Today's Message Index:
----------------------
1. 05:02 AM - Re: mounting strobe power supply in RV-6/6A (sheldon barrett)
2. 06:47 AM - N161RL Flies (Doug Bell)
3. 06:47 AM - Tools for Sale (RGray67968@aol.com)
4. 07:33 AM - Re: Sporty's, James, & Paintucation Videos for sale. (RV Builder (Michael Sausen))
5. 07:36 AM - Re strobe PS mounting (Charles Heathco)
6. 07:40 AM - Re: Fw: MOGAS Use With FI Engines (Jamie Painter)
7. 07:50 AM - Mogas and corn liquir (Charles Heathco)
8. 08:06 AM - Re: Fw: MOGAS Use With FI Engines (Tracy Crook)
9. 09:18 AM - Re: mounting strobe power supply in RV-6/6A (Ed Holyoke)
10. 11:30 AM - Re: Fw: MOGAS Use With FI Engines (DonEavesRV6)
11. 01:42 PM - Drilling exhaust for EGT (Ralph E. Capen)
12. 01:51 PM - Drilling exhaust for EGT (Ralph E. Capen)
13. 02:30 PM - Inspirational First Flight Video (JACK LOCKAMY)
14. 02:55 PM - Re: Inspirational First Flight Video (JACK LOCKAMY)
15. 02:55 PM - Re: Inspirational First Flight Video (John Porter)
16. 03:45 PM - Re: Drilling exhaust for EGT (Terry Watson)
17. 04:32 PM - Re: Drilling exhaust for EGT (LarryRobertHelming)
18. 04:41 PM - Re: Inspirational First Flight Video (Fiveonepw@aol.com)
19. 04:45 PM - Re: Fw: MOGAS Use With FI Engines (LarryRobertHelming)
20. 04:53 PM - How to turn an RV-9A fuse over? (Doc Custer)
21. 05:15 PM - Re: How to turn an RV-9A fuse over? (Frank Stringham)
22. 05:15 PM - Re: Fw: MOGAS Use With FI Engines (Larry Pardue)
23. 05:20 PM - Re: How to turn an RV-9A fuse over? (Dan Checkoway)
24. 05:20 PM - Re: Fw: MOGAS Use With FI Engines (Ed Holyoke)
25. 05:36 PM - Re: Fw: MOGAS Use With FI Engines (Vanremog@aol.com)
26. 06:20 PM - Re: How to turn an RV-9A fuse over? (Jim Jewell)
27. 06:31 PM - Re: Drilling exhaust for EGT (FLYaDIVE@aol.com)
28. 06:36 PM - Re: Inspirational First Flight Video (Jim Jewell)
29. 06:44 PM - Re: Fw: MOGAS Use With FI Engines was Fuel Injected (Charlie Kuss)
30. 07:31 PM - Re: Drilling exhaust for EGT (Larry Bowen)
31. 08:30 PM - Re: Fw: MOGAS Use With FI Engines was Fuel Injected (Ed Holyoke)
32. 08:30 PM - Re: Drilling exhaust for EGT (Fiveonepw@aol.com)
33. 08:40 PM - Re: How to turn an RV-9A fuse over? (Fiveonepw@aol.com)
34. 11:31 PM - Re: Fw: MOGAS Use With FI Engines (Mickey Coggins)
Message 1
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| Subject: | Re: mounting strobe power supply in RV-6/6A |
Ed, Just some information for you... I have the AK-450 ELT as you do...
The mount for the mounting strap broke (at around 300 hours)... Not sure
why, but might be from unhooking it and re hooking at battery change
times or from viberation... you might think of beefing this up... for if
it came loose back there... not good...!
Sheldon RV6A 400 hrs
----- Original Message -----
From: Ed Holyoke
To: rv-list@matronics.com
Sent: Sunday, July 02, 2006 5:55 PM
Subject: RE: RV-List: mounting strobe power supply in RV-6/6A
Hmmm, I don't think that will help with oil canning. It looks as if
the rails are suspended on each end at the bulkheads and not in contact
with the skin. I bought another rib from Van's - the one that the
elevator bellcrank is mounted to (sorry I don't have the part # at my
fingertips) and fit it parallel to the existing one and made a sort of
avionics deck.
Things wound up crowded and I mounted on the side of it. That black
thing at the aft end is a remote compass sensor which I'll probably end
up not using.
Pax,
Ed Holyoke
>I also like Bobby Hester picture, since that belly skin is an oil
canner and those rails should stiffen them up a bit!
Denis Walsh
On Jul 2, 2006, at 07:25 303180007, sarg314 wrote:
> --> RV-List message posted by: sarg314 <sarg314@comcast.net>
>
> I have the Whelen strobe power supply to run 3 strobes ( HDACF).
> It's got a mounting plate that is about 6" square. It weighs 2
> Lbs. I want to mount it just behind the baggage bulkhead some
> where. First idea, to simply mount it to the belly skin was
> rejected. The skin's not braced enough.
Message 2
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Mannan,
Congratulations on getting in the air. Good Luck with the phase 1!
Doug Bell
N266WB RV8
Manistee, MI
Message 3
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Unless it says 'Spruce' the prices were compared with Avery. All tools are
'used' but in excellent condition.
Tools for Sale
1-Avery =98C=99 Frame =93$165
2=93US Rivet gun #TP82 Spruce price $252
3=93US Rivet gun #TP83 Spruce price $205
4=93Back rivet set $22
5=937 misc rivet sets for pneumatic gun $6 to $9 ea (approx $40)
6=93Mushroom Swivel Set - $39
7=93Flush Set with Guard $18
8=936 misc Mushroom Flush Sets $7 to $14 ea (approx $40)
9=93Rivet length gauge $7
10=93Shop Head Gauge set of 4 $7
11=93Edge Rolling tool (I have 2) Spruce price $15ea = $30 total
12-3 size Tubing Bender Spruce price $31
13=932 pair of Fluting Pliers Spruce price $16.50ea = $33 total
14=93Die Grinder =93 Spruce Price $42
15=93Snips =93 Left hand Spruce Price $17.50
16-Snips =93 Right hand Spruce Price $17.50
17-Snips =93 Straight Cut Spruce Price $17.50 (2ea) = $35 total
18=93Cleco Pliers - $4.95
19=933 Drill Stops various sizes $.95 ea = $2.85 total
20=93Clecos =93 3/32 Silver (300ea) $.38ea = $114 total
21=93Clecos =93 1/8 Copper (100ea) $.38ea = $38 total
22=93Clecos =93 5/32 Black (14ea) $.38ea = $5.32 total
23=93Clecos =93 3/16 Brass (55ea) $.38ea = $20.90 total
24=9324 Wing Nut Clecos 1/4" $3ea = $72 total
25=9318 Side Grip Cleco type clamps (long style) $2.50ea =$45 total
26=93Rivet Cutter Spruce price $12.95
27-Instrument Cutout Template Spruce price =93 $9.95
28-Bolt Gauge - Free
29-Drill Gauge =93 Free
30-High Speed Debur Tool w/extension =93 Spruce price $22.95
31-2 Plate Nut jigs 3/32 & 1/18 =93 $5ea (not sure of price) = $10
total
32-Safety Wire Twister Pliers - Spruce price $22.95
33-NEW in box 2ea ISSPRO R8790 2=9D Fuel Gauges (unknown price so $50
for the
pair)
34-NEW in box Mitchell Volt Meter 2=9D Spruce price $43.95
35- Micromesh plexi kit (box opened and may have been used???) Spruce price
$17.95 make offer
Total comes to about $1,488.87 for =98new=99 stuff. I=99m
not 100% positive on
all the above prices and I=99d like to sell everything together if po
ssible. That
said..I'll take $850 for EVERYTHING on the list..I
=99ll box it up and you
pay the shipping. Obviously you may not need/want everything but I figure y
ou
can always pass on to someone else what you don't want/need and make out OK
with the price I'm offering.
