Today's Message Index:
----------------------
1. 05:19 AM - Re: Wing bolt torque values (LarryRobertHelming)
2. 06:11 AM - Re: Wing bolt torque values (Ed Anderson)
3. 06:24 AM - Re: Re: pilot's family awarded $10.5M (Bob Collins)
4. 06:26 AM - Re: Aircraft Spruce's price matching information (n801bh@netzero.com)
5. 06:40 AM - Re: Price Increase Rant (Chuck Jensen)
6. 06:45 AM - Re: Price Increase Rant (Bob)
7. 06:48 AM - Re: Re: pilot's family awarded $10.5M (Joseph Larson)
8. 06:57 AM - Re: Aircraft Spruce's price matching information (Bob Collins)
9. 07:02 AM - Re: Re: pilot's family awarded $10.5M (Chuck Jensen)
10. 07:04 AM - Re: Re: pilot's family awarded $10.5M (Joseph Larson)
11. 07:20 AM - Re: Aircraft Spruce's price matching information (Chuck Jensen)
12. 07:20 AM - to RV related business owners (Andy Gold)
13. 07:27 AM - Re: Re: pilot's family awarded $10.5M (Bob Collins)
14. 07:32 AM - Re: Re: pilot's family awarded $10.5M (Bob Collins)
15. 07:34 AM - Re: Spray-on non-skid Wing Walks (Bret Smith)
16. 07:55 AM - Re: Price Increase Rant (Joseph Larson)
17. 07:58 AM - Exxon and ACS (Wheeler North)
18. 07:58 AM - Re: Icom-Battery (ptrotter@optonline.net)
19. 08:00 AM - IO-360/ front sump AFP cable routing (Fiveonepw@aol.com)
20. 08:05 AM - Re: Re: pilot's family awarded $10.5M (Joseph Larson)
21. 08:10 AM - Re: Spray-on non-skid Wing Walks (Fiveonepw@aol.com)
22. 08:25 AM - Re: Re: pilot's family awarded $10.5M (Tim Bryan)
23. 08:29 AM - Re: Re: pilot's family awarded $10.5M (Bob Collins)
24. 08:32 AM - Re: Price Increase Rant (Lloyd, Daniel R.)
25. 08:37 AM - Re: Re: pilot's family awarded $10.5M (linn Walters)
26. 08:43 AM - Re: Re: pilot's family awarded $10.5M (Bob Collins)
27. 08:45 AM - Re: IO-360/ front sump AFP cable routing (Dan Checkoway)
28. 08:58 AM - Re: Re: pilot's family awarded $10.5M (linn Walters)
29. 09:12 AM - Re: Re: pilot's family awarded $10.5M (Terry Watson)
30. 09:40 AM - Re: Re: pilot's family awarded $10.5M (linn Walters)
31. 10:22 AM - Re: I've sworn off purge valve installations (kahuna)
32. 10:28 AM - Re: Re: pilot's family awarded $10.5M (Tim Bryan)
33. 10:34 AM - Re: Re: I've sworn off purge valve installations (linn Walters)
34. 10:54 AM - Re: Re: I've sworn off purge valve installations (Gerry Filby)
35. 10:55 AM - Re: Spray-on non-skid Wing Walks (Leland Collins)
36. 10:59 AM - Re: Re: I've sworn off purge valve installations (Dan Checkoway)
37. 11:10 AM - Re: Re: pilot's family awarded $10.5M (Ron Lee)
38. 12:00 PM - Re: Re: I've sworn off purge valve installations (Stewart, Michael (ISS Atlanta))
39. 12:03 PM - Re: Re: I've sworn off purge valve installations (Kelly McMullen)
40. 12:25 PM - Re: Re: I've sworn off purge valve installations (Gerry Filby)
41. 12:42 PM - Re: Re: I've sworn off purge valve installations (Dan Checkoway)
42. 01:20 PM - Re: Re: I've sworn off purge valve installations (Dan Checkoway)
43. 01:41 PM - purge valves (linn Walters)
44. 01:46 PM - Re: to RV related business owners (Bill VonDane)
45. 02:18 PM - Rotax 912ULS w/carb heat (Ken Arnold)
46. 02:33 PM - Re: IO-360/ front sump AFP cable routing (Fiveonepw@aol.com)
47. 02:44 PM - Re: Re: Spray-on non-skid Wing Walks (Fiveonepw@aol.com)
48. 02:55 PM - Rotax 912ULS w/carb heat (James H Nelson)
49. 03:38 PM - Re: Re: pilot's family awarded $10.5M (Tracy Crook)
50. 03:46 PM - Headset not working? (bertrv6@highstream.net)
51. 03:57 PM - Rick Grays good luck.. (bertrv6@highstream.net)
52. 04:16 PM - Brentz Enterprises Tail Lynx - tail wheel chains (CBRxxDRV@aol.com)
53. 04:24 PM - Re: Headset not working? (linn Walters)
54. 04:34 PM - Re: I've sworn off purge valve installations (kahuna)
55. 05:30 PM - Re: Re: pilot's family awarded $10.5M (Tim Bryan)
56. 05:41 PM - Re: Re: pilot's family awarded $10.5M (Charlie England)
57. 06:08 PM - Re: Price Increase Rant (Charlie England)
58. 06:15 PM - Re: Re: I've sworn off purge valve installations (Terry Watson)
59. 07:48 PM - Re: Re: I've sworn off purge valve installations (RV6 Flyer)
60. 07:48 PM - Speaking of frivolous lawsuites (Henry)
61. 07:59 PM - Re: Re: I've sworn off purge valve installations (Bob J.)
62. 08:04 PM - Antenna base dimensions (HalBenjamin@aol.com)
63. 08:16 PM - Re: Re: I've sworn off purge valve installations (linn Walters)
64. 08:52 PM - Re: Re: I've sworn off purge valve installations (Darrell Reiley)
65. 09:09 PM - Re: I've sworn off purge valve installations (JOHN STARN)
66. 09:56 PM - Award Winning RV-7A (N174JL) For Sale... (Jack Lockamy)
67. 10:04 PM - Re: Exxon and ACS (Reuven Silberman)
68. 10:18 PM - Re: RPM vs MP (Reuven Silberman)
69. 10:46 PM - Award Winning RV-7A (N174JL) For Sale... (Jack Lockamy)
Message 1
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| Subject: | Re: Wing bolt torque values |
I put my bolts in the freezer of my refrigerator and transferred them to
the airport in a cooler to keep them cold. A bit of grease and they
slid in very easily. Minimize hammering in to avoid buggering up the
threads. Larry in Indiana
----- Original Message -----
From: Hopperdhh@aol.com
To: rv-list@matronics.com
Sent: Thursday, February 01, 2007 10:21 AM
Subject: Re: RV-List: Wing bolt torque values
In a message dated 2/1/2007 11:11:06 AM Eastern Standard Time,
december29@bellsouth.net writes:
Dan,
Thanks for the quick reply! Going to try the dry ice and Boelube
trick to get the bolts in. Yeah, when you have tail kit # 2 you are
taking slow building to a new level. ha,ha But she will fly this year.
OSH is the goal.
Later,
John
John,
I don't think the dry ice is necessary, IMHO. I just put some wheel
bearing grease on the bolts -- avoiding getting any on the threads. I
tapped them in with a hammer and brass punch or block of hardwood. Have
someone hold up the wing tip as you tap. You can feel when the bolt is
going best and tell the person holding the wing to raise it more or
less, "That's it, right there!"
Dan
do not archive
Message 2
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| Subject: | Re: Wing bolt torque values |
Dan, I found that using a rivet gun worked excellent. for getting bolts
through the spar and bulkhead. The small magnitude (in force) rapid
tapping made them go in much easier than any heavy force.
Ed
----- Original Message -----
From: LarryRobertHelming
To: rv-list@matronics.com
Sent: Friday, February 02, 2007 8:12 AM
Subject: Re: RV-List: Wing bolt torque values
I put my bolts in the freezer of my refrigerator and transferred them
to the airport in a cooler to keep them cold. A bit of grease and they
slid in very easily. Minimize hammering in to avoid buggering up the
threads. Larry in Indiana
----- Original Message -----
From: Hopperdhh@aol.com
To: rv-list@matronics.com
Sent: Thursday, February 01, 2007 10:21 AM
Subject: Re: RV-List: Wing bolt torque values
In a message dated 2/1/2007 11:11:06 AM Eastern Standard Time,
december29@bellsouth.net writes:
Dan,
Thanks for the quick reply! Going to try the dry ice and
Boelube trick to get the bolts in. Yeah, when you have tail kit # 2
you are taking slow building to a new level. ha,ha But she will fly
this year. OSH is the goal.
Later,
John
John,
I don't think the dry ice is necessary, IMHO. I just put some wheel
bearing grease on the bolts -- avoiding getting any on the threads. I
tapped them in with a hammer and brass punch or block of hardwood. Have
someone hold up the wing tip as you tap. You can feel when the bolt is
going best and tell the person holding the wing to raise it more or
less, "That's it, right there!"
Dan
do not archive
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
com/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
Message 3
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| Subject: | Re: pilot's family awarded $10.5M |
If you read the testimony, it sounds like they're talking about two
different events.
But I think the head puzzler is not about a crash at all but about the
decision that took the city of Arlington off the HOOK. *If* the original
argument is that the EAA had a responsibility to be sure Arlington provided
proper fire services and THEN Arlington was judged to be not liable for
whatever reason, how does that liability then somehow transfer to the EAA,
which didn't own a fire department and didn't run an airport?
Frankly, the county's use of not having a single judge in charge of a
suit/trial from start to finish might be the stupidest thing in this whole
affair.
I keep going back, though, to the pilot. I don't fly an RV but what do
people do with their hands when they're taxiing? Don't you put one of them
on the yoke? I would think that from startup to take-off, you'd "feel" that
the yoke wasn't free (if there'd been a safety belt wrapped around it), just
from natural arm movement. But, like I said, I don't fly one.
Do not archive
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of David Leonard
Sent: Friday, February 02, 2007 12:07 AM
Subject: Re: RV-List: Re: pilot's family awarded $10.5M
Ok, that seems pretty much like the details.. Thanks Bob
NOW can we lynch the plantif lawyers???
