Today's Message Index:
----------------------
1. 04:18 AM - FAA seat belt requirement (kenneth hill)
2. 05:08 AM - Re: FAA seat belt requirement (Tim Bryan)
3. 05:12 AM - Re: FAA seat belt requirement (Larry Rosen)
4. 05:14 AM - Re: FAA seat belt requirement (John Porter)
5. 05:27 AM - Re: FAA seat belt requirement (Tim Bryan)
6. 06:54 AM - Re: Re: Ignition & FI (gordon or marge)
7. 08:20 AM - Re: Re: Ignition & FI (Tracy Crook)
8. 09:16 AM - F-704L Strap (c172.58@juno.com)
9. 01:55 PM - Re: Timing Lightspeed (Mark E Navratil)
10. 02:24 PM - Re: Timing Lightspeed (Richard McBride)
11. 03:49 PM - home paint booth ventilation (sarg314)
12. 04:56 PM - aircraftpaintschemes.com (sarg314)
13. 05:29 PM - Re: home paint booth ventilation (Richard Dudley)
14. 05:32 PM - Re: Timing Lightspeed (Tim Olson)
15. 06:26 PM - GTX-327 Tray Fit (PIAVIS)
16. 06:31 PM - Re: Timing Lightspeed (Phil Birkelbach)
17. 07:03 PM - Re: GTX-327 Tray Fit (sarg314)
18. 07:40 PM - Re: Timing Lightspeed (Bobby Hester)
19. 07:43 PM - Re: GTX-327 Tray Fit (Bobby Hester)
20. 08:37 PM - Re: Timing Lightspeed (Dan Checkoway)
21. 09:26 PM - Re: aircraftpaintschemes.com (sportypilot)
22. 09:30 PM - Re: Timing Lightspeed (Bobby Hester)
Message 1
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| Subject: | FAA seat belt requirement |
The FAA inspected my RV-9A yesterday and all went well, thank you very
much. I now have a legal airplane and am preparing for the phase 1
flyoff. However, the inspector said my seat belts, the 4 point style
from Van's, were not TSO'd and therefore not legal for me to use. He
said I would have to change them to a TSO'd brand before I could fly the
plane. Has anyone else run into this? I talked to Van's and their
opinion was "it is an experimental and therefore the non-FAA PMA
seatbelts are acceptable." Do I make the government happy and maybe
avoid problems down the road by changing them or continue with what I
have installed?
Ken Hill
Plainfield, IN.
Message 2
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| Subject: | FAA seat belt requirement |
Continue with what you have. I had a couple of these things on my
inspection also, but being experimental means we can use what we want.
There are a few thousand airplanes flying with those seatbelts including
mine.
Tim
RV-6 N616TB
Repositioned to Texas
24 hours and counting
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of kenneth hill
Sent: Saturday, October 21, 2006 5:22 AM
Subject: RV-List: FAA seat belt requirement
The FAA inspected my RV-9A yesterday and all went well, thank you very much.
I now have a legal airplane and am preparing for the phase 1 flyoff.
However, the inspector said my seat belts, the 4 point style from Van's,
were not TSO'd and therefore not legal for me to use. He said I would have
to change them to a TSO'd brand before I could fly the plane. Has anyone
else run into this? I talked to Van's and their opinion was "it is an
experimental and therefore the non-FAA PMA seatbelts are acceptable." Do I
make the government happy and maybe avoid problems down the road by changing
them or continue with what I have installed?
Ken Hill
Plainfield, IN.
Message 3
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| Subject: | Re: FAA seat belt requirement |
--> RV-List message posted by: Larry Rosen <LarryRosen@comcast.net>
Below is a post from the AeroElectric-List. It mostly addresses
requirements for VFR and IFR operations, but towards the bottom it
addresses seat belts. How hard you try to convince the FAA that in your
choice.
Larry Rosen
RV-10 #356
--> AeroElectric-List message posted by: <bakerocb@cox.net>
10/09/2006
Hello Rob, The FAA has a back hand way of applying FAR Sec 91.205 to
Amateur Built Experimental Aircraft (ABEA) and it takes a little
research and careful reading of different documents to sort out what
applies when.
First, if you are operating the ABEA day VFR then none, I repeat NONE,
of 91.205 applies to the instrumentation or equippage of that aircraft.
(See Note 1 below).
Hard to believe isn't it, but that is true because as you noted 91.205
applies to aircraft with standard category US airworthiness certificates
and not to our ABEA's that instead receive special airworthiness
certificates. (This is what permits very simple ABEA's like a Woody
Pusher or Breezy to fly legally day VFR with nothing in the way of
91.205 instruments or equipment if the builder / pilot chooses to do so).