If you're interested give me a buzz and we'll work it out....these tools ar
e
just taking up space in my garage :^). If you aren=99t happy when you
get the
stuff then send EVERYTHING back at your cost and I=99ll refund you in
full.
Rick Gray in Ohio at the Buffalo Farm - _rgray67968@aol.com_
(mailto:rgray67968@aol.com) or H740.678.8031
Message 4
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| Subject: | RE: Sporty's, James, & Paintucation Videos for sale. |
Thanks to everyone that had interest in the videos. They are all gone
except:
- Sporty's Instrument Proficiency Check DVD for $20
For everyone that was interested in the Paintucation videos, I can tell
you if you were to by only one of them from the Paintucation website,
get the Xtreme Detailing video. It covers probably 75% of what is in
all the other videos, just in less detail. Then if you want more detail
in a specific area you can go back and order the more detailed video.
Thanks again!
Michael Sausen
do not archive
________________________________
Sent: Sunday, July 02, 2006 7:43 PM
aeroelectric-list@matronics.com
The James videos are gone as are the Sporty's Flight Review and the
Sporty's Airspace and Weather (thanks Dean and DJ). I decided to break
out the Paintucation videos so you can pick and choose. So here is what
I still have:
- Sporty's Instrument Proficiency Check DVD for $20
- Paintucation's Paint Your Own Car DVD for $25
- Paintucation's Color Sanding and Buffing DVD for $25
- Paintucation's Metal Prep & Rust Repair DVD for $25
- Paintucation's Body Shop Basics! DVD for $25
- Paintucation's Xtreme Detailing! DVD for $25
Thanks again. Not trying to SPAM the list, I really hope someone gets
as much use out of these as I did! I really liked the Paintucation
videos, very well done. I'll throw them on eBay after the holidays if I
don't get any other bites.
Michael Sausen
Do Not Archive
________________________________
Sent: Sunday, July 02, 2006 10:28 AM
'aeroelectric-list@matronics.com'
Guys & gals,
I'm going through my stuff as I get ready to move from TX to WI and
have some Sporty's, Sam James, and Paintucation DVD's I don't need.
They are:
- Instrument Proficiency Check DVD $20
http://www.sportys.com/acb/showdetl.cfm?&did=19&Product_ID=6680
<http://www.sportys.com/acb/showdetl.cfm?&did=19&Product_ID=6680>
- Flight Review DVD $30
http://www.sportys.com/acb/showdetl.cfm?&did=19&Product_ID=6487
<http://www.sportys.com/acb/showdetl.cfm?&did=19&Product_ID=6487>
- Airspace & Weather Format Review DVD $20
http://www.sportys.com/acb/showdetl.cfm?&did=19&Product_ID=6023
<http://www.sportys.com/acb/showdetl.cfm?&did=19&Product_ID=6023>
- Pantucation 5 DVD Set $140 http://www.paintucation.com/
<http://www.paintucation.com/>
- James Aircraft - Aircraft Painting 101 DVD $15
http://www.buildersbooks.com/Painting101.htm?36,57
<http://www.buildersbooks.com/Painting101.htm?36,57>
- James Aircraft - Fiberglass 101 DVD $15
http://www.buildersbooks.com/fiberglass_101.htm?29,49
<http://www.buildersbooks.com/fiberglass_101.htm?29,49>
Shipping's included via USPS. Contact me off list if anyone is
interested.
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
Recent RV-10 Build Activity
<http://www.mykitlog.com/display_project.php?project_id=22>
Message 5
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| Subject: | Re strobe PS mounting |
Probably already got info, but I mounted mine on the lowere inside back
of the psgr seat, Charlie Heathco
Message 6
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| Subject: | Re: Fwd: MOGAS Use With FI Engines |
--> RV-List message posted by: Jamie Painter <jamie@jpainter.org>
It may be of interest to some folks that EAA has just announced an
alcohol test kit for mogas. It's available from them for $15.00.
http://www.eaa.org/communications/eaanews/060629_testkit.html
do not archive
Jamie D. Painter
http://rv.jpainter.org
> Note the important "non-ethanol" caveat. What will you do if most
> auto fuels
> are ethanol enhanced? In the great Tim Allen tradition, I would give
> consideration
> to 200 HP and not worry about auto fuel. Tis your ultimate choice.
>
> For those who fly a lot, how many people bother with auto fuel? I for
> one
> do not and have no desire to.
Message 7
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| Subject: | Mogas and corn liquir |
Well, yes, lots more of us use Mogas than one would think. I knew
several cherokee drivers using it for years, and i saw a guy fill up his
152 with it at Drake the other dqay. Drake FYV is the only place I have
run across selling on the firld. I plan to fill my pickup there today as
it has been $2.85 for some time and local gas at cheapest place has gone
up to $2.93 in last fe days. The big argument re mogs has been that it
ruins gaskets and such, but I have seen no evidence of this and the
argument that 100ll is a lubricant is just plane false. One thing for
sure, it fouwls the plugs. The engine I just installed in my 6a had one
plug full of LL to the point that I dont see how it could have been
firing. Charlei Heathco
Message 8
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| Subject: | Re: Fwd: MOGAS Use With FI Engines |
I use auto fuel (Mogas) whenever I can get it and use Airnav.com to find
airports where it is available. Can't wait for the day when 100LL is
replaced with unleaded. But that's just me : ) My RX-8 rotary (10 : 1
CR) powered RV-4 runs best and gets best fuel economy on 87 octane. I
burn 100LL in a pinch but plug life is greatly reduced.
