Today's Message Index:
----------------------
1. 02:06 AM - Re: Colorado CFI for RV7 available (Dan Checkoway)
2. 04:53 AM - Re: RV-List Digest: 6 Msgs - 12/08/06 (glen matejcek)
3. 05:07 AM - Re: New Start (Rick Galati)
4. 05:09 AM - Re: Colorado CFI for RV7 available (Chuck Jensen)
5. 06:46 AM - Re: Re: New Start (Bob Collins)
6. 07:35 AM - Re: Colorado CFI for RV7 available (Ron Lee)
7. 07:38 AM - Re: Re: New Start (Reuven Silberman)
8. 07:49 AM - Re: Colorado CFI for RV7 available (bill shook)
9. 08:04 AM - Engine timing (Steve Struyk)
10. 08:12 AM - Re: Colorado CFI for RV7 available (Kevin Horton)
11. 08:49 AM - Re: New Start (Konrad L. Werner)
12. 09:00 AM - scott will (sarg314)
13. 10:01 AM - Re: scott will (Bob Collins)
14. 10:04 AM - Re: scott will (Darrell Reiley)
15. 10:30 AM - static line routing? (Charlie England)
16. 12:52 PM - Re: static line routing? (glaesers)
17. 01:18 PM - Re: New Start (Randy Lervold)
18. 01:24 PM - Re: Re: static line routing? (Bob Collins)
19. 05:02 PM - Re: Colorado CFI for RV7 available (Lamar Lawson)
20. 05:02 PM - Re: Engine timing (Kelly McMullen)
Message 1
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| Subject: | Re: Colorado CFI for RV7 available |
I almost hesitate to mention this, but I'm curious how you get around
the "No person may operate this aircraft for carrying persons or
property for compensation or hire" clause in the operating limitations?
do not archive
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: mark phipps
To: rv-list@matronics.com
Sent: Friday, December 08, 2006 10:33 AM
Subject: Re: RV-List: Colorado CFI for RV7 available
Having done recurrency with Bob in his aircraft I can vouch for his
capabilities, he does a great job and you will be well prepared to fly
your RV.
Mark Phipps, N242RP, Gypsy Spirit
"Robert E. Newhall II" <renewhall2@yahoo.com> wrote:
I would like to offer my CFI services (and airplane)
to the list for RV7 transition training in Colorado.
I am located at Longmont, CO (KLMO). My airplane is
an RV7 with an O360 Lycoming with a constant speed
prop. The rate is $140 per hour Hobbs (includes the
airplane, fuel, instructor, and any ground
instruction).
Bob Newhall, CFI, Airplane & Glider
renewhall2@yahoo.com
303-819-1482 cell
Cheap
Message 2
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| Subject: | RE: RV-List Digest: 6 Msgs - 12/08/06 |
Hey Wheeler-
>... I just received another tail kit for to start all over yet again...
Have you considered a 12 - step program... ; - )
And no, do not archive!
glen matejcek
aerobubba@earthlink.net
Message 3
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Spoken with the passion of a true convert. Question is...what took you so long?
Six years you say? Good Gawd man, were you that conflicted? Still, you did manage
to see the light and in the end, that's what counts. You were hungry and
now you are filled. Your were thirsty, and now you are slaked. Personally,
I waited about 3 whole weeks after Darla first flight to place an order for a
new tail kit. Like you, I revisited some of the sacrosanct tenants of conventional
RV builder wisdom enshrined within these archives and other hallowed places.
Primer? Only sparingly. Tailwheel? Sure...why not? Slider or tipsy....no
brainer. Engine?....one designed for an airplane.
One thing though. Don't be too hard on those folks who think matched hole construction
is the only way to build an airplane. There is something to be said
for easing tedium and simplifiying a parts count. Besides, the alternative would
be like explaining to your kid there once was a world without video games
and cell phones. Do you really think they can long endure a world without text
messaging? Its a brave new world my friend, 300 million screaming souls coast
to coast.....even for Neanderthal throwbacks like you and me. Still......I'll
have the roast duck with mango salsa. :)
Rick Galati RV-6A "Darla" The slow-built hard way
RV-8 wing kit The KISS principle
wnorth(at)sdccd.edu wrote:
> .....after spending the previous six years from the last I built's first flight.....I
just received another tail kit for to start all over yet again.
