---------------------------------------------------------- RV-List Digest Archive --- Total Messages Posted Sun 09/24/06: 20 ---------------------------------------------------------- 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 _____________________________________ Time: 12:58:04 AM PST US From: "JOHN STARN" Subject: Re: RV-List: RV7a v. Legacy FG v. Glassair SII FT --> RV-List message posted by: "JOHN STARN" 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" > > 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 _____________________________________ Time: 01:35:50 AM PST US From: "JOHN STARN" Subject: Re: RV-List: RV7a v. Legacy FG v. Glassair SII FT --> RV-List message posted by: "JOHN STARN" "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" > > 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 _____________________________________ Time: 02:38:16 AM PST US From: "Peter Mather" Subject: Re: RV-List: IO-360 B1E?? --> RV-List message posted by: "Peter Mather" 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" Sent: Sunday, September 24, 2006 5:09 AM Subject: RV-List: IO-360 B1E?? > --> RV-List message posted by: Charlie England > > 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 _____________________________________ Time: 07:18:19 AM PST US From: John Huft Subject: Re: RV-List: 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 _____________________________________ Time: 07:19:22 AM PST US From: rveighta Subject: Re: RV-List: RE: Mission specific/fiber glass --> RV-List message posted by: rveighta 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 >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" > >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 >>To: rv-list@matronics.com >>Date: Sat, 23 Sep 2006 15:04:03 -0700 (PDT) >> >>--> RV-List message posted by: Derek Bohn >> >>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 _____________________________________ Time: 08:53:54 AM PST US From: "Dan Morrow" Subject: Re: RV-List: RV7a v. Legacy FG v. Glassair SII FT --> RV-List message posted by: "Dan Morrow" 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" 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 > > 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 _____________________________________ Time: 09:02:17 AM PST US From: LessDragProd@aol.com Subject: Re: RV-List: 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" Hee...Hee. I can still blow your doors off, inverted. Bruce www.glasair.org ________________________________ Message 8 _____________________________________ Time: 09:13:38 AM PST US From: Vanremog@aol.com Subject: Re: RV-List: 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 _____________________________________ Time: 11:25:13 AM PST US From: "Dana Overall" Subject: Re: RV-List: RV7a v. Legacy FG v. Glassair SII FT --> RV-List message posted by: "Dana Overall" 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 ____________________________________ Time: 01:33:25 PM PST US From: Charles Brame Subject: RV-List: Vision Microsystems - oil pressure problem --> RV-List message posted by: Charles Brame 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" > 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 ____________________________________ Time: 02:23:55 PM PST US From: "David Leonard" Subject: RV-List: 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 wrote: > > --> RV-List message posted by: Derek Bohn > > 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 ____________________________________ Time: 02:51:28 PM PST US From: Larry Rosen Subject: Re: RV-List: Re: Plane Choice --> RV-List message posted by: Larry Rosen 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 . 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* > > wrote: > > --> RV-List message posted by: Derek Bohn > > > 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 ____________________________________ Time: 06:08:54 PM PST US Subject: RV-List: Re: RV7a v. Legacy FG v. Glassair SII FT From: "B25Flyer" --> RV-List message posted by: "B25Flyer" 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 ____________________________________ Time: 07:40:30 PM PST US From: Vanremog@aol.com 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 15 ____________________________________ Time: 07:45:12 PM PST US Subject: RV-List: Switched power revisited From: "Dennis Jones" --> RV-List message posted by: "Dennis Jones" 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 ____________________________________ Time: 08:06:07 PM PST US From: "Tim Bryan" Subject: RE: RV-List: 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 ____________________________________ Time: 08:23:27 PM PST US From: Vanremog@aol.com Subject: Re: RV-List: 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 ____________________________________ Time: 09:33:28 PM PST US From: "Ron Schreck" Subject: RV-List: 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 ____________________________________ Time: 09:45:53 PM PST US From: Jerry Springer Subject: Re: RV-List: Vision Microsystems NOT - oil pressure problem --> RV-List message posted by: Jerry Springer 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 ____________________________________ Time: 10:39:30 PM PST US From: sarg314 Subject: RV-List: 6/6A getting in and out --> RV-List message posted by: sarg314 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