Today's Message Index:
----------------------
1. 12:58 AM - Re: RV7a v. Legacy FG v. Glassair SII FT (JOHN STARN)
2. 01:35 AM - Re: RV7a v. Legacy FG v. Glassair SII FT (JOHN STARN)
3. 02:38 AM - Re: IO-360 B1E?? (Peter Mather)
4. 07:18 AM - Re: Vision Microsystems - oil pressure problem (John Huft)
5. 07:19 AM - Re: Re: Mission specific/fiber glass (rveighta)
6. 08:53 AM - Re: RV7a v. Legacy FG v. Glassair SII FT (Dan Morrow)
7. 09:02 AM - Re: RV7a v. Legacy FG v. Glassair SII FT (LessDragProd@aol.com)
8. 09:13 AM - Re: RV7a v. Legacy FG v. Glassair SII FT (Vanremog@aol.com)
9. 11:25 AM - Re: RV7a v. Legacy FG v. Glassair SII FT (Dana Overall)
10. 01:33 PM - Vision Microsystems - oil pressure problem (Charles Brame)
11. 02:23 PM - Re: Plane Choice (David Leonard)
12. 02:51 PM - Re: Re: Plane Choice (Larry Rosen)
13. 06:08 PM - Re: RV7a v. Legacy FG v. Glassair SII FT (B25Flyer)
14. 07:40 PM - Re: Vision Microsystems - oil pressure problem (Vanremog@aol.com)
15. 07:45 PM - Switched power revisited (Dennis Jones)
16. 08:06 PM - Re: Vision Microsystems NOT - oil pressure problem (Tim Bryan)
17. 08:23 PM - Re: Vision Microsystems NOT - oil pressure problem (Vanremog@aol.com)
18. 09:33 PM - Adjusting Propeller RPM (Ron Schreck)
19. 09:45 PM - Re: Vision Microsystems NOT - oil pressure problem (Jerry Springer)
20. 10:39 PM - 6/6A getting in and out (sarg314)
Message 1
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| Subject: | Re: RV7a v. Legacy FG v. Glassair SII FT |
--> RV-List message posted by: "JOHN STARN" <jhstarn@verizon.net>
Why are ALL the "plastic" airplanes only painted white ? ?. Is it that their
owners have not color style.......OR is it that painted anything else and
the sun turns them into crispy critters. All cracks & wrinkles....and then
they have to be stripped, sanded & filled & sanded & sanded & then painted
white again.
Why Yes Gummibear, I did reply direct, off-list regarding the "doors".
The HRII only has one "door" & that's for checking the oil level.
KABONG 8*) Do Not Archive
Subject: RE: RV-List: RV7a v. Legacy FG v. Glassair SII FT
> --> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
>
> Hee...Hee. I can still blow your doors off, inverted.
>
> Bruce
> www.glasair.org
>
> two questions you must answer:
>
> Do you really, really LOVE sanding, sanding & sanding some more ? ?.
> Does fiberglass of any type....insulation etc. make you itch ? ?
>
> HRII N561FS & awaiting the RV-12 KABONG (GBA & GWB)
> Fiberglass is for Corvettes (driving my 7th one) RV cowls & tips.
> Do Not Archive
Message 2
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| Subject: | Re: RV7a v. Legacy FG v. Glassair SII FT |
--> RV-List message posted by: "JOHN STARN" <jhstarn@verizon.net>
"Pop Rivet" kits ? ?, I thought we were talking about Van's RV's & Harmon
Rocket airplanes.
The -12 is reported to be "pulled rivets" but it's not available yet.
ALL RV's & Rockets are flush driven rivets kits. We used "Pop Rivets" only
in blind areas such as control tube ends where it's not possible to fit a
bucking bar into an 1 1/2" round tube & the end bearing in the same place at
the same time.
Outside loop ? ?, Nope, never tried and I've have not done a
"lavencheck"(spelling ?) either but I did survive as a passenger when the
RV-6A I was in went upside down when hitting fence at the end of the runway.
In any of the "plastic" airplanes we would have hit going a lot faster
(higher stall & landing speed) and with less inverted protection.