Best experts I've read say that almost all aircraft engines would work
fine on 91 octane mogas (no alcohol of course) if the engines were
equipped with knock sensors to adjust timing appropriately. This would
be a simple and inexpensive thing to do if the FAA were not involved.
They are of course, so the process to change over will be a long,
agonizing and expensive process but it will happen. We will still be
saddled with the expensive idiocy of a separate distribution system for
our fuel due to the growing mandates to use ethanol which requires 1.3
gallons of fossil fuel to produce 1 gallon of the moonshine.
Are we stupid or what?
Tracy Crook (apologizing for the soapbox outburst) Do Not archive
----- Original Message -----
From: Ron Lee<mailto:ronlee@pcisys.net>
To: rv-list@matronics.com<mailto:rv-list@matronics.com>
Sent: Sunday, July 02, 2006 8:00 PM
Subject: Re: RV-List: Fwd: MOGAS Use With FI Engines
--> RV-List message posted by: Ron Lee
<ronlee@pcisys.net<mailto:ronlee@pcisys.net>>
>There was some discussion several weeks back re use of MOGAS with
fuel
>injected engines. I expect to be finished with the fuselage by the
end of
>the year and am considering various engine options. I called
Superior on
>Monday and was told that their XP360 fuel injected engines with 7.2/1
or
>8.5/1 pistons will run very happily on MOGAS, 87 octane
(non-ethanol)
>and 91 octane(non-ethanol) respectively. However, the 200 HP version
(FI
>of course) of that engine does require 100LL avgas. The 7.2/1
version is
>not terribly popular and it does cost an extra $100.
>I'm leaning toward the 8.5/1 version with the fuel injection.
Note the important "non-ethanol" caveat. What will you do if most
auto fuels
are ethanol enhanced? In the great Tim Allen tradition, I would give
consideration
to 200 HP and not worry about auto fuel. Tis your ultimate choice.
For those who fly a lot, how many people bother with auto fuel? I for
one
do not and have no desire to.
Ron Lee
=========================
==========
http://www.matronics.com/Navigator?RV-List<http://www.matronics.com/Navig
ator?RV-List>
=========================
==========
=========================
==========
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
=========================
==========
Message 9
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| Subject: | mounting strobe power supply in RV-6/6A |
Sheldon,
Thanks for the heads up. This airplane isn't flying yet, but I'll make
sure to put a line in my inspection checklist to give it special
attention when it does.
Pax,
Ed Holyoke
Do not archive
-----Original Message-----
[mailto:owner-rv-list-server@matronics.com] On Behalf Of sheldon barrett
Sent: Monday, July 03, 2006 4:54 AM
Ed, Just some information for you... I have the AK-450 ELT as you do...
The mount for the mounting strap broke (at around 300 hours)... Not sure
why, but might be from unhooking it and re hooking at battery change
times or from viberation... you might think of beefing this up... for if
it came loose back there... not good...!
Sheldon RV6A 400 hrs
Message 10
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| Subject: | Re: Fwd: MOGAS Use With FI Engines |
--> RV-List message posted by: "DonEavesRV6" <DonEavesRV6@midsouth.rr.com>
Hello Jim - Onec a Wise Man always a Wise Man -
You Still have the commpn sence
----- Original Message -----
Sent: Sunday, July 02, 2006 7:47 PM
Jim Sears said:
> Obviously, there are those amongst us who have deeper pockets than many of
> us who are barely able to stay in aviation; so, it's easy to suggest that
> we spend our money on the most expensive options available. We of the
> lesser income variety are not opposed to using such things as auto
> conversions, auto gas, etc to keep us afloat. For those of you who have
> more money than you know what to do with, follow the lead to buy 200hp
> engines that must use 100LL. That will leave more of the lower hp cores
> for the rest of us. :-)
>
> There may be more of us using auto gas than you think. Just this morning,
> I overheard one pilot asking a local FBO if they sold auto gas.
> Unfortunately, he had to top off with 100LL. I'm sure he was
> disappointed. I would have been. Had he landed at our airport, I'd have
> taken him to the local gas station for some gas. I just happened to have
> my gas cans in the truck. :-)
> Jim Sears in KY
> Struggling to stay in aviation by using mogas.
Thanks Jim - Sure good to hear your words of wisdom -
It Must be nice to not have to wory about the cost of AV Gas.
I've used 93 Octane MO in my 160 HP Lyc for most of it's life.
The160 & 180 HP engs were certified for 91 Octane - They changed to 100
when 91 was no longer avalable.
Nice to see your words in print Jim -
Don Eaves Olive Branch MS / Memphis TN
Keep em flying Jim!
do not archive
Message 11
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| Subject: | Drilling exhaust for EGT |
--> RV-List message posted by: "Ralph E. Capen" <recapen@earthlink.net>
Fellow listers,
I'm getting ready to drill into my Vetterman exhaust to install the EGT transducers
for my VM1000 engine monitor.
I've already got some of the CHT transducers wired and working so I think I have
my transducer wiring technique working.
Other than drilling them the same distance down from the head mounting flange and
staying away from the spark plugs, I haven't been able to find any info on
the best place to drill the holes. Even though straight outboard looks like a
great place to put them - I'm wondering about the cowl (I have a Sam James Cowl).
Anyone out there have any photos of what worked well for them?
Kinda scary - drilling holes in an exhaust system...don't they leak?
Thanks,
Ralph Capen
RV6A N822AR @ N06 Wiring firewall foreward
Message 12
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| Subject: | Drilling exhaust for EGT |
--> RV-List message posted by: "Ralph E. Capen" <recapen@earthlink.net>
Fellow listers,
I'm getting ready to drill into my Vetterman exhaust to install the EGT transducers
for my VM1000 engine monitor.
I've already got some of the CHT transducers wired and working so I think I have
my transducer wiring technique working.
Other than drilling them the same distance down from the head mounting flange and
staying away from the spark plugs, I haven't been able to find any info on the
best
place to drill the holes. Even though straight outboard looks like a great place
to put them - I'm wondering about the cowl (I have a Sam James Cowl).
Anyone out there have any photos of what worked well for them?
Kinda scary - drilling holes in an exhaust system...don't they leak?
