Today's Message Index:
----------------------
1. 01:09 AM - Re: Tail lifting during full power static test (Trevor)
2. 03:52 AM - Fuel injector plumbing (Peter Mather)
3. 05:19 AM - Superior Engine Delays (Snow, Daniel A.)
4. 05:30 AM - Re: Tail lifting during full power static test (Jerry Springer)
5. 05:45 AM - Re: Fuel injector plumbing (Hopperdhh@aol.com)
6. 06:01 AM - Re: Forward vision for tail wheel pilots (SCOTT SPENCER)
7. 06:34 AM - Still Grinning - First flight of N881GP (Puckett, Gregory [DENTK])
8. 06:38 AM - Forward vision for tail wheel pilots (Frazier, Vincent A)
9. 06:59 AM - Re: Still Grinning - First flight of N881GP (Tim Bryan)
10. 07:36 AM - .Preaching to the choir...again (JOHN STARN)
11. 07:53 AM - Re: Still Grinning - First flight of N881GP (luckymacy@comcast.net (lucky))
12. 08:29 AM - Tail draggers can nose over at higher power runup (Ron Lee)
13. 08:30 AM - Re: Still Grinning - First flight of N881GP (Ron Lee)
14. 08:42 AM - Re: Still Grinning - First flight of N881GP (Richard Dudley)
15. 09:09 AM - Re: Long legged passenger (Doug Medema)
16. 09:24 AM - Re: Still Grinning - First flight of N881GP (John Jessen)
17. 11:19 AM - Re: Re: Forward vision for tail wheel pilots (Jeff Point)
18. 11:23 AM - FAB inlet scoop - rivet the connection fabric ? (Gerry Filby)
19. 01:14 PM - Re: FAB inlet scoop - rivet the connection fabric ? (Phil Birkelbach)
20. 07:32 PM - laser etched labeling (sarg314)
21. 08:05 PM - Re: Still Grinning - First flight of N881GP (John Loretz)
Message 1
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| Subject: | Re: Tail lifting during full power static test |
Meant to reply to this thread sooner but this advice should never be
forgotten!!!
I have a -6 with 160 HP fixed pitch and learnt the hard way!
During run up to 2000rpm, stick right back, a gust of wind fron the side
removed the prop wash and any down force I might have had to keep my tail on
the ground and -you guessed it - KABOOM. I had my hand on the throttle and
chopped the engine immediately but over she went!! New prop, engine strip
and all that.
To say that one can lift the tail etc.....If the a/c is not tied down be
very wary about taking power with the brakes on - same thing never apply
brakes with power on - especially that time when you are doing a power check
and you didn't have enough pressure on the pedals and stomp on the brakes
when you notice the a/c creeping forward!! watch out, that little bit of
inertia might just be enough to tip you over. Many Airliners can reverse be
means of utilising reverse thrust but this practise is banned by most
companies and if permitted, bold letters to not use brakes!
----- Original Message -----
From: "Jerry Springer" <jsflyrv@verizon.net>
Sent: Friday, August 18, 2006 7:12 AM
Subject: Re: RV-List: Tail lifting during full power static test
>
>
>> At least the RV in the picture has the little wheel on the "Right End" so
>> it won't nose over!
>> flame suit on DO NOT ARCHIVE
>
> I will put my flame suit on first :-)
>
> With my 180hp, sensenich fixed pitch prop I can run full throttle and hold
> it with brakes and full up elevator. Having said that I can also
> hold the brakes and lift the tail off of the ground and hold the plane
> in level flight attitude and not be moving. It is very easy to control
> the pitch attitude of the airplane with the elevator. NOW FOR THE
> DISCLAIMER I do not advocate anyone here trying this, I learned to fly in
> tailwheel airplanes back in the 1960s and have owned and flown many
> tailwheel airplanes. 99% of all of my landings are wheel landings
> so being on the two mains feels comfortable.