KABONG Do Not Archive
> --> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
>
> OK, we do take longer to build than those pop rivet kits, but the end
> result is worth it. Can you do an outside loop in your RV? The dinner was
> cancelled for other reasons.
Bruce
> www.glasair.org
Message 3
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| Subject: | Re: IO-360 B1E?? |
--> RV-List message posted by: "Peter Mather" <peter@mather.com>
Charlie
I'm using an IO-320-B1A on my 9A. To fit it needs a minor mod to swap the
sump for one that mounts the injector underneath. Most shops should have a
spare sump and induction tubes lying around.
I suspect the same mod would be needed and work for the IO-360-B1E assuming
it is the same basic engine as the O-360.
Best regards
Peter
----- Original Message -----
From: "Charlie England" <ceengland@bellsouth.net>
Sent: Sunday, September 24, 2006 5:09 AM
Subject: RV-List: IO-360 B1E??
> --> RV-List message posted by: Charlie England <ceengland@bellsouth.net>
>
> A quick search of the archives turned up a couple of guys using this
> engine on -8s; is anyone using one on a -7 taildragger?
>
> Any major issues? Apparently, this engine has a rear facing injector. Is
> this a major disadvantage?
>
> Thanks,
>
> Charlie
>
>
>
Message 4
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| Subject: | Re: Vision Microsystems - oil pressure problem |
If you keep after them, and leave phone messages, they will answer you
eventually. They are in the midst of a move from Oregon to Texas.
Meanwhile, check to see if you have 5 volts from the red wire to the
black wire at the transducer.
If you get desperate, I can send you an old transducer that works, it
just reads wrong, and you can check your wires with it.
John
Tim Bryan wrote:
>
>
>
> Hi Listers,
>
>
>
> I have a Vision Microsystems VM-1000 installed in my RV-6. I have no
> oil pressure reading as it just flashes 0's. I pulled the connector
> and checked the pins and location but don't see a problem. The sender
> is mounted on the firewall with an aero quip hose up to it. VM is
> apparently NOT available for calls or support. Any ideas on what I
> can check? Thanks
>
> Tim
>
> RV -6
>
> *
>
>
> *
Message 5
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| Subject: | Re: RE: Mission specific/fiber glass |
--> RV-List message posted by: rveighta <rveighta@earthlink.net>
Derek, you might also want to consider comparative stall speeds. Vans
slogan "Total Performance" isn't just a gimmick. They're relatively fast
in cruise but just as importantly (to me, anyway) the stall speed is
considerably lower than the fast glass competition.
Do Not Archive.
Walt Shipley RV-8A 200+ hours
-----Original Message-----
>From: Frank Stringham <fstringham@hotmail.com>
>Sent: Sep 23, 2006 10:53 PM
>To: rv-list@matronics.com
>Subject: RV-List: RE: Mission specific/fiber glass
>
>--> RV-List message posted by: "Frank Stringham" <fstringham@hotmail.com>
>
>Derek
>
>Determine your future aircraft mission. This will give you the info to
>decide which to build.
>
>Decide if you want to work with metal or fiber glass. I have done both. I
>prefer metal.
>
>They are all great aircraft and you probably would enjoy the whole process
>with any of the three.
>
>And last but not least. Utility to cost ratio................$$$$$$$$$$$
>Talks
>
>Frank @SGU and SLC
>
>
>>From: Derek Bohn <ctnyfl@yahoo.com>
>>To: rv-list@matronics.com
>>Date: Sat, 23 Sep 2006 15:04:03 -0700 (PDT)
>>
>>--> RV-List message posted by: Derek Bohn <ctnyfl@yahoo.com>
>>
>>I am trying to choose between these three aircraft. It
>>is my first time building, and am leaning towards the
>>fast build versions. In looking at the specifications
>>on the company websites it seems the
>> RV is considerably less expensive, yet they all have
>>similar cabin size, baggage capacity and airspeed. The
>>Legacy and Glassiar do have more range due to higher
>>fuel capacity, however I really wouldn't want to go
>>more than 4 hours without stopping anyway.
>>
>>So my question basically is, why does anyone choose
>>the Lancair or Glassair? The Legacy's ROC and
>>TO/Landing numbers are far worse. The Glassair has
>>very nice performance, especially considering the
>>lower hosepower, but not for a 65% premium over the
>>RV.
