclop@pacbell.net>
> Subject: RE: RV-List: 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
> ____________________________________
>
>
> Time: 06:18:48 PM PST US
> From: "Ed Holyoke" <bicyclop@pacbell.net>
> Subject: RE: RV-List: 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
> ____________________________________
>
>
> Time: 06:18:48 PM PST US
> From: "Ed Holyoke" <bicyclop@pacbell.net>
> Subject: RE: RV-List: 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
> ____________________________________
>
>
> Time: 07:03:12 PM PST US
> From: Kevin Horton <khorton01@rogers.com>
> 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 30
> ____________________________________
>
>
> Time: 08:23:26 PM PST US
> From: LessDragProd@aol.com
> 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 CAF foundation reports.
>
> Pax,
>
> Ed Holyoke
>
>
> ________________________________ Message 31
> ____________________________________
>
>
> Time: 08:23:26 PM PST US
> From: passpat@aol.com
> Subject: RV-List:
>
> --> 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
> ____________________________________
>
>
> Time: 09:07:53 PM PST US
> From: Paul Besing <pbesing@yahoo.com>
> Subject: RV-List: 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
> ____________________________________
>
>
> Time: 09:30:23 PM PST US
> From: "Jim Thorne" <rv7a@cox.net>
> Subject: Re: RV-List: 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
> ____________________________________
>
>
> Time: 09:56:59 PM PST US
> From: "Ed Holyoke" <bicyclop@pacbell.net>
> Subject: RE: RV-List: 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
> ____________________________________
>
>
> Time: 10:06:09 PM PST US
> From: "Dan Checkoway" <dan@rvproject.com>
> Subject: Re: RV-List: 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
> ____________________________________
>
>
> Time: 10:14:00 PM PST US
> From: "Ed Holyoke" <bicyclop@pacbell.net>
> Subject: RE: RV-List: 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
> ____________________________________
>
>
> Time: 10:56:24 PM PST US
> From: Paul Besing <pbesing@yahoo.com>
> Subject: Re: RV-List: 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.
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> __________________________________________________
>
>
>
Message 3
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|
| Subject: | Re: Oil Sample Results |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
> Dan, those numbers are amazingly low. It shows about 30 hours on the oil
> each time you samples, is that correct? Anyway, my oil change time is 50
> hobbs hours, and I usually have analysis numbers about twice yours. When
> I
> spoke with an engine expert, he said that my numbers were about half of
> what
> he usually sees.
It's all about running LOP, baby!! The engine runs cleeeeaaan (and cool and
efficient and ... and ...).
do not archive
)_( Dan
RV-7 N714D
http://www.rvproject.com
Message 4
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|
| Subject: | Re: RV-List Digest: 37 Msgs - 05/10/06 |
--> RV-List message posted by: Richard Tasker <retasker@optonline.net>
Thanks for sharing the whole days email digest with us ;-) .
Seriously, when you reply to email cut out what is not relevant -
especially when you are responding to something in the day's digest...
Dick Tasker
Do not archive
lowell lemay wrote:
>--> RV-List message posted by: "lowell lemay" <llemay1@austin.rr.com>
>
>GREAT MINDS FOLLOW SIMILAR PATHS...........JUST READING MESSAGE 36 IN
>RV-LIST AND WAS ABOUT TO PRINT IT OUT WHEN "twang",,,a message came through
>with your reprint in printable form...THANKS PFANTOM..............
>----- Original Message -----
>From: "RV-List Digest Server" <rv-list@matronics.com>
>To: "RV-List Digest List" <rv-list-digest@matronics.com>
>Sent: Thursday, May 11, 2006 12:57 AM
>Subject: RV-List Digest: 37 Msgs - 05/10/06
>
><SNIP>
>
>
Message 5
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|
| Subject: | OT - Certified seatbelt data plates |
--> RV-List message posted by: "Folbrecht, Paul" <PFolbrecht@starkinvestments.com>
Thanks for all the replies on this. Mechanic says that re-webbing is
NOT an option because that requires valid belts to start with, and these
are not. They are some bogus belts installed back who knows when. Of
course, they are in perfect shape and completely sturdy and safe.
Oh well, another $400 gone.