Thanks,
Ralph Capen
RV6A N822AR @ N06 Wiring firewall foreward
Message 13
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| Subject: | Inspirational First Flight Video |
For those still 'pounding those rivets' or for those who are getting
close and need an 'inspirational boost', my first flight video,
professional videographed and edited by Jay Hagwell, Van Nuys, CA at
www.yudavision.com on 3/17/2005 (St. Patrick's Day) has surpassed the
100,000 mark as times being viewed.) Pretty spectacular number of
viewings considering this is an experimental, homebuilt, RV, First
Flight Video. The 'infamous' Dan Checkoway (Kitplanes
writer/contributor and friend) was the chase pilot and flew the
videographer during the event. (Thanks again Dan!.....). It really is
a wonderful, inspiring video with incredible editing that has been
viewed from people from all over the world (India, New Zealand,
Australia, Figi, South America, the great USA and others).
If you need a 'boost' or would like to view a first flight video done
professionally, check it out:
(Click on the link below)
http://www.jacklockamy.com/N174JL_First_Flight_Video.wmv
Contact Jay Hagwell at www.yudavision.com if you would like to document
your first flight....
Of all the comments I receive, it is the upholstery from Abby at
Flightline Interiors that most stands out. She did a MARVELOUS job and
I sincerely thank her! She is an 'angel' to work with and produces the
nicest interior for RV's out there (my humble opinion of course...).
You can check out her upholstery package for an RV-7/7A here:
(Click on the link below to view some of her work:
http://www.jacklockamy.com/RV-7A.html
Thank you to the RV community for all your help and support during the
construction and subsequent flight testing/flights. Who knows, there
may just be an RV-10 in my future... :-). I LOVE Building these kits
from Van's Aircraft. This is my third homebuilt and I think a fourth
may be in order.
Jack Lockamy
Camarillo, CA
www,jacklockamy.com
N174JL RV-7A 190 HRS
Message 14
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| Subject: | Re: Inspirational First Flight Video |
ooops... link to professional videographer should have been:
www.Yudavision.net ( not www.yudavision.com).
Jack
----- Original Message -----
From: JACK LOCKAMY
To: RV List
Sent: Monday, July 03, 2006 2:08 PM
Subject: Inspirational First Flight Video
For those still 'pounding those rivets' or for those who are getting
close and need an 'inspirational boost', my first flight video,
professional videographed and edited by Jay Hagwell, Van Nuys, CA at
www.yudavision.com on 3/17/2005 (St. Patrick's Day) has surpassed the
100,000 mark as times being viewed.) Pretty spectacular number of
viewings considering this is an experimental, homebuilt, RV, First
Flight Video. The 'infamous' Dan Checkoway (Kitplanes
writer/contributor and friend) was the chase pilot and flew the
videographer during the event. (Thanks again Dan!.....). It really is
a wonderful, inspiring video with incredible editing that has been
viewed from people from all over the world (India, New Zealand,
Australia, Figi, South America, the great USA and others).
If you need a 'boost' or would like to view a first flight video done
professionally, check it out:
(Click on the link below)
http://www.jacklockamy.com/N174JL_First_Flight_Video.wmv
Contact Jay Hagwell at www.yudavision.com if you would like to
document your first flight....
Of all the comments I receive, it is the upholstery from Abby at
Flightline Interiors that most stands out. She did a MARVELOUS job and
I sincerely thank her! She is an 'angel' to work with and produces the
nicest interior for RV's out there (my humble opinion of course...).
You can check out her upholstery package for an RV-7/7A here:
(Click on the link below to view some of her work:
http://www.jacklockamy.com/RV-7A.html
Thank you to the RV community for all your help and support during the
construction and subsequent flight testing/flights. Who knows, there
may just be an RV-10 in my future... :-). I LOVE Building these kits
from Van's Aircraft. This is my third homebuilt and I think a fourth
may be in order.
Jack Lockamy
Camarillo, CA
www,jacklockamy.com
N174JL RV-7A 190 HRS
Message 15
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| Subject: | Re: Inspirational First Flight Video |
Okay,
I'll admit it, I've looked at it 98,000 times. It's surprising that
2000 other hits have occurred. Yeah, you had an unreal sky for that
flight! I've had my kit for 10 years now and getting close, your video
always helps (that and "tree top flyer") ha, ha.
Music's great! Who does it, it sounds like Yanni (although I know
no one will own up to listening to him)Thanks for the inspiration.
Turtle-ly yours,
John
do not archive
Message 16
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| Subject: | Drilling exhaust for EGT |
--> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
Ralph,
I think straight out would interfere with your cowl. Remember too that the
wires won't want to make a sharp 90 degree bend at the end of the
transducer. I feel like I lucked out with mine, not realizing how the lower
plugs were going to protrude. Mine sweep back on the outside, maybe 45
degrees instead of 90 degrees. I think I have seen some turned in somewhat
towards the engine which kept the wires from the transducers more out of the
way.
Hopefully someone else will give you a better answer.
Terry
RV-8A finishing?
Seattle
-----Original Message-----
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Ralph E. Capen
Sent: Monday, July 03, 2006 1:50 PM
--> RV-List message posted by: "Ralph E. Capen" <recapen@earthlink.net>
Fellow listers,
I'm getting ready to drill into my Vetterman exhaust to install the EGT
transducers
for my VM1000 engine monitor.
I've already got some of the CHT transducers wired and working so I think I
have
my transducer wiring technique working.
Other than drilling them the same distance down from the head mounting
flange and
staying away from the spark plugs, I haven't been able to find any info on
the best
place to drill the holes. Even though straight outboard looks like a great
place
to put them - I'm wondering about the cowl (I have a Sam James Cowl).
Anyone out there have any photos of what worked well for them?
Kinda scary - drilling holes in an exhaust system...don't they leak?
Thanks,
Ralph Capen
RV6A N822AR @ N06 Wiring firewall foreward
Message 17
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| Subject: | Re: Drilling exhaust for EGT |
--> RV-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
You will not want to drill them at a 90 degree bearing to your longitudinal
plane. Rather, you want to drill them more on a 45 degree angling back
toward the rear of the engine. You can angle them toward the
outside/cowling or the inside. I did mine toward the outside because I
could drill it with the exhaust system installed on the engine. It works
fine. It would however probably be a cleaner install to drill the angle
toward the center of the rear of the engine on about a 45 degree angle but
that would require careful marking and exhaust removal and reinstall unless
you have a nice tight fit angle drill. That inside route would remove any
chance of interference with the cowling. The exhaust system will be tight
with a properly installed sensor and will not leak. Larry in Indiana
----- Original Message -----
> --> RV-List message posted by: "Ralph E. Capen" <recapen@earthlink.net>
>
> Fellow listers,
>
> I'm getting ready to drill into my Vetterman exhaust to install the EGT
> transducers
> for my VM1000 engine monitor.
>
> I've already got some of the CHT transducers wired and working so I think
> I have
> my transducer wiring technique working.
