Today's Message Index:
----------------------
1. 05:14 AM - Re: Re: Using Alternate Oil Filter (Bob J.)
2. 06:39 AM - Re: Re: Using Alternate Oil Filter (n801bh@netzero.com)
3. 06:45 AM - Re:GX60 & MX20 updates (Ron Brown)
4. 06:57 AM - Re: Tapping flap pushrod (Phil Birkelbach)
5. 10:58 AM - Re: Tapping flap pushrod (halbenjamin@aol.com)
6. 12:39 PM - Re: Using Alternate Oil Filter (Martin & Chris)
7. 12:56 PM - Re: Re:GX60 & MX20 updates (Kelly McMullen)
8. 04:45 PM - First flight of N821RL (McFarland, Randy)
9. 06:43 PM - Re: First flight of N821RL (Dana Overall)
10. 07:14 PM - Re: First flight of N821RL (Fiveonepw@aol.com)
11. 07:29 PM - What's Up with Aircraft Spruce? (John Fasching)
12. 08:11 PM - Re: What's Up with Aircraft Spruce? (Richard E. Tasker)
Message 1
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| Subject: | Re: RE: Using Alternate Oil Filter |
Because they work better, have an anti-drainback valve, have better
filtering media, have a better bypass spring and valve, have good burst
pressure specs, are proven running in Lyc's, are available locally, and cost
$5.79.
Regards,
Bob Japundza
RV-6 flying F1 under const.
On 12/12/06, HCRV6@comcast.net < HCRV6@comcast.net> wrote:
>
>
> I must have missed the early part of this thread on alternate oil
> filters. Would someone please enlighten me as to why the interest in
> alternate filters. Seems like the aviation oil filters have worked quite
> well for some time and I have never heard of one bursting or any of the
> other things that seem to be a concern with automotive filters. If the
> issue is cost, it seems pretty silly to me to take any risks to save the
> equivalent of three or at most four gallons of 100 LL every 50 hours. Just
> curious.
>
> --
> Harry Crosby
> RV-6 N16CX, 293 hours
Message 2
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| Subject: | Re: RE: Using Alternate Oil Filter |
In all my years on the earth I have NEVER seen an automotive filter burs
t, in fact I have NEVER seen one loosen up over time, they always seem t
o get tighter <G>... The tab to safety wire thats on the aircraft filter
s probably don't need to be on there anymore... Just my two cents worth.
.. And of course I am a Auto engine conversion addict....
do not archive
Ben Haas
N801BH
www.haaspowerair.com
-- HCRV6@comcast.net wrote:
I must have missed the early part of this thread on alternate oil filter
s. Would someone please enlighten me as to why the interest in alternat
e filters. Seems like the aviation oil filters have worked quite well f
or some time and I have never heard of one bursting or any of the other
things that seem to be a concern with automotive filters. If the issue
is cost, it seems pretty silly to me to take any risks to save the equiv
alent of three or at most four gallons of 100 LL every 50 hours. Just c
urious.
--
Harry Crosby
RV-6 N16CX, 293 hours
-------------- Original message ----------------------
From: "Martin & Chris" <av.8@bigpond.com>
>
>
> Seeing that I am using Shell's semi-synthetic 15-50 aviation oil, I fi
gured
> that using the latest technology oil filter would be a good match for
the
> oil. With that in mind, I bought the latest Amsoil automotive filter,
but
> had to get an adaptor to mate the female oil filter thread to the fema
le oil
> filter boss on the Lycoming pad. Lycoming happen to have such an adap
tor,
> but not for the thread size of the Amsoil filter. I went to a friend
that
> runs an engineering shop, showed him the Lycoming adaptor and the oil
> filter, and he machined one up. I haven't done an oil analysis as yet,
but
> hopeful of the next one showing less wear particles than the last.
>
> Martin in Oz
>
>
>
>
>
========================
===========
========================
===========
========================
===========
<html><P>In all my years on the earth I have NEVER seen an automotive fi
lter burst, in fact I have NEVER seen one loosen up over time, they alwa
ys seem to get tighter <G>... The tab to safety wire thats on the
aircraft filters probably don't need to be on there anymore... Just my t
wo cents worth... And of course I am a Auto engine conversion addict....