:-)
Dave Leonard
Message 4
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| Subject: | Re: Aircraft Spruce's price matching information |
When I started on my Zenith 801 back in 2001 I bought almost everything
I needed for it from ACS. The only thing they were not competitive on w
ere clecos, so I got them from another place. For the first year or so t
he servoce was PERFECT, and I mean that. then slowly they started with d
elayed shipping. You know, stating it would go out that same day and the
n taking a few days later to ship it even though they said it was in sto
ck. Then a couple of years into my project I needed all my stuff for my
panel. I priced it out with them on the phone and then shopped it at sev
eral other vendors, they were the highest by a few thousand bucks and Pa
cific Coast Avionics got my business. I did give them a chance to at lea
st get closer in price but the answer from them was . " thats the best w
e can do", They didn't even want to discuss it further. The straw that b
roke the camels back was when I ordered some 4130 for my engine mount. I
ordered several pieces of 1" .065 in various lengths. If I remember cor
rectly there was 4 @3', 4@4', 2@ 2. '. Not a big order mind you but when
it arrived EVERY one was short. The 3 footers were 34", the 4 footers w
ere 46" and the two footers were 23" or so. I did allow for waste durin
g my machining process so I was able to make them work but I did call an
d asked what the deal was. Their comment was " well the lengths we send
were close so go ahead and use them". I then demanded they send out a re
turn prepaid freight ticket and I would ship them back and they send me
what I ordered, not what they had laying around that was close. Of cour
se that prepaid ticket NEVER showed up and that was the last time I did
business with them. I go out of my way to bad mouth them every time I c
an and here is another chance. Seems funny that Jim Irwin didn't call me
to ask me side of the story.!!!!!!!!!!!!!!!!! And I am sure he will not
call now..<G>
I want this archived too
Ben Haas
N801BH
www.haaspowerair.com
-- Matt Reeves <mattreeves@yahoo.com> wrote:
I have been a customer of Aircraft Spruce for over 20 years. Let's fac
e it, no other company has as much in one place as Aircraft Spruce and t
heir catalog is second to none. Their catalogs educated me thousands of
times over the years which is worth a great deal to me that someone has
gone to all that effort to describe products. I read just about every
page of their catalog every year. Products change, improve, and materia
l costs do increase - it happens - which is why I always get the most cu
rrent catalog or even better, check their current pricing on their websi
te. All companies do that, not just aircraft part companies. I have pur
chased products from all other competitors and have had a few problems o
ver the years but Aircraft Spruce ALWAYS does a great job. I have even
had the owner of the company follow up to make sure I was satisfied. I
have never had that happen with any other competitor. I just found this
on Aircraft Spruce's website: "Aircraft Spruce will NOT be undersold!Air
craft Spruce works hard to bring you low prices. If you have found a bet
ter price for an item at another authorized dealer, we will do everythin
g possible to meet or beat that price.
Price matching is only applicable to identical conditions of sale. The i
tem must be in stock at the other authorized dealer (not a floor sample,
"open box" item, refurbished or demo piece). This offer applies to new
purchases only. For price adjustments on existing orders, please fill ou
t the below form and click submit. You will find a price match link at t
he bottom of each product page. " That's the official word from Aircraft
Spruce. I love them and know they do care about their customers. I ca
n speak from personal experience. They are not in the business to rip
anyone off. If you think their is an unfair price, go to their website
and click on the price matching information link and I bet you'll be ple
asantly surprised. Matt, Danny, Ben, Mikhail, and Jesse Reeves All aircr
aft builders, Oshkosh, and Sun N Fun elite members and all around good g
========================
========================
========================
========================
==================
<html><P>When I started on my Zenith 801 back in 2001 I bought alm
ost everything I needed for it from ACS. The only thing they were not co
mpetitive on were clecos, so I got them from another place. For the firs
t year or so the servoce was PERFECT, and I mean that. then slowly they
started with delayed shipping. You know, stating it would go out that sa
me day and then taking a few days later to ship it even though they said
it was in stock. Then a couple of years into my project I needed all my
stuff for my panel. I priced it out with them on the phone and then sho
pped it at several other vendors, they were the highest by a few thousan
d bucks and Pacific Coast Avionics got my business. I did give them a ch
ance to at least get closer in price but the answer from them was . " th
ats the best we can do", They didn't even want to discuss it further. Th
e straw that broke the camels back was when I ordered some 4130 for
my engine mount. I ordered several pieces of 1" .065 in various lengths
. If I remember correctly there was 4 @3', <A href="mailto:4@4'">
4@4'</A>, 2@ 2. '. Not a big order mind you but when it arrived EVERY on
e was short. The 3 footers were 34", the 4 footers were 46" and the two
footers were 23" or so. I did allow for waste during my machining
process so I was able to make them work but I did call and asked wh
at the deal was. Their comment was " well the lengths we send were close
so go ahead and use them". I then demanded they send out a return prepa
id freight ticket and I would ship them back and they send me what
I ordered, not what they had laying around that was close. Of course th
at prepaid ticket NEVER showed up and that was the last time I did
business with them. I go out of my way to bad mouth them every time I c
an and here is another chance. Seems funny that Jim Irwin didn't call me
to ask me side of the story.!!!!!!!!!!!!!!!!! And I am sure he will not
call now..<G></P>
<P>I want this archived too<BR><BR><BR>Ben Haas<BR>N801BH<BR>www.ha
aspowerair.com<BR><BR>-- Matt Reeves <mattreeves@yahoo
.com> wrote:<BR></P>
<DIV>I have been a customer of Aircraft Spruce for over 20 years. &
nbsp; Let's face it, no other company has as much in one place as Aircra
ft Spruce and their catalog is second to none. Their catalogs educ
ated me thousands of times over the years which is worth a great deal to
me that someone has gone to all that effort to describe products.
I read just about every page of their catalog every year. Product
s change, improve, and material costs do increase - it happens - which i
s why I always get the most current catalog or even better, check their
current pricing on their website. All companies do that, not just
aircraft part companies.</DIV>
<DIV> </DIV>
<DIV>I have purchased products from all other competitors and have had a
few problems over the years but Aircraft Spruce ALWAYS does a great job
. I have even had the owner of the company follow up to make sure
I was satisfied. I have never had that happen with any other compe
titor.</DIV>
<DIV> </DIV>
<DIV>I just found this on Aircraft Spruce's website:</DIV>
<DIV> </DIV>
<DIV>"Aircraft Spruce will NOT be undersold!</DIV>
<DIV><FONT color=#000066>Aircraft Spruce works hard to bring you low p
rices. If you have found a better price for an item at another authorize
d dealer, we will do everything possible to meet or beat that price. <BR
><BR>Price matching is only applicable to identical conditions of sale.
The item must be in stock at the other authorized dealer (not a floor sa
mple, "open box" item, refurbished or demo piece). This offer applies to
new purchases only. For price adjustments on existing orders, please fi
ll out the below form and click submit. You will find a price match link
at the bottom of each product page. "</FONT></DIV>
<DIV><FONT color=#000066></FONT> </DIV>
<DIV><FONT color=#000066>That's the official word from Aircraft Spruce
. I love them and know they do care about their customers. I
can speak from personal experience. They are not in the bus
iness to rip anyone off. If you think their is an unfair price, go
to their website and click on the price matching information link and I
bet you'll be pleasantly surprised.</FONT></DIV>
<DIV><FONT color=#000066></FONT> </DIV>
<DIV><FONT color=#000066>Matt, Danny, Ben, Mikhail, and Jesse Reeves</
FONT></DIV>
<DIV><FONT color=#000066></FONT> </DIV>
<DIV><FONT color=#000066>All aircraft builders, Oshkosh, and Sun N Fun
elite members and all around good guys.</FONT></DIV>
<DIV> </DIV>
<DIV> </DIV>
<P>
<HR SIZE=1>
<A href="http://webmaila.netzero.net/webmail/new/<pre><b><font%20size=
========================
========================
href="http://www.matronics.com/Navigator?RV-List">http://www.matronic
========================
========================
========================
</B></FONT><PRE></PRE>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 5
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| Subject: | Price Increase Rant |
--> <retasker@optonline.net>
Uuum, not that I disagree with the gist of what you are saying, but what
makes you think that a small business must make more than 10% to stay in
business??? Profit is what is left after all expenses - including
salaries for the owners, etc. As long as a business breaks even after
all expenses it can stay in business as long as the owners want it to.
A not unusual method of operating a small business is to make sure there
are no profits at all. Distribute any potential profits to the owners
and employees as salary and/or bonus and the profit disappears. No
profits and the business pays no taxes!
WARNING: Your delete key is just to the right of your return key.
Dick,
The reason a 10% profit is an absolute minimum for a business (20%-30%
is actually needed) is, at that rate of profit, you will never be able
to pay back the investment, be it to yourself or an outside investor.
You can get 5.5% on a CD with NO risk. If you put $250,000 into starting
a business, you deserve 10%-15% return on your money for taking on such
a high risk investment. Since 7 of 10 startup businesses fail in the
first three years, where are the 7 people who lost $250K each going to
recover their investment. The only avenue of recovery is the 3 that are
successful must make enough profit to pay back the money lost by the
other 7 (even if it goes to themselves and not the other seven losers).
Even then, if all the 3 did was make back the total investment of the
10, then that's a breakeven situation--which is not justification for
the investments ever being made in the first place. A business must be
able to pay back their investors (even if its yourself), organically
generate excess cash for expansion and build a cushion for the
inevitable business setback, and so forth. 10% ain't even close to
doing the job.
Of course, if the owners/managers/employees drain the company of its
profit by paying themselves inordinately high wages, then all they are
doing is fooling the owners or themselves. Part of the problem in this
discussion is the definition of "profit". First of all, there are
several definitions of profit including those for tax accounting and
those for GAAP accounting, and even those are subject to a level of
manipulation beyond belief. There are scads of companies, small and
large, that were profitable every year of their existence...and they
went bankrupt. That's why Don Trump said "Cash is King" as he was
headed toward bankruptcy (and didn't have any). For start up to mid
sized companies, survival depends on cash flow, not profits. On the
other hand, there are scads of big companies that are unprofitable every
year and yet they stay in business (think USAir, Delta, GM, Ford, et
al).
In closing, I would say that your definition of a business is not really
a business at all....that's just self-employment. If you have a small
investment, there is very low risk of failure, you pay yourself a
going-wage and you 10% leftover, that's great, but what you describe is
not an ongoing enterprise or business if all you are doing is paying
yourself.