>
> Other than drilling them the same distance down from the head mounting
> flange and
> staying away from the spark plugs, I haven't been able to find any info on
> the best
> place to drill the holes. Even though straight outboard looks like a
> great place
> to put them - I'm wondering about the cowl (I have a Sam James Cowl).
>
> Anyone out there have any photos of what worked well for them?
>
> Kinda scary - drilling holes in an exhaust system...don't they leak?
>
> Thanks,
> Ralph Capen
> RV6A N822AR @ N06 Wiring firewall foreward
>
>
>
Message 18
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| Subject: | Re: Inspirational First Flight Video |
I always get choked up when I see these things- GREAT job Jack on the plane,
the flight and to those who flew chase and made the video- AWESOME!
Congratulations to all!
Mark do not archive
Message 19
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| Subject: | Re: Fwd: MOGAS Use With FI Engines |
>>We will still be saddled with the expensive idiocy of a separate
distribution system for our fuel due to the growing mandates to use
ethanol which requires 1.3 gallons of fossil fuel to produce 1 gallon of
the moonshine. <<
Would someone please point us to a reputable reference that
authenticates it requires more fossil energy fuel to produce ethanol
energy than we get back? How can that make sense if oil is in
short supply? Why waste .3 gallons of it?
Do Not archive
Indiana Larry
----- Original Message -----
From: Tracy Crook
To: rv-list@matronics.com
Sent: Monday, July 03, 2006 10:04 AM
Subject: Re: RV-List: Fwd: MOGAS Use With FI Engines
I use auto fuel (Mogas) whenever I can get it and use Airnav.com to
find airports where it is available. Can't wait for the day when 100LL
is replaced with unleaded. But that's just me : ) My RX-8 rotary (10 :
1 CR) powered RV-4 runs best and gets best fuel economy on 87 octane.
I burn 100LL in a pinch but plug life is greatly reduced.
Best experts I've read say that almost all aircraft engines would work
fine on 91 octane mogas (no alcohol of course) if the engines were
equipped with knock sensors to adjust timing appropriately. This would
be a simple and inexpensive thing to do if the FAA were not involved.
They are of course, so the process to change over will be a long,
agonizing and expensive process but it will happen. We will still be
saddled with the expensive idiocy of a separate distribution system for
our fuel due to the growing mandates to use ethanol which requires 1.3
gallons of fossil fuel to produce 1 gallon of the moonshine.
Are we stupid or what?
Tracy Crook (apologizing for the soapbox outburst) Do Not archive
Message 20
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| Subject: | How to turn an RV-9A fuse over? |
I am at the point of having the lower half of the 9A fuse riveted and/or
clecoed together. It is currently upside down and I need to turn it 90
degrees so I can rivet the floor stiffeners on. It now weighs enough
that it takes two men and a boy to lift and turn it. And I will be
needing to install all kinds of plumbing, wiring etc. and I would like
to be able to turn it by myself.
I am thinking that there must be a better way than to simply man handle
it with three men.
Does anybody out there have an solution?
Thanks in advance,
David (Doc) Custer
Message 21
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| Subject: | How to turn an RV-9A fuse over? |
--> RV-List message posted by: "Frank Stringham" <fstringham@hotmail.com>
Doc
Check out www.jeffsrv-7a.com
Jeff has a great stand tro rotate the fuse
Frank @ SGU and SLC
>From: "Doc Custer" <ddcuster@wmv-co.us>
>To: <rv-list@matronics.com>
>Subject: RV-List: How to turn an RV-9A fuse over?
>Date: Mon, 3 Jul 2006 17:51:59 -0600
>
>I am at the point of having the lower half of the 9A fuse riveted and/or
>clecoed together. It is currently upside down and I need to turn it 90
>degrees so I can rivet the floor stiffeners on. It now weighs enough that
>it takes two men and a boy to lift and turn it. And I will be needing to
>install all kinds of plumbing, wiring etc. and I would like to be able to
>turn it by myself.
>
>I am thinking that there must be a better way than to simply man handle it
>with three men.
>
>Does anybody out there have an solution?
>
>Thanks in advance,
>
>David (Doc) Custer
Message 22
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| Subject: | Re: Fwd: MOGAS Use With FI Engines |
--> RV-List message posted by: Larry Pardue <n5lp@warpdriveonline.com>
On Jul 3, 2006, at 5:44 PM, LarryRobertHelming wrote:
> >>We will still be saddled with the expensive idiocy of a separate
> distribution system for our fuel due to the growing mandates to use
> ethanol which requires 1.3 gallons of fossil fuel to produce 1
> gallon of the moonshine. <<
>
> Would someone please point us to a reputable reference that
> authenticates it requires more fossil energy fuel to produce
> ethanol energy than we get back? How can that make sense
> if oil is in short supply? Why waste .3 gallons of it?
>
> Do Not archive
This is a matter of a lot of disagreement. I firmly believe the best
way to find out is to remove the subsidies. The free market has an
amazing ability to sort these things out.
Larry Pardue
Carlsbad, NM
N441LP Flying
http://n5lp.net
Message 23
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| Subject: | Re: How to turn an RV-9A fuse over? |
FWIW, when I was at that point, I just left the fuselage the way it was.
I had my wife stand up on a step stool and shoot the floor stiffener
rivets pointing the gun down. I was underneath in the fuse bucking the
rivets. The clecos held the stiffeners up onto the floor just fine.
I'd say don't move the thing if you don't have to!
)_( Dan
RV-7 N714D (966 hours)
http://www.rvproject.com
----- Original Message -----
From: Doc Custer
To: rv-list@matronics.com
Sent: Monday, July 03, 2006 4:51 PM
Subject: RV-List: How to turn an RV-9A fuse over?
I am at the point of having the lower half of the 9A fuse riveted
and/or clecoed together. It is currently upside down and I need to turn
it 90 degrees so I can rivet the floor stiffeners on. It now weighs
enough that it takes two men and a boy to lift and turn it. And I will
be needing to install all kinds of plumbing, wiring etc. and I would
like to be able to turn it by myself.
I am thinking that there must be a better way than to simply man
handle it with three men.
Does anybody out there have an solution?
Thanks in advance,
David (Doc) Custer
Message 24
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| Subject: | Fwd: MOGAS Use With FI Engines |
Hey wait till you see the hydrogen auto fuel thing they're trying to
push. The plan is to extract the hydrogen from gasoline. I betcha
that'll be efficient - not. It doesn't have to make sense to be
politically expedient. The corn industry in the Midwest spent a lotta
bucks on congress to get the ethanol mandates passed, not because it's
efficient, but because they make money on it.