</P>
<P>do not archive<BR><BR><BR>Ben Haas<BR>N801BH<BR>www.haaspowerair
.com<BR><BR>-- HCRV6@comcast.net wrote:<BR>--> RV-List
message posted by: HCRV6@comcast.net<BR><BR>I
must have missed the early part of th
is thread on alternate oil filters.
Would someone please enlighten me as to&nb
sp;why the interest in alternate filters.
Seems like the aviation oil filters
have worked quite well for some time
and I have never heard of one burstin
g or any of the other things that&nbs
p;seem to be a concern with automotive&nbs
p;filters. If the issue is cost, it&
nbsp;seems pretty silly to me to take 
;any risks to save the equivalent of
three or at most four gallons of 100&
nbsp;LL every 50 hours. Just curious.<BR>
<BR>--<BR>Harry Crosby<BR>RV-6 N16CX, 293 hours<BR><
BR> -------------- Original message ----------------
------<BR>From: "Martin & Chris" <av.8@bigpon
d.com><BR>> --> RV-List message posted 
;by: "Martin & Chris" <av.8@bigpond.com><B
R>> <BR>> <BR>> Seeing that I am&
nbsp;using Shell's semi-synthetic 15-50 aviation&nbs
p;oil, I figured<BR>> that using the la
test technology oil filter would be a 
;good match for the<BR>> oil. With&nbs
p;that in mind, I bought the latest A
msoil automotive filter, but<BR>> had to&nbs
p;get an adaptor to mate the female o
il filter thread to the female oil<BR>>
filter boss on the Lycoming pad. &nb
sp;Lycoming happen to have such an adaptor
,<BR>> but not for the thread size 
;of the Amsoil filter. I went to&nbs
p;a friend that<BR>> runs an engineering&nbs
p;shop, showed him the Lycoming adaptor an
d the oil<BR>> filter, and he machined&
nbsp;one up. I haven't done an oil an
alysis as yet, but<BR>> hopeful of the&
nbsp;next one showing less wear particles
than the last.<BR>> <BR>> Martin in
Oz<BR>> <BR>> <BR>> <BR>> <BR>>
========================
-- Please Support You
p; (And Get Some 
ber is the Annual List Fund Raiser. &
this year's Terrific Free Incentiv
nbsp; * AeroElectric www.aeroelectric.com<BR>
;  
;  
========================
========================
sp; - The RV-List Email Forum
p;utilities such as the Subscriptions page,<BR>
========================
========================
<BR><BR><BR><BR></P>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 3
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| Subject: | Re:GX60 & MX20 updates |
When I purchased my first IFR GPS (Apollo SL60), the flight manual
supplement allowed updates every six months as long as data required for the
flight was verified before the flight.
So I purchased Jeppesen's paper chart subscription and watched for changes.
Guess what - VOR's, airports, and waypoints don't change very often. Many
of the changes the FAA and Jepp are so intent that we refresh every 56 days
are old changes. (new control towers, changes in frequencies are often
reported a couple of cycles after the fact). Other changes are a 20 feet
change in DH (like our altimeters are really that accurate) - or a different
location to get barometer readings from. Oh, and listening to my scanner,
controllers don't even have up-to-date plates. And their radar systems
don't depict IAF's for months after they are implemented.
Flying into Donaldson Center, Greer approach told me I could change to
advisory frequency. Somebody on the advisory frequency told me that
Donaldson has a control tower, and gave me the frequency. Our tax dollars
at work!!!!!!
So my new plane has a Garmin 430, and since it is experimental, I wrote the
operating manual - I allow updates once per year. I still verify approaches
for the airports I am flying into using AOPA's downloadable plates (THANK
YOU, AOPA!!!!) After 3 years, the worst error I had was the AWOS frequency
changed for an airport I was flying into.
