Today's Message Index:
----------------------
1. 05:11 AM - Re: Fuel sensors (Charlie Kuss)
2. 05:53 AM - Re: Flush Latch Source ? (Rick Galati)
3. 06:36 AM - Re: [RV-8] Wire marking labels (Bill Swaim)
4. 07:54 AM - Re: RV7-List: Flush Latch Source ? (Dave Henderson)
5. 08:13 AM - Re: Re: RV7-List: Flush Latch Source ? (Dale Ensing)
6. 06:33 PM - Re: Electronics International gages (dick martin)
7. 08:41 PM - MDRA rule change (Jim Jewell)
8. 11:16 PM - Re: MDRA rule change (Rob Prior (rv7))
Message 1
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| Subject: | Re: Fuel sensors |
Ron,
Good advice. However, I have to take exception with your cost
assessment for using fuel injection versus a carburetor. Aircraft
Spruce sells the Precision Silverhawk system for $2400. Considering
that you can sell your new or overhauled carburetor for $1000 (or
more if new), that makes the "difference" only $1400. The ability to
run lean of peak with fuel injection will allow you to recoup a
savings in future fuel costs.
Charlie Kuss
>David,
>
>Your post brings up a subject which merits some discussion. I often
>hear builders saying they want to do "limited aerobatics" so they
>are installing this or that thingamajig on their RV. As delivered,
>the RV (except the 9 and 10) is capable of many aerobatic maneuvers
>and it is a joy to flop about with reckless abandon, knowing that it
>will eventually come out upright with the pointy end going ahead of
>the tail. Generally the "as delivered" RV is capable of most
>POSITIVE "G" maneuvers and this gives it quite a long list of
>available aerobatic options. David, I'm not picking on you, but
>just adding a flop tube in one of your fuel tanks is not going to
>give you NEGATIVE "G" capability and thus expand the range of
>aerobatic maneuvers.
>
>A carburetor will starve your engine immediately at negative
>"G". Cost of a fuel injection system: $3000+
>Snipped
Message 2
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| Subject: | Re: Flush Latch Source ? |
This may be what you are looking for.
http://tinyurl.com/yamptp
Bill Schlatterer wrote:
> Does anyone know where to find this latch.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=72813#72813
Message 3
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| Subject: | Re: [RV-8] Wire marking labels |
Ditto - Use it for my business & the RV. Great little machine and also
purchased it from labelcity.com
Bill Swaim
RV7 Slow Build Fuselage
N615KS Reserved
----- Original Message -----
From: Mich=E8le Delsol
To: RV-8@yahoogroups.com
Cc: RVFrance@yahoogroupes.fr ; rvsqn@yahoogroups.com ;
rv-list@matronics.com ; adherents@vansclubdefrance.org
Sent: Thursday, September 01, 2005 2:16 AM
Subject: [RV-8] Wire marking labels
Just purchased a Dymo Rhino5000 - great little machine for printing
labels.
The really neat part is that you can purchase 6mm & 9mm yellow shrink
wrap
tubing to print on. Printing can be wrap around the shrink wrap
horizontally
or vertically, print sizes from extra small (really very very small)
to very
large (limit would be half the tubes circumference. Got it from
labelcity.com - good prices, fast delivery.
This solution is obviously costlier than using transparent shrink wrap
on
paper standard printer labels but what a great time saver, and a
professional looking job to.
I thought I'd contribute this tidbit.
Michele Delsol
RV8 fuselage
[Non-text portions of this message have been removed]
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Message 4
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| Subject: | RE: RV7-List: Flush Latch Source ? |
Yes, that is what I used. B&B Sales sell them, $5.00 each. They work
VERY
well.
-----Original Message-----
From: owner-rv7-list-server@matronics.com
[mailto:owner-rv7-list-server@matronics.com] On Behalf Of Bill
Schlatterer
Sent: Monday, November 06, 2006 8:06 PM
Subject: RV7-List: Flush Latch Source ?
Does anyone know where to find this latch. It's very simple and clean
and I
would like to use it for an oil door latch. Saw it on a Micco a couple
of
weeks ago. The link below is to a Fairchild Fasteners catalog but I
can't
seem to find a source. Any help appreciated.
<http://www-glast.slac.stanford.edu/MechanicalSystems/Analysis/References
/Ve
ndor/Other/camloc_ram-h.pdf>
http://www-glast.slac.stanford.edu/MechanicalSystems/Analysis/References/
Ven
dor/Other/camloc_ram-h.pdf
<<...>>
Thanks
Bill S
7a engine
Message 5
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| Subject: | Re: RE: RV7-List: Flush Latch Source ? |
Flush Latch Source ?Are two really needed on the oil door if you stiffen
the door?
Dale Ensing
From: Dave Henderson
To: rv7-list@matronics.com ; rv-list@matronics.com ;
RV7A@yahoogroups.com
Sent: Tuesday, November 07, 2006 10:52 AM
Subject: RV-List: RE: RV7-List: Flush Latch Source ?
Yes, that is what I used. B&B Sales sell them, $5.00 each. They work
VERY well.