>
> This one is a real plane that requires real building. No stinking holes,
> matched or otherwise, no quick nothing. The auxillary wheel is in back where
it belongs with no wussy training wheels. Screw primer, acid etch, and alodine
as it's only an airplane. Sliders and tilt ups be dammed as I'll
> probably do a combination of both. The engine will be as big as I can fit in
> it and the side-by-side vs tandem arguement is moot as it only has one seat,
and that one is all mine.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p324#80324
Message 4
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| Subject: | Colorado CFI for RV7 available |
He charges $10/hr to split the gas and $130/hr for his CFI time? He is
for hire, not the plane? There're a lot more tortured machinations that
occur with regulations than that interpretation. But the arrangement
seems like a safe, effective and reasonably economical way to encourage
and enhance pilot training so, I would have to think the FAA would be
against it.
Chuck Jensen
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Dan Checkoway
Sent: Friday, December 08, 2006 2:26 PM
Subject: Re: RV-List: Colorado CFI for RV7 available
I almost hesitate to mention this, but I'm curious how you get around
the "No person may operate this aircraft for carrying persons or
property for compensation or hire" clause in the operating limitations?
do not archive
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: mark phipps <mailto:skydive80020@yahoo.com>
To: rv-list@matronics.com
Sent: Friday, December 08, 2006 10:33 AM
Subject: Re: RV-List: Colorado CFI for RV7 available
Having done recurrency with Bob in his aircraft I can vouch for
his capabilities, he does a great job and you will be well prepared to
fly your RV.
Mark Phipps, N242RP, Gypsy Spirit
"Robert E. Newhall II" <renewhall2@yahoo.com> wrote:
I would like to offer my CFI services (and airplane)
to the list for RV7 transition training in Colorado.
I am located at Longmont, CO (KLMO). My airplane is
an RV7 with an O360 Lycoming with a constant speed
prop. The rate is $140 per hour Hobbs (includes the
airplane, fuel, instructor, and any ground
instruction).
Bob Newhall, CFI, Airplane & Glider
renewhall2@yahoo.com
303-819-1482 cell
Cheap
href="http://www.aeroelectric.com">www.aeroelectric.com
href="http://www.buildersbooks.com">www.buildersbooks.com
href="http://www.kitlog.com">www.kitlog.com
href="http://www.homebuilthelp.com">www.homebuilthelp.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
h
ref="http://www.matronics.com/Navigator?RV-List">http://www.matronics.c
o
m/Navigator?RV-List
Message 5
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// Do you really think they can long endure a world without text messaging?
Can we without the Internet and RV mailing lists?
Do not archive
Message 6
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| Subject: | Colorado CFI for RV7 available |
>I almost hesitate to mention this, but I'm curious how you get around the
>"No person may operate this aircraft for carrying persons or property for
>compensation or hire" clause in the operating limitations?
Does the FAA care about SAFETY? If so, what is safer than getting someone
proficient in an aircraft before they make a first flight? Given that
safety is
#1, any rule that works against it is not worth complying with.
Ron Lee
Message 7
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Whatabout a PT6 for power? LOTS OF POWER (from the More-Power people), light weight,
and since its a slo-build you can dedicate the rest of the wing as a fuel
bay. It will be just you, fuel, a small travel toothbrush, and a vertical
climb to the flight levels and jet streams. Happy Trails to you.
Reuven Silberman
7A
Spoken with the passion of a true convert. Question is...what took you so long?
Six years you say? Good Gawd man, were you that conflicted? Still, you did manage
to see the light and in the end, that's what counts. You were hungry and
now you are filled. Your were thirsty, and now you are slaked. Personally,
I waited about 3 whole weeks after Darla first flight to place an order for a
new tail kit. Like you, I revisited some of the sacrosanct tenants of conventional
RV builder wisdom enshrined within these archives and other hallowed places.
Primer? Only sparingly. Tailwheel? Sure...why not? Slider or tipsy....no
brainer. Engine?....one designed for an airplane.