Second, the instant that you start operating that ABEA at night or under
IFR then 91.205 comes into play, not to the entire extent (See Note 2
below) that it does for aircraft with standard airworthiness
certificates, but compliance with 91.205 for ABEA's does become
extensive. Why is that?
It is because each ABEA has been issued a special airworthiness
certificate that includes a set of Operating Limitations that contain
these words "After completion of Phase I flight testing, unless
appropriately equipped for night and/or instrument flight in accordance
with 91.205, this aircraft is to be operated under VFR, day only."
The intent and interpretation by the FAA of that sentence is that if the
ABEA is operating VFR at night then paragraphs 91.205 (b) and (c) must
be complied with. If the ABEA is operating under IFR then paragraphs
91.205 (b), (c), and (d) must be complied with. (I suppose that some sea
lawyer could argue that for day IFR one would not have to comply with
91.205 (c) (1) and thereby not comply with 91.205 (b), but that is not
the way that the FAA interprets the word "appropriately" in that
sentence in the Operating Limitations.)
Because this subject is a bit convoluted I have put together a table
that lays the information out in fairly compact reference form. I will
send you a copy of this table attached to a separate email. If anyone
else would like a copy just email me. This table was also published on
page 50 of the June 2006 issue of Kitplanes magazine.
Please let me know if you have any questions.
OC -- The best investment we will ever make is in gathering knowledge
Note 1: While 91.205 (b) (15) may not apply that does not excuse an ABEA
from complying with 91.207 regarding ELT's.
Note 2: Certain sub paragraphs of 91.205 refer to needing "approved"
items. This issue becomes a bit fuzzy because since there are no
certification criteria published for ABEA how can one determine whether
an item is "approved" or not for installation in an ABEA?
A commonly taken position both by many builders and by FAA and DAR
initial airworthiness inspectors of ABEA's is that if the item can
affect operations by other aircraft as well as the ABEA, such as
exterior lighting for example, then an item which has been approved for
installation on standard airworthiness certified aircraft will be
required on the ABEA.
On the other hand arguments have been successfully made that if the item
affects only the internal functioning of the ABEA, such as seat belts
and shoulder harnesses for example, then these items do not have to be
"approved" (by a TSO marking for example). I have been involved in a few
of these discussions and, with the aid of communication from FAA
headquarters, have forced the inspector to back off the TSO marking
requirement for both seat belts and shoulder harness which were already
purchased and installed by the builder. I do not recommend letting it
get to that point though. Instead I recommend coordinating with the
inspector before the belts are purchased to determine his individual
requirements.
----- Original Message ----- From: "Rob" <punchy@frontiernet.net>
Sent: Monday, October 09, 2006 1:07 PM
Subject: FAA Part 91.205
OC,
I was wondering if you could clearify FAA Part 91.205 for me. As I
understand this FAR it applies to powered civil aircraft with a standard
category U.S. airworthiness certificate. Is our experimental airworthiness
certificate under this catagory? It requires a manifold pressure gauge for
each altitude engine. It does not require a CHT or EGT. This does not
seem right for experimental aircraft. I would much rather have a CHT and
EGT than a manifold pressure gauge although I have all three on my KIS. I
was also wondering if my VFR day only plane needs to have a strobe and nav
lights?
Maybe you could enlighten me.
Thanks,
Rob
kenneth hill wrote:
> The FAA inspected my RV-9A yesterday and all went well, thank you very
> much. I now have a legal airplane and am preparing for the phase 1
> flyoff. However, the inspector said my seat belts, the 4 point style
> from Van's, were not TSO'd and therefore not legal for me to use. He
> said I would have to change them to a TSO'd brand before I could fly
> the plane. Has anyone else run into this? I talked to Van's and
> their opinion was "it is an experimental and therefore the non-FAA PMA
> seatbelts are acceptable." Do I make the government happy and maybe
> avoid problems down the road by changing them or continue with what I
> have installed?
>
> Ken Hill
> Plainfield, IN.
> *
>
>
> *
Message 4
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| Subject: | Re: FAA seat belt requirement |
Yep,
I have the same concerns as mine hasn't been inspected yet. I
purchased two sets of 5 pt harnesses from Simpson that are super strong
and certified for NASCAR. I'm hoping to not have a problem, I guess it
depends on the inspector.