Anyone that thinks starting a company or running a small to mid sized
company is a get rich quick scheme--has obviously never done it.
Chuck
Message 6
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| Subject: | Re: Price Increase Rant |
Reference Exxon Mobil profits:
>The interesting thing to me is that this is a public company. Anyone
>can share in the obscene profits by buying whatever proportion of the
>company they can afford.
>
>I have found that energy companies, in general, may not be the best
>things to buy into, but go crazy if you think they are cleaning up.
After the Exxon Valdez disaster (I used to be an Alaskan resident), I find
it very difficult to buy their retail gas, let alone become an owner of
what I consider to be a socially irresponsible company. Just my personal bias.
If I were to invest, I have often said at the beginning of my RV project I
should have bought stock in UPS or FEDEX. I seem to have paid them as much
money as I have to Vans or ACS. I am not criticizing UPS or FEDEX, but for
those who have not yet started the building process, I recommend you budget
a significant amount of money for shipping and handling.
Bob
Message 7
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| Subject: | Re: pilot's family awarded $10.5M |
It's not the lawyer's fault. The job of the lawyer is to represent
his client. Sounds like this lawyer is doing just that. The fault
belongs to whoever first started blaming anyone beyond the pilot.
That might have been an ambulance-chasing lawyer, but could be anyone
in the family or a family friend saying, "You're going to sue them,
aren't you?"
You can also blame the law makers for making laws too convoluted for
any reasonable person to follow.
-J
do not archive
On Feb 2, 2007, at 12:06 AM, David Leonard wrote:
> Ok, that seems pretty much like the details.. Thanks Bob
>
> NOW can we lynch the plantif lawyers???
>
> :-)
>
> Dave Leonard
>
>
> On 2/1/07, Bob Collins <bcollinsrv7a@comcast.net> wrote:
> <bcollinsrv7a@comcast.net >
>
> I published the Hotline a day early (email subscribers will get it
> tomorrow), because I finished the story today. But it's now
> available online.
>
> EAA asks court to overturn verdict in RV crash trial ( http://
> rvhotline.expercraft.com/articles/2007/eaa_court_motion.html)
>
> Or the whole shootin' match
>
> http://rvhotline.expercraft.com
>
Message 8
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| Subject: | Aircraft Spruce's price matching information |
Just for a bit of balance. Aircraft Spruce provides a lot of the material
that keeps the SportAir workshops afloat. Based on what I've heard about the
amount of money they don't make (or even cost the EAA) to provide, it may be
the difference between having them and not having them.
also, there's a LOT of good information for builders in their catalog aside
from just what they're selling.
all that said, I do wish American companies would "get it" where customer
service is concerned. For all the advertising costs to get customers in the
door, why they try to save pennies by providing poor customer service (and
I'm speaking generally here) is beyond my small brain to comprehend.
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of n801bh@netzero.com
Sent: Friday, February 02, 2007 8:22 AM
Subject: Re: RV-List: Aircraft Spruce's price matching information
When I started on my Zenith 801 back in 2001 I bought almost everything I
needed for it from ACS. The only thing they were not competitive on were
clecos, so I got them from another place. For the first year or so the
servoce was PERFECT, and I mean that. then slowly they started with delayed
shipping. You know, stating it would go out that same day and then taking a
few days later to ship it even though they said it was in stock. Then a
couple of years into my project I needed all my stuff for my panel. I priced
it out with them on the phone and then shopped it at several other vendors,
they were the highest by a few thousand bucks and Pacific Coast Avionics got
my business. I did give them a chance to at least get closer in price but
the answer from them was . " thats the best we can do", They didn't even
want to discuss it further. The straw that broke the camels back was when I
ordered some 4130 for my engine mount. I ordered several pieces of 1" .065
in various lengths. If I remember correctly there was 4 @3', 4@4', 2@ 2. '.
Not a big order mind you but when it arrived EVERY one was short. The 3
footers were 34", the 4 footers were 46" and the two footers were 23" or so.
I did allow for waste during my machining process so I was able to make them
work but I did call and asked what the deal was. Their comment was " well
the lengths we send were close so go ahead and use them". I then demanded
they send out a return prepaid freight ticket and I would ship them back
and they send me what I ordered, not what they had laying around that was
close. Of course that prepaid ticket NEVER showed up and that was the last
time I did business with them. I go out of my way to bad mouth them every
time I can and here is another chance. Seems funny that Jim Irwin didn't
call me to ask me side of the story.!!!!!!!!!!!!!!!!! And I am sure he will
not call now..<G>
I want this archived too
Message 9
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| Subject: | Re: pilot's family awarded $10.5M |
Lynching the plaintif attorneys is an attractive proposition, but we've
got a lot of work to do first...like stringing up the presiding judge
and all of the jury. The Plaintif Attorneys only made their client's
argument. It was the judge that made rulings and the jury that found
for the claimant. Perhaps the attorney's are the least culpable of the
three????
Bob, thanks for the article. An interesting read to say the least.
These things are never clear cut. If not with this judge, then
eventually the whole case is likely to turn on a couple of narrow legal
principles about assumed responsibility and resonableness of the
responding rescue. A jury finding is much like instant replay in
footballl--we have a call on the field and it will take indisputable
evidence to overturn it.
The other possible outcome will be a reduced award that all parties
agree to---kind of like kissing your sister.
Chuck Jensen
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of David Leonard
Sent: Friday, February 02, 2007 1:07 AM
Subject: Re: RV-List: Re: pilot's family awarded $10.5M
Ok, that seems pretty much like the details.. Thanks Bob
NOW can we lynch the plantif lawyers???
:-)
Dave Leonard
On 2/1/07, Bob Collins <bcollinsrv7a@comcast.net> wrote:
<bcollinsrv7a@comcast.net >
I published the Hotline a day early (email subscribers will get
it tomorrow), because I finished the story today. But it's now available
online.
EAA asks court to overturn verdict in RV crash trial (
http://rvhotline.expercraft.com/articles/2007/eaa_court_motion.html)
Or the whole shootin' match
http://rvhotline.expercraft.com
--------
Bob Collins
St. Paul, Minn.
RV Builder's Hotline (free!)
http://rvhotline.expercraft.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=92199#92199
--
David Leonard
Turbo Rotary RV-6 N4VY
My websites at:
http://members.aol.com/_ht_a/rotaryroster/index.html
http://members.aol.com/_ht_a/vp4skydoc/index.html
http://leonardiniraq.blogspot.com
Message 10
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| Subject: | Re: pilot's family awarded $10.5M |
RVs have a stick, not a yoke. I don't know how you could possible
take off with the stick locked with the passenger seat belt. Good
lord, wouldn't you feel it? Even if you didn't do a proper pre-
takeoff check list (talk about irresponsible), you would feel it
during the take off roll. Close the throttle and don't take off!
And once you take off, couldn't you reach over and unsnap the buckle
real fast like?
Nothing about this case makes any sense. I'm sticking with my
original opinion -- this was the pilot's fault, start to finish, and
absolutely no one else should have responsibility.
-J
On Feb 2, 2007, at 8:21 AM, Bob Collins wrote:
> If you read the testimony, it sounds like they're talking about two
> different events.
>
> But I think the head puzzler is not about a crash at all but about
> the decision that took the city of Arlington off the HOOK. *If* the
> original argument is that the EAA had a responsibility to be sure
> Arlington provided proper fire services and THEN Arlington was
> judged to be not liable for whatever reason, how does that
> liability then somehow transfer to the EAA, which didn't own a fire
> department and didn't run an airport?
>
> Frankly, the county's use of not having a single judge in charge of
> a suit/trial from start to finish might be the stupidest thing in
> this whole affair.
>
> I keep going back, though, to the pilot. I don't fly an RV but what
> do people do with their hands when they're taxiing? Don't you put
> one of them on the yoke? I would think that from startup to take-
> off, you'd "feel" that the yoke wasn't free (if there'd been a
> safety belt wrapped around it), just from natural arm movement.
> But, like I said, I don't fly one.
>
> Do not archive
>
Message 11
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| Subject: | Aircraft Spruce's price matching information |
Ben,
I think you may have taken the wrong lesson about ACS away from your
experience, particularly as it relates to instruments and panels. The
postings over the last several days about ACS had a common theme related
to instrument panel procurement--a bad one. This doesn't make ACS a bad
company, owned by bad people and an employer of bad people--they simply
don't do panels very well. So the lesson is, don't buy your panel from
ACS. All companies have things they do very well, other things that
they do satisfactorily and others that they suck at. It sounds like ACS
sucks at panel work, but one shouldn't allow that to color our opinion
about all the other things that ACS supplies and does.
My personal experience with ACS has been 'perfect' with every order
filled accurately and delivered promptly; your results may (and
apparently did) vary. And, as another poster noted, their catalog is
the BEST.
Chuck Jensen
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
n801bh@netzero.com
Sent: Friday, February 02, 2007 9:22 AM
Subject: Re: RV-List: Aircraft Spruce's price matching information
When I started on my Zenith 801 back in 2001 I bought almost everything
I needed for it from ACS. The only thing they were not competitive on
were clecos, so I got them from another place. For the first year or so
the servoce was PERFECT, and I mean that. then slowly they started with
delayed shipping. You know, stating it would go out that same day and
then taking a few days later to ship it even though they said it was in
stock. Then a couple of years into my project I needed all my stuff for
my panel. I priced it out with them on the phone and then shopped it at
several other vendors, they were the highest by a few thousand bucks and
Pacific Coast Avionics got my business. I did give them a chance to at
least get closer in price but the answer from them was . " thats the
best we can do", They didn't even want to discuss it further. The straw
that broke the camels back was when I ordered some 4130 for my engine
mount. I ordered several pieces of 1" .065 in various lengths. If I
remember correctly there was 4 @3', 4@4', 2@ 2. '. Not a big order mind
you but when it arrived EVERY one was short. The 3 footers were 34", the
4 footers were 46" and the two footers were 23" or so. I did allow for
waste during my machining process so I was able to make them work but I
did call and asked what the deal was. Their comment was " well the
lengths we send were close so go ahead and use them". I then demanded
they send out a return prepaid freight ticket and I would ship them
back and they send me what I ordered, not what they had laying around
that was close. Of course that prepaid ticket NEVER showed up and that
was the last time I did business with them. I go out of my way to bad
mouth them every time I can and here is another chance. Seems funny that
Jim Irwin didn't call me to ask me side of the story.!!!!!!!!!!!!!!!!!
