Today's Message Index:
----------------------
1. 12:24 AM - RV4 for sale (Scott Brown)
2. 05:36 AM - Re: Who is this guy? (Alex Peterson)
3. 07:10 AM - Re: Re: Low RPM Harmful ? (Chuck Jensen)
4. 07:38 AM - RV: Low RPM Harmful ? ()
5. 08:13 AM - Engine Problem (George Inman 204 287 8334)
6. 08:51 AM - Crouch Strap (Darrell Reiley)
7. 08:53 AM - Re: Engine Problem (Darrell Reiley)
8. 09:23 AM - Re: RV-List Digest: 26 Msgs - 05/22/06 Carb ice (PSPRV6A@aol.com)
9. 09:24 AM - Re: Crouch Strap (bcollinsrv7a@comcast.net (Bob Collins))
10. 10:28 AM - Re: Re: Low RPM Harmful ? (Vern W.)
11. 10:53 AM - San Diego rv ers (Jeff Dowling)
12. 11:10 AM - Re: Who is this guy? (Jeff Dowling)
13. 11:10 AM - Re: Low RPM Harmful ? (bdjones1965)
14. 01:13 PM - RV-9 Gear legs interfere with lower firewall (Gerry Filby)
15. 03:57 PM - Re: New Lycoming Engine Installation (bertrv6@highstream.net)
16. 03:57 PM - construction tapes for sale (bertrv6@highstream.net)
17. 03:59 PM - Re: Who is this guy? (bertrv6@highstream.net)
18. 05:13 PM - Re: Re: Low RPM Harmful ? (RV6 Flyer)
19. 05:13 PM - Re: San Diego rv ers (Reuven Silberman)
20. 07:14 PM - Re: rv-6a for sale (RaNDY Frost)
21. 08:28 PM - Re: rv-6a for sale (Ron Lee)
22. 11:39 PM - Re: Who is this guy? (JAMES BOWEN)
Message 1
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--> RV-List message posted by: "Scott Brown" <cptbuzz@adelphia.net>
Guys,
I am selling my RV4. I have it listed on ebay now, item number
4643128671. If you or anyone you know is interested, please email me.
Thanks!
Scott
Message 2
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| Subject: | Who is this guy? |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@earthlink.net>
> --> RV-List message posted by: "Rick Galati" <rick6a@yahoo.com>
>
> Terrific low level flying. Does anybody know who the pilot is?
>
> http://www.youtube.com/watch?v=ij1qWr99qLE
>
> Rick Galati RV-6A "Darla" 128 hours
There will be dead guys if many try to emulate. 45 degree banks at 25 feet
above the river is only for those who have tons of training for it. The
song sort of indicates military training, and it also mentions the Rio
Grande. Cool to watch, though.
do not archive
Alex Peterson
RV6-A N66AP 753 hours
Maple Grove, MN
Message 3
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| Subject: | Re: Low RPM Harmful ? |
--> RV-List message posted by: "Chuck Jensen" <cjensen@dts9000.com>
Bryan,
Intuition is a strong force....that's often wrong. While the argument
of engine life v. operating will not be settled soon, primarily because
there is no one single answer, Aviation Consumer did a 'study' of the
issue and canvassed many of the engine builders and over haulers and
looked at, in detail, peak cylinder pressures and other issues of
running at high v. low rpm.
In short, the consensus was running at higher rpm and higher hp output
equated well with engine life for a variety of reasons, but upper most
among them was stress on the engine. The worst power configuration was
low rpm, high power output. As rpm went up, stress was reduced. The
cylinder wear from more linear feet of piston travel was also
counter-intuitive. The cylinder wear was more a function of peak
pressures, which were lower at higher rpm; hence higher rpm operations
reduced cylinder wear.
We always need to remember, 'for every complex question, there is a
simple answer---that's wrong.'
Chuck Jensen
I slept at a Holiday Inn last night.
> -----Original Message-----
> From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
> server@matronics.com] On Behalf Of bdjones1965
> Sent: Monday, May 22, 2006 5:44 PM
> To: rv-list@matronics.com
> Subject: RV-List: Re: Low RPM Harmful ?
>
> --> RV-List message posted by: "bdjones1965" <rv_8pilot@hotmail.com>
>
>
> n1cxo320(at)salidaco.com wrote:
> > At our EAA Chapter meeting the gossip turned to cruise rpm settings.