Message 4
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| Subject: | Re: Tapping flap pushrod |
I found that using my tube flaring tool to hold these pieces worked
well. RapidTap cutting fluid works fine for aluminum and some kind of
cut lubrication is definitely necessary. As others have said having the
correct hole size before tapping is absolutely essential. Also make
sure you are using a through hole tap and not a bottom hole tap.
Godspeed,
Phil Birkelbach - Houston Texas
RV-7 N727WB
http://www.myrv7.com
Hopperdhh@aol.com wrote:
> Ralph,
>
> I have a drill press vise that has a V-groove to hold the tube
> exactly(?). Drill it with the right size for the 1/4-28 tap. Then
> put the tap in the drill press, turning it by hand to run the tap in 2
> or 3 turns. This will start it straight. Then you can take it out of
> the drill press and finish tapping it by hand. Use tapping fluid
> (thread cutting oil). The key is to get it started straight.
>
> Dan Hopper
> RV-7A Flying 180 hours.
>
>
>
> In a message dated 12/10/2006 7:34:25 PM Eastern Standard Time,
> recapen@earthlink.net writes:
>
> <recapen@earthlink.net>
>
> Fellow listers,
>
> I've been trying to tap the pushrod for my flap links.
>
> First, I tried just running the tap through - the tap and tube
> would just
> spin in whatever I was trying to hold the tube in.
> Next, I tried drilling out the tube with a bit slightly smaller than
> recommended for the tap - more successful, except that I could
> only turn the
> tap in one turn at a time.
> The next thing I'll try is getting the correct size drill bit (#3)
> for the
> 1/4x28 tap.
> After that, buying the VA-256 RV9 rods might cure what ails me.
>
> I guess part of my issue is being able to hold the tube while I'm
> tapping
> it.
>
> Any suggestions would be appreciated,
> Ralph Capen
>
> *
>
>
> *
Message 5
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| Subject: | Re: Tapping flap pushrod |
I drilled a hole lengthwise through a cheap 1" x 2" piece of wood about 4 inchs
long. The hole diameter was just large enough to slide the tube through. Then
you can clamp it tight in a vise without distorting the tube.
Hal Benjamin RV-4
Finish kit in the mail
Long Island, NY
-----Original Message-----
From: dan@rvproject.com
Sent: Sun, 10 Dec 2006 7:59 PM
Subject: Re: RV-List: Tapping flap pushrod
> I guess part of my issue is being able to hold the tube while I'm tapping > it.
If you don't have access to a lathe, you could do what I did...
I used the rubber pads on my vise jaws. Clamped the tubing in the vise the long
way, to maximize how much area was held by the vise. Lube the tap liberally.
Worked for me.
)_( Dan
RV-7 N714D (1150 hours)
www.rvproject.com
________________________________________________________________________
Message 6
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| Subject: | RE: Using Alternate Oil Filter |
Kevin, Harry -
Like you, I was concerned about burst pressures and not having a lock wire
tab on the automotive filter, but after speaking to a friend who is licenced
aircraft mechanic as well as the local Amsoil distributor, I was satisfied
that the filters are tested to a much higher pressure than the 100 psi that
it is likely to ever see, and I used a hose clamp around the body to retain
the lockwire, same as I have done many times on race-bikes. The fact that I
use a multi-grade oil and live in a warm climate were just added insurance.
As for penny pinching being the main reason for changing, the Amsoil filter
costs me more here in Oz than the Kelly Aerospace ones that I had been
using.
Another 10 hours and I will drain the oil and have it analysed, then I will
have a better idea if this is going to be worthwhile.
Martin in Oz
Message 7
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| Subject: | Re:GX60 & MX20 updates |
A few points, as an ex-controller. Radar facilities don't depict IAP's on
the scope anyway. Some intersections may be depicted if they are important
to vectoring to the approach, and an extended centerline is usually
provided. Beyond that you simply cannot afford to clutter the scope with
that much info. Controllers have available to them current NACO plates,
not Jeppesen.