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Jerry
Grimmonpre
Sent: Wednesday, May 10, 2006 5:55 PM
Subject: Re: RV-List: 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 6
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|
| Subject: | We lost Scott Crossfield today |
--> RV-List message posted by: "Folbrecht, Paul" <PFolbrecht@starkinvestments.com>
With embedded CBs about, unless you have onboard weather of some sort,
VFR is really the only sane option - and not sane under many
circumstances, of course. You cannot rely on ATC, in my experience. My
IMC experience is quite limited and yet I had a good scare only a couple
months after getting my ticket, in northern IN. I came quite close to
flying into a group of cells, essentially unforecast and nothing there
at all an hour prior. I think flightwatch may have saved my bacon that
day, or saved me from a bigger scare at least, but it was too close for
my liking. Diverted north to Gary and grabbed a car to Indy.
Eye-opener, that was.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Ed Holyoke
Sent: Wednesday, May 10, 2006 11:55 PM
Subject: RE: RV-List: 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 7
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|
| Subject: | OT - Certified seatbelt data plates |
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Your mechanic is full of BS. Remove the belts yourself, send them out for
rewebing, hand then to him to reinstall. If he won't do it, pull the
airplane and have him sign it off with a squawk list.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Folbrecht, Paul
Sent: Thursday, May 11, 2006 10:44 AM
Subject: RE: RV-List: OT - Certified seatbelt data plates
--> RV-List message posted by: "Folbrecht, Paul"
<PFolbrecht@starkinvestments.com>
Thanks for all the replies on this. Mechanic says that re-webbing is
NOT an option because that requires valid belts to start with, and these
are not. They are some bogus belts installed back who knows when. Of
course, they are in perfect shape and completely sturdy and safe.
Oh well, another $400 gone.
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Jerry
Grimmonpre
Sent: Wednesday, May 10, 2006 5:55 PM
Subject: Re: RV-List: 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 8
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|
| Subject: | Re: Oil Sample Results |
--> RV-List message posted by: Richard Dudley <rhdudley1@bellsouth.net>
Paul,
I had an incidend that made me a believer.
We had a 235 Cherokee. I did oil analysis at every oil change just
because I thought it was a good idea.
My co-owner was away with the airplane when I received a phone call from
the lab for the latest analysis. They called to tell me that one element
( I don't remember which) was abnormally high and it suggested a broken
ring. I tracked down my co-owner to tell him the results. He had a
mechanic do a bore scope check of all cylinders and found scoring on one
cylider wall. With much thought and consultation, he decided that it
would be safe to fly the plane home. When the cylinder was removed,
there was a broken ring and a scored cylinder. It required replacing
piston and cylinder. The engine had only about 700 hours on it since new.
Without the oil analysis, I'm not sure that we would have discovered
that we had a broken ring. Also not sure what the long term implications
would be running with a broke ring.
That experience reinforced my general belief that oil analysis is a good
idea. I now do it at every oil change even if the time on the oil is
less than 50 hours.
Every owner can decide for himself whether and how often.
Richard Dudley
-6A flying
Paul Besing wrote:
>--> 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 9
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|
| Subject: | Re: Oil Sample Results |
--> RV-List message posted by: Alex Peterson <alexpeterson@earthlink.net>
>--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
>
>> Dan, those numbers are amazingly low. It shows about 30 hours on the oil
>> each time you samples, is that correct? Anyway, my oil change time is 50
>> hobbs hours, and I usually have analysis numbers about twice yours. When
>> I
>> spoke with an engine expert, he said that my numbers were about half of
>> what
>> he usually sees.
>
>It's all about running LOP, baby!! The engine runs cleeeeaaan (and cool and
>efficient and ... and ...).
>
>do not archive
>)_( Dan
>RV-7 N714D
>http://www.rvproject.com
Dan, I run mine well lean of peak also, and have for 750 hours. I suspect some
of the difference is number of hours between changes.
Alex Peterson
Message 10
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| Subject: | OT - Certified seatbelt data plates |
--> RV-List message posted by: "Folbrecht, Paul" <PFolbrecht@starkinvestments.com>
The re-webbing people also told me they cannot reweb belts that don't
have data tags...