And I am sure he will not call now..<G>
I want this archived too
Ben Haas
N801BH
www.haaspowerair.com
-- Matt Reeves <mattreeves@yahoo.com> wrote:
I have been a customer of Aircraft Spruce for over 20 years. Let's
face it, no other company has as much in one place as Aircraft Spruce
and their catalog is second to none. Their catalogs educated me
thousands of times over the years which is worth a great deal to me that
someone has gone to all that effort to describe products. I read just
about every page of their catalog every year. Products change, improve,
and material costs do increase - it happens - which is why I always get
the most current catalog or even better, check their current pricing on
their website. All companies do that, not just aircraft part companies.
I have purchased products from all other competitors and have had a few
problems over the years but Aircraft Spruce ALWAYS does a great job. I
have even had the owner of the company follow up to make sure I was
satisfied. I have never had that happen with any other competitor.
I just found this on Aircraft Spruce's website:
"Aircraft Spruce will NOT be undersold!
Aircraft Spruce works hard to bring you low prices. If you have found a
better price for an item at another authorized dealer, we will do
everything possible to meet or beat that price.
Price matching is only applicable to identical conditions of sale. The
item must be in stock at the other authorized dealer (not a floor
sample, "open box" item, refurbished or demo piece). This offer applies
to new purchases only. For price adjustments on existing orders, please
fill out the below form and click submit. You will find a price match
link at the bottom of each product page. "
That's the official word from Aircraft Spruce. I love them and know
they do care about their customers. I can speak from personal
experience. They are not in the business to rip anyone off. If you
think their is an unfair price, go to their website and click on the
price matching information link and I bet you'll be pleasantly
surprised.
Matt, Danny, Ben, Mikhail, and Jesse Reeves
All aircraft builders, Oshkosh, and Sun N Fun elite members and all
around good guys.
________________________________
http://www.matronic==================
=========
==================
<http://webmaila.netzero.net/webmail/new/<pre><b><font%20size====
======
============= href=>
Message 12
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| Subject: | to RV related business owners |
To RV related business owners
Aircraft Technical Book Company (Builder's Bookstore) is now working on
the
new edition of 27 Years of the RVator which is expected to be on sale at
Sun
'N Fun this April. As always, RV related businesses are invited to
advertise their products and services through this publication.
If your company serves this market, please write back off list or call
for
more information.
Thanks,
Andy Gold
Aircraft Technical Book Company
www.ACtechbooks.com
www.buildersbooks.com
agold@actechbooks.com
970 887-2207
do not archive
Message 13
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| Subject: | Re: pilot's family awarded $10.5M |
// RVs have a stick, not a yoke.
I knew that. Improper choice of words -- err... word.
// Nothing about this case makes any sense. I'm sticking with my original
opinion -- this was the pilot's fault, start to finish, and absolutely no
one else should have responsibility.
It's a matter of law in Washington state, however, rather than a matter of
opinion, which I guess is why it's in court. Although, as my story pointed
out, there's an issue of an interpretation of the statute that if one is
found responsible for his own death, that bars any future attempts to
damages.
I presume this will end up in an appeals court and I presume that will be a
significant point that will need to be clarified.
Message 14
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| Subject: | Re: pilot's family awarded $10.5M |
// Lynching the plaintif attorneys is an attractive proposition, but we've
got a lot of work to do first...like stringing up the presiding judge and
all of the jury.
Don't forget the county board and, oh yea, all of the voters of Snohomish
County.
I thnk you're going to need a bigger tree, Dave. (g)
// The Plaintif Attorneys only made their client's argument. It was the
judge that made rulings and the jury that found for the claimant.
It was actually several judges and, as the EAA motion indicated, every one
seemed to contradict the other. As I said earlier, that's a pretty stupid
way to run a court system but that's what the pols and the people who voted
set up.
// Bob, thanks for the article. An interesting read to say the least.
These things are never clear cut. If not with this judge, then eventually
the whole case is likely to turn on a couple of narrow legal principles
about assumed responsibility and resonableness of the responding rescue. A
jury finding is much like instant replay in footballl--we have a call on the
field and it will take indisputable evidence to overturn it.
I did add both motions. Download at least the first one and read it front to
back. Once you do, I GUARANTEE everybody will put more care into their
preflight and, hopefully, into their flying. It's pretty graphic in
describing the pilots last moments. I know lots of people think it can't
happen to them. But it can. Very easily, I'm afraid, and we need to be more
vigilant so we don't end up in the same situation, and we don't expose our
loved ones or anyone else to a similar fate.
If we tkae nothing else away from this, hopefully we'll all take that away.
We can fly better. We can fly safer.
Bob
Message 15
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| Subject: | Re: Spray-on non-skid Wing Walks |
Quote:
>After one year and about 130 hours, and a whole lotta fata$$es stomping
on the wingwalks, the experiment can be called a "success" at this
time-<
Mark, I resemble that remark....
Bret Smith
RV-9A "Wings"
Blue Ridge, GA
www.FlightInnovations.com
----- Original Message -----
From: Fiveonepw@aol.com
To: rv-list@matronics.com
Sent: Friday, February 02, 2007 12:07 AM
Subject: Re: RV-List: Spray-on non-skid Wing Walks
In a message dated 02/01/2007 12:01:42 PM Central Standard Time,
ronlee@pcisys.net writes:
Same color as the wing sounds good but a contrasting color is easier
to see
and
avoid stepping on an area that should not be stepped on.
>>>>
Not after-the-fact stuff, but if you haven't painted yet, this worked
well for me and has held up nicely for almost 2 years so far:
http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id=527
6
From The PossumWorks in TN
Mark
Message 16
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| Subject: | Re: Price Increase Rant |
Chuck, I *have* done it, plus have taken new venture management
classes while working on my MBA. Other than my software consulting
business (which you might have referred to as self-employment, even
though we had employees), I've also worked for two other startups.
You're making too many assumptions.
-Some business can be boot strapped for a lot less than $250k. (Mine
was bootstrapped with nothing, but software consulting is easy :-)
Others, of course, need a lot more than that just to get started and
still may not make a profit for several years.
-Not all small businesses are still in the "pay back the investors"
period.
-Most investors want to see a small business reinvest most / all
profits back in the business. They don't want dividends. They want
you to grow the business, and you do that through reinvesting
everything you make. They'll get their money when the company has
grown to some size and they sell their interest.
-Many times, your investors also work for the company and take their
compensation from salaries, thus avoiding double-taxation. Remember,
dividends are taxed twice: once as income for the company and a
second time as income for the shareholder.
-10% profits can still represent a significant ROI for the
investors. Take the position I tried to place myself in (but made
mistakes, so it didn't happen). I had a software product we
developed for a client, but I retained rights. The software cost me
nothing (initially), although I then bootstrapped additional
development to turn it into a sellable product. I spent probably
about $50k getting it ready for marketing and my initial marketing
attempts. It was a unique product with a potential market of about
100,000 installations, which would have included initial sales plus
annual maintenance fees. If I had spent $250k instead and brought in
the right marketing and sales people, I would have quickly turned
into a $10m (or more) annual business. 10% profits would have been
$1m annually. Not a bad annual return for a $250k investment. Even
if we'd only become a $1M company, 10% profit represents $100k
annually, so the 7-year ROI for $250k would have been $700k. That's
not the $2.5m that an investor would have wanted (factor of 10), but
it's nothing to sneeze at, either.
Remember that ultimately, when investing in a small business (or
really any business), the investor's ROI is expected to come from
capital gains, not dividends. Investors want the stock price to go
up, not see big dividends. That's why everyone is so focused on the
DOW or S&P 500, not the average annual dividends. If you want steady
annual dividends, you invest in utilities.
-Joe
do not archive
On Feb 2, 2007, at 8:37 AM, Chuck Jensen wrote:
>
> --> <retasker@optonline.net>
>
> Uuum, not that I disagree with the gist of what you are saying, but
> what
>
> makes you think that a small business must make more than 10% to
> stay in
>
> business??? Profit is what is left after all expenses - including
> salaries for the owners, etc. As long as a business breaks even
> after
> all expenses it can stay in business as long as the owners want it to.
> A not unusual method of operating a small business is to make sure
> there
>
> are no profits at all. Distribute any potential profits to the owners
> and employees as salary and/or bonus and the profit disappears. No
> profits and the business pays no taxes!
>
> WARNING: Your delete key is just to the right of your return key.
>
> Dick,
> The reason a 10% profit is an absolute minimum for a business (20%-30%
> is actually needed) is, at that rate of profit, you will never be able
> to pay back the investment, be it to yourself or an outside investor.
> You can get 5.5% on a CD with NO risk. If you put $250,000 into
> starting
> a business, you deserve 10%-15% return on your money for taking on
> such
> a high risk investment. Since 7 of 10 startup businesses fail in the
> first three years, where are the 7 people who lost $250K each going to
> recover their investment. The only avenue of recovery is the 3
> that are
> successful must make enough profit to pay back the money lost by the
> other 7 (even if it goes to themselves and not the other seven
> losers).
> Even then, if all the 3 did was make back the total investment of the
> 10, then that's a breakeven situation--which is not justification for
> the investments ever being made in the first place. A business
> must be
> able to pay back their investors (even if its yourself), organically
> generate excess cash for expansion and build a cushion for the
> inevitable business setback, and so forth. 10% ain't even close to
> doing the job.
>
> Of course, if the owners/managers/employees drain the company of its
> profit by paying themselves inordinately high wages, then all they are
> doing is fooling the owners or themselves. Part of the problem in
> this
> discussion is the definition of "profit". First of all, there are
> several definitions of profit including those for tax accounting and
> those for GAAP accounting, and even those are subject to a level of
> manipulation beyond belief. There are scads of companies, small and
> large, that were profitable every year of their existence...and they
> went bankrupt. That's why Don Trump said "Cash is King" as he was
> headed toward bankruptcy (and didn't have any). For start up to mid
> sized companies, survival depends on cash flow, not profits. On the
> other hand, there are scads of big companies that are unprofitable
> every
> year and yet they stay in business (think USAir, Delta, GM, Ford, et
> al).