One thing though. Don't be too hard on those folks who think matched hole construction
is the only way to build an airplane. There is something to be said
for easing tedium and simplifiying a parts count. Besides, the alternative would
be like explaining to your kid there once was a world without video games
and cell phones. Do you really think they can long endure a world without text
messaging? Its a brave new world my friend, 300 million screaming souls coast
to coast.....even for Neanderthal throwbacks like you and me. Still......I'll
have the roast duck with mango salsa. :)
Rick Galati RV-6A "Darla" The slow-built hard way
RV-8 wing kit The KISS principle
wnorth(at)sdccd.edu wrote:
> .....after spending the previous six years from the last I built's first flight.....I
just received another tail kit for to start all over yet again.
>
> This one is a real plane that requires real building. No stinking holes,
> matched or otherwise, no quick nothing. The auxillary wheel is in back where
it belongs with no wussy training wheels. Screw primer, acid etch, and alodine
as it's only an airplane. Sliders and tilt ups be dammed as I'll
> probably do a combination of both. The engine will be as big as I can fit in
> it and the side-by-side vs tandem arguement is moot as it only has one seat,
and that one is all mine.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p324#80324
"No pressure, no diamonds".
~Thomas Carlyle
Message 8
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| Subject: | Colorado CFI for RV7 available |
Nothing is ever a legal problem until something goes wrong. Say the engine fails
and
the paying customer gets hurt in the crash landing....a lawyer would have a field
day
with the CFI in court. If you ever see a lawyer walk into a courtroom smiling
from ear
to ear..chances are there is someone at the other table using this type of logic.
I
hope he is very well insured. That being said, thank god for the CFI's willing
to do
this.
Bill
> He charges $10/hr to split the gas and $130/hr for his CFI time? He is
> for hire, not the plane? There're a lot more tortured machinations that
> occur with regulations than that interpretation. But the arrangement
> seems like a safe, effective and reasonably economical way to encourage
> and enhance pilot training so, I would have to think the FAA would be
> against it.
>
> Chuck Jensen
Message 9
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List,
I just did my first annual condition inspection. When I checked the
timing I referenced the Lycoming Operators Manual, under specifications,
and set the timing to the 20 degrees that it called for. On a ground
test run I was not happy with the way it ran and suspected the timing
was incorrectly set. A search of the list archives and a check of the
Lycoming web site offered no help. So...I made a quick call to Lycoming
and the advice I got was "what does it say on the data plate"? Duh! I
felt a bit stupid but there it was, plain as day, "25 degrees".
I just wanted to get this in the archives so the next guy won't have the
same problem.
Steve Struyk
St. Charles, MO
RV-8, 74 hours
Message 10
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| Subject: | Re: Colorado CFI for RV7 available |
The EAA, Small Aircraft Manufacturers Association and the National
Association of Flight Instructors petitioned the FAA for an exemption
to the FARs to allow flight training in experimental aircraft. Their
request was granted via exemption 7162, which is currently at
revision 7162D. There are numerous conditions which must be complied
with:
1. The aircraft must-
(a) Have been granted an experimental certificate
under Section 21.191(c), (d), (g), or (h);
(b) Be inspected in accordance with the provisions of
Section 91.409(b) for a 100-hour condition
inspection, or, for turbine-powered aircraft, in
accordance with an FAA-approved inspection program
that meets the scope and detail of the
requirements of Section 91.409(e), (f)(4), and
(g);
(c) Be operated and maintained, including a yearly
condition inspection, in accordance with the
FAA-approved operating limitations; and
(d) Have completed phase I flight testing and be
operating in phase II in accordance with the
operating limitations made a part of the
airworthiness certificate issued for the aircraft.
2. All inspections conducted under this exemption must be
recorded in an appropriate maintenance record with the
following statement:
"I certify that this aircraft has been inspected
on (insert date) in accordance with Condition
No. 1 of Exemption No. 7162, as amended, and found
to be in a condition for safe operation."
This entry must include the aircraft total time in
service and the name, signature, certificate number,
and type of certificate held by the person performing
the inspection. Only an FAA-certificated mechanic with
airframe and powerplant ratings or an FAA-certificated
repairman (provided the repairman is the original
builder of the aircraft) may perform this inspection
and make the entry in the maintenance record.