A complication is I'm off to Europe for two weeks tomorrow. I would
like the airplane flyable when I get back, and have no time to take care
of this myself. But it doesn't seem there are any real options anyway,
other than shopping the belts myself, which isn't like to save much, if
anything.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bruce Gray
Sent: Thursday, May 11, 2006 11:55 AM
Subject: RE: RV-List: OT - Certified seatbelt data plates
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Your mechanic is full of BS. Remove the belts yourself, send them out
for
rewebing, hand then to him to reinstall. If he won't do it, pull the
airplane and have him sign it off with a squawk list.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Folbrecht, Paul
Sent: Thursday, May 11, 2006 10:44 AM
Subject: RE: RV-List: OT - Certified seatbelt data plates
--> RV-List message posted by: "Folbrecht, Paul"
<PFolbrecht@starkinvestments.com>
Thanks for all the replies on this. Mechanic says that re-webbing is
NOT an option because that requires valid belts to start with, and these
are not. They are some bogus belts installed back who knows when. Of
course, they are in perfect shape and completely sturdy and safe.
Oh well, another $400 gone.
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Jerry
Grimmonpre
Sent: Wednesday, May 10, 2006 5:55 PM
Subject: Re: RV-List: 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 11
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| Subject: | Re: throttle bracket for superior io 360 |
--> RV-List message posted by: "Jeff Dowling" <shempdowling2@earthlink.net>
Oops, I said 1/8", should have been 1/16". Sorry. That would be a pretty
tough bracket.
Shemp/Jeff Dowling
RV-6A, N915JD
265 hours
Chicago/Louisville
----- Original Message -----
From: "Dave Cudney" <yenduc@sbcglobal.net>
Sent: Wednesday, May 10, 2006 5:01 PM
Subject: Re: RV-List: 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 12
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| Subject: | Re: Oil Sample Results |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
> Dan, I run mine well lean of peak also, and have for 750 hours. I suspect
> some of the difference is number of hours between changes.
Gotcha. Yeah, I do oil changes somewhere between 25-30 tach hours. I
change the filter every other oil change. Those oil analyses of mine were
mixed...some were taken during the first "half" of the filter's life, some
were taken at the filter change.
You run electronic ignition as well, right? I believe EI contributes to a
cleaner burn and helps leave less for the oil to take on.
)_( Dan
RV-7 N714D (900 hours)
http://www.rvproject.com
Message 13
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|
| Subject: | FAB and carb wear, '98 FP O-320 RV-6A |
--> RV-List message posted by: sportav8r@aol.com
Checking some incidental things after the fuel tank SB was done (unusable fuel
quantity and flow rates from each tank) I discovered how much havoc the engine
vibes have been wreaking on FWF stuff since my last good look in there. The
carb heat flapper in the FAB has broken a hinge eyelet, the hinge has cracked
away from one side of the FAB fiberglass sidewall, the flap itself, which used
to lie flush inside a slightly smaller hot air intake hole, has fretted its way
all the way through the aluminum FAB top so that in the full-open position
it actually leaks induction air out the top of the FAB. Most distressing to me
was the realization that the vibration-motion of the FAB against the lower cowl
intake scoop had caused the carb halves to fret and loosen considerably on
their gasket, even though the 4 screws holding the upper and lower carb halves
remain firmly safetied in their original positions. The FAB and lower carb
body to which it is bolted can be rocked easily left-
to-right with trivial pressure on the air inlet portion of the FAB.
I had noted the abrupt appearance of gel-coat cracks in the cowling around all
the front openings since my prop was balanced 2 years ago, and now this... The
prop and engine are much smoother-running than ever, but fatigue/wear seems
to be escalating. Probably a coincidental observation on an airframe that is
starting to show its 580 hours, but curious just the same. Maybe I can blame
this on the P-mags ;-) ...not.
I'm curious whether anyone else has experienced this thing with their carb and
FAB gradually coming apart in pieces.
-Stormy
Message 14
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| Subject: | OT - Certified seatbelt data plates |
--> RV-List message posted by: Sherman Butler <lsbrv7a@yahoo.com>
I sugest you contact Schroth Aircraft seatbelts and order a set, pay for then yourself,
have them sent to the mech, and have you mech install them. Save the
mark-up and COD cost.
I will often pre-buy tires, exhaust pipes, etc. prior to the annual. This saves
money, saves the A&P time, indicates to the A&P that you are serious about
maintining you aircraft, and are aware of the condition.
Could it be that this is a money making item known to an experianced A&P?