One
> > pilot, who I had thought was fairly knowledgeable, said that low rpm
> > settings (say 2000 or so) for an extended time would harm the
valves.
> >
> > I can't see his logic and didn't have the opportunity at the meeting
to
> > question him further about his statement. My relatively uninformed
view
> > is that his idea isn't on track.
> >
> > Opinions from engine experts would be welcome.
>
> I'm not an expert, but I would think he had it reversed. Higher RPM
will
> cause greater dynamic loads on the valve train and other moving parts.
> Valves contact the seat when the cylinder is under compression,
> transferring very little load anywhere except the inside of the
cylinder.
>
> Lower rpm would be easier on the moving parts, but the cumbustion
chamber
> will see higher pressures longer. This results in higher cylinder
> pressure and greater blowby (if sealing is an issue).
>
> 2 cents
>
> Bryan
> Houston
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=35901#35901
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 4
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| Subject: | RV: Low RPM Harmful ? |
--> RV-List message posted by: <gmcjetpilot@yahoo.com>
Great question. With gas prices what they are flying at low power is
a great idea. The idea of saving wear on the engine not so much.
I am no expert but Lycoming is, and here is a key reprint (article)
from Lycomings Flyer publication.
http://www.lycoming.textron.com/main.jsp?bodyPage=support/publications/keyReprints/operation/lowPowerLowRPM.html
Bottom line engine parameters should be within limits (for my O360A1A):
CHT: 280-400F*
Oil Temp: 185-210F*
*(These are all personal limits, 190F OT is what I like to see; much lower
than this you are not buring off the water from conbustion fully and it stays
in your crank case. 300F CHT is as cold as I like to see. Below that you
can get more lead deposits.)
See your manual for proper limits.
also
http://www.lycoming.textron.com/main.jsp?bodyPage=support/publications/keyReprints/operation/leaningEngines.html
http://www.lycoming.textron.com/main.jsp?bodyPage=support/publications/keyReprints/operation/properLeaning.html
http://www.lycoming.textron.com/main.jsp?bodyPage=support/publications/keyReprints/operation/powerSettings.html
You also have to watch prop limits. In my case I have a no 2000-2500rpm
continuous ops stay out range. I could fly at 1950 rpm but that is not
quite enough get up an go for me. However is I was circling and going for
endurance I could go 1900 RPM. IT is all about percent power. For my
RV-7 the best L/D is down in the 100mph range, so for a real slow flight
of say 120-140 mph it does not take much power. The gas burn is very
low. I think more in percent power and not RPM alone. Bottom line
RPM is part of the power equation and thus ECON. I don't worry about
wear. A Lyc can be flown at 2,700 rpm all day. The reason is GAS.
Cheers George
>From: "John Fasching" <n1cxo320@salidaco.com>
>
>At our EAA Chapter meeting the gossip turned to cruise rpm settings.
>One pilot, who I had thought was fairly knowledgeable, said that low rpm
>settings (say 2000 or so) for an extended time would harm the valves.
>
>I can't see his logic and didn't have the opportunity at the meeting to
>question him further about his statement. My relatively uninformed view
>is that his idea isn't on track.
>
>Opinions from engine experts would be welcome.
__________________________________________________
Message 5
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--> RV-List message posted by: George Inman 204 287 8334 <ghinman@mts.net>
Go to this site
http://www.tc.gc.ca/CivilAviation/publications/tp14371/AIR/2-1.htm#2-3
scroll down to the carb ice chart and compare it to the temp and dew
point on that day.
>All, I have a friend who was recently flying a photo shoot at 9500' in a Cessna
>when the engine began running rough. He quickly pulled carb heat and
>the engine began running normally, but as soon as he pushed in the carb heat
>control, the engine began running rough again.
>
>As he descended to around 4000' feet, the engine began running fine without
>using carb heat. Disassembly of the carb has revealed no problem. Any ideas
>about what could be the cause? Carb Ice, maybe?
>
>Walt Shipley
--
George H. Inman
ghinman@mts.net
Message 6
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--> RV-List message posted by: Darrell Reiley <lifeofreiley2003@yahoo.com>
Can someone scan a copy of Van's Crotch Strap Instructions for an RV7A (pdf) to
me to review?
Darrell
---------------------------------
Ring'em or ping'em. Make PC-to-phone calls as low as 1/min with Yahoo! Messenger
with Voice.
Message 7
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| Subject: | Re: Engine Problem |
--> RV-List message posted by: Darrell Reiley <lifeofreiley2003@yahoo.com>
George,
Thanks! That's is very good information for every pilot to read.