>
> In closing, I would say that your definition of a business is not
> really
> a business at all....that's just self-employment. If you have a small
> investment, there is very low risk of failure, you pay yourself a
> going-wage and you 10% leftover, that's great, but what you
> describe is
> not an ongoing enterprise or business if all you are doing is paying
> yourself.
>
> Anyone that thinks starting a company or running a small to mid sized
> company is a get rich quick scheme--has obviously never done it.
>
> Chuck
>
>
Message 17
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Well,
My only complaint with Exxon is that I doubled my money invested in them
this last two years and I would have preferred to triple it... ;{(
And I don't talk to ACS on the phone much so I have no idea what their
customer service is like.
However, I order from them online a lot and they seem to get it right every
time.
Of course it's also quite handy to just go there and buy what you need. They
do sometimes have a line, but I often meet someone I know so we get to catch
up a bit.
While you are at price comparisons go over to WestMarine sometime if you
think ACS is high.
If you do go to ACS-CA, stop at Bob's Chow and Chile Hall, KAJO, food is
good and the jams are homemade.
W
Do not archive
PS Do NOT take a "friend" along because if you do the SOB will win the
giveaway GPS right out from under your nose and will then proceed to remind
you of that (AKA GLOAT) for the rest of your life.
Message 18
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| Subject: | Re: Icom-Battery |
Go to the aviation radio section. On that page are several batteries for the A23.
You can get different capacities or you can get a case that holds standard
AA cells.
PAul
----- Original Message -----
From: bertrv6@highstream.net
Subject: Re: RV-List: Icom-Battery
>
> Quoting ptrotter@optonline.net:
>
> > Try www.batteriesamerica.com. I got a battery pack for my A23
> from them a
> > while ago.
> >
> > Paul
> >
> > ----- Original Message -----
> > From: bertrv6@highstream.net
> > Date: Thursday, February 1, 2007 12:13 pm
> > Subject: RV-List: Icom-Battery
> > To: rv-list@matronics.com
> >
> > >
> > >
> > >
> > > Hi:
> > >
> > > My hand held radio needs new battery, (the one that came with
> > > the radio lasted
> > > only three years)
> > >
> > > I have the Icom A23 model... I have checked around here Orlando,
> > > the prices
> > > are $80.00 and up...Battery is BP-200L 9.6V.
> > >
> > > Any one knows, where I can get something cheaper ?
> > >
> > > Thanks
> > >
> > > Bert
> > > Rv6a
> > >
> > > Do Not archive
> > >
> > >
> > >
> > >Paul thanks for the info . I went to their web page, could
> not find
> the one for Icom A23...What I am doing wrong?
>
> Do you remember the price?
>
> Thanks
>
> Bert
>
> do not archive
> > >
> >
>
>
>
>
>
>
>
>
>
Message 19
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| Subject: | IO-360/ front sump AFP cable routing |
Any good solutions to cable routing & bracketry to run throttle & mixture
cables to an Airflow Performance FM-200 controller on the front of an IO-360?
(Lycoming sump) The Vetterman pipes cross under the sump and leave little room,
but best clearance looks like from the right rear corner going forward. The
bracket that came with the kit looks like it's for a Bedix servo- it sure don't
fit! This is on a -7A.
Any suggestions for routing scat tube from muff on #1 pipe to FW heat box
welcomed, also!
Thanks & do not archive
Mark
Message 20
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| Subject: | Re: pilot's family awarded $10.5M |
The laws should reflect reasonable opinions. Laws shouldn't be
unreasonable.
-J
do not archive
On Feb 2, 2007, at 9:24 AM, Bob Collins wrote:
> // RVs have a stick, not a yoke.
>
> I knew that. Improper choice of words -- err... word.
>
>
> // Nothing about this case makes any sense. I'm sticking with my
> original opinion -- this was the pilot's fault, start to finish,
> and absolutely no one else should have responsibility.
>
> It's a matter of law in Washington state, however, rather than a
> matter of opinion, which I guess is why it's in court. Although,
> as my story pointed out, there's an issue of an interpretation of
> the statute that if one is found responsible for his own death,
> that bars any future attempts to damages.
>
> I presume this will end up in an appeals court and I presume that
> will be a significant point that will need to be clarified.
Message 21
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| Subject: | Re: Spray-on non-skid Wing Walks |
In a message dated 02/02/2007 9:36:53 AM Central Standard Time,
smithhb@tds.net writes:
Mark, I resemble that remark....
Looks like I'll have to update the entry since you flew since then- you can
stomp on my wing anytime, Bret...
8-) do not archive
Message 22
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| Subject: | Re: pilot's family awarded $10.5M |
Bob,
Assuming no wind and in this case it was negligible the stick is not needed
for taxi unless you have a tailwheel aircraft. In a tailwheel you need to
keep the stick back which is where the belt would have held it. It is in my
checklist several times to check "Controls free and correct" as it is in
every checklist I have ever seen. I always do it without fail and
especially do it just before take off when I have passengers on board. I
have had a passenger put their legs in such a way as to restrict the
controls. At takeoff I double check to make sure I have control.
Check it and check it again.
Tim
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bob Collins
Sent: Friday, February 02, 2007 8:21 AM
Subject: RE: RV-List: Re: pilot's family awarded $10.5M
If you read the testimony, it sounds like they're talking about two
different events.
But I think the head puzzler is not about a crash at all but about the
decision that took the city of Arlington off the HOOK. *If* the original
argument is that the EAA had a responsibility to be sure Arlington provided
proper fire services and THEN Arlington was judged to be not liable for
whatever reason, how does that liability then somehow transfer to the EAA,
which didn't own a fire department and didn't run an airport?
Frankly, the county's use of not having a single judge in charge of a
suit/trial from start to finish might be the stupidest thing in this whole
affair.
I keep going back, though, to the pilot. I don't fly an RV but what do
people do with their hands when they're taxiing? Don't you put one of them
on the yoke? I would think that from startup to take-off, you'd "feel" that
the yoke wasn't free (if there'd been a safety belt wrapped around it), just
from natural arm movement. But, like I said, I don't fly one.
Do not archive
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of David Leonard
Sent: Friday, February 02, 2007 12:07 AM
Subject: Re: RV-List: Re: pilot's family awarded $10.5M
Ok, that seems pretty much like the details.. Thanks Bob
NOW can we lynch the plantif lawyers???
:-)
Dave Leonard
Message 23
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| Subject: | Re: pilot's family awarded $10.5M |
Laws should reflect what the legislature enacted and the people in the
legislature should reflect the people who voted for them.
Let's face it, people usually don't pay attention to what their lawmakers
are doing. For the most part, we pay for our indifference.
do not archive
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Joseph Larson
Sent: Friday, February 02, 2007 10:02 AM
Subject: Re: RV-List: Re: pilot's family awarded $10.5M
The laws should reflect reasonable opinions. Laws shouldn't be unreasonable.
-J
do not archive
On Feb 2, 2007, at 9:24 AM, Bob Collins wrote:
// RVs have a stick, not a yoke.
I knew that. Improper choice of words -- err... word.
// Nothing about this case makes any sense. I'm sticking with my original
opinion -- this was the pilot's fault, start to finish, and absolutely no
one else should have responsibility.
It's a matter of law in Washington state, however, rather than a matter of
opinion, which I guess is why it's in court. Although, as my story pointed
out, there's an issue of an interpretation of the statute that if one is
found responsible for his own death, that bars any future attempts to
damages.
I presume this will end up in an appeals court and I presume that will be a
significant point that will need to be clarified.
Message 24
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| Subject: | Price Increase Rant |
Chuck
GAAP shows money invested and that payback on the balance sheet, and as
such profit would be defined as the money left over after expenses and
servicing the debt of the company is an expense. So if you said 10%
before EBITDA than you would be correct there would be an issue, but if
it is 10% profit after EBITDA, then that would be a healthy return for
the company. Double digit profit is becoming a rare thing, rather a 7-8%
profit is seen as a good norm for a healthy company.
Dan
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Chuck Jensen
Sent: Friday, February 02, 2007 9:37 AM
Subject: RE: RV-List: Price Increase Rant
--> <retasker@optonline.net>
Uuum, not that I disagree with the gist of what you are saying, but what
makes you think that a small business must make more than 10% to stay in
business??? Profit is what is left after all expenses - including
salaries for the owners, etc. As long as a business breaks even after
all expenses it can stay in business as long as the owners want it to.
A not unusual method of operating a small business is to make sure there
are no profits at all. Distribute any potential profits to the owners
and employees as salary and/or bonus and the profit disappears. No
profits and the business pays no taxes!
WARNING: Your delete key is just to the right of your return key.
Dick,
The reason a 10% profit is an absolute minimum for a business (20%-30%
is actually needed) is, at that rate of profit, you will never be able
to pay back the investment, be it to yourself or an outside investor.
You can get 5.5% on a CD with NO risk. If you put $250,000 into starting
a business, you deserve 10%-15% return on your money for taking on such
a high risk investment. Since 7 of 10 startup businesses fail in the
first three years, where are the 7 people who lost $250K each going to
recover their investment. The only avenue of recovery is the 3 that are
successful must make enough profit to pay back the money lost by the
other 7 (even if it goes to themselves and not the other seven losers).
Even then, if all the 3 did was make back the total investment of the
10, then that's a breakeven situation--which is not justification for
the investments ever being made in the first place. A business must be
able to pay back their investors (even if its yourself), organically
generate excess cash for expansion and build a cushion for the
inevitable business setback, and so forth. 10% ain't even close to
doing the job.
Of course, if the owners/managers/employees drain the company of its
profit by paying themselves inordinately high wages, then all they are
doing is fooling the owners or themselves. Part of the problem in this
discussion is the definition of "profit". First of all, there are
several definitions of profit including those for tax accounting and
those for GAAP accounting, and even those are subject to a level of
manipulation beyond belief. There are scads of companies, small and
large, that were profitable every year of their existence...and they
went bankrupt. That's why Don Trump said "Cash is King" as he was
headed toward bankruptcy (and didn't have any). For start up to mid
sized companies, survival depends on cash flow, not profits. On the
other hand, there are scads of big companies that are unprofitable every
year and yet they stay in business (think USAir, Delta, GM, Ford, et
al).
In closing, I would say that your definition of a business is not really
a business at all....that's just self-employment. If you have a small
investment, there is very low risk of failure, you pay yourself a
going-wage and you 10% leftover, that's great, but what you describe is
not an ongoing enterprise or business if all you are doing is paying
yourself.