"Folbrecht, Paul" <PFolbrecht@starkinvestments.com> wrote:
--> RV-List message posted by: "Folbrecht, Paul"
The re-webbing people also told me they cannot reweb belts that don't
have data tags...
A complication is I'm off to Europe for two weeks tomorrow. I would
like the airplane flyable when I get back, and have no time to take care
of this myself. But it doesn't seem there are any real options anyway,
other than shopping the belts myself, which isn't like to save much, if
anything.
Do not archive
Sherman Butler
RV-7a Wings
Idaho Falls
---------------------------------
Talk is cheap. Use Yahoo! Messenger to make PC-to-Phone calls. Great rates starting
at 1¢/min.
Message 15
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| Subject: | Re: FAB and carb wear, '98 FP O-320 RV-6A |
--> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
Yes indeed Stormy. At my condition inspection in January, I had to replace
the carb heat hinge in its entirety and reinforce the top of the FAB where it
expands outboard to accommodate the air filter. And there had been repairs
in that area before I got the plane.
RV-6A. O-360, over 1000 hours, FP prop, one LSE ignition
Ron Lee
At 01:24 PM 5/11/2006, you wrote:
>--> RV-List message posted by: sportav8r@aol.com
>
>Checking some incidental things after the fuel tank SB was done (unusable
>fuel quantity and flow rates from each tank) I discovered how much havoc
>the engine vibes have been wreaking on FWF stuff since my last good look
>in there. The carb heat flapper in the FAB has broken a hinge eyelet, the
>hinge has cracked away from one side of the FAB fiberglass sidewall, the
>flap itself, which used to lie flush inside a slightly smaller hot air
>intake hole, has fretted its way all the way through the aluminum FAB top
>so that in the full-open position it actually leaks induction air out the
>top of the FAB. Most distressing to me was the realization that the
>vibration-motion of the FAB against the lower cowl intake scoop had caused
>the carb halves to fret and loosen considerably on their gasket, even
>though the 4 screws holding the upper and lower carb halves remain firmly
>safetied in their original positions. The FAB and lower carb body to
>which it is bolted can be rocked easily left-
> to-right with trivial pressure on the air inlet portion of the FAB.
>
>I had noted the abrupt appearance of gel-coat cracks in the cowling around
>all the front openings since my prop was balanced 2 years ago, and now
>this... The prop and engine are much smoother-running than ever, but
>fatigue/wear seems to be escalating. Probably a coincidental observation
>on an airframe that is starting to show its 580 hours, but curious just
>the same. Maybe I can blame this on the P-mags ;-) ...not.
>
>I'm curious whether anyone else has experienced this thing with their carb
>and FAB gradually coming apart in pieces.
>
>-Stormy
>
>
Message 16
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|
--> RV-List message posted by: "Ron Schreck" <ronschreck@alltel.net>
Hi all,
I had an incident last week that really got my attention. Upon landing,
when I lowered my RV-8's tail wheel to the runway the tail popped back
up suddenly and when it came down again the airplane made a sudden
20-degree left turn off the runway. My neighbor was watching and he
said he saw the tail wheel spinning around 360 degrees (on the vertical
axis) after it bounced the first time. Post-incident autopsy revealed
that the spring-loaded pin that locks the tail wheel was stuck in the
retracted position. I removed the pin, polished it and carefully filed
the pin hole and lubricated the assembly. It works fine, for now, but I
am concerned that the airplane veered so suddenly just because the tail
wheel was apparently unlocked at touchdown. I would assume that air
loads would fix it in the trail position and once contacting the runway
that the castor would do the same. I'm a little gun-shy now since I
can't explain why the airplane reacted as it did. I would feel a bit
better if others have had similar problems and I would be really excited
if someone has a solution to my problem. What say you?
Ron Schreck
RV--8 "Miss Izzy"
Gold Hill Airpark, NC
Message 17
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| Subject: | Re: Tail Wheel Woes |
--> RV-List message posted by: luckymacy@comcast.net (lucky)
sort of...
without know how it affected them, the woodruff key is well known in these parts
to get "stuck" if you don't take all the edges off and make sure there are no
burs. So I had more than one local RV builder tell me to take care of that
problem before first flight. In that sense, you are not alone.