John
80002
----- Original Message -----
From: kenneth hill
To: rv-list@matronics.com
Sent: Saturday, October 21, 2006 8:21 AM
Subject: RV-List: FAA seat belt requirement
The FAA inspected my RV-9A yesterday and all went well, thank you very
much. I now have a legal airplane and am preparing for the phase 1
flyoff. However, the inspector said my seat belts, the 4 point style
from Van's, were not TSO'd and therefore not legal for me to use. He
said I would have to change them to a TSO'd brand before I could fly the
plane. Has anyone else run into this? I talked to Van's and their
opinion was "it is an experimental and therefore the non-FAA PMA
seatbelts are acceptable." Do I make the government happy and maybe
avoid problems down the road by changing them or continue with what I
have installed?
Ken Hill
Plainfield, IN.
Message 5
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| Subject: | FAA seat belt requirement |
It does depend on the inspector. Mine never said a word about my seat
belts. Other things he did say, some of which I changed and some I didn't.
Bottom line is once completed and inspected, if he didn't *require* you to
change something before signing you off, then you make the choice. It
sounds like Ken has a completed inspection. If this is so and you are happy
with your installation then I say just go start flying and have fun. It
sounds like Larry provided good info also for backing to your plan.
Tim
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of John Porter
Sent: Saturday, October 21, 2006 5:13 AM
Subject: Re: RV-List: FAA seat belt requirement
Yep,
I have the same concerns as mine hasn't been inspected yet. I purchased
two sets of 5 pt harnesses from Simpson that are super strong and certified
for NASCAR. I'm hoping to not have a problem, I guess it depends on the
inspector.
John
80002
----- Original Message -----
From: kenneth hill <mailto:khill5@indy.rr.com>
Sent: Saturday, October 21, 2006 8:21 AM
Subject: RV-List: FAA seat belt requirement
The FAA inspected my RV-9A yesterday and all went well, thank you very much.
I now have a legal airplane and am preparing for the phase 1 flyoff.
However, the inspector said my seat belts, the 4 point style from Van's,
were not TSO'd and therefore not legal for me to use. He said I would have
to change them to a TSO'd brand before I could fly the plane. Has anyone
else run into this? I talked to Van's and their opinion was "it is an
experimental and therefore the non-FAA PMA seatbelts are acceptable." Do I
make the government happy and maybe avoid problems down the road by changing
them or continue with what I have installed?
Ken Hill
Plainfield, IN.
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/N
avigator?RV-List
Message 6
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| Subject: | RE: Ignition & FI |
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Rhonda Bewley
Sent: Thursday, October 19, 2006 9:02 AM
Subject: RE: RV-List: RE: Ignition & FI
Ref the EAGLE system by Precision, they were supposed to roll the system
out by the end of September. I'm now hearing that it will be the beginning
of the year before the bugs are worked out. The system lists for $7900,
about $3000 more than standard mags and fuel injection at today's price.
.
Rhonda
Rhonda: Could you amplify on the above comment a bit, please? I have been
waiting for the Eagle system hoping it would work out. Their Oshkosh
presense was not too impressive. If it is going to be months before they
have their problems solved with no real certainty they are truly solved,
then my backup plan (have ordered E-mag/P-mag combo) should be allowed to
proceed. Thank you.
Gordon Comfort
N363GC
Message 7
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| Subject: | Re: RE: Ignition & FI |
I'll second that Don. I'll match my engine tuning skills against any of
the existing FADEC systems. That's why the EFI system I use has a
manual mixture control and in-cockpit adjustable ignition timing.
Many of the so-called FADEC systems are not actually "FA" (Full
Authority) in that they have a direct mechanical link between the
throttle quadrant and the throttle butterfly valve. To have any chance
of being better at engine management than a human being, a fly-by-wire
arrangement is necessary. This of course adds yet another failure mode
but that's the trade-off.
Tracy Crook
Rotary powered RV-4, 1600+ hrs.
----- Original Message -----
From: don wentz<mailto:dasduck@comcast.net>
To: rv-list@matronics.com<mailto:rv-list@matronics.com>
Sent: Friday, October 20, 2006 9:13 PM
Subject: RE: RV-List: RE: Ignition & FI
Kathleen,
I agree with Ron.
I personally know of 2 aircraft with Fadecs. One has fallen from the
sky at least twice, the other is not working well.
I fly with that one fairly often, and one time on a very long cross
country.
With 800 hr mags I consistently get much better fuel economy than the
fadec as well.
I now have an E-mag on the right and a 950 hr Slick Mag on the left,
both are working well.
Fadec and other systems may be a thing of the future, but that future
isn=92t here yet.
As always, if your goal is to =91experiment=92 and help =91blaze the
trail=92 for the rest of us, then go for it.
Otherwise, spend your $$ on something else.