-----Original Message-----
From: owner-rv7-list-server@matronics.com
[mailto:owner-rv7-list-server@matronics.com] On Behalf Of Bill
Schlatterer
Sent: Monday, November 06, 2006 8:06 PM
To: rv-list@matronics.com; RV7A@yahoogroups.com;
rv7-list@matronics.com
Subject: RV7-List: Flush Latch Source ?
Does anyone know where to find this latch. It's very simple and clean
and I would like to use it for an oil door latch. Saw it on a Micco a
couple of weeks ago. The link below is to a Fairchild Fasteners catalog
but I can't seem to find a source. Any help appreciated.
http://www-glast.slac.stanford.edu/MechanicalSystems/Analysis/References/
Vendor/Other/camloc_ram-h.pdf
<<...>>
Thanks
Bill S
7a engine
Message 6
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| Subject: | Re: Electronics International gages |
Marty,
I have over 1300 hours in my RV8 equipped with the EI fuel gauge(with
capacitance sensors) and powered with a reostat lighting. I works perfect
with no problems and is accurate within one gallon.
Dick Martin
RV8 N233M
the fast one
----- Original Message -----
From: "Emrath" <emrath@comcast.net>
Sent: Friday, November 03, 2006 3:50 PM
Subject: RV-List: Electronics International gages
>
> I would like to hear from folks using any of the Electronic International
> Gages. The backlighting for the digital read out portion may be connected
> to a panel rheostat to dim the backlighting. The instructions say to
> permanently power up the backlight control line which is what I have
> installed. However, I'm wondering about the merits of changing this and
> run
> the power lines thru a panel rheostat to be able to dim them. The LED
> lights are on a separate dimmer, as per instructions.
> Anyone have flying experience behind one or more of these gages to provide
> some user advice? Thanks.
>
> Marty in Brentwood TN {Wiring panel}
>
>
>
Message 7
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| Subject: | MDRA rule change |
Canadian interest content follows,
My RV6-a is a 180 horse lycoming with C/S night VFR The empty weight came in
at 1135 lb.
A month or two ago I registered my RV6-a with the MOT. The application
included a requested gross weight which I set at 1775 lb.
A week later I received the as applied for registration which now resides in
the aircraft as required. No changes indicated or requested.by the MOT.
My local inspector is an acquaintance. His inspection process was
professional diligent and
helpful in all regards. He is a highly trained aircraft structural AME. by
trade with an all consuming interest in aviation.
Yesterday upon having completed the final inspection process of my RV6-a he
had to inform me of the following;
It has been decided that the maximum gross weight during the 25 hr. flight
test period will be set by the MDRA at the kit manufacturers stated (in my
case 1650 lb.) regardless of the
applicant's requested weight.
It is as yet unclear to me and the inspector exactly how this will effect my
intention to maintain the previously applied for and accepted 1775 maximum
gross weight.
Is this little more than a mild shifting of weight by the MDRA with little
or no effect on the builders?
Will I have to re-test the aircraft for some as yet undetermined additional
flight period?.
It might mean that I have to re-do the gross weight climb test at the
requested 1775 lb. weight.
Will the onus be on me to go through a structural testing regime to prove
the airframe is up to the task.
The first three options can be complied with, the later would of course be
out of the question.
I have no word from the MDRA administration or the local provincial rep. as
to the why's and how's this rule change was arrived at. No advance warning.
No background or explanations offered to the local inspector. No word as to
where this will leave me in dealing with the MOT ? I was informed that after
the 25 hr. test period I will be on my own with the MOT. in this regard.
No opportunity at all to have input on the matter!
My bet is that after turning over one or two rocks in this pile,, a lawyer
will be found !?
Jim in Kelowna
Message 8
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| Subject: | Re: MDRA rule change |
On 20:41:18 2006-11-07 "Jim Jewell" <jjewell@telus.net> wrote:
> A month or two ago I registered my RV6-a with the MOT. The application
> included a requested gross weight which I set at 1775 lb.
What criteria did you use to arrive at this new gross weight? Did you do
any structural analysis of the airframe to confirm that it will handle the
increased gross weight? What will be your aerobatic gross weight? Are you
increasing that as well? What analysis have you done to support those
numbers? Has anyone done analysis to show that the RV-6 will operate
safely at 1775 gross and CAR/FAR Part 23 limits?
> Will the onus be on me to go through a structural testing regime to
> prove the airframe is up to the task.
No offense intended, but if you haven't gone through the structural
testing, or know of someone who has, or perhaps have the blessing in
writing from Van's Aircraft, I would go so far as to say you are foolhardy
to request the increased gross weight in the first place. Why not just
request the book gross weight, and load it up with whatever you want to?
It's no safer.
Please keep in mind that when building an RV-6 as per the plans, the kit
manufacturer's engineering analysis limits the airframe to a specific gross
weight. If you have made structural changes to the airframe to raise that
gross weight, you are no longer building a Van's RV-6. You are building a
Jim Jewell Mk. 1, and Transport Canada has every right to request your
engineering justification for every structural piece on the aircraft. If
you haven't made structural changes, you're taking a risk with yourself and
your passengers.
Many RV-6's have been built and registered at gross weights over the Van's
limit. It doesn't make it safe.
-Rob
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