3. Aircraft-specific training under this exemption must be
provided by an authorized instructor as described in
Section 61.1(b)(2) or the holder of a Letter of
Operational Authority issued by the Administrator for
that particular type of aircraft.
4. An aircraft-specific flight and ground training
syllabus must be prepared by the instructor providing
the training for use during the training program and
must be made available to the Administrator upon
request. The instructor conducting the training
program must keep, for a period of 3 years, a record of
the training given.
5. The owners of aircraft operated under this exemption
must maintain a record that includes the name of the
person receiving training, the date of the training,
and the flight time. Such records must be kept for a
period of 3 years and be made available to the
Administrator upon request.
6. Persons receiving aircraft-specific flight instruction
must have the endorsements required by Section 61.31(e)
through (j), as appropriate, before beginning training
under this exemption.
7. A copy of this exemption must be carried onboard the
aircraft during aircraft-specific flight training
conducted under this exemption.
8. EAA, SAMA, and NAFI must maintain a list of the
authorized users of this exemption. This list must be
made available to the Administrator upon request, and
must contain the following information:
(a) The name, address, and pilot certificate number of
the user; and
(b) The make, model, and registration number of the
aircraft to be used.
You can find FAR exemptions at:
http://aes.faa.gov/
Kevin Horton
On 9 Dec 2006, at 08:07, Chuck Jensen wrote:
> He charges $10/hr to split the gas and $130/hr for his CFI time?
> He is for hire, not the plane? There're a lot more tortured
> machinations that occur with regulations than that interpretation.
> But the arrangement seems like a safe, effective and reasonably
> economical way to encourage and enhance pilot training so, I would
> have to think the FAA would be against it.
>
> Chuck Jensen
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
> server@matronics.com] On Behalf Of Dan Checkoway
> Sent: Friday, December 08, 2006 2:26 PM
> To: rv-list@matronics.com
> Subject: Re: RV-List: Colorado CFI for RV7 available
>
> I almost hesitate to mention this, but I'm curious how you get
> around the "No person may operate this aircraft for carrying
> persons or property for compensation or hire" clause in the
> operating limitations?
>
> do not archive
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
> ----- Original Message -----
> From: mark phipps
> To: rv-list@matronics.com
> Sent: Friday, December 08, 2006 10:33 AM
> Subject: Re: RV-List: Colorado CFI for RV7 available
>
> Having done recurrency with Bob in his aircraft I can vouch for his
> capabilities, he does a great job and you will be well prepared to
> fly your RV.
>
> Mark Phipps, N242RP, Gypsy Spirit
>
> "Robert E. Newhall II" <renewhall2@yahoo.com> wrote:
>
> I would like to offer my CFI services (and airplane)
> to the list for RV7 transition training in Colorado.
> I am located at Longmont, CO (KLMO). My airplane is
> an RV7 with an O360 Lycoming with a constant speed
> prop. The rate is $140 per hour Hobbs (includes the
> airplane, fuel, instructor, and any ground
> instruction).
>
> Bob Newhall, CFI, Airplane & Glider
> renewhall2@yahoo.com
> 303-819-1482 cell
>
>
Message 11
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W,
If Mr. Lervolds fine website has finally pushed you over the edge, then
you should hold him somewhat responsible for your dilemma, don't you
think?
What punishment do you have in mind for Randy??? Perhaps you can make
him buy you an engine for your future -3!!! That sounds just fair,
don't you think?
K.
----- Original Message -----
From: Wheeler North
To: 'rv-list@matronics.com'
Sent: Friday, December 08, 2006 5:27 PM
Subject: RV-List: New Start
Ladies and Germs,
This note is to announce that not only should I do not archive this
note but
after spending the previous six years (and 1100 flight hours) from the
last
RV I built's first flight inspecting other RVs and tweeking mine I
just
received another tail kit for to start all over yet again.
This one is a real plane that requires real building. No stinking
holes,
matched or otherwise, no quick nothing. The auxillary wheel is in back
where
it belongs with no wussy training wheels. Screw primer, acid etch, and
alodine as it's only an airplane. Sliders and tilt ups be dammed as
I'll
probably do a combination of both. The engine will be as big as I can
fit in
it and the side-by-side vs tandem arguement is moot as it only has one
seat,
and that one is all mine.