>
> Jerry
>
> do not archive
>
>
>
Message 2
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| Subject: | Fuel injector plumbing |
Hi all
I've converted an IO-320-B1A from rear induction to standard updraft with a
change of sump to fit my RV9A. My question relates to the fuel plumbing
between the main Bendix RSA-5AD1 fuel injector and the fuel divider on top
of the engine. This is a 1/4" pipe on the IO-320. The obvious routing is
between the numbers 2 and 4 cylinders against the crankcase. If this is OK I
can use the Vans VA-133 oil pressure hose and add a fire proof sleeve.
Otherwise I'm going to need a very long hose to route some other way.
I'd be interested how this works on a standard updraft IO-360/320, how the
fuel pipe is routed, and how it is supported and protected through the
baffle between the cylinders
Thanks
Peter
Message 3
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| Subject: | Superior Engine Delays |
If anyone is experiencing delays from Superior on an O/IO-320, I would
like to hear from you offline.
Thanks
Daniel Snow
RV-9A, Electrical
Daniel.snow@wancdf.com
Message 4
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| Subject: | Re: Tail lifting during full power static test |
Probably good advice to anyone that is not comfortable doing it. As I
said in my disclaimer I do not recommend anyone try
lifting the tail at all. but it just so happens I feel very comfortable
doing it. You must have had a very strong wind blowing
to blow the"prop wash away". Normally when doing run ups in strong winds
it is best to try to have the nose pointed into
the wind. I have been doing 2000 rpm run ups for years and have never
had the tail try to lift unintentionally or unexpectedly
with full up elevator. Once again, do not try this.
Trevor wrote:
>
> Meant to reply to this thread sooner but this advice should never be
> forgotten!!!
> I have a -6 with 160 HP fixed pitch and learnt the hard way!
> During run up to 2000rpm, stick right back, a gust of wind fron the
> side removed the prop wash and any down force I might have had to keep
> my tail on the ground and -you guessed it - KABOOM. I had my hand on
> the throttle and chopped the engine immediately but over she went!!
> New prop, engine strip and all that.
> To say that one can lift the tail etc.....If the a/c is not tied down
> be very wary about taking power with the brakes on - same thing never
> apply brakes with power on - especially that time when you are doing a
> power check and you didn't have enough pressure on the pedals and
> stomp on the brakes when you notice the a/c creeping forward!! watch
> out, that little bit of inertia might just be enough to tip you over.
> Many Airliners can reverse be means of utilising reverse thrust but
> this practise is banned by most companies and if permitted, bold
> letters to not use brakes!
>
>
> ----- Original Message ----- From: "Jerry Springer" <jsflyrv@verizon.net>
> To: <rv-list@matronics.com>
> Sent: Friday, August 18, 2006 7:12 AM
> Subject: Re: RV-List: Tail lifting during full power static test
>
>
>>
>>
>>> At least the RV in the picture has the little wheel on the "Right
>>> End" so it won't nose over!
>>> flame suit on DO NOT ARCHIVE
>>
>>
>> I will put my flame suit on first :-)
>>
>> With my 180hp, sensenich fixed pitch prop I can run full throttle and
>> hold it with brakes and full up elevator. Having said that I can also
>> hold the brakes and lift the tail off of the ground and hold the plane
>> in level flight attitude and not be moving. It is very easy to control
>> the pitch attitude of the airplane with the elevator. NOW FOR THE
>> DISCLAIMER I do not advocate anyone here trying this, I learned to
>> fly in tailwheel airplanes back in the 1960s and have owned and flown
>> many tailwheel airplanes. 99% of all of my landings are wheel landings
>> so being on the two mains feels comfortable.