Pax,
Ed Holyoke
-----Original Message-----
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
LarryRobertHelming
Sent: Monday, July 03, 2006 4:44 PM
>>We will still be saddled with the expensive idiocy of a separate
distribution system for our fuel due to the growing mandates to use
ethanol which requires 1.3 gallons of fossil fuel to produce 1 gallon of
the moonshine. <<
Would someone please point us to a reputable reference that
authenticates it requires more fossil energy fuel to produce ethanol
energy than we get back? How can that make sense if oil is in
short supply? Why waste .3 gallons of it?
Do Not archive
Indiana Larry
----- Original Message -----
Sent: Monday, July 03, 2006 10:04 AM
I use auto fuel (Mogas) whenever I can get it and use Airnav.com to find
airports where it is available. Can't wait for the day when 100LL is
replaced with unleaded. But that's just me : ) My RX-8 rotary (10 : 1
CR) powered RV-4 runs best and gets best fuel economy on 87 octane. I
burn 100LL in a pinch but plug life is greatly reduced.
Best experts I've read say that almost all aircraft engines would work
fine on 91 octane mogas (no alcohol of course) if the engines were
equipped with knock sensors to adjust timing appropriately. This would
be a simple and inexpensive thing to do if the FAA were not involved.
They are of course, so the process to change over will be a long,
agonizing and expensive process but it will happen. We will still be
saddled with the expensive idiocy of a separate distribution system for
our fuel due to the growing mandates to use ethanol which requires 1.3
gallons of fossil fuel to produce 1 gallon of the moonshine.
Are we stupid or what?
Tracy Crook (apologizing for the soapbox outburst) Do Not archive
Message 25
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| Subject: | Re: Fwd: MOGAS Use With FI Engines |
In a message dated 7/3/2006 4:47:54 P.M. Pacific Daylight Time,
lhelming@sigecom.net writes:
Would someone please point us to a reputable reference that authenticates it
requires more fossil energy fuel to produce ethanol energy than we get
back? How can that make sense if oil is in short supply? Why waste .3
gallons of it?
===============================
Here's a good factual article not written by ADM.
_http://www.businessweek.com/technology/content/may2006/tc20060519_225336.htm_
(http://www.businessweek.com/technology/content/may2006/tc20060519_225336.htm)
GV (RV-6A N1GV O-360-A1A, C/S, Flying 799hrs, Silicon Valley, CA)
Message 26
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| Subject: | Re: How to turn an RV-9A fuse over? |
Hi David,
If your workplace ceiling is low enough and you don't mind screwing some
fairly robust hooks into it;
I turned my 6-A over alone. I used two hooks in the ceiling and four
nylon ratchet type cargo straps. link two straps together making a big
loop repeat with the remaining straps.
loop both sets of straps around the fuse then up to the hooks in the
ceiling. tighten the straps till the fuse clears the jig, table or
stand. It will rotate quite easily suspended this way. I used the same
straps when putting the gear on etc.
Later on in the build I used an engine stand adapted to the firewall and
an hight adjustable rear pivot stand to support the fuse while
installing the floors etc. I made the stands tall enough to allow full
rotation with the slider windshield roll over bar temporarily place.
This allowed me to work sitting on a low stool while finishing the
floors etc. For me this was much better than bending over and reaching
down to get the various jobs done.
Keep on building,
Jim in Kelowna - Weight and balance and brake bleeding.
----- Original Message -----
From: Doc Custer
To: rv-list@matronics.com
Sent: Monday, July 03, 2006 4:51 PM
Subject: RV-List: How to turn an RV-9A fuse over?
I am at the point of having the lower half of the 9A fuse riveted
and/or clecoed together. It is currently upside down and I need to turn
it 90 degrees so I can rivet the floor stiffeners on. It now weighs
enough that it takes two men and a boy to lift and turn it. And I will
be needing to install all kinds of plumbing, wiring etc. and I would
like to be able to turn it by myself.
I am thinking that there must be a better way than to simply man
handle it with three men.
Does anybody out there have an solution?
Thanks in advance,
David (Doc) Custer
Message 27
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| Subject: | Re: Drilling exhaust for EGT |
--> RV-List message posted by: FLYaDIVE@aol.com
In a message dated 7/3/06 4:44:39 PM Eastern Daylight Time,
recapen@earthlink.net writes:
> I haven't been able to find any info on the best place to drill the holes.
> Even though straight outboard looks like a great place to put them - I'm
> wondering about the cowl (I have a Sam James Cowl).
>
> Anyone out there have any photos of what worked well for them?
>
> Kinda scary - drilling holes in an exhaust system...don't they leak?
>
> Thanks,
> Ralph Capen
> RV6A N822AR @ N06 Wiring firewall foreward
===============================
Ralph:
You have to look at EVERYTHING!
What will be blocked - Manifold Nuts & Bolts
Cowling - Well you know that
Where the strap will be when it is fully tightened.
Service loop on the probe wires
NO strain on any of the wires
Distance down from the face of the exhaust flange.
[Remember EGT & CHT are only reference values. Of course CHT is a bit more
accurate as long as you don use Ring or Bayonet Thermocouples. EGT is way too
variable. The numbers you get are YOUR numbers and no one else's. As the
disclaimer goes YMMV.]
I believe all mine are on a 45 Deg angle.
Barry
"Chop'd Liver"
Message 28
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| Subject: | Re: Inspirational First Flight Video |
John,
I was told the mid sixties song is by Steve Stills of Crosby Stills and
Nash
Jim in Kelowna
----- Original Message -----
From: John Porter
To: rv-list@matronics.com
Sent: Monday, July 03, 2006 2:53 PM
Subject: Re: RV-List: Inspirational First Flight Video
Okay,
I'll admit it, I've looked at it 98,000 times. It's surprising
that 2000 other hits have occurred. Yeah, you had an unreal sky for
that flight! I've had my kit for 10 years now and getting close, your
video always helps (that and "tree top flyer") ha, ha.
Music's great! Who does it, it sounds like Yanni (although I know
no one will own up to listening to him)Thanks for the inspiration.
Turtle-ly yours,
John
do not archive
Message 29
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| Subject: | Re: Fwd: MOGAS Use With FI Engines was Fuel Injected |
>Subject: MOGAS Use With FI Engines
>
>There was some discussion several weeks back re use of MOGAS with
>fuel injected engines. I expect to be finished with the fuselage by
>the end of the year and am considering various engine options. I
>called Superior on Monday and was told that their XP360 fuel
>injected engines with 7.2/1 or 8.5/1 pistons will run very happily
>on MOGAS, 87 octane (non-ethanol) and 91 octane(non-ethanol)
>respectively. However, the 200 HP version (FI of course) of that
>engine does require 100LL avgas. The 7.2/1 version is not terribly
>popular and it does cost an extra $100.