-------------- Original message --------------
From: "Ron Schreck" <ronschreck@alltel.net>
> --> RV-List message posted by: "Ron Schreck"
>
> Hi all,
>
> I had an incident last week that really got my attention. Upon landing,
> when I lowered my RV-8's tail wheel to the runway the tail popped back
> up suddenly and when it came down again the airplane made a sudden
> 20-degree left turn off the runway. My neighbor was watching and he
> said he saw the tail wheel spinning around 360 degrees (on the vertical
> axis) after it bounced the first time. Post-incident autopsy revealed
> that the spring-loaded pin that locks the tail wheel was stuck in the
> retracted position. I removed the pin, polished it and carefully filed
> the pin hole and lubricated the assembly. It works fine, for now, but I
> am concerned that the airplane veered so suddenly just because the tail
> wheel was apparently unlocked at touchdown. I would assume that air
> loads would fix it in the trail position and once contacting the runway
> that the castor would do the same. I'm a little gun-shy now since I
> can't explain why the airplane reacted as it did. I would feel a bit
> better if others have had similar problems and I would be really excited
> if someone has a solution to my problem. What say you?
>
> Ron Schreck
> RV--8 "Miss Izzy"
> Gold Hill Airpark, NC
>
>
>
>
>
>
>
>
>
>
>
>
>
<html><body>
<DIV>sort of...</DIV>
<DIV> </DIV>
<DIV>without know how it affected them, the woodruff key is well known in these
parts to get "stuck" if you don't take all the edges off and make sure there
are no burs. So I had more than one local RV builder tell me to take care
of that problem before first flight. In that sense, you are not alone.</DIV>
<DIV> </DIV>
<BLOCKQUOTE style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px
solid">-------------- Original message -------------- <BR>From: "Ron Schreck"
<ronschreck@alltel.net> <BR><BR>> --> RV-List message posted by:
"Ron Schreck" <RONSCHRECK@ALLTEL.NET><BR>> <BR>> Hi all, <BR>> <BR>>
I had an incident last week that really got my attention. Upon landing, <BR>>
when I lowered my RV-8's tail wheel to the runway the tail popped back
<BR>> up suddenly and when it came down again the airplane made a sudden <BR>>
20-degree left turn off the runway. My neighbor was watching and he <BR>>
said he saw the tail wheel spinning around 360 degrees (on the vertical
<BR>> axis) after it bounced the first time. Post-incident autopsy revealed
<BR>> that the spring-loaded pin that locks the tail wheel was stuck in the
<BR>> retracted position. I removed the pin, polished it and carefully filed
<BR>> the pin hole and lubricated the assembly
. It w
wse, C
Message 18
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| Subject: | Re: Tail Wheel Woes |
--> RV-List message posted by: LessDragProd@aol.com
>From the early RV-3 days, the tail wheel does NOT position itself "in trail".
I have an RV-3 with a locking/full swivel tail wheel. I place the tail
wheel lever in the locked position as I am turning onto the runway. When I have
lined up on the runway, I kick the rudder both directions to confirm the tail
wheel is locked.
Just a little history. Don't know if this helps you.
Regards,
Jim Ayers
In a message dated 05/11/2006 2:17:37 PM Pacific Daylight Time,
ronschreck@alltel.net writes:
--> RV-List message posted by: "Ron Schreck" <ronschreck@alltel.net>
Hi all,
(Stuff Cut) I would assume that air
loads would fix it in the trail position and once contacting the runway
that the castor would do the same. I'm a little gun-shy now since I
can't explain why the airplane reacted as it did. I would feel a bit
better if others have had similar problems and I would be really excited
if someone has a solution to my problem. What say you?
Ron Schreck
RV--8 "Miss Izzy"
Gold Hill Airpark, NC
Message 19
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|
| Subject: | Electro-air failures |
--> RV-List message posted by: JVanLaak@aol.com
List,
I had one Electroair system on a previous RV-6 built in the mid-90s. It was
a beautiful installation (I was not the builder) and worked beautifully most
of the time. Then I had a series of incidents when during high climb in
cool weather the engine would begin a severe knock and vibration together with
a
loss of power. Naturally I would retard the throttle until the knocking
stopped, usually about 20 inches or so.