>>
>> Jerry
>>
>> do not archive
>>
>>
>>
>>
>>
>>
>
>
Message 5
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| Subject: | Re: Fuel injector plumbing |
In a message dated 12/4/2006 6:54:44 AM Eastern Standard Time,
peter@mather.com writes:
Hi all
I've converted an IO-320-B1A from rear induction to standard updraft with a
change of sump to fit my RV9A. My question relates to the fuel plumbing
between the main Bendix RSA-5AD1 fuel injector and the fuel divider on top
of the engine. This is a 1/4" pipe on the IO-320. The obvious routing is
between the numbers 2 and 4 cylinders against the crankcase. If this is OK I
can use the Vans VA-133 oil pressure hose and add a fire proof sleeve.
Otherwise I'm going to need a very long hose to route some other way.
I'd be interested how this works on a standard updraft IO-360/320, how the
fuel pipe is routed, and how it is supported and protected through the
baffle between the cylinders
Thanks
Peter
Peter,
I have been using the Vans VA-133 hose for the fuel line on my IO-360 200 Hp
engine.
Dan Hopper
RV-7A about 180 hours since July '04
Message 6
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| Subject: | RE: Forward vision for tail wheel pilots |
I don't believe I need anything on my -4 except my eyeballs and some shallow
S-turns... but watch closely to see how they handled this problem in WWII on
big taildraggers like the P-47 when taxiing in tight quarters (it's a cool video
-you won't be sorry you viewed it).
http://video.google.com/videoplay?docid=4368250464023128830&pr=goog-sl
I personally think similar procedures should be used at OSH and other fly-ins
with warbirds and other large taildraggers.
Scott
N4ZW
Message 7
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| Subject: | Still Grinning - First flight of N881GP |
Listers,
After 10 years of building, I flew my RV-8 sn 80081 for the first time yesterday.
I followed Kevin H. and others suggestion about not having a chase and split the
day in to two flight.
The first flight was just several times around the pattern at altitude ending in
a perfect landing and back to the hangar to check for leaks/things where they
should not be. The flight itself was absolutely wonderful. The aircraft flew
hands off and all engine parameters were as expected. I did find one small oil
leak when the cowl was removed. It was due to overtighning of one valve cover
that split the silicone gasket. Luckily I found one available at FTG on a Sunday
and fixed the leak. Now I was ready for a second flight.
The second flight was off to the east to get away from the DEN class B, gain some
altitude and I performed some slow flight, power off stalls, A/P tests...
While on my way back, I got a "ding, check engine analyzer" in my headset and
discovered the #1 CHT had dropped to below 150deg (the lower limit I had programmed).
The EGTs were normal, no unusual vibrations, and engine seeemed to be
making full power ...It must be a gauge problem. Finally as I was watching the
gauge, I saw the indication jump from 125 to 295 (the same as the other cyliders)
several times. Now at least I knew for sure it was a gauge problem. I returned
to FTG and called it a very good day.
Keep building everyone, it's worth every hour and penny you put into it.
Thanks to everyone on the list that has answered all of my stupid question over
the years.
Greg Puckett (flying, wooo hoooo!!!!)
Elizabeth, CO
Message 8
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| Subject: | Forward vision for tail wheel pilots |
Subject: RE: RV-List: Re: Forward vision for tail wheel pilots
I used a Sony Super HAD CCD color bullet camera (VC-805) from Circuit
Specialists. It works perfectly. It's not a wide angle camera like the
backup cameras. It's been installed for well over a year and hasn't
missed a beat.
A little more info for those who want it: scroll down to the FLIR
section.
http://www.vincesrocket.com/Additions%20after%2010-27-04.htm
It's not for everyone, but I like it and use it whenever I'm at an
unfamiliar or busy airport. Or just to keep up with my nosedragging RV
buddies on the taxiway.
YMMV
Vince
Message 9
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| Subject: | Still Grinning - First flight of N881GP |
Congrats Greg,
Well done, Enjoy!