>>
>>Am I missing anything? Building time and complexity
>>is a factor also, but I haven't found any reliable
>>information about these.
>>Financial stability and customer service factors seem
>>to favor Vans, though , again, that is difficult to
>>assess.
>>
>>Thanks
>>Derek
>>(no flames intended)
>>
>>
>>
>> >From the company websites:
>>
>>RV7a Legacy FG Glassair SII FT
>>
>>Fast Build Cost
>>$25,705 $38,500 $42,544
>> (no slow build avail.)
>>
>>
>>V Cruise @ 8000ft.
>>205mph 220mph 210mph
>>(200hp, cs prop) (210mph, cs prop) (180mph,?cs prop
>>
>>
>>
>>Payload(full fuel)
>>448lb 360lb 596lb
>>
>>
>>Range @ 8000ft.
>>755sm 1450sm 1009sm
>>
>>
>>Solo ROC
>>2450fpm 1700fpm 2700fpm
>>
>>
>>Solo TO/Landing Roll
>>250/350ft 1500/900ft not lsited
>>
>>
>>
>>Baggage Capacity
>>100lb/12 cu. ft. 90lb/ ? cu. ft. 100lb./12 cu.
>>ft.
>>
>>
>>Cabin Width"/ Height"
>>43/ 42 43/44.5 42/ ? height
>>
>>
>>
>>__________________________________________________
>>
>>
>>
>>
>
>
Message 6
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| Subject: | Re: RV7a v. Legacy FG v. Glassair SII FT |
--> RV-List message posted by: "Dan Morrow" <DanFM01@butter.toast.net>
Before you make your final decision, be sure you get a chance to sit in the
cockpit of your intended! If your body deviates very far from the standard
FAA adult male, you may find that you're not happy in many of the homebuilts
available today. It sounds trivial but comfort is important. Even better
get a ride in one.
----- Original Message -----
From: "Derek Bohn" <ctnyfl@yahoo.com>
Sent: Saturday, September 23, 2006 3:09 PM
Subject: RV-List: RV7a v. Legacy FG v. Glassair SII FT
> --> RV-List message posted by: Derek Bohn <ctnyfl@yahoo.com>
>
> I am trying to choose between these three aircraft. It
> is my first time building, and am leaning towards the
> fast build versions. In looking at the specifications
-- snip --
> Am I missing anything? Building time and complexity
> is a factor also, but I haven't found any reliable
> information about these.
> Financial stability and customer service factors seem
> to favor Vans, though , again, that is difficult to
> assess.
>
-- snip --
>
>
> --
>
>
Message 7
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| Subject: | Re: RV7a v. Legacy FG v. Glassair SII FT |
Doors? We don't have any stinking doors! :-)
In a message dated 09/23/2006 5:20:59 PM Pacific Daylight Time,
Bruce@glasair.org writes:
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Hee...Hee. I can still blow your doors off, inverted.
Bruce
www.glasair.org
Message 8
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| Subject: | Re: RV7a v. Legacy FG v. Glassair SII FT |
In a message dated 9/24/2006 8:55:27 A.M. Pacific Daylight Time,
DanFM01@butter.toast.net writes:
Before you make your final decision, be sure you get a chance to sit in the
cockpit of your intended! If your body deviates very far from the standard
FAA adult male, you may find that you're not happy in many of the homebuilts
available today. It sounds trivial but comfort is important. Even better
get a ride in one.
==================================
Look carefully at insurance price and availability at your current skill
level and then research what additional costs would be required to get that
insurance down to what us RV drivers pay. You could find that fast glass is
quite costly in other ways.
Do not archive.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 808hrs, Silicon Valley, CA)
Message 9
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| Subject: | Re: RV7a v. Legacy FG v. Glassair SII FT |
--> RV-List message posted by: "Dana Overall" <bo124rs@hotmail.com>
OK, might as well throw my two cents in. My first airplane was the plastic
variety. My second airplane is obviously the metal variety. What I
immediately liked about the metal variety was when you put two pieces
together you actually had a part and not two pieces drying over a day or
two. Example: rivet part A to part B, now rivet part AB to C, now rivet
part ABC...............follow my drift:-) Seriously, when you build a
plastic airplane it seems like you have to have multiple operations going on
to be able to keep working. You spend a vast amount of, what could be
building time, watching things dry. You end up grabbing a beer, in the mean
time, then losing your motivation to build that day.