I have seen ILS frequencies change, approaches added and deleted, VORs
change frequencies as well as magnetic variation, runways change numbers,
etc. GPS has brought about more waypoint and airport name changes than
probably happened for 20 years previous and a lot of approaches have been
added. The cost of every cycle updates in in the neighborhood of 100 gal
of gas, more or less. Yes, I would rather have it in gas..so I use AWM's
Pocket Plates that update for about $145 a year, with download updates
whenever you want them. Print whatever ones you plan to use.
>
>
> When I purchased my first IFR GPS (Apollo SL60), the flight manual
> supplement allowed updates every six months as long as data required for
> the
> flight was verified before the flight.
>
> So I purchased Jeppesen's paper chart subscription and watched for
> changes.
> Guess what - VOR's, airports, and waypoints don't change very often. Many
> of the changes the FAA and Jepp are so intent that we refresh every 56
> days
> are old changes. (new control towers, changes in frequencies are often
> reported a couple of cycles after the fact). Other changes are a 20 feet
> change in DH (like our altimeters are really that accurate) - or a
> different
> location to get barometer readings from. Oh, and listening to my scanner,
> controllers don't even have up-to-date plates. And their radar systems
> don't depict IAF's for months after they are implemented.
>
> Flying into Donaldson Center, Greer approach told me I could change to
> advisory frequency. Somebody on the advisory frequency told me that
> Donaldson has a control tower, and gave me the frequency. Our tax dollars
> at work!!!!!!
>
> So my new plane has a Garmin 430, and since it is experimental, I wrote
> the
> operating manual - I allow updates once per year. I still verify
> approaches
> for the airports I am flying into using AOPA's downloadable plates (THANK
> YOU, AOPA!!!!) After 3 years, the worst error I had was the AWOS
> frequency
> changed for an airport I was flying into.
>
>
Message 8
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| Subject: | First flight of N821RL |
How do you convey the exhilaration of that first flight? I have been reading
posts about first flights for 4 years, 4 months, 14 days since setting my
first rivet in what is now my flying RV 7A, N821RL.
One way to describe my feeling is to use a phrase our teenage daughters so
often use - OH, my god!!!!!! That can have as many as 24 meanings as far as
I can tell, but in my case it means Unbelievable.
My first flight out of E16, San Martin, California last Wednesday afternoon
(12//6/06) was exactly the way it was supposed to be - Exhilarating and
Uneventful. Short flight over the field for 1/2 hour, 2 landings, slow
flight - nothing unexpected and very predictable, including the infamous RV
Grin at shutdown.
Second flight for 2 hours at cruise rpm in "the box". Slight heavy right
wing and may require a little left rudder trim tab. Handles soooo smoothly
and responsively. Vans, you manufacture such a great kit! Built to your
plans and performs beautifully. Thank you.
22.5 more hours of learning my airplane's personality thru structured flight
testing, and then I will finally get to introduce myself to the RV community
at some of the flyins next year.
Thanks go to Van and Vans Aircraft, Bob Nuckolls and the AeroElectic group,
and the RV builders group. How did we ever build/assemble these things
before the internet and chat groups?
We never build these things alone, so profound thanks go to-
my wife and damn good navigator Laura,
friends Gary Hann, Bill Robson, Kevin Brock, and Leroy Ortega that not only
helped me many nights and weekends with the hard stuff and endless riveting,
but helped me get out of the couple of Builder's Block periods I found
myself in over the 4 years,
and of course the great EAA organization and Tech Counselors that gave me
some assurance I was doing it right. Very comforting and an incredible free
resource.
Details: 7A, Mattituck O360 180hp, Sensenich fixed pitch prop, Garmin
stack w/ 430, 327, 340, King KX 125, Dynon D10, Altrak Altitude Hold, Trio
Auto Pilot, EIS 4000 engine monitor, one Mag and one Lightspeed ignition.
Randy and Laura McFarland
San Martin, California
N821RL Flying!!!