So far the most current drawing I've found is 1999, but most are pre
1989...
aaah, history and simplicity.
Yeeeee haaah, me and the mouse in my pocket are driving rivets again.
W - Two done, -3 now in progress
PS, I've been drooling about it for a few years but the umpteenth
review of
Lervold's website finally pushed me over the edge.
Message 12
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The latest RV-ator mentions Scott Will of decatur GA. Does any one have
an email for Scott? His plane and prop sound identical to mine and I'd
like to ask him about performance.
Thanks,
--
Tom S.
Do not archive
Message 13
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scott.will@delta.com
I found him -- hint -- using the RV specific Google search.
http://rvhotline.expercraft.com/articles/search.html
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of sarg314
Sent: Saturday, December 09, 2006 10:57 AM
Subject: RV-List: scott will
The latest RV-ator mentions Scott Will of decatur GA. Does any one have an
email for Scott? His plane and prop sound identical to mine and I'd like to
ask him about performance.
Thanks,
--
Tom S.
Do not archive
Message 14
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Scott's Home page: http://rv7a.home.comcast.net/
--- sarg314 <sarg314@comcast.net> wrote:
> <sarg314@comcast.net>
>
> The latest RV-ator mentions Scott Will of decatur
> GA. Does any one have
> an email for Scott? His plane and prop sound
> identical to mine and I'd
> like to ask him about performance.
>
> Thanks,
> --
> Tom S.
> Do not archive
>
>
>
> Click on
> about
> provided
> www.buildersbooks.com
> Admin.
>
> browse
> Subscriptions page,
> FAQ,
>
>
>
>
>
Darrell Reiley
RV7A "Reiley Rocket"
N622DR Reserved
N469RV Reserved
CenTex_RV_Aircraft-owner@yahoogroups.com
Message 15
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| Subject: | static line routing? |
I'm looking for missed details before I start riveting the side skins on
the fuselage. One thing I can't find is the path of the static line
through the seat back bulkhead (705?) & forward to the instrument panel.
The area just under the main longeron looks pretty busy at F705 & I
can't find any notes on where the line should be routed after the middle
of the baggage compartment. What am I missing?
Thanks,
Charlie
Message 16
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| Subject: | Re: static line routing? |
I don't think you missed anything - this was discussed a while back and the
plans don't show a static line hole in F705. I drilled a 1/4" hole as far
outboard and high as I could get. Due to the thickness of the material in
that area, I don't see the need for a bushing to protect the static line
through that hole. Then I ran it along the canopy rail.
Dennis Glaeser
RV7A Finishing kit
----------------------------------------------------------------------------
---------------
From: Charlie England (ceengland@bellsouth.net)
I'm looking for missed details before I start riveting the side skins on
the fuselage. One thing I can't find is the path of the static line
through the seat back bulkhead (705?) & forward to the instrument panel.
The area just under the main longeron looks pretty busy at F705 & I
can't find any notes on where the line should be routed after the middle
of the baggage compartment. What am I missing?
Thanks,
Charlie
Message 17
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> PS, I've been drooling about it for a few years but the umpteenth review
> of
> Lervold's website finally pushed me over the edge.
Wheeler,
Welcome to the ranks of a most distinct minority... RV-3 builders! There are
not many of us around so we need to stick together. Needless to say I've
just been down the road you are now starting on so don't be a stranger. I've
tried to document most of the gotchas on my web site but there is still more
advice to be had if you are actually building.
Feel free to give me a ring directly some time, there are several of us -3
guys that talk on the phone once in a while on various issues. What part of
the country are you in? Oh, I'm sure you're aware of the RV-3 forum over on
Vansairforce.net, the Matronics RV-3 list doesn't seem to get much use.
Glad I was able to contribute to your delinquency...
Randy Lervold
www.rv-3.com
RV-3B #11375, almost done
Message 18
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| Subject: | Re: static line routing? |
FYI, Rvator had an article on this a few months back (first issue '06. Pg.