Tim
> -----Original Message-----
> From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
> server@matronics.com] On Behalf Of Puckett, Gregory [DENTK]
> Sent: Monday, December 04, 2006 8:34 AM
> To: Puckett, Gregory [DENTK]; rv-list@matronics.com
> Subject: RV-List: Still Grinning - First flight of N881GP
>
> <Greg.Puckett@united.com>
>
> Listers,
>
> After 10 years of building, I flew my RV-8 sn 80081 for the first time
> yesterday.
>
> I followed Kevin H. and others suggestion about not having a chase and
> split the day in to two flight.
>
> The first flight was just several times around the pattern at altitude
> ending in a perfect landing and back to the hangar to check for
> leaks/things where they should not be. The flight itself was absolutely
> wonderful. The aircraft flew hands off and all engine parameters were as
> expected. I did find one small oil leak when the cowl was removed. It was
> due to overtighning of one valve cover that split the silicone gasket.
> Luckily I found one available at FTG on a Sunday and fixed the leak. Now I
> was ready for a second flight.
>
> The second flight was off to the east to get away from the DEN class B,
> gain some altitude and I performed some slow flight, power off stalls, A/P
> tests... While on my way back, I got a "ding, check engine analyzer" in
> my headset and discovered the #1 CHT had dropped to below 150deg (the
> lower limit I had programmed). The EGTs were normal, no unusual
> vibrations, and engine seeemed to be making full power ...It must be a
> gauge problem. Finally as I was watching the gauge, I saw the indication
> jump from 125 to 295 (the same as the other cyliders) several times. Now
> at least I knew for sure it was a gauge problem. I returned to FTG and
> called it a very good day.
>
> Keep building everyone, it's worth every hour and penny you put into it.
>
> Thanks to everyone on the list that has answered all of my stupid question
> over the years.
>
> Greg Puckett (flying, wooo hoooo!!!!)
> Elizabeth, CO
>
>
>
>
>
>
>
Message 10
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| Subject: | .Preaching to the choir...again |
I think I posted my first "tie the tail down", "go very easy on the brakes"
warnings about 6 years ago & have repeated it every so often. RV tail
draggers WILL, not might, not could, but WILL nose over at high RPM and/or
C/S prop runups with the proper conditions. RV noseovers, retractable gear
up & groundlooping a Champ all fall into the category "Those who have &
those who will". KABONG Do Not Archive...It's in there several times
already.
----- Original Message -----
From: "Jerry Springer" <jsflyrv@verizon.net>
Sent: Monday, December 04, 2006 5:29 AM
Subject: Re: RV-List: Tail lifting during full power static test
>
> Probably good advice to anyone that is not comfortable doing it. As I
>> Meant to reply to this thread sooner but this advice should never be
>> forgotten!!!
>> I have a -6 with 160 HP fixed pitch and learnt the hard way!
>> During run up to 2000rpm, stick right back, a gust of wind fron the side
>> removed the prop wash and any down force I might have had to keep my tail
>> on the ground and -you guessed it - KABOOM. I had my hand on the throttle
>> and chopped the engine immediately but over she went!! New prop, engine
>> strip and all that.
>> To say that one can lift the tail etc.....If the a/c is not tied down be
>> very wary about taking power with the brakes on - same thing never apply
>> brakes with power on - especially that time when you are doing a power
>> check and you didn't have enough pressure on the pedals and stomp on the
>> brakes when you notice the a/c creeping forward!! watch out, that little
>> bit of inertia might just be enough to tip you over. Many Airliners can
>> reverse be means of utilising reverse thrust but this practise is banned
>> by most companies and if permitted, bold letters to not use brakes!
Message 11
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| Subject: | Re: Still Grinning - First flight of N881GP |
Way to go! Congrats. I get a number 1 cylinder temp drop that's not in line with
the other cylinders too withoug and EGT change. It happens at lower power
settings. Never have figured it out. So much more fun to fly than tweak/debug.
Lucky
-------------- Original message --------------
From: "Puckett, Gregory [DENTK]" <Greg.Puckett@united.com>
>
>
> Listers,
>
> After 10 years of building, I flew my RV-8 sn 80081 for the first time
> yesterday.