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
_________________________________________________________________
SearchYour way, your world, right now!
http://imagine-windowslive.com/minisites/searchlaunch/?locale=en-us&FORM=WLMTAG
Message 10
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| Subject: | Vision Microsystems - oil pressure problem |
--> RV-List message posted by: Charles Brame <chasb@satx.rr.com>
Tim,
If you have the VM-1000 Installation/User Manual, Section 5 is a
Trouble Shooting Guide. Page 88 give specific readings to check out
the oil pressure indicating system. If you don't have the manual,
contact me back channel and I'll send you a copy of the appropriate
page.
Microsystems has been bought out by JPI and has moved its factory
operations. Part of the factory will be located in California and the
assembly/maintenance part in Boerne, TX. They say it will take
another week or so to get their benchs moved and set up. Otis Cameron
is the VM expert in Boerne. He is pretty good about answering/
returning phone calls regarding problems, though currently limited in
the actions he can provide. He can be reached at (830) 755-6330.
Charlie Brame
RV-6A N11CB
San Antonio
----------------------------------------------------
> Time: 05:12:45 PM PST US
> From: "Tim Bryan" <n616tb@btsapps.com>
> Subject: RV-List: Vision Microsystems - oil pressure problem
>
>
> Hi Listers,
>
>
> I have a Vision Microsystems VM-1000 installed in my RV-6. I have
> no oil
> pressure reading as it just flashes 0's. I pulled the connector
> and checked
> the pins and location but don't see a problem. The sender is
> mounted on the
> firewall with an aero quip hose up to it. VM is apparently NOT
> available
> for calls or support. Any ideas on what I can check? Thanks
>
> Tim
>
> RV -6
Message 11
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| Subject: | Re: Plane Choice |
I am sure we all went through a similar selection process. Here is mine:
http://members.aol.com/_ht_a/vp4skydoc/index.html
But I think you are asking the wrong people why to choose the glass planes.
I bet if you went on their lists and ask them they will all be on the other
side of the fence. Most of their arguments would center around speed and
looks. Those are very valid if they matter more to you than other factors.
Take your time and be sure about it...
--
David Leonard
Turbo Rotary RV-6 N4VY
My websites at:
http://members.aol.com/_ht_a/rotaryroster/index.html
http://members.aol.com/_ht_a/vp4skydoc/index.html
http://leonardiniraq.blogspot.com
On 9/23/06, Derek Bohn <ctnyfl@yahoo.com> wrote:
>
> --> RV-List message posted by: Derek Bohn <ctnyfl@yahoo.com>
>
> I am trying to choose between these three aircraft. It
> is my first time building, and am leaning towards the
> fast build versions. In looking at the specifications
> on the company websites it seems the
> RV is considerably less expensive, yet they all have
> similar cabin size, baggage capacity and airspeed. The
> Legacy and Glassiar do have more range due to higher
> fuel capacity, however I really wouldn't want to go
> more than 4 hours without stopping anyway.
>
> So my question basically is, why does anyone choose
> the Lancair or Glassair? The Legacy's ROC and
> TO/Landing numbers are far worse. The Glassair has
> very nice performance, especially considering the
> lower hosepower, but not for a 65% premium over the
> RV.
>
> Am I missing anything? Building time and complexity
> is a factor also, but I haven't found any reliable
> information about these.
> Financial stability and customer service factors seem
> to favor Vans, though , again, that is difficult to
> assess.
>
> Thanks
> Derek
> (no flames intended)
>
>
> >From the company websites:
>
> RV7a Legacy FG Glassair SII FT
>
> Fast Build Cost
> $25,705 $38,500 $42,544
> (no slow build avail.)
>
>
> V Cruise @ 8000ft.
> 205mph 220mph 210mph
> (200hp, cs prop) (210mph, cs prop) (180mph,?cs prop
>
>
> Payload(full fuel)
> 448lb 360lb 596lb
>
>
> Range @ 8000ft.