Anyone that thinks starting a company or running a small to mid sized
company is a get rich quick scheme--has obviously never done it.
Chuck
Message 25
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| Subject: | Re: pilot's family awarded $10.5M |
Bob raises a good point. However, we never know about a law being run
through committees until it gets scheduled to the floor for a vote .....
and by then it's too late. Like most things in the government, the
lawmaking process is broke and needs fixing. Instead of starting the
lynching process with lawyers, maybe we should start with lobbyists.
Linn
Bob Collins wrote:
> Laws should reflect what the legislature enacted and the people in the
> legislature should reflect the people who voted for them.
>
> Let's face it, people usually don't pay attention to what their
> lawmakers are doing. For the most part, we pay for our indifference.
>
> do not archive
>
>
>
> ------------------------------------------------------------------------
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Joseph Larson
> Sent: Friday, February 02, 2007 10:02 AM
> To: rv-list@matronics.com
> Subject: Re: RV-List: Re: pilot's family awarded $10.5M
>
> The laws should reflect reasonable opinions. Laws shouldn't be
> unreasonable.
>
> -J
>
> do not archive
>
> On Feb 2, 2007, at 9:24 AM, Bob Collins wrote:
>
>> // RVs have a stick, not a yoke.
>> I knew that. Improper choice of words -- err... word.
>>
>> // Nothing about this case makes any sense. I'm sticking with my
>> original opinion -- this was the pilot's fault, start to finish, and
>> absolutely no one else should have responsibility.
>> It's a matter of law in Washington state, however, rather than a
>> matter of opinion, which I guess is why it's in court. Although, as
>> my story pointed out, there's an issue of an interpretation of the
>> statute that if one is found responsible for his own death, that bars
>> any future attempts to damages.
>> I presume this will end up in an appeals court and I presume that
>> will be a significant point that will need to be clarified.
>
>
>
>
Message 26
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| Subject: | Re: pilot's family awarded $10.5M |
Yeah, but I'm just thinking pilots have got to put their hand SOMEWHERE
while taxiing and I'm just guessing that it would be on the stick and it
just seemed to me that if the stick were lashed down with the seat belt,
it'd be obvious within the first few seconds of putting the hand on it. Just
the at of grabbing the stick would cause it to move, I would think, and the
lack of movement would be immediately obvious and at least make the pilot
wonder, "hey that doesn't feel right." But the victim here was a low-time
pilot and maybe he was preoccupied with trying to find the right runway or
something. Pretty scary, when you think bout it, because I know *I've* had
things i've done in an airplane that make me still hit my forehead when I
think about it. ... which at least as made me a good one hand typist (g)
Do not archive
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Tim Bryan
Sent: Friday, February 02, 2007 10:22 AM
Subject: RE: RV-List: Re: pilot's family awarded $10.5M
Bob,
Assuming no wind and in this case it was negligible the stick is not needed
for taxi unless you have a tailwheel aircraft. In a tailwheel you need to
keep the stick back which is where the belt would have held it. It is in my
checklist several times to check "Controls free and correct" as it is in
every checklist I have ever seen. I always do it without fail and
especially do it just before take off when I have passengers on board. I
have had a passenger put their legs in such a way as to restrict the
controls. At takeoff I double check to make sure I have control.
Check it and check it again.
Tim
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bob Collins
Sent: Friday, February 02, 2007 8:21 AM
Subject: RE: RV-List: Re: pilot's family awarded $10.5M
If you read the testimony, it sounds like they're talking about two
different events.
But I think the head puzzler is not about a crash at all but about the
decision that took the city of Arlington off the HOOK. *If* the original
argument is that the EAA had a responsibility to be sure Arlington provided
proper fire services and THEN Arlington was judged to be not liable for
whatever reason, how does that liability then somehow transfer to the EAA,
which didn't own a fire department and didn't run an airport?
Frankly, the county's use of not having a single judge in charge of a
suit/trial from start to finish might be the stupidest thing in this whole
affair.
I keep going back, though, to the pilot. I don't fly an RV but what do
people do with their hands when they're taxiing? Don't you put one of them
on the yoke? I would think that from startup to take-off, you'd "feel" that
the yoke wasn't free (if there'd been a safety belt wrapped around it), just
from natural arm movement. But, like I said, I don't fly one.
Do not archive
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of David Leonard
Sent: Friday, February 02, 2007 12:07 AM
Subject: Re: RV-List: Re: pilot's family awarded $10.5M
Ok, that seems pretty much like the details.. Thanks Bob
NOW can we lynch the plantif lawyers???
:-)
Dave Leonard
Message 27
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| Subject: | Re: IO-360/ front sump AFP cable routing |
Mark,
You're describing my setup exactly.
http://www.rvproject.com/construction_log.html has lots of links to
pages where I deliberated about how to run those control cables. Here's
a link to the page where I finally got a clue:
http://www.rvproject.com/20030728.html
This page shows the brackets I made and how I routed the cables:
http://www.rvproject.com/20030922.html
This page shows the mixture cable setup:
http://www.rvproject.com/20030926.html
As for the heat muff, I gave up on putting it on #1's tube because it
got too crowded under there. I instead put it on the lower/rear
crossover tube...it's fine there but it means longer SCAT runs. On my
list of things to do eventually is to replace the stock heat muff with a
custom one that has the input/output flanges facing in opposite (or
nearly so) directions. I think that will work better on #1's tube than
the stock setup that has both flanges facing in the same direction.
Hope this info helps,
)_( Dan
RV-7 N714D (~1200 hours)
www.rvproject.com
www.weathermeister.com
----- Original Message -----
From: Fiveonepw@aol.com
To: rv-list@matronics.com
Sent: Friday, February 02, 2007 7:59 AM
Subject: RV-List: IO-360/ front sump AFP cable routing
Any good solutions to cable routing & bracketry to run throttle &
mixture cables to an Airflow Performance FM-200 controller on the front
of an IO-360? (Lycoming sump) The Vetterman pipes cross under the sump
and leave little room, but best clearance looks like from the right rear
corner going forward. The bracket that came with the kit looks like
it's for a Bedix servo- it sure don't fit! This is on a -7A.
Any suggestions for routing scat tube from muff on #1 pipe to FW heat
box welcomed, also!
Thanks & do not archive
Mark
Message 28
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| Subject: | Re: pilot's family awarded $10.5M |
I've learned from this thread. I'll have a gust lock that I must remove
before starting the engine instead of using a seat belt. Bob's 'well,
DUH" statement hits close to home. My twist to the 'old, bold pilot' is
that 'an old pilot is one who survives all his (or her) stupid mistakes'.
I'll use a pin to fix the control stick in one spot ...... and attach
the mag switch key to it. Or some variation on that idea ..... I'm not
there yet.
As for this particular incident, if it was caused by the 'seat belt gust
lock', there were multiple places that it should have been caught ......
the least of them was a checklist with 'controls free and clear'. We
cannot be in a hurry when we fly, and we cannot do a proper preflight
with folks standing arround asking questions and interrupting your
normal flow of the preflight. This ranks right up there with having to
be home.
Linn
Bob Collins wrote:
> Yeah, but I'm just thinking pilots have got to put their hand
> SOMEWHERE while taxiing and I'm just guessing that it would be on the
> stick and it just seemed to me that if the stick were lashed down with
> the seat belt, it'd be obvious within the first few seconds of putting
> the hand on it. Just the at of grabbing the stick would cause it to
> move, I would think, and the lack of movement would be immediately
> obvious and at least make the pilot wonder, "hey that doesn't feel
> right." But the victim here was a low-time pilot and maybe he was
> preoccupied with trying to find the right runway or something. Pretty
> scary, when you think bout it, because I know *I've* had things i've
> done in an airplane that make me still hit my forehead when I think
> about it. ... which at least as made me a good one hand typist (g)
>
> Do not archive
Message 29
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| Subject: | Re: pilot's family awarded $10.5M |
If Don had the controls strapped down on takeoff apparently he is not the
only one to have made that mistake in an RV. This is from the current issue
of IFR Magazine's annual "Stupid Pilot Tricks" column: "Best-in-Show for
this category was the Georgia RV-6 pilot who flipped over during an aborted
take-off at St. Simons Island. It seems the right side passenger belt was
still wrapped around the right stick.."
Let me interject a personal and perhaps unfair observation in here. Don was
a VERY smart guy. He struck me in the short time that I knew him as someone
who was accustomed to excelling at anything he did. Here is the potentially
unfair part: There seemed to me to be that maybe he didn't take the
challenges and responsibilities of flying quite as seriously as I think they
should be taken, maybe like the guy driving in traffic with one arm over the
back of the seat and his mind elsewhere. I could easily imagine him thinking
of flying as just like driving with one more dimension to deal with. Why
would one need a check-list for that?
Terry
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Joseph Larson
Sent: Friday, February 02, 2007 7:00 AM
Subject: Re: RV-List: Re: pilot's family awarded $10.5M
RVs have a stick, not a yoke. I don't know how you could possible take off
with the stick locked with the passenger seat belt. Good lord, wouldn't you
feel it? Even if you didn't do a proper pre-takeoff check list (talk about
irresponsible), you would feel it during the take off roll. Close the
throttle and don't take off! And once you take off, couldn't you reach over
and unsnap the buckle real fast like?
Nothing about this case makes any sense. I'm sticking with my original
opinion -- this was the pilot's fault, start to finish, and absolutely no
one else should have responsibility.
-J
Message 30
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| Subject: | Re: pilot's family awarded $10.5M |
Terry Watson wrote:
> If Don had the controls strapped down on takeoff apparently he is not
> the only one to have made that mistake in an RV. This is from the
> current issue of IFR Magazine's annual "Stupid Pilot Tricks" column:
> "Best-in-Show for this category was the Georgia RV-6 pilot who flipped
> over during an aborted take-off at St. Simons Island. It seems the
> right side passenger belt was still wrapped around the right stick...."
>
>
>
> Let me interject a personal and perhaps unfair observation in here.
> Don was a VERY smart guy. He struck me in the short time that I knew
> him as someone who was accustomed to excelling at anything he did.
> Here is the potentially unfair part: There seemed to me to be that
> maybe he didn't take the challenges and responsibilities of flying
> quite as seriously as I think they should be taken, maybe like the guy
> driving in traffic with one arm over the back of the seat and his mind
> elsewhere. I could easily imagine him thinking of flying as just like
> driving with one more dimension to deal with. Why would one need a
> check-list for that?