14). I scanned a copy of it and stuck it in the files section on the
yahoogroup
If you don't have it. It's called staticline.pdf.
http://groups.yahoo.com/group/RV7A/files/Newsletters%20and%20publications/
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of glaesers
Sent: Saturday, December 09, 2006 2:47 PM
Subject: RV-List: Re: static line routing?
I don't think you missed anything - this was discussed a while back and the
plans don't show a static line hole in F705. I drilled a 1/4" hole as far
outboard and high as I could get. Due to the thickness of the material in
that area, I don't see the need for a bushing to protect the static line
through that hole. Then I ran it along the canopy rail.
Dennis Glaeser
RV7A Finishing kit
----------------------------------------------------------------------------
---------------
From: Charlie England (ceengland@bellsouth.net)
I'm looking for missed details before I start riveting the side skins on the
fuselage. One thing I can't find is the path of the static line through the
seat back bulkhead (705?) & forward to the instrument panel.
The area just under the main longeron looks pretty busy at F705 & I can't
find any notes on where the line should be routed after the middle of the
baggage compartment. What am I missing?
Thanks,
Charlie
Message 19
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| Subject: | Re: Colorado CFI for RV7 available |
thanks for answsering this question. There was an article in sport aviation
about a cfi in florida doing float and twin training in his experimental. I
hope to be able to provide transition training in my plane using this
exception. Im going to try to do instrument and preliminary commercial
training too. Im not sure if I can yet but when i get to that point, ill do
more research. If i recall correctly, the exemption is good for anything but
primary training. I really dont want to start a big long debate, so lets
leave it at that.
Lamar
N969LS
----- Original Message -----
From: "Kevin Horton" <khorton01@rogers.com>
Sent: Saturday, December 09, 2006 10:09 AM
Subject: Re: RV-List: Colorado CFI for RV7 available
>
> The EAA, Small Aircraft Manufacturers Association and the National
> Association of Flight Instructors petitioned the FAA for an exemption to
> the FARs to allow flight training in experimental aircraft. Their
> request was granted via exemption 7162, which is currently at revision
> 7162D. There are numerous conditions which must be complied with:
>
> 1. The aircraft must-
>
> (a) Have been granted an experimental certificate
> under Section 21.191(c), (d), (g), or (h);
>
> (b) Be inspected in accordance with the provisions of
> Section 91.409(b) for a 100-hour condition
> inspection, or, for turbine-powered aircraft, in
> accordance with an FAA-approved inspection program
> that meets the scope and detail of the
> requirements of Section 91.409(e), (f)(4), and
> (g);
>
> (c) Be operated and maintained, including a yearly
> condition inspection, in accordance with the
> FAA-approved operating limitations; and
>
> (d) Have completed phase I flight testing and be
> operating in phase II in accordance with the
> operating limitations made a part of the
> airworthiness certificate issued for the aircraft.
>
> 2. All inspections conducted under this exemption must be
> recorded in an appropriate maintenance record with the
> following statement:
>
> "I certify that this aircraft has been inspected
> on (insert date) in accordance with Condition
> No. 1 of Exemption No. 7162, as amended, and found
> to be in a condition for safe operation."
>
> This entry must include the aircraft total time in
> service and the name, signature, certificate number,
> and type of certificate held by the person performing
> the inspection. Only an FAA-certificated mechanic with
> airframe and powerplant ratings or an FAA-certificated
> repairman (provided the repairman is the original
> builder of the aircraft) may perform this inspection
> and make the entry in the maintenance record.
>
> 3. Aircraft-specific training under this exemption must be
>
> provided by an authorized instructor as described in
> Section 61.1(b)(2) or the holder of a Letter of
> Operational Authority issued by the Administrator for
> that particular type of aircraft.
>
> 4. An aircraft-specific flight and ground training
> syllabus must be prepared by the instructor providing
> the training for use during the training program and
> must be made available to the Administrator upon
> request. The instructor conducting the training
> program must keep, for a period of 3 years, a record of
> the training given.
>
> 5. The owners of aircraft operated under this exemption
> must maintain a record that includes the name of the
> person receiving training, the date of the training,
> and the flight time. Such records must be kept for a
> period of 3 years and be made available to the
> Administrator upon request.