>
> I followed Kevin H. and others suggestion about not having a chase and split
the
> day in to two flight.
>
> The first flight was just several times around the pattern at altitude ending
in
> a perfect landing and back to the hangar to check for leaks/things where they
> should not be. The flight itself was absolutely wonderful. The aircraft flew
> hands off and all engine parameters were as expected. I did find one small oil
> leak when the cowl was removed. It was due to overtighning of one valve cover
> that split the silicone gasket. Luckily I found one available at FTG on a Sunday
> and fixed the leak. Now I was ready for a second flight.
>
> The second flight was off to the east to get away from the DEN class B, gain
> some altitude and I performed some slow flight, power off stalls, A/P tests...
> While on my way back, I got a "ding, check engine analyzer" in my headset and
> discovered the #1 CHT had dropped to below 150deg (the lower limit I had
> programmed). The EGTs were normal, no unusual vibrations, and engine seeemed
to
> be making full power ...It must be a gauge problem. Finally as I was watching
> the gauge, I saw the indication jump from 125 to 295 (the same as the other
> cyliders) several times. Now at least I knew for sure it was a gauge problem.
I
> returned to FTG and called it a very good day.
>
> Keep building everyone, it's worth every hour and penny you put into it.
>
> Thanks to everyone on the list that has answered all of my stupid question over
> the years.
>
> Greg Puckett (flying, wooo hoooo!!!!)
> Elizabeth, CO
>
>
>
>
>
>
>
>
<html><body>
<DIV>Way to go! Congrats. I get a number 1 cylinder temp drop that's
not in line with the other cylinders too withoug and EGT change.
It happens at lower power settings. Never have figured it out. So
much more fun to fly than tweak/debug. </DIV>
<DIV> </DIV>
<DIV>Lucky</DIV>
<DIV> </DIV>
<BLOCKQUOTE style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px
solid">-------------- Original message -------------- <BR>From: "Puckett, Gregory
[DENTK]" <Greg.Puckett@united.com> <BR><BR>> --> RV-List message
posted by: "Puckett, Gregory [DENTK]" <BR>> <GREG.PUCKETT@UNITED.COM><BR>>
<BR>> Listers, <BR>> <BR>> After 10 years of building, I flew
my RV-8 sn 80081 for the first time <BR>> yesterday. <BR>> <BR>> I followed
Kevin H. and others suggestion about not having a chase and split the
<BR>> day in to two flight. <BR>> <BR>> The first flight was just several
times around the pattern at altitude ending in <BR>> a perfect landing
and back to the hangar to check for leaks/things where they <BR>> should not
be. The flight itself was absolutely wonderful. The aircraft flew <BR>>
hands off and all engine parameters were as expected. I did find one small oil
<BR>> leak when the cowl was removed. It was due
to ove
rtighning of one valve cover <BR>> that split the silicone gasket. Luckily I
found one available at FTG on a Sunday <BR>> and fixed the leak. Now I was
ready for a second flight. <BR>> <BR>> The second flight was off to the
east to get away from the DEN class B, gain <BR>> some altitude and I performed
some slow flight, power off stalls, A/P tests... <BR>> While on my way
back, I got a "ding, check engine analyzer" in my headset and <BR>> discovered
the #1 CHT had dropped to below 150deg (the lower limit I had <BR>> programmed).
The EGTs were normal, no unusual vibrations, and engine seeemed to
<BR>> be making full power ...It must be a gauge problem. Finally as I was
watching <BR>> the gauge, I saw the indication jump from 125 to 295 (the same
as the other <BR>> cyliders) several times. Now at least I knew for sure
it was a gauge problem. I <BR>> returned to FTG and called it a very good
day. <BR>> <BR>> Keep building everyone, it's
worth
tp://w
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 12
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| Subject: | Tail draggers can nose over at higher power runup |
John, I am putting this into a better subject line.