>I'm leaning toward the 8.5/1 version with the fuel injection.
>
>
>Dan Bergeron
>Chicopee, MA
>RV-7A N307TB (reserved)
>(Turned the canoe over on 6/25 and am moving out smartly.)
Dan,
I was one of the listers in on that discussion. I called the EAA
and spoke to a woman regarding their STCs. They only attempted to
obtain STCs for low compression (7.2 to 1) engines. They made no
effort to obtain auto fuel STCs for 8.5 to 1 or higher compression
engines. I reported this to the list on June 13th. I called Peterson
Aviation that same day, but their technical expert was out of town.
I called back and spoke to him on June 29th at length. He was quite
helpful. He stated that Peterson had attempted to obtain STCs for 91
octane (minimum) auto fuel for various fuel injected engines. They
had success with a number of aircraft with Continental engines/fuel
injection. Every Lycoming based aircraft failed. These tests were
done over 20 years ago, and they have never revisited this issue since.
He told me that the testing was done to "worst case scenario". At
that time, the Reid Vapor Pressure of aircraft fuel was no higher
than 6.5 (lower is better). Common auto fuel could range from 7 to
15. The highest Reid Vapor Pressure numbers were "winter blend"
fuels designed to aid in vaporization of fuel in the northern US and
Canada, where temperatures can drop to -20 F and below. The
engine/airframe combination had to pass all the tests using "worst
case" fuel (ie 14-15 Reid Vapor pressure)
Due to various "clean air" enactments, auto fuel Reid Vapor
Pressures have dropped considerably in the intervening 20 years. This
requirement is related to keeping the fuel in the tank of your car
from evaporating out into the atmosphere. That is why you have sealed
gas tank caps and a charcoal recovery cannister on cars since about 1981.
He stated that in California, any premium auto fuel without ethanol
in it, is practically aviation grade, as California specifies a Reid
Vapor Pressure of 7. Please note that once ethanol gets introduced
into auto fuel, all bets are off. He stated that the biggest problem
would be incurred by aircraft owners in States which see cold winter
temperatures. During these months, they may be restricted to 100LL,
as the local auto fuel's Reid Vapor Pressure may be to high to allow
safe operation with a winter fuel blend.
All the hype about problems with fuel system gaskets and seals
relates to parts produced over 20 years ago. Most fuel injection
servos now in use have been overhauled with materials which are
compatible with auto fuel. A simple way to tell is to look at the
color of the diaphragms on your Bendix (now Precision Airmotive)
servo. If the diaphragms are orange, you've got the late model,
compatible materials. If you see black, stick with 100LL or get the
servo and fuel distributor overhauled. He stated that in my home
state of Florida, I could expect the Reid Vapor Pressure of local
fuels to be 8.5 or below.
His opinion was that for "optimum" operation & safety of Lycoming
fuel injected engines, a vapor return system should be installed.
This should not be confused with the vapor system marketed by Airflow
Performance. API's system consists of a manually controlled valve,
which the pilot opens prior to a hot restart of his engine. Once this
valve is opened, the electric boost pump in engaged. This clears out
the overheated fuel sitting in the system, firewall forward. This
fuel is returned to a single tank and replaced with cool fuel from
that tank. API's system was only intended to aid in hot restarts.
What he suggests, is to use a pair of vapor/fuel return lines with
a duplex fuel valve. See Andair's model FS20-20 here
http://www.andair.co.uk/system/index.html
This system is very similar to the system used in modern American
pick up trucks with dual fuel tanks or the above mentioned
Continental system. The system has a feed line running from each tank
to the duplex fuel selector. Each tank also has a fuel return line
running to the duplex fuel selector. A single feed line and a single
return line run from the duplex selector up to the engine's fuel
injection system. Each fuel tank also has a vent line, as is now
normally installed. This means that a 3rd line must be run to each fuel tank.
This type of system keeps fuel constantly moving from the wing fuel
tanks, through the duplex selector, up to the engine. A portion of
this fuel is constantly being returned via the fuel selector, to the
tank it is being drawn from. In essence, the fuel tank is being used
as a fuel cooler, much the oil cooler for your engine. It is this
feature which keeps the fuel cool enough to operate with auto fuels
with high Reid Vapor Pressure numbers.
You can learn more about this type of system by looking at the way
fuel is managed on any fuel injected Mazda or Subaru engined RV.
These engines must use this type of fuel system because that is how
the system was designed in the original vehicles the engines came out of.
There are a fair number of folks flying fuel injected Lycomings
with auto fuel who are using stock or API modified fuel systems with
success. This may be due to their geographic location, or because
they use a Reid Vapor Pressure tester, available from Peterson
Aviation for $65. See
http://www.webworksltd.com/autofuelstc/pa/HodgesTester.html
I asked him to give me an airframe / engine combination utilizing a
Continental engine which had passed the STC tests. He suggested
looking at Beech Debonairs up to 1970 or 1972 (he was unsure of the
cut off year). The engines suggested were the IO-470-J and IO-470-K
models. He stated that these airframe/engine combinations are a good
example of the vapor return line system he recommends. There were
others which passed, but I simply wanted one good example.
Charlie Kuss
Message 30
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| Subject: | Re: Drilling exhaust for EGT |
--> RV-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
Consider orienting the hole so that the wire coming from sensor is pointed
in a friendly direction -- like parrallel to the wire bundle.
--
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
Ralph E. Capen wrote:
> --> RV-List message posted by: "Ralph E. Capen" <recapen@earthlink.net>
>
> Fellow listers,
>
> I'm getting ready to drill into my Vetterman exhaust to install the EGT
> transducers
> for my VM1000 engine monitor.
>
> I've already got some of the CHT transducers wired and working so I think
> I have
> my transducer wiring technique working.
>
> Other than drilling them the same distance down from the head mounting
> flange and
> staying away from the spark plugs, I haven't been able to find any info on
> the best
> place to drill the holes. Even though straight outboard looks like a
> great place
> to put them - I'm wondering about the cowl (I have a Sam James Cowl).
>
> Anyone out there have any photos of what worked well for them?
>
> Kinda scary - drilling holes in an exhaust system...don't they leak?
>
> Thanks,
> Ralph Capen
> RV6A N822AR @ N06 Wiring firewall foreward
>
>
Message 31
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| Subject: | Fwd: MOGAS Use With FI Engines was Fuel Injected |
For your consideration:
http://www.eci2fly.com/pdf/FIS11x17.pdf
ECI has a new fuel injection system which incorporates constant fuel
circulation back to the tanks as described below. It is more similar to
the Continental type than to the Bendix.