Don
RV-6 950hrs
-------------------------------------------------------------------------
-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Ron Lee
Sent: Thursday, October 19, 2006 8:05 AM
To: rv-list@matronics.com
Subject: Re: RV-List: RE: Ignition & FI
. I=92m looking at FADEC for an RV-7/XP-360 combination=85
I must be too old-fashioned and resistant to change but I
am not enamored with FADEC. Seems like a costly option.
Have you considered things like the P-Mag?
Obviously you can do whatever you wish and my opinion
(perhaps not well-informed at that) should not dissuade
you from doing whatever you want. But given X amount to
spend on an aircraft, I would think that going with some
new glass panel with terrain avoidance, great mapping, weather
etc offers more to the flying experience and safety than FADEC.
Oh yea, big screen glass too!
Ron Lee
-- Date: 10/20/2006
--
10/20/2006
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 8
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Can anyone tell me if you make the F-704L straps out of four of the six
pieces of AS3-063x0.0625x3 included in Bag 1982 or do you just make them
out of misc. stock? Any idea what those pieces are for otherwise? Tha
nks.
________________________________________________________________________
<html>Can anyone tell me if you make the F-704L straps out of four of th
e six pieces of AS3-063x0.0625x3 included in Bag 1982 or do you just mak
e them out of misc. stock? Any idea what those pieces are for othe
rwise? Thanks.
<font face="Times-New-Roman" size="2"><br><br>______________________
__________________________________________________<br>
Visit <a href="http://www.juno.com/value">http://www.juno.com/value</a
> to sign up today!<br></font>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 9
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| Subject: | Re: Timing Lightspeed |
--> RV-List message posted by: Mark E Navratil <czechsix@juno.com>
I'm curious, has anyone actually found that the Lightspeed timing was
off, and if so, did you discover any reason for the inaccuracy? I have
dual Lightspeeds with the crank trigger pickups and I admit I did not
check the timing with a light. I did verify that the magnets were
installed in the flywheel and the pickup bracket was correctly aligned
per Lightspeed instructions. After 100 hrs in flight, no problems with
anything. But that doesn't guarantee the timing is right so maybe I need
to check it??
--Mark Navratil
Cedar Rapids, Iowa
RV-8A N2D with 100 hrs of huge grins...
Time: 05:28:02 AM PST US
From: Charlie Kuss <chaztuna@adelphia.net>
Subject: Re: RV-List: Timing Lightspeed
Charles,
I'm with Phil on this. Using a timing light is the ultimate for
timing accuracy. I generally sit on the right wing while checking the
timing with the engine running. This works well when done in low
light, such as at dusk. As Phil mentions, adjustments are made with
the engine off.
Charlie Kuss
>--> RV-List message posted by: Phil Birkelbach <phil@petrasoft.net>
>
>It'd be pretty stupid to try to get a timing light to work with the
>engine stopped.
>
>Nobody would try to adjust the timing with the engine running, you
>simply check it. If it's not quite right then stop the engine, make
>an adjustment and retry. This is the suggested method in the
>Lightspeed documentation.
>
>You don't stand any closer to the prop than the firewall. If you
>don't feel comfortable doing that then don't do it, but I assure you
>that I am not nuts.
>
>Phil
>
>On Oct 19, 2006, at 18:20, Charles Reiche wrote:
>
>>--> RV-List message posted by: Charles Reiche
>><charlieray@optonline.net>
>>
>>Are you suggesting that you are timing your engine using a timing
>>light and while running? If so, you're nuts.
>>----- Original Message ----- From: "Phil Birkelbach"
>><phil@petrasoft.net>
>>To: <rv-list@matronics.com>
>>Sent: Thursday, October 19, 2006 2:02 PM
>>Subject: Re: RV-List: Timing Lightspeed
>>
>>
>>>--> RV-List message posted by: Phil Birkelbach <phil@petrasoft.net>
>>>
>>>I don't know why the timing light has to be behind the engine.
>>>Just hold it up where it's flash can be seen on the back of the
>>>flywheel. Obviously, more caution is required the closer you get
>>>to that spinning prop. Worked for me.
>>>
>>>Godspeed,
>>>
>>>Phil Birkelbach - Houston Texas
>>>RV-7 N727WB
>>>http://www.myrv7.com
>>>
>>>
>>>
>>>George Inman 204 287 8334 wrote:
>>>>--> RV-List message posted by: George Inman 204 287 8334
>>>><ghinman@mts.net>
>>>>
>>>>
>>>> I have a Lightspeed ignition on
>>>>an O-360
>>>> Lightspeed says it has to be timed by
>>>>using
>>>>a timing light from behind the engine shining forward onto
>>>>the flywheel.
>>>> The problem is that the front baffle is in
>>>>the way.
>>>>Do I have to remove the baffle or did someone find a better way?