> 755sm 1450sm 1009sm
>
>
> Solo ROC
> 2450fpm 1700fpm 2700fpm
>
>
> Solo TO/Landing Roll
> 250/350ft 1500/900ft not lsited
>
>
> Baggage Capacity
> 100lb/12 cu. ft. 90lb/ ? cu. ft. 100lb./12 cu.
> ft.
>
>
> Cabin Width"/ Height"
> 43/ 42 43/44.5 42/ ? height
>
>
Message 12
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| Subject: | Re: Plane Choice |
--> RV-List message posted by: Larry Rosen <LarryRosen@comcast.net>
You are asking this question to a group that is biased.
Per David's suggestion as one of the glass planes lists. Here is one
you might try <http://legacyfg.jconserv.net/index.php>. Let us know
what they say and what you decide.
Larry Rosen
RV-10
N205EN (reserved)
David Leonard wrote:
> I am sure we all went through a similar selection process. Here is mine:
>
> http://members.aol.com/_ht_a/vp4skydoc/index.html
>
> But I think you are asking the wrong people why to choose the glass
> planes. I bet if you went on their lists and ask them they will all
> be on the other side of the fence. Most of their arguments would
> center around speed and looks. Those are very valid if they matter
> more to you than other factors. Take your time and be sure about it...
>
> --
> David Leonard
>
> Turbo Rotary RV-6 N4VY
> My websites at:
> http://members.aol.com/_ht_a/rotaryroster/index.html
> http://members.aol.com/_ht_a/vp4skydoc/index.html
> http://leonardiniraq.blogspot.com
>
>
> On 9/23/06, *Derek Bohn* <ctnyfl@yahoo.com <mailto:ctnyfl@yahoo.com>>
> wrote:
>
> --> RV-List message posted by: Derek Bohn <ctnyfl@yahoo.com
> <mailto:ctnyfl@yahoo.com>>
>
> I am trying to choose between these three aircraft. It
> is my first time building, and am leaning towards the
> fast build versions. In looking at the specifications
> on the company websites it seems the
> RV is considerably less expensive, yet they all have
> similar cabin size, baggage capacity and airspeed. The
> Legacy and Glassiar do have more range due to higher
> fuel capacity, however I really wouldn't want to go
> more than 4 hours without stopping anyway.
>
> So my question basically is, why does anyone choose
> the Lancair or Glassair? The Legacy's ROC and
> TO/Landing numbers are far worse. The Glassair has
> very nice performance, especially considering the
> lower hosepower, but not for a 65% premium over the
> RV.
>
> Am I missing anything? Building time and complexity
> is a factor also, but I haven't found any reliable
> information about these.
> Financial stability and customer service factors seem
> to favor Vans, though , again, that is difficult to
> assess.
>
> Thanks
> Derek
> (no flames intended)
>
>
> >From the company websites:
>
> RV7a Legacy FG Glassair SII FT
>
> Fast Build Cost
> $25,705 $38,500 $42,544
> (no slow build avail.)
>
>
> V Cruise @ 8000ft.
> 205mph 220mph 210mph
> (200hp, cs prop) (210mph, cs prop) (180mph,?cs prop
>
>
> Payload(full fuel)
> 448lb 360lb 596lb
>
>
> Range @ 8000ft.
> 755sm 1450sm 1009sm
>
>
> Solo ROC
> 2450fpm 1700fpm 2700fpm
>
>
> Solo TO/Landing Roll
> 250/350ft 1500/900ft not lsited
>
>
> Baggage Capacity
> 100lb/12 cu. ft. 90lb/ ? cu. ft. 100lb./12 cu.
> ft.
>
>
> Cabin Width"/ Height"
> 43/ 42 43/44.5 42/ ? height
>
>
> *
>
>
> *
Message 13
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| Subject: | Re: RV7a v. Legacy FG v. Glassair SII FT |
--> RV-List message posted by: "B25Flyer" <dougr@petroblend.com>
One deciding factor is that I am a buyer, not a builder, and I would never buy
a plastic airplane that was not built in a controlled environment, i.e. a factory.
I love flying plastic airplanes, but there is too much risk associated with
buying one.
The numbers flying pretty well answers your question, build the RV.