Pax,
Ed Holyoke
Dan,
I was one of the listers in on that discussion. I called the EAA and
spoke to a woman regarding their STCs. They only attempted to obtain
STCs for low compression (7.2 to 1) engines. They made no effort to
obtain auto fuel STCs for 8.5 to 1 or higher compression engines. I
reported this to the list on June 13th. I called Peterson Aviation that
same day, but their technical expert was out of town.
I called back and spoke to him on June 29th at length. He was quite
helpful. He stated that Peterson had attempted to obtain STCs for 91
octane (minimum) auto fuel for various fuel injected engines. They had
success with a number of aircraft with Continental engines/fuel
injection. Every Lycoming based aircraft failed. These tests were done
over 20 years ago, and they have never revisited this issue since.
He told me that the testing was done to "worst case scenario". At that
time, the Reid Vapor Pressure of aircraft fuel was no higher than 6.5
(lower is better). Common auto fuel could range from 7 to 15. The
highest Reid Vapor Pressure numbers were "winter blend" fuels designed
to aid in vaporization of fuel in the northern US and Canada, where
temperatures can drop to -20 F and below. The engine/airframe
combination had to pass all the tests using "worst case" fuel (ie 14-15
Reid Vapor pressure)
Due to various "clean air" enactments, auto fuel Reid Vapor Pressures
have dropped considerably in the intervening 20 years. This requirement
is related to keeping the fuel in the tank of your car from evaporating
out into the atmosphere. That is why you have sealed gas tank caps and a
charcoal recovery cannister on cars since about 1981.
He stated that in California, any premium auto fuel without ethanol in
it, is practically aviation grade, as California specifies a Reid Vapor
Pressure of 7. Please note that once ethanol gets introduced into auto
fuel, all bets are off. He stated that the biggest problem would be
incurred by aircraft owners in States which see cold winter
temperatures. During these months, they may be restricted to 100LL, as
the local auto fuel's Reid Vapor Pressure may be to high to allow safe
operation with a winter fuel blend.
All the hype about problems with fuel system gaskets and seals relates
to parts produced over 20 years ago. Most fuel injection servos now in
use have been overhauled with materials which are compatible with auto
fuel. A simple way to tell is to look at the color of the diaphragms on
your Bendix (now Precision Airmotive) servo. If the diaphragms are
orange, you've got the late model, compatible materials. If you see
black, stick with 100LL or get the servo and fuel distributor
overhauled. He stated that in my home state of Florida, I could expect
the Reid Vapor Pressure of local fuels to be 8.5 or below.
His opinion was that for "optimum" operation & safety of Lycoming fuel
injected engines, a vapor return system should be installed. This should
not be confused with the vapor system marketed by Airflow Performance.
API's system consists of a manually controlled valve, which the pilot
opens prior to a hot restart of his engine. Once this valve is opened,
the electric boost pump in engaged. This clears out the overheated fuel
sitting in the system, firewall forward. This fuel is returned to a
single tank and replaced with cool fuel from that tank. API's system
was only intended to aid in hot restarts.
What he suggests, is to use a pair of vapor/fuel return lines with a
duplex fuel valve. See Andair's model FS20-20 here
http://www.andair.co.uk/system/index.html
This system is very similar to the system used in modern American pick
up trucks with dual fuel tanks or the above mentioned Continental
system. The system has a feed line running from each tank to the duplex
fuel selector. Each tank also has a fuel return line running to the
duplex fuel selector. A single feed line and a single return line run
from the duplex selector up to the engine's fuel injection system. Each
fuel tank also has a vent line, as is now normally installed. This
means that a 3rd line must be run to each fuel tank.
This type of system keeps fuel constantly moving from the wing fuel
tanks, through the duplex selector, up to the engine. A portion of this
fuel is constantly being returned via the fuel selector, to the tank it
is being drawn from. In essence, the fuel tank is being used as a fuel
cooler, much the oil cooler for your engine. It is this feature which
keeps the fuel cool enough to operate with auto fuels with high Reid
Vapor Pressure numbers.
You can learn more about this type of system by looking at the way fuel
is managed on any fuel injected Mazda or Subaru engined RV. These
engines must use this type of fuel system because that is how the system
was designed in the original vehicles the engines came out of.
There are a fair number of folks flying fuel injected Lycomings with
auto fuel who are using stock or API modified fuel systems with success.
This may be due to their geographic location, or because they use a Reid
Vapor Pressure tester, available from Peterson Aviation for $65. See
http://www.webworksltd.com/autofuelstc/pa/HodgesTester.html
I asked him to give me an airframe / engine combination utilizing a
Continental engine which had passed the STC tests. He suggested looking
at Beech Debonairs up to 1970 or 1972 (he was unsure of the cut off
year). The engines suggested were the IO-470-J and IO-470-K models. He
stated that these airframe/engine combinations are a good example of the
vapor return line system he recommends. There were others which passed,
but I simply wanted one good example.
Charlie Kuss
Message 32
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| Subject: | Re: Drilling exhaust for EGT |
Not too sure if it matters or not, but I angled mine 45 deg. aft on the right
and 45 deg. fwd on the left. My theory is this places the probes in the same
relative position on each cylinder (#1 being the exception since the probe is
just below the bend on my Vetterman x-over).
FWIW From The PossumWorks in TN
Mark
Message 33
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| Subject: | Re: How to turn an RV-9A fuse over? |
...or just put it on a rotisserie- MUCH easier to do all kinds of stuff! 8-)
http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id=5373
Mark
Message 34
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| Subject: | Re: Fwd: MOGAS Use With FI Engines |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
Larry Pardue wrote:
> On Jul 3, 2006, at 5:44 PM, LarryRobertHelming wrote:
>> Would someone please point us to a reputable reference that
>> authenticates it requires more fossil energy fuel to produce ethanol
>> energy than we get back? How can that make sense if oil is in
>> short supply? Why waste .3 gallons of it?
>>
>
> This is a matter of a lot of disagreement. I firmly believe the best way
> to find out is to remove the subsidies. The free market has an amazing
> ability to sort these things out.
>
> Larry Pardue
I agree completely.
Unfortunately, I doubt this will happen. You've got two giant
industries battling for more and more of our taxes, and a bunch
of politicians that are doing all they can to milk these
two industries down for campaign contributions.
There are also negative side effects of ethanol production,
since it competes with the production of food. I personally
think we should tread carefully when doing anything to
risk food production, but then again, I like to eat more
than I like to drive.
--
Mickey Coggins
http://www.rv8.ch/
#82007 finishing
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