Darrell
do not archive
George Inman 204 287 8334 <ghinman@mts.net> wrote:
--> RV-List message posted by: George Inman 204 287 8334
Go to this site
http://www.tc.gc.ca/CivilAviation/publications/tp14371/AIR/2-1.htm#2-3
scroll down to the carb ice chart and compare it to the temp and dew
point on that day.
>All, I have a friend who was recently flying a photo shoot at 9500' in a Cessna
>when the engine began running rough. He quickly pulled carb heat and
>the engine began running normally, but as soon as he pushed in the carb heat
>control, the engine began running rough again.
>
>As he descended to around 4000' feet, the engine began running fine without
>using carb heat. Disassembly of the carb has revealed no problem. Any ideas
>about what could be the cause? Carb Ice, maybe?
>
>Walt Shipley
--
George H. Inman
ghinman@mts.net
---------------------------------
Blab-away for as little as 1/min. Make PC-to-Phone Calls using Yahoo! Messenger
with Voice.
Message 8
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| Subject: | Re: RV-List Digest: 26 Msgs - 05/22/06 Carb ice |
--> RV-List message posted by: PSPRV6A@aol.com
One of the best carb ice detectors is EGT. Carbureted Lycomings will
develop small amounts of ice under surprisingly clear conditions. The first
symptom if you are cruising fully leaned will be a small drop in EGT, no change
in
power. If EGT recovers to normal lean cruise temp after a SHORT application
of carb heat, you had a trace of ice. This is common on those perfect clear
mornings. 25 years of flying the same Cessna with the 0-320 E2D engine gave
lots of familiarity with this. Paul S. Petersen, RV6A building, flying
soon
Message 9
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| Subject: | Re: Crouch Strap |
--> RV-List message posted by: bcollinsrv7a@comcast.net (Bob Collins)
Hmmm... the news that you have to cut a slot in the cushion is disappointing. I
ordered the Oregon Aero seats and I was told you could just snake the crotch
strap forward, around the indentation and back.
Shoot.
Do not archive.
-------------- Original message ----------------------
From: Darrell Reiley <lifeofreiley2003@yahoo.com>
> --> RV-List message posted by: Darrell Reiley <lifeofreiley2003@yahoo.com>
>
> Can someone scan a copy of Van's Crotch Strap Instructions for an RV7A (pdf)
to
> me to review?
>
> Darrell
>
>
> ---------------------------------
Message 10
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| Subject: | Re: Low RPM Harmful ? |
--> RV-List message posted by: "Vern W." <highflight1@gmail.com>
All engines are engineered to operate at peak levels for their
designed purpose. Operating at anything other than at those peak levels
(over OR under) introduces various non-desireable effects on the engine.
RPM, if operated within the engines limits (even at upper limits) is not a
"stressor" to the engine. Operating at low RPMs and at high torque loads is
.
When I was a "kid" (20 years old), I rode with a couple of friends quite a
bit and they typically "lugged" their Harleys along at 12 or 14 hundred RPM
s
while I always let my Sportster "sing" along at 2500 to 2800 RPM's and I
never had any mechanical failures nor carbon build up like my friends did.
In fact, that 1970 Sportster I bought new back then is still in my garage
waiting to be taken for another ride :-)
I think the best way to make a Lycoming last beyond it's 2000 hours is to
run it at 2500 to 2700 all day long and change oil every 25 hours.
But maybe that's just me.
Vern
RV7-A
On 5/23/06, Chuck Jensen <cjensen@dts9000.com> wrote:
>
> --> RV-List message posted by: "Chuck Jensen" <cjensen@dts9000.com>
>
> Bryan,
>
> Intuition is a strong force....that's often wrong. While the argument
> of engine life v. operating will not be settled soon, primarily because
> there is no one single answer, Aviation Consumer did a 'study' of the
> issue and canvassed many of the engine builders and over haulers and
> looked at, in detail, peak cylinder pressures and other issues of
> running at high v. low rpm.
>
> In short, the consensus was running at higher rpm and higher hp output
> equated well with engine life for a variety of reasons, but upper most
> among them was stress on the engine. The worst power configuration was
> low rpm, high power output. As rpm went up, stress was reduced. The
> cylinder wear from more linear feet of piston travel was also
> counter-intuitive. The cylinder wear was more a function of peak
> pressures, which were lower at higher rpm; hence higher rpm operations
> reduced cylinder wear.