<<...OLE_Obj...>> <<Post flight2.jpg>> <<...OLE_Obj...>>
Message 9
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| Subject: | First flight of N821RL |
Cool Randy, I like these post even more as the time gets nears. Congrats
and I'm jealous:-)
Dana Overall
Richmond, KY i39
RV-7 slider, Imron black, "Black Magic"
O 360 A1A, C/S C2YK-1BF/F7666A4
http://rvflying.tripod.com/blackwing1.jpg
http://rvflying.tripod.com
do not archive
>From: "McFarland, Randy" <Randy.McFarland@novellus.com>
>To: rv-list@matronics.com, "'info@vansaircraft.com'"
><info@vansaircraft.com>
>Subject: RV-List: First flight of N821RL
>Date: Tue, 12 Dec 2006 16:43:02 -0800
>
>How do you convey the exhilaration of that first flight? I have been
>reading
>posts about first flights for 4 years, 4 months, 14 days since setting my
>first rivet in what is now my flying RV 7A, N821RL.
>
>One way to describe my feeling is to use a phrase our teenage daughters so
>often use - OH, my god!!!!!! That can have as many as 24 meanings as far
>as
>I can tell, but in my case it means Unbelievable.
>
>My first flight out of E16, San Martin, California last Wednesday afternoon
>(12//6/06) was exactly the way it was supposed to be - Exhilarating and
>Uneventful. Short flight over the field for 1/2 hour, 2 landings, slow
>flight - nothing unexpected and very predictable, including the infamous RV
>Grin at shutdown.
>
>Second flight for 2 hours at cruise rpm in "the box". Slight heavy right
>wing and may require a little left rudder trim tab. Handles soooo smoothly
>and responsively. Vans, you manufacture such a great kit! Built to your
>plans and performs beautifully. Thank you.
>
>22.5 more hours of learning my airplane's personality thru structured
>flight
>testing, and then I will finally get to introduce myself to the RV
>community
>at some of the flyins next year.
>
>Thanks go to Van and Vans Aircraft, Bob Nuckolls and the AeroElectic group,
>and the RV builders group. How did we ever build/assemble these things
>before the internet and chat groups?
>We never build these things alone, so profound thanks go to-
>my wife and damn good navigator Laura,
>friends Gary Hann, Bill Robson, Kevin Brock, and Leroy Ortega that not only
>helped me many nights and weekends with the hard stuff and endless
>riveting,
>but helped me get out of the couple of Builder's Block periods I found
>myself in over the 4 years,
>and of course the great EAA organization and Tech Counselors that gave me
>some assurance I was doing it right. Very comforting and an incredible
>free
>resource.
>
>Details: 7A, Mattituck O360 180hp, Sensenich fixed pitch prop, Garmin
>stack w/ 430, 327, 340, King KX 125, Dynon D10, Altrak Altitude Hold, Trio
>Auto Pilot, EIS 4000 engine monitor, one Mag and one Lightspeed ignition.
>
>Randy and Laura McFarland
>San Martin, California
>N821RL Flying!!!
> <<...OLE_Obj...>> <<Post flight2.jpg>> <<...OLE_Obj...>>
><< Postflight2.jpg >>
_________________________________________________________________
WIN up to $10,000 in cash or prizes enter the Microsoft Office Live
Message 10
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| Subject: | Re: First flight of N821RL |
Yeeeaaaaah BABY! Way to go R&L!
Best wishes for quick Phase I, get her right, get her painted, & seeyah at
OSH!
>From The PossumWorks in TN
Mark Phillips - do not archive
Message 11
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| Subject: | What's Up with Aircraft Spruce? |
I have not ordered for a while from ACS but when I tried to order online
I find they now require a password and a user ID just to order something
!
What next? Department of Chasing Away Customers is at it seemingly.
I went to Chief and will do so in the future also.
FWIW
Message 12
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| Subject: | Re: What's Up with Aircraft Spruce? |
The reason for the user ID and password is that they now keep all your
ordering info in the system so you don't have to enter the same thing
every time you order. I think it is a good thing, but everyone is
entitled to their own opinion.
do not archive
Dick Tasker
John Fasching wrote:
> I have not ordered for a while from ACS but when I tried to order
> online I find they now require a password and a user ID just to order
> something !
>
> What next? Department of Chasing Away Customers is at it seemingly.
>
> I went to Chief and will do so in the future also.
>
> FWIW
>
>*
>
>
>*
>
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