>>>> The baffle is difficult to remove especialy with the prop and
>>>>flywheel attached!!
>>>
>>>
>>
Message 10
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| Subject: | Re: Timing Lightspeed |
Mark,
I have the same dual trigger system and did check the timing. No
adjustment was necessary. I now have 178 hours and it's worked
flawlessly the entire time. Plus, it sure makes starting a hot fuel
injected Lycoming a snap.
Rick McBride
RV-8 N523RJ
Centreville, VA
----- Original Message -----
From: Mark E Navratil<mailto:czechsix@juno.com>
To: rv-list@matronics.com<mailto:rv-list@matronics.com>
Sent: Saturday, October 21, 2006 11:34 AM
Subject: Re: RV-List: Timing Lightspeed
--> RV-List message posted by: Mark E Navratil
<czechsix@juno.com<mailto:czechsix@juno.com>>
I'm curious, has anyone actually found that the Lightspeed timing was
off, and if so, did you discover any reason for the inaccuracy? I
have
dual Lightspeeds with the crank trigger pickups and I admit I did not
check the timing with a light. I did verify that the magnets were
installed in the flywheel and the pickup bracket was correctly aligned
per Lightspeed instructions. After 100 hrs in flight, no problems
with
anything. But that doesn't guarantee the timing is right so maybe I
need
to check it??
--Mark Navratil
Cedar Rapids, Iowa
RV-8A N2D with 100 hrs of huge grins...
Time: 05:28:02 AM PST US
From: Charlie Kuss
<chaztuna@adelphia.net<mailto:chaztuna@adelphia.net>>
Subject: Re: RV-List: Timing Lightspeed
Charles,
I'm with Phil on this. Using a timing light is the ultimate for
timing accuracy. I generally sit on the right wing while checking the
timing with the engine running. This works well when done in low
light, such as at dusk. As Phil mentions, adjustments are made with
the engine off.
Charlie Kuss
>--> RV-List message posted by: Phil Birkelbach
<phil@petrasoft.net<mailto:phil@petrasoft.net>>
>
>It'd be pretty stupid to try to get a timing light to work with the
>engine stopped.
>
>Nobody would try to adjust the timing with the engine running, you
>simply check it. If it's not quite right then stop the engine, make
>an adjustment and retry. This is the suggested method in the
>Lightspeed documentation.
>
>You don't stand any closer to the prop than the firewall. If you
>don't feel comfortable doing that then don't do it, but I assure you
>that I am not nuts.
>
>Phil
>
>On Oct 19, 2006, at 18:20, Charles Reiche wrote:
>
>>--> RV-List message posted by: Charles Reiche
>><charlieray@optonline.net<mailto:charlieray@optonline.net>>
>>
>>Are you suggesting that you are timing your engine using a timing
>>light and while running? If so, you're nuts.
>>----- Original Message ----- From: "Phil Birkelbach"
>><phil@petrasoft.net<mailto:phil@petrasoft.net>>
>>To: <rv-list@matronics.com<mailto:rv-list@matronics.com>>
>>Sent: Thursday, October 19, 2006 2:02 PM
>>Subject: Re: RV-List: Timing Lightspeed
>>
>>
>>>--> RV-List message posted by: Phil Birkelbach
<phil@petrasoft.net<mailto:phil@petrasoft.net>>
>>>
>>>I don't know why the timing light has to be behind the engine.
>>>Just hold it up where it's flash can be seen on the back of the
>>>flywheel. Obviously, more caution is required the closer you get
>>>to that spinning prop. Worked for me.
>>>
>>>Godspeed,
>>>
>>>Phil Birkelbach - Houston Texas
>>>RV-7 N727WB
>>>http://www.myrv7.com
>>>
>>>
>>>
>>>George Inman 204 287 8334 wrote:
>>>>--> RV-List message posted by: George Inman 204 287 8334
>>>><ghinman@mts.net<mailto:ghinman@mts.net>>
>>>>
>>>>
>>>> I have a Lightspeed ignition on
>>>>an O-360
>>>> Lightspeed says it has to be timed by
>>>>using
>>>>a timing light from behind the engine shining forward onto
>>>>the flywheel.
>>>> The problem is that the front baffle is in
>>>>the way.
>>>>Do I have to remove the baffle or did someone find a better way?
>>>> The baffle is difficult to remove especialy with the prop
and
>>>>flywheel attached!!