>
> We always need to remember, 'for every complex question, there is a
> simple answer---that's wrong.'
>
> Chuck Jensen
> I slept at a Holiday Inn last night.
>
> > -----Original Message-----
> > From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
> > server@matronics.com] On Behalf Of bdjones1965
> > Sent: Monday, May 22, 2006 5:44 PM
> > To: rv-list@matronics.com
> > Subject: RV-List: Re: Low RPM Harmful ?
> >
> > --> RV-List message posted by: "bdjones1965" <rv_8pilot@hotmail.com>
> >
> >
> > n1cxo320(at)salidaco.com wrote:
> > > At our EAA Chapter meeting the gossip turned to cruise rpm settings.
> One
> > > pilot, who I had thought was fairly knowledgeable, said that low rpm
> > > settings (say 2000 or so) for an extended time would harm the
> valves.
> > >
> > > I can't see his logic and didn't have the opportunity at the meeting
> to
> > > question him further about his statement. My relatively uninformed
> view
> > > is that his idea isn't on track.
> > >
> > > Opinions from engine experts would be welcome.
> >
> > I'm not an expert, but I would think he had it reversed. Higher RPM
> will
> > cause greater dynamic loads on the valve train and other moving parts.
> > Valves contact the seat when the cylinder is under compression,
> > transferring very little load anywhere except the inside of the
> cylinder.
> >
> > Lower rpm would be easier on the moving parts, but the cumbustion
> chamber
> > will see higher pressures longer. This results in higher cylinder
> > pressure and greater blowby (if sealing is an issue).
> >
> > 2 cents
> >
> > Bryan
> > Houston
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=35901#35901
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
========================
==========
========================
==========
========================
==========
========================
==========
>
>
Message 11
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| Subject: | San Diego rv ers |
--> RV-List message posted by: "Jeff Dowling" <shempdowling2@earthlink.net>
Im hoping to spend a night or two in San Diego in a couple of weeks and am
wondering if anyone has some extra tie down room somewhere out there.
tia
do not archive
Shemp/Jeff Dowling
RV-6A, N915JD
265 hours
Chicago/Louisville
----- Original Message -----
From: "Vern W." <highflight1@gmail.com>
Sent: Tuesday, May 23, 2006 12:24 PM
Subject: Re: RV-List: Re: Low RPM Harmful ?
> --> RV-List message posted by: "Vern W." <highflight1@gmail.com>
>
> All engines are engineered to operate at peak levels for their
> designed purpose. Operating at anything other than at those peak levels
> (over OR under) introduces various non-desireable effects on the engine.
>
> RPM, if operated within the engines limits (even at upper limits) is not a
> "stressor" to the engine. Operating at low RPMs and at high torque loads
> is
> .
>
> When I was a "kid" (20 years old), I rode with a couple of friends quite a
> bit and they typically "lugged" their Harleys along at 12 or 14 hundred
> RPM
> s
> while I always let my Sportster "sing" along at 2500 to 2800 RPM's and I
> never had any mechanical failures nor carbon build up like my friends did.
> In fact, that 1970 Sportster I bought new back then is still in my garage
> waiting to be taken for another ride :-)
>
> I think the best way to make a Lycoming last beyond it's 2000 hours is to
> run it at 2500 to 2700 all day long and change oil every 25 hours.
>
> But maybe that's just me.
>
> Vern
> RV7-A
>
>
> On 5/23/06, Chuck Jensen <cjensen@dts9000.com> wrote:
>>
>> --> RV-List message posted by: "Chuck Jensen" <cjensen@dts9000.com>
>>
>> Bryan,
>>
>> Intuition is a strong force....that's often wrong. While the argument
>> of engine life v. operating will not be settled soon, primarily because
>> there is no one single answer, Aviation Consumer did a 'study' of the
>> issue and canvassed many of the engine builders and over haulers and
>> looked at, in detail, peak cylinder pressures and other issues of
>> running at high v. low rpm.
>>
>> In short, the consensus was running at higher rpm and higher hp output
>> equated well with engine life for a variety of reasons, but upper most
>> among them was stress on the engine. The worst power configuration was
>> low rpm, high power output. As rpm went up, stress was reduced. The
>> cylinder wear from more linear feet of piston travel was also
>> counter-intuitive. The cylinder wear was more a function of peak
>> pressures, which were lower at higher rpm; hence higher rpm operations
>> reduced cylinder wear.