Tailwinds,
Doug Rozendaal
bought 2- RV-4s and a F-1 EVO
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63669#63669
Message 14
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|
| Subject: | Re: Vision Microsystems - oil pressure problem |
In a message dated 9/24/2006 1:34:59 P.M. Pacific Daylight Time,
chasb@satx.rr.com writes:
If you have the VM-1000 Installation/User Manual, Section 5 is a
Trouble Shooting Guide. Page 88 give specific readings to check out
the oil pressure indicating system. If you don't have the manual,
contact me back channel and I'll send you a copy of the appropriate
page.
=======================================
My experience may give you pause to consider what can happen in an
intermittent piece of cable. This it the only explanation I was able to come
up with
my fuel pressure (carbureted) sender indications from day one until I changed
the cable (remade it with all new materials).
>From the first flights until about 6 months ago I had variations in my
pressure indications that ran the gamut from zero to 9 psi at various times and
then would settle down for months only to recur at odd times. I discussed with
VMI and they told me that there is no way the sender or the conditioning
and/or display driver circuits in the DPU could behave this way. Before my last
trip to Sedona I finally gave up, rebuilt it and spent an hour on my back
under the panel stripping out the old one and reconnecting the new one.
It has been working well ever since.
What I believe happens is that the cable VMI buys is the wonderfully high
quality (he said facetiously) stuff that comes from overseas. It is
constructed of individual primaries that get shielded and jacketed as a grouping.
I
suspect that when the cable making machine senses that one of the individual
wires has reached the end of the spool, it stops and notifies the operator to
manually load a new spool. The operator (making the equivalent of 5 cents a
day) strips back some insulation on the free ends and twists them together.
He hits go and the machine continues making more high quality cable and no one
is the wiser.
The shipping guy tests the spool (if they test at all) and there is
continuity on all wires. We're good to go off to the USA and fly in the
instrumentation circuit of an aircraft.
Imagine an only slightly less motivated operator that doesn't strip the
wires and a manufacturer that laid off the test function to cut costs. Good wire
and cable is worth the money.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 809hrs, Silicon Valley, CA)
Message 15
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| Subject: | Switched power revisited |
--> RV-List message posted by: "Dennis Jones" <djones@northboone.net>
If Charles Reiche is hanging out there in siber space, I have a question about
wiring that switch pin for the encoder. If I run power to the encoder from the
transponder switch pin (8 or 20) to pin 14 on the encoder, leaving pin 8 on the
encoder empty (no seperate a/c power) what pin (pin 8 or 20) on the transponder
should be used?
Dennis
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63689#63689
Message 16
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| Subject: | Vision Microsystems NOT - oil pressure problem |
Ok, I have exhausted all my avenues with the gauge and find this.
The wires at the sender test just fine as per VMI voltage test procedure
The fuel pressure was working just fine, so I swapped the two senders. The
fuel pressure continues to work and the oil does not.
Now I have to ask myself. Does this engine produce oil pressure? Thank God
I have not run it for more than a minute.
Question: How can I confirm if I even have oil pressure? Is it possible
the engine oil system has an air bubble? How do I burp it?
My engine is an 0-360-A1A and is from Aero Sport
Thanks for all the input. No oil pressure reading means no flying.
Oh, will the DAR expect me to fire the engine to confirm the gauges work?
Tim
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Vanremog@aol.com
Sent: Sunday, September 24, 2006 7:38 PM
Subject: Re: RV-List: Vision Microsystems - oil pressure problem
In a message dated 9/24/2006 1:34:59 P.M. Pacific Daylight Time,
chasb@satx.rr.com writes:
If you have the VM-1000 Installation/User Manual, Section 5 is a
Trouble Shooting Guide. Page 88 give specific readings to check out
the oil pressure indicating system. If you don't have the manual,
contact me back channel and I'll send you a copy of the appropriate
page.
=======================================
My experience may give you pause to consider what can happen in an
intermittent piece of cable. This it the only explanation I was able to
come up with my fuel pressure (carbureted) sender indications from day one
until I changed the cable (remade it with all new materials).
>From the first flights until about 6 months ago I had variations in my
pressure indications that ran the gamut from zero to 9 psi at various times
and then would settle down for months only to recur at odd times. I
discussed with VMI and they told me that there is no way the sender or the
conditioning and/or display driver circuits in the DPU could behave this
way. Before my last trip to Sedona I finally gave up, rebuilt it and spent
an hour on my back under the panel stripping out the old one and
reconnecting the new one.