Ron Lee
DO ARCHIVE
At 08:27 AM 12/4/2006, you wrote:
>
>I think I posted my first "tie the tail down", "go very easy on the
>brakes" warnings about 6 years ago & have repeated it every so often. RV
>tail draggers WILL, not might, not could, but WILL nose over at high RPM
>and/or C/S prop runups with the proper conditions. RV noseovers,
>retractable gear up & groundlooping a Champ all fall into the category
>"Those who have & those who will". KABONG Do Not Archive...It's in there
>several times already.
>
>----- Original Message ----- From: "Jerry Springer" <jsflyrv@verizon.net>
>To: <rv-list@matronics.com>
>Sent: Monday, December 04, 2006 5:29 AM
>Subject: Re: RV-List: Tail lifting during full power static test
>
>>
>>Probably good advice to anyone that is not comfortable doing it. As I
>>>Meant to reply to this thread sooner but this advice should never be
>>>forgotten!!!
>>>I have a -6 with 160 HP fixed pitch and learnt the hard way!
>>>During run up to 2000rpm, stick right back, a gust of wind fron the side
>>>removed the prop wash and any down force I might have had to keep my
>>>tail on the ground and -you guessed it - KABOOM. I had my hand on the
>>>throttle and chopped the engine immediately but over she went!! New
>>>prop, engine strip and all that.
>>>To say that one can lift the tail etc.....If the a/c is not tied down be
>>>very wary about taking power with the brakes on - same thing never apply
>>>brakes with power on - especially that time when you are doing a power
>>>check and you didn't have enough pressure on the pedals and stomp on the
>>>brakes when you notice the a/c creeping forward!! watch out, that little
>>>bit of inertia might just be enough to tip you over. Many Airliners can
>>>reverse be means of utilising reverse thrust but this practise is banned
>>>by most companies and if permitted, bold letters to not use brakes!
Message 13
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| Subject: | Re: Still Grinning - First flight of N881GP |
Fly off your hours so you can do Meadow Lake RVers style breakfast flights.
http://tinyurl.com/y78c8s
Ron Lee
Do not archive
Message 14
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| Subject: | Re: Still Grinning - First flight of N881GP |
Congratulations, Greg!!!!!
Richard Dudley
-6A flying
Puckett, Gregory [DENTK] wrote:
>
>Listers,
>
>After 10 years of building, I flew my RV-8 sn 80081 for the first time yesterday.
>
>I followed Kevin H. and others suggestion about not having a chase and split the
day in to two flight.
>
>The first flight was just several times around the pattern at altitude ending
in a perfect landing and back to the hangar to check for leaks/things where they
should not be. The flight itself was absolutely wonderful. The aircraft flew
hands off and all engine parameters were as expected. I did find one small oil
leak when the cowl was removed. It was due to overtighning of one valve cover
that split the silicone gasket. Luckily I found one available at FTG on a Sunday
and fixed the leak. Now I was ready for a second flight.
>
>The second flight was off to the east to get away from the DEN class B, gain some
altitude and I performed some slow flight, power off stalls, A/P tests...
While on my way back, I got a "ding, check engine analyzer" in my headset and
discovered the #1 CHT had dropped to below 150deg (the lower limit I had programmed).
The EGTs were normal, no unusual vibrations, and engine seeemed to be
making full power ...It must be a gauge problem. Finally as I was watching the
gauge, I saw the indication jump from 125 to 295 (the same as the other cyliders)
several times. Now at least I knew for sure it was a gauge problem. I returned
to FTG and called it a very good day.
>
>Keep building everyone, it's worth every hour and penny you put into it.
>
>Thanks to everyone on the list that has answered all of my stupid question over
the years.
>
>Greg Puckett (flying, wooo hoooo!!!!)