>>
>> We always need to remember, 'for every complex question, there is a
>> simple answer---that's wrong.'
>>
>> Chuck Jensen
>> I slept at a Holiday Inn last night.
>>
>> > -----Original Message-----
>> > From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
>> > server@matronics.com] On Behalf Of bdjones1965
>> > Sent: Monday, May 22, 2006 5:44 PM
>> > To: rv-list@matronics.com
>> > Subject: RV-List: Re: Low RPM Harmful ?
>> >
>> > --> RV-List message posted by: "bdjones1965" <rv_8pilot@hotmail.com>
>> >
>> >
>> > n1cxo320(at)salidaco.com wrote:
>> > > At our EAA Chapter meeting the gossip turned to cruise rpm settings.
>> One
>> > > pilot, who I had thought was fairly knowledgeable, said that low rpm
>> > > settings (say 2000 or so) for an extended time would harm the
>> valves.
>> > >
>> > > I can't see his logic and didn't have the opportunity at the meeting
>> to
>> > > question him further about his statement. My relatively uninformed
>> view
>> > > is that his idea isn't on track.
>> > >
>> > > Opinions from engine experts would be welcome.
>> >
>> > I'm not an expert, but I would think he had it reversed. Higher RPM
>> will
>> > cause greater dynamic loads on the valve train and other moving parts.
>> > Valves contact the seat when the cylinder is under compression,
>> > transferring very little load anywhere except the inside of the
>> cylinder.
>> >
>> > Lower rpm would be easier on the moving parts, but the cumbustion
>> chamber
>> > will see higher pressures longer. This results in higher cylinder
>> > pressure and greater blowby (if sealing is an issue).
>> >
>> > 2 cents
>> >
>> > Bryan
>> > Houston
>> >
>> >
>> >
>> >
>> > Read this topic online here:
>> >
>> > http://forums.matronics.com/viewtopic.php?p=35901#35901
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>>
>>
>>
>>
>>
> =======================
> =========
> =======================
> =========
> =======================
> =========
> =======================
> =========
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 12
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| Subject: | Re: Who is this guy? |
--> RV-List message posted by: "Jeff Dowling" <shempdowling2@earthlink.net>
FREEDOM
do not archive
----- Original Message -----
From: "Alex Peterson" <alexpeterson@earthlink.net>
Sent: Tuesday, May 23, 2006 7:26 AM
Subject: RE: RV-List: Who is this guy?
> --> RV-List message posted by: "Alex Peterson"
> <alexpeterson@earthlink.net>
>
>
>> --> RV-List message posted by: "Rick Galati" <rick6a@yahoo.com>
>>
>> Terrific low level flying. Does anybody know who the pilot is?
>>
>> http://www.youtube.com/watch?v=ij1qWr99qLE
>>
>> Rick Galati RV-6A "Darla" 128 hours
>
>
> There will be dead guys if many try to emulate. 45 degree banks at 25
> feet
> above the river is only for those who have tons of training for it. The
> song sort of indicates military training, and it also mentions the Rio
> Grande. Cool to watch, though.
>
> do not archive
>
> Alex Peterson
> RV6-A N66AP 753 hours
> Maple Grove, MN
>
>
>
Message 13
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| Subject: | Re: Low RPM Harmful ? |
--> RV-List message posted by: "bdjones1965" <rv_8pilot@hotmail.com>
highflight1(at)gmail.com wrote:
> All engines are engineered to operate at peak levels for their
> designed purpose. Operating at anything other than at those peak levels
> (over OR under) introduces various non-desireable effects on the engine.
>
> RPM, if operated within the engines limits (even at upper limits) is not a
> "stressor" to the engine. Operating at low RPMs and at high torque loads is
Excellent discussion topic.
But a couple of points to make:
1. RPM certainly is a factor to a mechanical device. That's why there's a red
line.
2. The are many factors in recip engine life/wear. Some involve *driving* components
(pistons, rods, crank...), and some involve *driven* components (valve
train, accessory devices...). To say low rpm ops cause the most damage is not
absolute, any more than saying high rpm ops will cause the most damage.