It has been working well ever since.
What I believe happens is that the cable VMI buys is the wonderfully high
quality (he said facetiously) stuff that comes from overseas. It is
constructed of individual primaries that get shielded and jacketed as a
grouping. I suspect that when the cable making machine senses that one of
the individual wires has reached the end of the spool, it stops and notifies
the operator to manually load a new spool. The operator (making the
equivalent of 5 cents a day) strips back some insulation on the free ends
and twists them together. He hits go and the machine continues making more
high quality cable and no one is the wiser.
The shipping guy tests the spool (if they test at all) and there is
continuity on all wires. We're good to go off to the USA and fly in the
instrumentation circuit of an aircraft.
Imagine an only slightly less motivated operator that doesn't strip the
wires and a manufacturer that laid off the test function to cut costs. Good
wire and cable is worth the money.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 809hrs, Silicon Valley, CA)
Message 17
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| Subject: | Re: Vision Microsystems NOT - oil pressure problem |
In a message dated 9/24/2006 8:08:26 P.M. Pacific Daylight Time,
n616tb@btsapps.com writes:
Question: How can I confirm if I even have oil pressure? Is it possible
the engine oil system has an air bubble? How do I burp it?
===================================================
Disconnect the lead to the starter to ensure that you don't get confused and
get hit with a spinning prop.
Disconnect the ignition wires from the spark plugs and lay them aside.
Remove all of the spark plugs.
Rotate the engine using the prop until you either get tired or you get a
pressure indication.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 809hrs, Silicon Valley, CA)
Message 18
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| Subject: | Adjusting Propeller RPM |
I have a WhirlWind 200RV prop, which uses a McCauley hub and an old
Hartzel F-series controller. The best RPM I get on takeoff is 2640 and
I don't know how to adjust the maximum RPM. The controller doesn't seem
to have any adjustment except a stop-screw on the cable arm. This screw
is all the way out, so no help there. Is there some adjustment
available on the prop hub? Any help would be appreciated.
Ron Schreck
RV-8 "Miss Izzy"
Gold Hill Airpark, NC
Message 19
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| Subject: | Re: Vision Microsystems NOT - oil pressure problem |
--> RV-List message posted by: Jerry Springer <jsflyrv@verizon.net>
Vanremog@aol.com wrote:
> In a message dated 9/24/2006 8:08:26 P.M. Pacific Daylight Time,
> n616tb@btsapps.com writes:
>
> Question: How can I confirm if I even have oil pressure? Is it
> possible the engine oil system has an air bubble? How do I burp it?
>
> ==========================
>
> Disconnect the lead to the starter to ensure that you don't get confused
> and get hit with a spinning prop.
>
> Disconnect the ignition wires from the spark plugs and lay them aside.
> Remove all of the spark plugs.
>
> Rotate the engine using the prop until you either get tired or you get a
> pressure indication.
>
> GV (RV-6A N1GV O-360-A1A, C/S, Flying 809hrs, Silicon Valley, CA)
>
Or install a temp manual oil pressure, start engine and see if you have
oil pressure in the first 30 sec. my guess is that you do.
Jerry
Message 20
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| Subject: | 6/6A getting in and out |
--> RV-List message posted by: sarg314 <sarg314@comcast.net>
I'm building a 6A with tip-up canopy and have been in and out a lot
lately working on radio rack, and seat belts, etc. The canopy, panel
and flap housing are not installed. I had the seats and cushions in.
I'm trying to imagine how to get in and out gracefully without kicking
anything once the whole thing is put together. I will be installing the
vertical support from the fuel selector valve to the bottom center of
the panel which looks to be a nasty obstacle. It looks like it's going
to be pretty awkward. I can do deep knee bends easily, so I don't think
I'm lacking strength or flexibility.
I'm guessing I just haven't found the best way yet. Do you stand on the
seat and do a deep knee bend and then extricate your feet from under
you? Can you put much weight on the elect. flap housing? I am
assuming the floor forward of the main spar cannot support much weight.
--
Tom Sargent
RV-6A , instruments
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