>
> 6. Persons receiving aircraft-specific flight instruction
> must have the endorsements required by Section 61.31(e)
> through (j), as appropriate, before beginning training
> under this exemption.
>
> 7. A copy of this exemption must be carried onboard the
> aircraft during aircraft-specific flight training
> conducted under this exemption.
>
> 8. EAA, SAMA, and NAFI must maintain a list of the
> authorized users of this exemption. This list must be
> made available to the Administrator upon request, and
> must contain the following information:
>
> (a) The name, address, and pilot certificate number of
> the user; and
>
> (b) The make, model, and registration number of the
> aircraft to be used.
>
>
> You can find FAR exemptions at:
>
> http://aes.faa.gov/
>
> Kevin Horton
>
> On 9 Dec 2006, at 08:07, Chuck Jensen wrote:
>
>> He charges $10/hr to split the gas and $130/hr for his CFI time? He is
>> for hire, not the plane? There're a lot more tortured machinations that
>> occur with regulations than that interpretation. But the arrangement
>> seems like a safe, effective and reasonably economical way to encourage
>> and enhance pilot training so, I would have to think the FAA would be
>> against it.
>>
>> Chuck Jensen
>>
>> -----Original Message-----
>> From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
>> server@matronics.com] On Behalf Of Dan Checkoway
>> Sent: Friday, December 08, 2006 2:26 PM
>> To: rv-list@matronics.com
>> Subject: Re: RV-List: Colorado CFI for RV7 available
>>
>> I almost hesitate to mention this, but I'm curious how you get around
>> the "No person may operate this aircraft for carrying persons or
>> property for compensation or hire" clause in the operating limitations?
>>
>> do not archive
>> )_( Dan
>> RV-7 N714D
>> http://www.rvproject.com
>> ----- Original Message -----
>> From: mark phipps
>> To: rv-list@matronics.com
>> Sent: Friday, December 08, 2006 10:33 AM
>> Subject: Re: RV-List: Colorado CFI for RV7 available
>>
>> Having done recurrency with Bob in his aircraft I can vouch for his
>> capabilities, he does a great job and you will be well prepared to fly
>> your RV.
>>
>> Mark Phipps, N242RP, Gypsy Spirit
>>
>> "Robert E. Newhall II" <renewhall2@yahoo.com> wrote:
>>
>> I would like to offer my CFI services (and airplane)
>> to the list for RV7 transition training in Colorado.
>> I am located at Longmont, CO (KLMO). My airplane is
>> an RV7 with an O360 Lycoming with a constant speed
>> prop. The rate is $140 per hour Hobbs (includes the
>> airplane, fuel, instructor, and any ground
>> instruction).
>>
>> Bob Newhall, CFI, Airplane & Glider
>> renewhall2@yahoo.com
>> 303-819-1482 cell
>>
>>
>
>
>
Message 20
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| Subject: | Re: Engine timing |
Small explanation of why you have to reference the data plate. Lycoming
about 30 years ago had a problem with cylinder heads flying off of a few
IO-360s with very old cylinders, in cold weather, where the engine was
producing more than rated power. So they decided to retard the timing
for IO360s from 25 to 20, which meant the impulse coupling or retard
breaker also had to be advanced 5 degrees so you still start at TDC.
They did this through a Service Instruction.
I don't know that they changed anything for the 8.5 compression engines
like the O-360. On most newer IO360s you will find 20 degrees called
for, but older ones take 25(and produce more power).
Steve Struyk wrote:
> List,
>
> I just did my first annual condition inspection. When I checked the
> timing I referenced the Lycoming Operators Manual, under
> specifications, and set the timing to the 20 degrees that it called
> for. On a ground test run I was not happy with the way it ran and
> suspected the timing was incorrectly set. A search of the list
> archives and a check of the Lycoming web site offered no help. So...I
> made a quick call to Lycoming and the advice I got was "what does it
> say on the data plate"? Duh! I felt a bit stupid but there it was,
> plain as day, "25 degrees".
>
> I just wanted to get this in the archives so the next guy won't have
> the same problem.
>
> Steve Struyk
> St. Charles, MO
> RV-8, 74 hours
> *
>
>
> *
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