>
>
>
> Terry
>
I've noticed two things in my short aviation 'career'. One, we make the
most mistakes when we're in a hurry ...... we cut corners on the
preflight and launch unprepared. The second thing is we get complacent
and don't use a checklist ..... and yes, I'm guilty of that one fairly
often ...... unless I'm in an airplane that I don't usually fly very
often. It's when we forget something rather important that we get
caught. I've had quite a few lessons over the 32 years I've been an
aviator .... lessons gleaned from other's 'stupid pilot tricks'. And
some from my own escapes with the grim reaper. Case in point: My buddy
lent his Baron to a nearby FBO owner and very experienced pilot in many
aircraft. They had some problems getting out of the hangar area ......
because the checklist was stowed the whole time. They (the whole
family) flew to the Bahamas. The departure was significantly familiar
to Don's. All aboard perished, and when the flaming wreckage cooled
down enoughfor an inspection ..... the gust lock was firmly installed.
Complacency and inattention to the little details will get us a very
short item in the next days newspaper ...... unless we're famous, and it
may last two days. Over the years I've become a lot more safety
concious ..... I'm trying to extend my lifeline ...... and don't mind
chastising my fellow aviators for their transgressions. I would hope
that they would do the same for me.
Linn
do not archive
Message 31
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| Subject: | Re: I've sworn off purge valve installations |
Well here I am again with this topic because I have some new data for you. Last
month an RV-4 N360WS, based at my airport, had an engine failure while enroute
and landed in a field. Pilot had his 10 yr old son with him. Both are ok. Plane
is totaled. FAA has just completed its findings. PURGE VALVE FAILURE. Yep
thats right. The pilot/builder did the same thing I did. Mounted and plumbed it
without knowing that the little screws had to be safety wired. I was fortunate.
HE was not. While he survived his off field, his show quality RV-4 is now
in the heap pile.
He also did not use his valve except for shut down. So I ask you... What are the
chances that this is some isolated problem. 2 guys, from the same field, within
a month of each other, with a failure of the purge valve? You still think
its edge case?
I say to you again, I have sworn them off my planes. Not needed on an RV, adds
both complexity and failure modes.
And if you have not checked your purge valve for the screws being safety wired,
I suggest you get right on it. Sorry to bring this up again, but I feel at least
compelled to bring you the data.
See ya,
Mike
[quote="mstewart(at)iss.net"]After my second failure in a couple thousand hours
of running fuel injection with pruge valves, I have concluded they are unnecessary
and can have multiple failure modes that can bring you down.
As many of you know Airflow Performance of Spartanburg SC sells a terrific fuel
injection system for all kinds of engines. from boats, to dragsters, to planes.
I have had their system on 2 RVs and have had 2 failures in the purge system.
The purpose in the purge valve is simple. On a hot start, pull the valve, turn
your pump on, and allow the hot vapors out for a few seconds. Close the valve
and start your normal hot start procedures.
On my RV-6 I had the purge vale return line running into the cockpit and into a
tee on the fuel inlet near the tank selector switch. AFP recommends this returning
back to the tank, but I felt this to be too complex an installation. One
day, while scudding back from SnF, close to home base, with Michelle in the right
seat, the engine coughed and would barely run. I managed to limp home. After
weeks of troubleshooting, it turned out that I had a crack in a tube FWF on
the purge return line. This crack was allowing air into the return line, and
hence air into the fuel flow to the engine. After this incident I decided on
my next plane, I would NOT put the purge return line into the fuel supply system.
This failure could have put me and my wife in the trees.
On my 8, I ran the purge return into the left tank vent. Thought being, let the
vapors and a little fuel run to the ground. Dont let a line leak here spoil my
fuel. So on a trip last week with several RVs and wifes to NYC for a play and
a movie, plane died on landing rollout in NJ. ARGH! We finished our weekend
getaway with the wifes, but on Sunday I put wife on a Delta flight home and began
troubleshooting. What I found was the plane was way lean in running and would
barely idle below 1500. I removed the fuel inlet to the servo and there was
plenty of fuel going in, but the engine was not getting it. I checked screens
and a few other things and no joy. I decided it was the servo not metering the
fuel properly. I finally decided I try taking off and climbing to altitude
and see if mother nature would richen it with altitude. Sure enough, around 7k
I would get egts at peak, and at 10k I could run a little ROP. BUT the fuel
flow was +4gph more than normal. How could that be? I dunno, but it was running
smooth and I flew her home to Atlanta.
Safe in my own hanger, I removed the servo and flow divider and sent it to AFP.
Don returned it with no problem found. ARGH! Spent the weekend troubleshooting
and found the problem. The Purge valve was leaking internally and some fuel
was by passing and going to the return side. Actually a lot of fuel was going
to the return. This was causing lean operation and high fuel flow. I have now
sent this to AFP for repair. I also suspect that this valve has been sending
fuel to the return all along in the past 300 hours. I have gotten from day 1,
and unexplained +1.5gph with my boost pump on.
In a couple thousand hours of RV injected operation in multiple aircraft, I have
not found I needed this purge valve function for hot starts. In fact all I really
use it for is to shut down the engine. Hot starts are easily handled with
proper technique. I have now sworn off this purge valve madness as it provides
no value in an RV and multiple failure modes.
Thought some of you might find this information useful.
Best,
Mike Stewart
> [b]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=92355#92355
Message 32
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| Subject: | Re: pilot's family awarded $10.5M |
Very true Bob,
When I was first learning to fly my instructor made me put my hands in my
lap when I taxied. This was because I kept trying to steer the plane with
the yoke. In hind sight this might not have been such a great idea, but I
always do a complete runup including a "Free and correct" check of the
controls.
Tim
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bob Collins
Sent: Friday, February 02, 2007 10:43 AM
Subject: RE: RV-List: Re: pilot's family awarded $10.5M
Yeah, but I'm just thinking pilots have got to put their hand SOMEWHERE
while taxiing and I'm just guessing that it would be on the stick and it
just seemed to me that if the stick were lashed down with the seat belt,
it'd be obvious within the first few seconds of putting the hand on it. Just
the at of grabbing the stick would cause it to move, I would think, and the
lack of movement would be immediately obvious and at least make the pilot
wonder, "hey that doesn't feel right." But the victim here was a low-time
pilot and maybe he was preoccupied with trying to find the right runway or
something. Pretty scary, when you think bout it, because I know *I've* had
things i've done in an airplane that make me still hit my forehead when I
think about it. ... which at least as made me a good one hand typist (g)
Do not archive
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Tim Bryan
Sent: Friday, February 02, 2007 10:22 AM
Subject: RE: RV-List: Re: pilot's family awarded $10.5M
Bob,
Assuming no wind and in this case it was negligible the stick is not needed
for taxi unless you have a tailwheel aircraft. In a tailwheel you need to
keep the stick back which is where the belt would have held it. It is in my
checklist several times to check "Controls free and correct" as it is in
every checklist I have ever seen. I always do it without fail and
especially do it just before take off when I have passengers on board. I
have had a passenger put their legs in such a way as to restrict the
controls. At takeoff I double check to make sure I have control.
Check it and check it again.
Tim
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bob Collins
Sent: Friday, February 02, 2007 8:21 AM
Subject: RE: RV-List: Re: pilot's family awarded $10.5M
If you read the testimony, it sounds like they're talking about two
different events.
But I think the head puzzler is not about a crash at all but about the
decision that took the city of Arlington off the HOOK. *If* the original
argument is that the EAA had a responsibility to be sure Arlington provided
proper fire services and THEN Arlington was judged to be not liable for
whatever reason, how does that liability then somehow transfer to the EAA,
which didn't own a fire department and didn't run an airport?
Frankly, the county's use of not having a single judge in charge of a
suit/trial from start to finish might be the stupidest thing in this whole
affair.
I keep going back, though, to the pilot. I don't fly an RV but what do
people do with their hands when they're taxiing? Don't you put one of them
on the yoke? I would think that from startup to take-off, you'd "feel" that
the yoke wasn't free (if there'd been a safety belt wrapped around it), just
from natural arm movement. But, like I said, I don't fly one.
Do not archive
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of David Leonard
Sent: Friday, February 02, 2007 12:07 AM
Subject: Re: RV-List: Re: pilot's family awarded $10.5M
Ok, that seems pretty much like the details.. Thanks Bob
NOW can we lynch the plantif lawyers???
:-)
Dave Leonard
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/N
avigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
Message 33
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| Subject: | Re: I've sworn off purge valve installations |
Guys, the weather is sucky in FL, so I've been on the list a lot.
You'll get rid of me when the weather clears!!! :-)
Read on!
kahuna wrote:
>
>Well here I am again with this topic because I have some new data for yo
u. Last month an RV-4 N360WS, based at my airport, had an engine failure
while enroute and landed in a field. Pilot had his 10 yr old son with him
=2E Both are ok. Plane is totaled. FAA has just completed its findings. P
URGE VALVE FAILURE. Yep thats right. The pilot/builder did the same thing
I did. Mounted and plumbed it without knowing that the little screws had
to be safety wired. I was fortunate. HE was not. While he survived his o
ff field, his show quality RV-4 is now in the heap pile.
>
Good and bad news.
>He also did not use his valve except for shut down. So I ask you... What
are the chances that this is some isolated problem. 2 guys, from the sam
e field, within a month of each other, with a failure of the purge valve?
You still think its edge case?
>
I think you sabotaged his plane. No, not really, but I got your
attention!!!
>I say to you again, I have sworn them off my planes. Not needed on an RV
, adds both complexity and failure modes.
>And if you have not checked your purge valve for the screws being safety
wired, I suggest you get right on it. Sorry to bring this up again, but
I feel at least compelled to bring you the data.
>
A reminder like this is terribly invaluable. Unfortunately it came too
late for your friend. This is something that you might post
periodically ..... it may save someone else's butt. I'd rather read it
a hundred times than lose another plane and/or pilot.
Linn
do not archive
>See ya,
>Mike
>
>[quote="mstewart(at)iss.net"]After my second failure in a couple thous
and hours of running fuel injection with pruge valves, I have concluded t
hey are unnecessary and can have multiple failure modes that can bring yo
u down.