Personally, these (Lycomings) have such short stroke already, I don't feel too
comfortable with extended low rpm ops. Aside from OEM limits, I don't like operating
below 2300 or oversquare in any instance. 95 % of my time is spent 2350
to 2400 rpm. General - yes. But it's just my thing.
another 2 cents
Bryan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=36046#36046
Message 14
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| Subject: | RV-9 Gear legs interfere with lower firewall |
--> RV-List message posted by: Gerry Filby <gerf@gerf.com>
Apparently this is well documented in the community but not at
all by Vans. Installing the eninge mount on my RV-9
(taildragger) I noticed that the gear mounting tybes interfere
with the lower flange of the firewall. I trimmed the firewall
back as others have, but even so I had to start eating into the
lower firewall stiffener angle to get enough clearance for the
gear leg.
I have about 1/16" clearance between the aft side of the leg
and the lower firewall angle - is that enough ? I can see that
the legs have to flex, but I'm thinking the movement this close
to the mounting tube should be minimal.
Is 16th enough clearance ?
__g__
==========================================================
Gerry Filby gerf@gerf.com
Tel: 415 203 9177
----------------------------------------------------------
Message 15
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| Subject: | Re: New Lycoming Engine Installation |
--> RV-List message posted by: bertrv6@highstream.net
Quoting dwhite17@columbus.rr.com:
> --> RV-List message posted by: <dwhite17@columbus.rr.com>
>
> Has anyone drained the Preservative Oil from their new Lycoming engine
> AFTER installion of the engine on the airframe? The Service Instruction
> No 1472 says to do it PRIOR to installing the engine, but it is not
> possible to install the engine and then run it within 6 months of
> installation. Any tips?
>
> I left it in, until engine was installed and connected..
bert
rv6a flying>
>
>
Message 16
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| Subject: | construction tapes for sale |
--> RV-List message posted by: bertrv6@highstream.net
Hi:
Since I am finally flying now, I will sell the complete set of VHS construction
tapes, rv6a.
Contact me off list, for price and details.
Bert
rv6a
flying
do not archive
Message 17
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| Subject: | Who is this guy? |
--> RV-List message posted by: bertrv6@highstream.net
Quoting JAMES BOWEN <jabowenjr@hotmail.com>:
> --> RV-List message posted by: "JAMES BOWEN" <jabowenjr@hotmail.com>
>
> It was called treetop flyer when I saw it a few weeks back and put it out on
> the list for others to see. All I know is he's wearing a UW huskies cap.
> Probably someone out here in the west.
>
> jim bowen
> lake yapps, wa.
>
> JIm: I am trying to see the video, but starts for a second or so, and then
stops..
What I do to see the complete video? what key to push?
Thanks,\\
Bert
> >From: "Rick Galati" <rick6a@yahoo.com>
> >To: rv-list@matronics.com
> >Subject: RV-List: Who is this guy?
> >Date: Mon, 22 May 2006 22:43:13 -0700
> >
> >--> RV-List message posted by: "Rick Galati" <rick6a@yahoo.com>
> >
> >Terrific low level flying. Does anybody know who the pilot is?
> >
> >http://www.youtube.com/watch?v=ij1qWr99qLE
> >
> >Rick Galati RV-6A "Darla" 128 hours
> >
> >
> >
> >
> >Read this topic online here:
> >
> >http://forums.matronics.com/viewtopic.php?p=35956#35956
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 18
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| Subject: | Re: Low RPM Harmful ? |
--> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
So you are telling me that the way I have been operating my engine for the
past 8.75 years is not good for it and it will not make it past 1,000 hours?
I typically cruse at full throttle 2,300 RPM. If I can run over square, I
do. One of my favorite power settings is 2,100 RPM 22 inches MAP with a 6
GPH fuel burn.
My engine has over 5,000 hours since new and over 1,850 in the RV.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,850 + Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
----Original Message Follows----
highflight1(at)gmail.com wrote:
> All engines are engineered to operate at peak levels for their
> designed purpose. Operating at anything other than at those peak levels
> (over OR under) introduces various non-desireable effects on the engine.
>
> RPM, if operated within the engines limits (even at upper limits) is not
a
> "stressor" to the engine. Operating at low RPMs and at high torque loads
is
Message 19
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|
| Subject: | Re: San Diego rv ers |
--> RV-List message posted by: Reuven Silberman <pilots2@yahoo.com>
Jeff,
Sounds like you dont mind if your tied down outside. Would suggest KSEE first
then KMYF. KSEE is inland and does not have the morning and evening costal stratus
issues KMYF has. If you and the plane are IFR qualified than either airport
will work. KSEE has a GPS and LOC approach, KMYF has an ILS. Overnight rates
at either airport are reasonable.