>>>
>>>
>>
http://www.matronics.com/Navigator?RV-List<http://www.matronics.com/Navig
ator?RV-List>
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on>
Message 11
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| Subject: | home paint booth ventilation |
--> RV-List message posted by: sarg314 <sarg314@comcast.net>
I am contemplating making the typical homebuilder's paint booth (2x2
frame covered with plastic). I've read Ron Alexander's book and seen
sam james video. No one seems to specify a CFM rating for the vent
fan. The total volume of the booth in its largest configuration will be
about 1300 cu ft. (it will taper towards the back because of space
constraints). I note that the commonly available attic vent fan (that's
something homes often have here in the arizona desert) is about 1350cfm
for about $50. That would turn over the air once/minute. Actually it
would probably be about half that in the real world. Is that adequate,
or is a larger gale necessary?
--
Tom Sargent
RV-6A
Message 12
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| Subject: | aircraftpaintschemes.com |
--> RV-List message posted by: sarg314 <sarg314@comcast.net>
Has any one found aircraftpaintschemes.com to be useful? Is it worth
the $39 fee?
--
Tom Sargent, RV-6A
Message 13
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| Subject: | Re: home paint booth ventilation |
Tom,
FWIW
I, too, built a 2x2 covered with plastic paint booth in one-half of my
2-car garage. Though I did a seat-of-the-pants design and did not have
CFM ratings of my fans, I used 7 $10 box fans and furnace filters at
both input and output. The input filters to reduce dust and output
filters to avoid painting the neighbor's cars. To get positive pressure,
I used 4 input fans at the rear and 3 output at the front. At the
output, I used doubled furnace filters which required changing several
times. I am attaching a photo of the input end before completing the booth.
I consider that the booth was a success because the paint job turned out
well with no signs of particles in the paint, no paint on the neighbor's
cars and no real sign of paint exiting the output filters. Any flaws in
the paint were due to operator incompetence rather than inadequate air flow.
I've addressed this directly to you as well as to RV-list because I'm
not sure if attachments are being filtered out now. I've also attached
a picture of the finished plane.
Good luck!!!
Regards,
Richard Dudley
-6A flying
sarg314 wrote:
> --> RV-List message posted by: sarg314 <sarg314@comcast.net>
>
> I am contemplating making the typical homebuilder's paint booth (2x2
> frame covered with plastic). I've read Ron Alexander's book and seen
> sam james video. No one seems to specify a CFM rating for the vent
> fan. The total volume of the booth in its largest configuration will
> be about 1300 cu ft. (it will taper towards the back because of space
> constraints). I note that the commonly available attic vent fan
> (that's something homes often have here in the arizona desert) is
> about 1350cfm for about $50. That would turn over the air
> once/minute. Actually it would probably be about half that in the
> real world. Is that adequate, or is a larger gale necessary?
> --
> Tom Sargent
> RV-6A
>
>
Message 14
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| Subject: | Re: Timing Lightspeed |
--> RV-List message posted by: Tim Olson <Tim@MyRV10.com>
Ditto @ 170 hours. Never checked it.
Tim Olson - RV-10 N104CD - Flying
do not archive
Richard McBride wrote:
> Mark,
>
> I have the same dual trigger system and did check the timing. No
> adjustment was necessary. I now have 178 hours and it's worked
> flawlessly the entire time. Plus, it sure makes starting a hot fuel
> injected Lycoming a snap.
>
> Rick McBride
> RV-8 N523RJ
> Centreville, VA
>
> ----- Original Message -----
> *From:* Mark E Navratil <mailto:czechsix@juno.com>
> *To:* rv-list@matronics.com <mailto:rv-list@matronics.com>
> *Sent:* Saturday, October 21, 2006 11:34 AM
> *Subject:* Re: RV-List: Timing Lightspeed
>
> --> RV-List message posted by: Mark E Navratil <czechsix@juno.com
> <mailto:czechsix@juno.com>>
>
> I'm curious, has anyone actually found that the Lightspeed timing was
> off, and if so, did you discover any reason for the inaccuracy? I have
> dual Lightspeeds with the crank trigger pickups and I admit I did not
> check the timing with a light. I did verify that the magnets were
> installed in the flywheel and the pickup bracket was correctly aligned
> per Lightspeed instructions. After 100 hrs in flight, no problems with
> anything. But that doesn't guarantee the timing is right so maybe I
> need
> to check it??
>
> --Mark Navratil
> Cedar Rapids, Iowa
> RV-8A N2D with 100 hrs of huge grins...
>
>
> Time: 05:28:02 AM PST US
> From: Charlie Kuss <chaztuna@adelphia.net
> <mailto:chaztuna@adelphia.net>>
> Subject: Re: RV-List: Timing Lightspeed
>
> Charles,
> I'm with Phil on this. Using a timing light is the ultimate for
> timing accuracy. I generally sit on the right wing while checking the
> timing with the engine running. This works well when done in low
> light, such as at dusk. As Phil mentions, adjustments are made with
> the engine off.