I went through many steps trying to find the source of the problem. Timing,
plugs, ignition unit, wires, valves, etc. etc. After I found a loose plug
where the primer goes into one of the cylinders (causing it to go lean when
the cylinder heated up quickly) the problem seemed licked. The plane was sold
in the early summer to take care of college expenses for my daughter and the
new owner was thrilled with the plane.
But when the cool weather came back he started to have the problem I just
described on an intermittent basis. I felt bad that I had sold a problem to
him but he loved the airplane so much he could not be angry. He eventually
figured out that the manifold pressure sensor had some kind of an intermittent
failure mode that was causing the problem and its replacement has removed the
problem.
Bottom line is I liked the system very much but this intermittent problem
severely impacted the value of the airplane. The step I could have taken but
did not was to replace the system totally or with a mag.
Jim
Flying RV-6 N79RL
Message 20
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|
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
>From: "Ron Schreck" <ronschreck@alltel.net>
>
>I had an incident last week that really got my attention.
Ron, Kahuna had the same problem with his tailwheel upon landing at PKB
during the clinic. Same deal, I was with Speedy when we pulled the
tailwheel. A little deburring was done in Smoozer's hanger. Clean it out,
deburr and don't ding Miss Izzy, too nice of a bird.
If you guys don't know Ron, look at the pictures of the "diamond of
diamonds" at vansairforce PKB clinic. Ron is the right hand stinger at the
tailend. He is also shown in Kahuna's second flight video at the same site.
Good luck Ron,
Dana Overall
Richmond, KY i39
RV-7 slider, Imron black, "Black Magic"
O 360 A1A, C/S C2YK-1BF/F7666A4
http://rvflying.tripod.com/id30.html
do not archive
_________________________________________________________________
Dont just search. Find. Check out the new MSN Search!
http://search.msn.click-url.com/go/onm00200636ave/direct/01/
Message 21
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|
| Subject: | Tru Trak Digitrak Issues |
--> RV-List message posted by: Paul Besing <pbesing@yahoo.com>
Anyone have issues with TruTrak lately? It took about
6 weeks to get mine after begging and pleading they
send it to me. Finally I said, "I at least need the
servo since my whole airplane insides are removed and
would like to install it." They said fine, but then
said the got one together to send me.
They don't keep finished autopilots on the shelf, I'm
told. John Stark is who I purchased it from and he
said 2-4 weeks is typical, but mine was more like 6.
Not a big deal if you are building your airplane, but
when you are planning trips and planning a new
instrument panel install on a finished airplane,
delivery time become an issue.
Then, when it showed up in the mail, the darn buttons
that have the arched arrows are installed backwards.
So now I have to send the darn thing back and not fly
with it on a trip this weekend like I had planned.
Not good so far...after reading the Trio website, I'm
thinking I should have gone Trio. (not to start a
trio/trutrak war, by any means)
Paul Besing
__________________________________________________
Message 22
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| Subject: | We lost Scott Crossfield today |
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
> With embedded CBs about, unless you have onboard weather of some sort,
> VFR is really the only sane option
That's sort of true. But if you can fly IFR in VMC (e.g., on top of a stratus
layer) where you can see the CB or CVD cells, that's still "sane." (Accepting,
for the purpose of argument, that you consider IFR in a single-engine airplane
sane in the first place.)
There is the possibility that you can't get ATC to clear you to deviate from
your routing to steer around CBs (been there, due to radio failure). But in
theory there's nothing wrong with it.
Tedd
Message 23
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|
| Subject: | Re: We lost Scott Crossfield today |
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
On 11-May-06, at 8:54 PM, Tedd McHenry wrote:
> --> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
>
>> With embedded CBs about, unless you have onboard weather of some
>> sort,
>> VFR is really the only sane option
>
> That's sort of true. But if you can fly IFR in VMC (e.g., on top
> of a stratus
> layer) where you can see the CB or CVD cells, that's still
> "sane." (Accepting,
> for the purpose of argument, that you consider IFR in a single-
> engine airplane
> sane in the first place.)
>
> There is the possibility that you can't get ATC to clear you to
> deviate from
> your routing to steer around CBs (been there, due to radio
> failure). But in
> theory there's nothing wrong with it.
Radio working or not, there is nothing ATC can say that would
convince me to knowingly go into a CB. I'll take my chances with
conflicting traffic by declaring an emergency and violating my
clearance, if I have to. If I can't get them on the radio, I'll
deviate and tell them about it later. They aren't flying the
airplane, I am.