Reuven Silberman
7A, N7WT
Jeff Dowling <shempdowling2@earthlink.net> wrote: --> RV-List message posted by:
"Jeff Dowling"
Im hoping to spend a night or two in San Diego in a couple of weeks and am
wondering if anyone has some extra tie down room somewhere out there.
tia
do not archive
Shemp/Jeff Dowling
RV-6A, N915JD
265 hours
Chicago/Louisville
----- Original Message -----
From: "Vern W."
Sent: Tuesday, May 23, 2006 12:24 PM
Subject: Re: RV-List: Re: Low RPM Harmful ?
> --> RV-List message posted by: "Vern W."
>
> All engines are engineered to operate at peak levels for their
> designed purpose. Operating at anything other than at those peak levels
> (over OR under) introduces various non-desireable effects on the engine.
>
> RPM, if operated within the engines limits (even at upper limits) is not a
> "stressor" to the engine. Operating at low RPMs and at high torque loads
> is
> .
>
> When I was a "kid" (20 years old), I rode with a couple of friends quite a
> bit and they typically "lugged" their Harleys along at 12 or 14 hundred
> RPM
> s
> while I always let my Sportster "sing" along at 2500 to 2800 RPM's and I
> never had any mechanical failures nor carbon build up like my friends did.
> In fact, that 1970 Sportster I bought new back then is still in my garage
> waiting to be taken for another ride :-)
>
> I think the best way to make a Lycoming last beyond it's 2000 hours is to
> run it at 2500 to 2700 all day long and change oil every 25 hours.
>
> But maybe that's just me.
>
> Vern
> RV7-A
>
>
> On 5/23/06, Chuck Jensen wrote:
>>
>> --> RV-List message posted by: "Chuck Jensen"
>>
>> Bryan,
>>
>> Intuition is a strong force....that's often wrong. While the argument
>> of engine life v. operating will not be settled soon, primarily because
>> there is no one single answer, Aviation Consumer did a 'study' of the
>> issue and canvassed many of the engine builders and over haulers and
>> looked at, in detail, peak cylinder pressures and other issues of
>> running at high v. low rpm.
>>
>> In short, the consensus was running at higher rpm and higher hp output
>> equated well with engine life for a variety of reasons, but upper most
>> among them was stress on the engine. The worst power configuration was
>> low rpm, high power output. As rpm went up, stress was reduced. The
>> cylinder wear from more linear feet of piston travel was also
>> counter-intuitive. The cylinder wear was more a function of peak
>> pressures, which were lower at higher rpm; hence higher rpm operations
>> reduced cylinder wear.
>>
>> We always need to remember, 'for every complex question, there is a
>> simple answer---that's wrong.'
>>
>> Chuck Jensen
>> I slept at a Holiday Inn last night.
>>
>> > -----Original Message-----
>> > From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
>> > server@matronics.com] On Behalf Of bdjones1965
>> > Sent: Monday, May 22, 2006 5:44 PM
>> > To: rv-list@matronics.com
>> > Subject: RV-List: Re: Low RPM Harmful ?
>> >
>> > --> RV-List message posted by: "bdjones1965"
>> >
>> >
>> > n1cxo320(at)salidaco.com wrote:
>> > > At our EAA Chapter meeting the gossip turned to cruise rpm settings.
>> One
>> > > pilot, who I had thought was fairly knowledgeable, said that low rpm
>> > > settings (say 2000 or so) for an extended time would harm the
>> valves.
>> > >
>> > > I can't see his logic and didn't have the opportunity at the meeting
>> to
>> > > question him further about his statement. My relatively uninformed
>> view
>> > > is that his idea isn't on track.
>> > >
>> > > Opinions from engine experts would be welcome.
>> >
>> > I'm not an expert, but I would think he had it reversed. Higher RPM
>> will
>> > cause greater dynamic loads on the valve train and other moving parts.
>> > Valves contact the seat when the cylinder is under compression,
>> > transferring very little load anywhere except the inside of the
>> cylinder.
>> >
>> > Lower rpm would be easier on the moving parts, but the cumbustion
>> chamber
>> > will see higher pressures longer. This results in higher cylinder
>> > pressure and greater blowby (if sealing is an issue).
>> >
>> > 2 cents
>> >
>> > Bryan
>> > Houston
>> >
>> >
>> >
>> >
>> > Read this topic online here:
>> >
>> > http://forums.matronics.com/viewtopic.php?p=35901#35901
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>>
>>
>>
>>
>>
> ======================
> ========
> ======================
> ========
> ======================
> ========
> ======================
> ========
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
"No pressure, no diamonds".