> Charlie Kuss
>
> >--> RV-List message posted by: Phil Birkelbach <phil@petrasoft.net
> <mailto:phil@petrasoft.net>>
> >
> >It'd be pretty stupid to try to get a timing light to work with the
> >engine stopped.
> >
> >Nobody would try to adjust the timing with the engine running, you
> >simply check it. If it's not quite right then stop the engine, make
> >an adjustment and retry. This is the suggested method in the
> >Lightspeed documentation.
> >
> >You don't stand any closer to the prop than the firewall. If you
> >don't feel comfortable doing that then don't do it, but I assure you
> >that I am not nuts.
> >
> >Phil
> >
> >On Oct 19, 2006, at 18:20, Charles Reiche wrote:
> >
> >>--> RV-List message posted by: Charles Reiche
> >><charlieray@optonline.net <mailto:charlieray@optonline.net>>
> >>
> >>Are you suggesting that you are timing your engine using a timing
> >>light and while running? If so, you're nuts.
> >>----- Original Message ----- From: "Phil Birkelbach"
> >><phil@petrasoft.net <mailto:phil@petrasoft.net>>
> >>To: <rv-list@matronics.com <mailto:rv-list@matronics.com>>
> >>Sent: Thursday, October 19, 2006 2:02 PM
> >>Subject: Re: RV-List: Timing Lightspeed
> >>
> >>
> >>>--> RV-List message posted by: Phil Birkelbach
> <phil@petrasoft.net <mailto:phil@petrasoft.net>>
> >>>
> >>>I don't know why the timing light has to be behind the engine.
> >>>Just hold it up where it's flash can be seen on the back of the
> >>>flywheel. Obviously, more caution is required the closer you get
> >>>to that spinning prop. Worked for me.
> >>>
> >>>Godspeed,
> >>>
> >>>Phil Birkelbach - Houston Texas
> >>>RV-7 N727WB
> >>>http://www.myrv7.com
> >>>
> >>>
> >>>
> >>>George Inman 204 287 8334 wrote:
> >>>>--> RV-List message posted by: George Inman 204 287 8334
> >>>><ghinman@mts.net <mailto:ghinman@mts.net>>
> >>>>
> >>>>
> >>>> I have a Lightspeed ignition on
> >>>>an O-360
> >>>> Lightspeed says it has to be timed by
> >>>>using
> >>>>a timing light from behind the engine shining forward onto
> >>>>the flywheel.
> >>>> The problem is that the front baffle is in
> >>>>the way.
> >>>>Do I have to remove the baffle or did someone find a better way?
> >>>> The baffle is difficult to remove especialy with the
> prop and
> >>>>flywheel nbsp; Navigator
> title=http://www.matronics.com/Navigator?RV-List
> href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.nbsp;
> available via title=http://forums.matronics.com/
> -========================nbsp; Email List
> title=http://wiki.matronics.com/ nbsp; generous
> bsp; title=http://www.matronics.com/contribution
> ================
>
>
>
> *
>
>
> *
Message 15
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| Subject: | GTX-327 Tray Fit |
Has anyone had trouble getting the locking cams to engage the tray on the
GTX-327? My locking cam is about 1/16" from engaging due to the aft lower
surface of the black front face plate contacting the forward lower edge of
the tray. Can the cam be adjusted? It does appear that the unit is up
against the end of the tray as well.
Jim
-7
http://adap.com/rv7
Message 16
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| Subject: | Re: Timing Lightspeed |
--> RV-List message posted by: Phil Birkelbach <phil@petrasoft.net>
I have the hall effect sensor on mine which is adjustable so it makes
sense for me to check it on occasion.
Godspeed,
Phil
Mark E Navratil wrote:
> --> RV-List message posted by: Mark E Navratil <czechsix@juno.com>
>
> I'm curious, has anyone actually found that the Lightspeed timing was
> off, and if so, did you discover any reason for the inaccuracy? I have
> dual Lightspeeds with the crank trigger pickups and I admit I did not
> check the timing with a light. I did verify that the magnets were
> installed in the flywheel and the pickup bracket was correctly aligned
> per Lightspeed instructions. After 100 hrs in flight, no problems with
> anything. But that doesn't guarantee the timing is right so maybe I need
> to check it??
>
> --Mark Navratil
> Cedar Rapids, Iowa
> RV-8A N2D with 100 hrs of huge grins...
>
>
Message 17
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| Subject: | Re: GTX-327 Tray Fit |
--> RV-List message posted by: sarg314 <sarg314@comcast.net>
PIAVIS wrote:
> Has anyone had trouble getting the locking cams to engage the tray on
> the GTX-327?