Kevin Horton
RV-8 (Finishing Kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 24
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| Subject: | We lost Scott Crossfield today |
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
It's surprising what squawking 7700 will do.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Kevin Horton
Sent: Thursday, May 11, 2006 9:37 PM
Subject: Re: RV-List: We lost Scott Crossfield today
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
On 11-May-06, at 8:54 PM, Tedd McHenry wrote:
> --> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
>
>> With embedded CBs about, unless you have onboard weather of some
>> sort,
>> VFR is really the only sane option
>
> That's sort of true. But if you can fly IFR in VMC (e.g., on top
> of a stratus
> layer) where you can see the CB or CVD cells, that's still
> "sane." (Accepting,
> for the purpose of argument, that you consider IFR in a single-
> engine airplane
> sane in the first place.)
>
> There is the possibility that you can't get ATC to clear you to
> deviate from
> your routing to steer around CBs (been there, due to radio
> failure). But in
> theory there's nothing wrong with it.
Radio working or not, there is nothing ATC can say that would
convince me to knowingly go into a CB. I'll take my chances with
conflicting traffic by declaring an emergency and violating my
clearance, if I have to. If I can't get them on the radio, I'll
deviate and tell them about it later. They aren't flying the
airplane, I am.
Kevin Horton
RV-8 (Finishing Kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 25
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| Subject: | Re: Tru Trak Digitrak Issues |
--> RV-List message posted by: DOUGPFLYRV@aol.com
I gave had some positive & negative response from TruTrak. When a servo went
bad they quickly sent one and then I returned the failed unit. I bought the
ADI last June and have yet to receive the backup battery. They keep telling me
it will be shipped soon. I asked about returning the ADI for refund & was
told I could get a credit toward some other product.
NOT A HAPPY CAMPER!!!
Doug Preston
RV-7 N731RV
RV-7A N196VA
RV-10 40372
Message 26
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| Subject: | Re: Tail Wheel Woes |
--> RV-List message posted by: HCRV6@comcast.net
After some 200+ hours my tail wheel suddenly stopped locking. when I disassembled
it I found that the spindle had started to gall at the top and a fine sliver
of metal had worked its way into the slot for the locking pin, very effectively
jamming the pin in the retracted position. After some careful filing and
polishing of the spindle, the pin and the slot, and two tries, I think I have
got it working properly again.
I'm certain the original problem was caused by lack of lubrication at the top of
the spindle. As was reported several years ago on this list, just shooting
grease into the zirk fitting on the housing does not guarantee that grease will
get to the top of the spindle where it is really needed. from now on I will
disassemble and grease the spindle and locking pin at every 25 hour oil change.
For those tailwheel builders our there I suggest that you disassemble the locking
mechanism and carefully smooth all the edges and corners of the locking pin
and grease it well before reassembling it.
Harry Crosby
RV-6 N16CX, 209 hours
-------------- Original message ----------------------
From: "Ron Schreck" <ronschreck@alltel.net>
> --> RV-List message posted by: "Ron Schreck" <ronschreck@alltel.net>
>
> Hi all,
>
> I had an incident last week that really got my attention. Upon landing,
> when I lowered my RV-8's tail wheel to the runway the tail popped back
> up suddenly and when it came down again the airplane made a sudden
> 20-degree left turn off the runway. My neighbor was watching and he
> said he saw the tail wheel spinning around 360 degrees (on the vertical
> axis) after it bounced the first time. Post-incident autopsy revealed
> that the spring-loaded pin that locks the tail wheel was stuck in the
> retracted position. I removed the pin, polished it and carefully filed
> the pin hole and lubricated the assembly. It works fine, for now, but I
> am concerned that the airplane veered so suddenly just because the tail
> wheel was apparently unlocked at touchdown. I would assume that air
> loads would fix it in the trail position and once contacting the runway
> that the castor would do the same. I'm a little gun-shy now since I
> can't explain why the airplane reacted as it did. I would feel a bit
> better if others have had similar problems and I would be really excited
> if someone has a solution to my problem. What say you?
>
> Ron Schreck
> RV--8 "Miss Izzy"
> Gold Hill Airpark, NC
>
>
>
>
>
>
>
>
>
>
>
>
>
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