---------------------------------------------------------- RV-List Digest Archive --- Total Messages Posted Mon 12/04/06: 21 ---------------------------------------------------------- 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 _____________________________________ Time: 01:09:54 AM PST US From: "Trevor" Subject: Re: RV-List: 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" 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 _____________________________________ Time: 03:52:33 AM PST US From: "Peter Mather" Subject: RV-List: 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 _____________________________________ Time: 05:19:32 AM PST US Subject: RV-List: Superior Engine Delays From: "Snow, Daniel A." 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 _____________________________________ Time: 05:30:03 AM PST US From: Jerry Springer Subject: Re: RV-List: 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" > To: > 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 _____________________________________ Time: 05:45:50 AM PST US From: Hopperdhh@aol.com Subject: Re: RV-List: 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 _____________________________________ Time: 06:01:33 AM PST US From: SCOTT SPENCER Subject: RV-List: 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 _____________________________________ Time: 06:34:46 AM PST US Subject: RV-List: Still Grinning - First flight of N881GP From: "Puckett, Gregory [DENTK]" 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 _____________________________________ Time: 06:38:27 AM PST US Subject: RV-List: Forward vision for tail wheel pilots From: "Frazier, Vincent A" 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 _____________________________________ Time: 06:59:15 AM PST US From: "Tim Bryan" Subject: RE: RV-List: 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 > > > > 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 ____________________________________ Time: 07:36:10 AM PST US From: "JOHN STARN" Subject: RV-List: .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" 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 ____________________________________ Time: 07:53:34 AM PST US From: luckymacy@comcast.net (lucky) Subject: Re: RV-List: 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]" > > > 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 > > > > > > > >
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>

> --> RV-List message posted by: "Puckett, Gregory [DENTK]"
>
>
> 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 ove rtighning 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 tp://w
________________________________ Message 12 ____________________________________ Time: 08:29:32 AM PST US From: Ron Lee Subject: RV-List: 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" >To: >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 ____________________________________ Time: 08:30:06 AM PST US From: Ron Lee Subject: Re: RV-List: 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 ____________________________________ Time: 08:42:41 AM PST US From: Richard Dudley Subject: Re: RV-List: 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 ____________________________________ Time: 09:09:30 AM PST US From: "Doug Medema" Subject: RV-List: 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 ____________________________________ Time: 09:24:46 AM PST US From: "John Jessen" Subject: RE: RV-List: 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 --> 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 ____________________________________ Time: 11:19:27 AM PST US From: Jeff Point Subject: Re: RV-List: 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 ____________________________________ Time: 11:23:31 AM PST US Subject: RV-List: FAB inlet scoop - rivet the connection fabric ? From: Gerry Filby 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 ____________________________________ Time: 01:14:09 PM PST US From: Phil Birkelbach Subject: Re: RV-List: 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 ____________________________________ Time: 07:32:23 PM PST US From: sarg314 Subject: RV-List: 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 ____________________________________ Time: 08:05:36 PM PST US From: John Loretz Subject: Re: RV-List: Still Grinning - First flight of N881GP Congratulations Greg! John RV8 - Centennial, CO On Dec 4, 2006, at 7:34 AM, 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 > > ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message rv-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/RV-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/rv-list Browse Digests http://www.matronics.com/digest/rv-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.