>Elizabeth, CO
>
>
>
>
Message 15
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| Subject: | Re: Long legged passenger |
I'm 6'6" with long legs and I fit in my RV-6A quite well.
However, I did make some changes to make it more pleasant:
1) I raised the canopy (slider) 1 inch at the roll bar.
2) I moved the cross-brace behind the top of the seats back
1-1/2"
3) I made sure the most aft hinge on the seat bottom was as
far back as possible.
4) I raised the rudder pedals 1" which allows me to get my
feet underneath them
which helps more than you might think!
5) I put the battery on the engine side of the firewall
which frees up some foot
space which also helps.
6) I have fairly thin seat cushions both on the bottom and
back of the seat.
Doug Medema
RV-6A N276DM
--
Message 16
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| Subject: | Still Grinning - First flight of N881GP |
Congratulations! It must be the best of feelings, indeed!
John Jessen
#40328
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Puckett, Gregory
[DENTK]
Sent: Monday, December 04, 2006 9:34 AM
Subject: RV-List: Still Grinning - First flight of N881GP
--> <Greg.Puckett@united.com>
Listers,
After 10 years of building, I flew my RV-8 sn 80081 for the first time
yesterday.
I followed Kevin H. and others suggestion about not having a chase and split
the day in to two flight.
The first flight was just several times around the pattern at altitude
ending in a perfect landing and back to the hangar to check for leaks/things
where they should not be. The flight itself was absolutely wonderful. The
aircraft flew hands off and all engine parameters were as expected. I did
find one small oil leak when the cowl was removed. It was due to
overtighning of one valve cover that split the silicone gasket. Luckily I
found one available at FTG on a Sunday and fixed the leak. Now I was ready
for a second flight.
The second flight was off to the east to get away from the DEN class B, gain
some altitude and I performed some slow flight, power off stalls, A/P
tests... While on my way back, I got a "ding, check engine analyzer" in my
headset and discovered the #1 CHT had dropped to below 150deg (the lower
limit I had programmed). The EGTs were normal, no unusual vibrations, and
engine seeemed to be making full power ...It must be a gauge problem.
Finally as I was watching the gauge, I saw the indication jump from 125 to
295 (the same as the other cyliders) several times. Now at least I knew for
sure it was a gauge problem. I returned to FTG and called it a very good
day.
Keep building everyone, it's worth every hour and penny you put into it.
Thanks to everyone on the list that has answered all of my stupid question
over the years.
Greg Puckett (flying, wooo hoooo!!!!)
Elizabeth, CO
--
7:18 AM
--
7:18 AM
Message 17
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| Subject: | Re: RE: Forward vision for tail wheel pilots |
I personally think similar procedures should be used at OSH and other
fly-ins with warbirds and other large taildraggers.
Great idea. Are you volunteering for this duty? ;)
Jeff Point
RV-6 flying
RV-8 tail
do not archive
>
> *
> *
Message 18
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| Subject: | FAB inlet scoop - rivet the connection fabric ? |
Is it the common practice to use pop-rivets to secure the
baffle fabric around the end of the Filtered Air Box inlet where
it connects to the cowl scoop ?
Seems to me that the shop heads on the rivets are going to
induce a lot of turbulence in the intake - or am I getting a
little obsessive here ?
__g__
==========================================================
Gerry Filby gerf@gerf.com
----------------------------------------------------------
Message 19
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| Subject: | Re: FAB inlet scoop - rivet the connection fabric ? |
I doubt if the air coming off the back of the prop is very smooth to
begin with. I've got the pop rivets in mine and I haven't noticed any
turbulence. :-)
Godspeed,
Phil Birkelbach - Houston Texas
RV-7 N727WB
http://www.myrv7.com
Gerry Filby wrote:
>
>
> Is it the common practice to use pop-rivets to secure the
> baffle fabric around the end of the Filtered Air Box inlet where
> it connects to the cowl scoop ?