>
Mine fit OK from the start. Have you turned the screw through its full
range?
--
Tom S., RV-6A
Message 18
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| Subject: | Re: Timing Lightspeed |
--> RV-List message posted by: Bobby Hester <bobbyhester@charter.net>
Phil, I have the halls effect sensor also and just got it adjusted and
started my engine for the first time today. Did you check yours with the
auto strobe light? If so how did you do it? Do you have a key switch? Do
you know how the wires are hooked up on the back of it? It appear that
my mag is not grounded with the key off.
------
Surfing the web from my laptop in Hopkinsville, KY
Visit my RV7A site: http://www.geocities.com/hester-hoptown/RVSite/
Phil Birkelbach wrote:
> --> RV-List message posted by: Phil Birkelbach <phil@petrasoft.net>
>
> I have the hall effect sensor on mine which is adjustable so it makes
> sense for me to check it on occasion.
>
> Godspeed,
>
> Phil
>
> Mark E Navratil wrote:
>
>> --> RV-List message posted by: Mark E Navratil <czechsix@juno.com>
>>
>> I'm curious, has anyone actually found that the Lightspeed timing was
>> off, and if so, did you discover any reason for the inaccuracy? I have
>> dual Lightspeeds with the crank trigger pickups and I admit I did not
>> check the timing with a light. I did verify that the magnets were
>> installed in the flywheel and the pickup bracket was correctly aligned
>> per Lightspeed instructions. After 100 hrs in flight, no problems with
>> anything. But that doesn't guarantee the timing is right so maybe I
>> need
>> to check it??
>>
>> --Mark Navratil
>> Cedar Rapids, Iowa
>> RV-8A N2D with 100 hrs of huge grins...
>>
>>
>
>
Message 19
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| Subject: | Re: GTX-327 Tray Fit |
The locking cam does move fore and aft as you turn it, with it out of
the tray turn it with the allen key that came with it and you will see.
You'll need to adjust it all the way out before installing it.
------
Surfing the web from my laptop in Hopkinsville, KY
Visit my RV7A site: http://www.geocities.com/hester-hoptown/RVSite/
PIAVIS wrote:
> Has anyone had trouble getting the locking cams to engage the tray on
> the GTX-327? My locking cam is about 1/16" from engaging due to the
> aft lower surface of the black front face plate contacting the forward
> lower edge of the tray. Can the cam be adjusted? It does appear that
> the unit is up against the end of the tray as well.
>
>
>
> Jim
>
> -7
>
> http://adap.com/rv7
>
>
Message 20
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| Subject: | Re: Timing Lightspeed |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
> I have the hall effect sensor on mine which is adjustable so it makes
> sense for me to check it on occasion.
That right there just rationalized the flywheel magnet setup... ;-)
Thanks!
DO NOT ARCHIVE
)_( Dan
RV-7 N714D (1113 hours LSE Plasma II)
www.rvproject.com / www.weathermeister.com
Message 21
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| Subject: | Re: aircraftpaintschemes.com |
--> RV-List message posted by: "sportypilot" <sportypilot@stx.rr.com>
It will cost alot more than 39.00 more like 500.00 I think to start..
Danny..
----- Original Message -----
From: "sarg314" <sarg314@comcast.net>
Sent: Saturday, October 21, 2006 6:55 PM
Subject: RV-List: aircraftpaintschemes.com
> --> RV-List message posted by: sarg314 <sarg314@comcast.net>
>
> Has any one found aircraftpaintschemes.com to be useful? Is it worth
> the $39 fee?
> --
> Tom Sargent, RV-6A
>
>
>
>
Message 22
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| Subject: | Re: Timing Lightspeed |
--> RV-List message posted by: Bobby Hester <bobbyhester@charter.net>
It gets adjusted just like the mag does, when you check your mag
adjustment you check the hall effect sensor. It should not need to be
adjusted any more than the mag. From the discussion it appear that once
it is adjusted correctly it pretty much stays there. I got mine adjusted
today and the engine finally got started it seem to be running great.
Another month or two and it should be flying :-)
------
Surfing the web from my laptop in Hopkinsville, KY
Visit my RV7A site: http://www.geocities.com/hester-hoptown/RVSite/
Dan Checkoway wrote:
> --> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
>
>> I have the hall effect sensor on mine which is adjustable so it makes
>> sense for me to check it on occasion.
>
>
> That right there just rationalized the flywheel magnet setup... ;-)
> Thanks!
>
> DO NOT ARCHIVE
>
> )_( Dan
> RV-7 N714D (1113 hours LSE Plasma II)
> www.rvproject.com / www.weathermeister.com
>
>
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