~Thomas Carlyle
Message 20
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--> RV-List message posted by: "RaNDY Frost" <jamesrfrost@hotmail.com>
Steve: The plane is just what i want. Is a trike insurance less than the
taildragger? How do you buy a plane on ebay. Pre-buy etc.
How is a 10 better than a 6? How much do you want?
I put my plane money in a lake house here in Georgia but will get it back
June 15th What's the transition foram a C-172 to this? I have a
taildragger Kitfox. and 70 hr in a 172. I would pay for transition training
somewhere.
Randy 678-859-1861
>From: "Steven DiNieri" <capsteve@adelphia.net>
>To: <rv-list@matronics.com>
>Subject: RV-List: rv-6a for sale Date: Thu, 18 May 2006 00:58:37 -0400
>
>--> RV-List message posted by: "Steven DiNieri" <capsteve@adelphia.net>
>
> I've held out as long as I can, but I have to sell my 6a to make room
>for
>an rv-10 thats now on gear legs and taking way too much room. To expedite
>to process I'm gonna list it on EBay Saturday morning. The only reason I
>would mention it on this list would be to give a lister or "friend of"
>lister, if interested, the opportunity to inspect and perhaps buy an
>excellent aircraft in a more relaxed pace than auction. If there is any
>interest I can postpone the eBay listing.
> Check it out at http://www.preautoacc.com/precision/N231RV.html
>
> Now back to your regularly scheduled program...........
>
>Do not archive
> Steven DiNieri
>
>
>--
>
>
Message 21
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--> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
Suggestion Randy. Call the guy. Trying to work this via email is not
optimal. A -10 is a four place aircraft.
I transitioned from Cessnas to a 6A very quickly and I am just a bubba
pilot
Ron Lee
Do not archive
At 08:08 PM 5/23/2006, you wrote:
>--> RV-List message posted by: "RaNDY Frost" <jamesrfrost@hotmail.com>
>
>Steve: The plane is just what i want. Is a trike insurance less than the
>taildragger? How do you buy a plane on ebay. Pre-buy etc.
>
>How is a 10 better than a 6? How much do you want?
>
>I put my plane money in a lake house here in Georgia but will get it back
>June 15th What's the transition foram a C-172 to this? I have a
>taildragger Kitfox. and 70 hr in a 172. I would pay for transition training
>somewhere.
>
>Randy 678-859-1861
Message 22
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| Subject: | Who is this guy? |
--> RV-List message posted by: "JAMES BOWEN" <jabowenjr@hotmail.com>
Bert, here is the link that I had to the treetop flyer. Just klick on the
link and it should play.
http://www.experimentalpilots.com/anrr.wmv
I hope this works for you.
Jim Bowen
>From: bertrv6@highstream.net
>To: rv-list@matronics.com
>Subject: RE: RV-List: Who is this guy?
>Date: Tue, 23 May 2006 18:59:13 -0400
>
>--> RV-List message posted by: bertrv6@highstream.net
>
>Quoting JAMES BOWEN <jabowenjr@hotmail.com>:
>
> > --> RV-List message posted by: "JAMES BOWEN" <jabowenjr@hotmail.com>
> >
> > It was called treetop flyer when I saw it a few weeks back and put it
>out on
> > the list for others to see. All I know is he's wearing a UW huskies cap.
> > Probably someone out here in the west.
> >
> > jim bowen
> > lake yapps, wa.
> >
> > JIm: I am trying to see the video, but starts for a second or so, and
>then
>stops..
>
> What I do to see the complete video? what key to push?
>
>Thanks,\\
>
>Bert
>
>
> > >From: "Rick Galati" <rick6a@yahoo.com>
> > >To: rv-list@matronics.com
> > >Subject: RV-List: Who is this guy?
> > >Date: Mon, 22 May 2006 22:43:13 -0700
> > >
> > >--> RV-List message posted by: "Rick Galati" <rick6a@yahoo.com>
> > >
> > >Terrific low level flying. Does anybody know who the pilot is?
> > >
> > >http://www.youtube.com/watch?v=ij1qWr99qLE
> > >
> > >Rick Galati RV-6A "Darla" 128 hours
> > >
> > >
> > >
> > >
> > >Read this topic online here:
> > >
> > >http://forums.matronics.com/viewtopic.php?p=35956#35956
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
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