>
> Seems to me that the shop heads on the rivets are going to
> induce a lot of turbulence in the intake - or am I getting a
> little obsessive here ?
>
> __g__
>
> ==========================================================
> Gerry Filby gerf@gerf.com
> ----------------------------------------------------------
>
>
>
Message 20
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| Subject: | laser etched labeling |
A couple of months ago I described a panel labelling method that is used
by my employer frequently to label dark anodized aluminum panels for
rack mount electronics. Basically the device is an X-Y plotter with a
0.003" wide laser spot instead of a pen. It explodes the dark anodized
layer off the aluminum exposing the bare aluminum beneath. Looks good
and is VERY tough and permanent. I decided to have my panel labelled
that way. Trophy shops and machine shops often have these laser etching
machines.
I had a lot of bad luck along the way getting the job done (see below),
but I finally got it and have attached a fairly hi-res close-up. I
think it looks terrific. Cost is by the area of the rectangle that
encloses all the labels. At $0.50/sq in. I paid about $250 which,
frankly, was more than I was expecting.
Problems:
The trophy shop that does all the work for my employer is competent but
was very busy. They kept it for 3 weeks and then told me that their
laser plotter had become erratic and they didn't want to do any one of a
kind panels till they got their new plotter delivered in Jan.
Second person I took it to kept it 1 week and then had a serious medical
problem and gave it back to me untouched.
Third outfit was another local trophy shop but they were unaccustomed to
making panels. They kept it 3 weeks, and actually plotted it, but they
botched the job. I had to have it re-anodized (which the guy did for
free in 2 days.)
In desperation I called the first trophy shop again. Fortunately, the
plotter operator there told me she was leaving that shop and going to
work for a local machine shop. Another 2 week's delay and finally it
got done. She did a great job.
So, if you decide to do this,
1- have them make up a sample plot on a piece of scrap to see if you
like it, and
2- take it to a shop that is used to labeling panels, not soccer trophys
for 10 year olds.
It took 9 weeks and I became so desperate I found myself working on,
gasp, fiberglass! Ugh!
--
Tom Sargent, RV-6A
Message 21
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| Subject: | Re: Still Grinning - First flight of N881GP |
Congratulations Greg!
John
RV8 - Centennial, CO
On Dec 4, 2006, at 7:34 AM, Puckett, Gregory [DENTK] wrote:
> <Greg.Puckett@united.com>
>
> Listers,
>
> After 10 years of building, I flew my RV-8 sn 80081 for the first
> time yesterday.
>
> I followed Kevin H. and others suggestion about not having a chase
> and split the day in to two flight.
>
> The first flight was just several times around the pattern at
> altitude ending in a perfect landing and back to the hangar to
> check for leaks/things where they should not be. The flight itself
> was absolutely wonderful. The aircraft flew hands off and all
> engine parameters were as expected. I did find one small oil leak
> when the cowl was removed. It was due to overtighning of one valve
> cover that split the silicone gasket. Luckily I found one available
> at FTG on a Sunday and fixed the leak. Now I was ready for a second
> flight.
>
> The second flight was off to the east to get away from the DEN
> class B, gain some altitude and I performed some slow flight, power
> off stalls, A/P tests... While on my way back, I got a "ding,
> check engine analyzer" in my headset and discovered the #1 CHT had
> dropped to below 150deg (the lower limit I had programmed). The
> EGTs were normal, no unusual vibrations, and engine seeemed to be
> making full power ...It must be a gauge problem. Finally as I was
> watching the gauge, I saw the indication jump from 125 to 295 (the
> same as the other cyliders) several times. Now at least I knew for
> sure it was a gauge problem. I returned to FTG and called it a very
> good day.
>
> Keep building everyone, it's worth every hour and penny you put
> into it.
>
> Thanks to everyone on the list that has answered all of my stupid
> question over the years.
>
> Greg Puckett (flying, wooo hoooo!!!!)
> Elizabeth, CO
>
>
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