>As many of you know Airflow Performance of Spartanburg SC sells a terrif
ic fuel injection system for all kinds of engines. from boats, to dragste
rs, to planes. I have had their system on 2 RVEUR^(TM)s and have had 2
failures in the purge system. The purpose in the purge valve is simple.
On a hot start, pull the valve, turn your pump on, and allow the hot vapo
rs out for a few seconds. Close the valve and start your normal hot start
procedures.
>
>On my RV-6 I had the purge vale return line running into the cockpit and
into a tee on the fuel inlet near the tank selector switch. AFP recommen
ds this returning back to the tank, but I felt this to be too complex an
installation. One day, while scudding back from SnF, close to home base,
with Michelle in the right seat, the engine coughed and would barely run.
I managed to limp home. After weeks of troubleshooting, it turned out th
at I had a crack in a tube FWF on the purge return line. This crack was a
llowing air into the return line, and hence air into the fuel flow to the
engine. After this incident I decided on my next plane, I would NOT put
the purge return line into the fuel supply system. This failure could hav
e put me and my wife in the trees.
>
>On my 8, I ran the purge return into the left tank vent. Thought being,
let the vapors and a little fuel run to the ground. DonEUR^(TM)t let a
line leak here spoil my fuel. So on a trip last week with several RVE
UR^(TM)s and wifes to NYC for a play and a movie, plane died on landing r
ollout in NJ. ARGH! We finished our weekend getaway with the wifeEUR^(
TM)s, but on Sunday I put wife on a Delta flight home and began troublesh
ooting. What I found was the plane was way lean in running and would bare
ly idle below 1500. I removed the fuel inlet to the servo and there was p
lenty of fuel going in, but the engine was not getting it. I checked scre
ens and a few other things and no joy. I decided it was the servo not met
ering the fuel properly. I finally decided I try taking off and climbing
to altitude and see if mother nature would richen it with altitude. Sure
enough, around 7kEUR^(TM) I would get egtEUR^(TM)s at peak, and at
10kEUR^(TM) I could run a little ROP. BUT the fuel flow was +4gph mor
e than normal. H!
> ow could that be? I dunno, but it was running smooth and I flew her hom
e to Atlanta.
>
>Safe in my own hanger, I removed the servo and flow divider and sent it
to AFP. Don returned it with no problem found. ARGH! Spent the weekend t
roubleshooting and found the problem. The Purge valve was leaking interna
lly and some fuel was by passing and going to the return side. Actually a
lot of fuel was going to the return. This was causing lean operation and
high fuel flow. I have now sent this to AFP for repair. I also suspect t
hat this valve has been sending fuel to the return all along in the past
300 hours. I have gotten from day 1, and unexplained +1.5gph with my boos
t pump on.
>
>In a couple thousand hours of RV injected operation in multiple aircraft
, I have not found I needed this purge valve function for hot starts. In
fact all I really use it for is to shut down the engine. Hot starts are e
asily handled with proper technique. I have now sworn off this purge valv
e madness as it provides no value in an RV and multiple failure modes.
>
>Thought some of you might find this information useful.
>Best,
>Mike Stewart
>
>
>
>
>>[b]
>>
>>
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=92355#92355
>
>
>
>
Message 34
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| Subject: | Re: I've sworn off purge valve installations |
Mike,
Do you know more about why the valve leaked internally ? Was it malfuncti
oning or did the screw back out because it wasn't safety wired ?
Gerry.
(IO-320, AFP injection with purge valve on an RV-9 - FLYING!!)
>Safe in my own hanger, I removed the servo and flow divider and sent it
to AFP. Don returned it with no problem found. ARGH! Spent the weekend tr
oubleshooting and found the problem. The Purge valve was leaking internal
ly and some fuel was by passing and going to the return side. Actually a
lot of fuel was going to the return. This was causing lean operation and
high fuel flow. I have now sent this to AFP for repair. I also suspect th
at this valve has been sending fuel to the return all along in the past 3
00 hours. I have gotten from day 1, and unexplained +1.5gph with my boost
pump on.
>
Message 35
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| Subject: | Re: Spray-on non-skid Wing Walks |
Mark, did you brush-on or spray the Gatorhide? I see they've now changed the name
to Seal Krete? I like your idea of making the wing walk smaller so that it
can be covered by Van's rubber walks if needed.
The one done by the California painter was somewhat raised and looked a bit different
from the rest of the wing so a passenger should have no problem with stepping
on it.
Leland
--------
Leland
RV9A
N137LC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=92373#92373
Message 36
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| Subject: | Re: I've sworn off purge valve installations |
If you do get rid of it, make sure you switch your fuel tank selector to OFF
every time you leave the plane sitting.
do not archive
)_( Dan
----- Original Message -----
From: "kahuna" <mike.stewart@us.ibm.com>
Sent: Friday, February 02, 2007 10:21 AM
Subject: RV-List: Re: I've sworn off purge valve installations
>
> Well here I am again with this topic because I have some new data for you.
> Last month an RV-4 N360WS, based at my airport, had an engine failure
> while enroute and landed in a field. Pilot had his 10 yr old son with him.
> Both are ok. Plane is totaled. FAA has just completed its findings. PURGE
> VALVE FAILURE. Yep thats right. The pilot/builder did the same thing I
> did. Mounted and plumbed it without knowing that the little screws had to
> be safety wired. I was fortunate. HE was not. While he survived his off
> field, his show quality RV-4 is now in the heap pile.
> He also did not use his valve except for shut down. So I ask you... What
> are the chances that this is some isolated problem. 2 guys, from the same
> field, within a month of each other, with a failure of the purge valve?
> You still think its edge case?
> I say to you again, I have sworn them off my planes. Not needed on an RV,
> adds both complexity and failure modes.
> And if you have not checked your purge valve for the screws being safety
> wired, I suggest you get right on it. Sorry to bring this up again, but I
> feel at least compelled to bring you the data.
> See ya,
> Mike
>
> [quote="mstewart(at)iss.net"]After my second failure in a couple thousand
> hours of running fuel injection with pruge valves, I have concluded they
> are unnecessary and can have multiple failure modes that can bring you
> down.
> As many of you know Airflow Performance of Spartanburg SC sells a terrific
> fuel injection system for all kinds of engines. from boats, to dragsters,
> to planes. I have had their system on 2 RV?Ts and have had 2 failures in
> the purge system. The purpose in the purge valve is simple. On a hot
> start, pull the valve, turn your pump on, and allow the hot vapors out for
> a few seconds. Close the valve and start your normal hot start procedures.
>
> On my RV-6 I had the purge vale return line running into the cockpit and
> into a tee on the fuel inlet near the tank selector switch. AFP recommends
> this returning back to the tank, but I felt this to be too complex an
> installation. One day, while scudding back from SnF, close to home base,
> with Michelle in the right seat, the engine coughed and would barely run.
> I managed to limp home. After weeks of troubleshooting, it turned out that
> I had a crack in a tube FWF on the purge return line. This crack was
> allowing air into the return line, and hence air into the fuel flow to the
> engine. After this incident I decided on my next plane, I would NOT put
> the purge return line into the fuel supply system. This failure could have
> put me and my wife in the trees.
>
> On my 8, I ran the purge return into the left tank vent. Thought being,
> let the vapors and a little fuel run to the ground. Don?Tt let a line
> leak here spoil my fuel. So on a trip last week with several RV?Ts and
> wifes to NYC for a play and a movie, plane died on landing rollout in NJ.
> ARGH! We finished our weekend getaway with the wife?Ts, but on Sunday I
> put wife on a Delta flight home and began troubleshooting. What I found
> was the plane was way lean in running and would barely idle below 1500. I
> removed the fuel inlet to the servo and there was plenty of fuel going in,
> but the engine was not getting it. I checked screens and a few other
> things and no joy. I decided it was the servo not metering the fuel
> properly. I finally decided I try taking off and climbing to altitude and
> see if mother nature would richen it with altitude. Sure enough, around
> 7k?T I would get egt?Ts at peak, and at 10k?T I could run a little ROP.
> BUT the fuel flow was +4gph more than normal. H!
> ow could that be? I dunno, but it was running smooth and I flew her home
> to Atlanta.
>
> Safe in my own hanger, I removed the servo and flow divider and sent it
> to AFP. Don returned it with no problem found. ARGH! Spent the weekend
> troubleshooting and found the problem. The Purge valve was leaking
> internally and some fuel was by passing and going to the return side.
> Actually a lot of fuel was going to the return. This was causing lean
> operation and high fuel flow. I have now sent this to AFP for repair. I
> also suspect that this valve has been sending fuel to the return all along
> in the past 300 hours. I have gotten from day 1, and unexplained +1.5gph
> with my boost pump on.
>
> In a couple thousand hours of RV injected operation in multiple aircraft,
> I have not found I needed this purge valve function for hot starts. In
> fact all I really use it for is to shut down the engine. Hot starts are
> easily handled with proper technique. I have now sworn off this purge
> valve madness as it provides no value in an RV and multiple failure modes.
>
> Thought some of you might find this information useful.
> Best,
> Mike Stewart
>
>
>> [b]
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=92355#92355
>
>
>
Message 37
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|
| Subject: | Re: pilot's family awarded $10.5M |
My gust locks are all internal to the cockpit. PILOT's
seat belt for elevators/ailerons and a plastic gizmo on the
pilots side for rudder. I doubt that I could ever take-off
with either installed.
I also verify control surface movement during the ground
inspection and during the runup checklist...making sure that
each surface moves the way it should for the intended rudder
or stick movement.
Now if I ever do something suicidal like flying into icing
weather, a mountain or take off with control locks installed,
I do not want anyone sued for my stupidity.
Ron Lee
N54RL
Message 38
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| Subject: | Re: I've sworn off purge valve installations |
The screws back out and allow the valve to back out from the case.
Mike
Do not archive
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Gerry Filby
Sent: Friday, February 02, 2007 1:54 PM
Subject: Re: RV-List: Re: I've sworn off purge valve installations
Mike,
Do you know more about why the valve leaked internally ? Was it
malfunctioning or did the screw back out because it wasn't safety wired
?
Gerry.
(IO-320, AFP injection with purge valve on an RV-9 - FLYING!!)
>Safe in my own hanger, I removed the servo and flow divider and sent it
to AFP. Don returned it with no problem found. ARGH! Spent the weekend
troubleshooting and found the problem. The Purge valve was leaking
internally and some fuel was by passing and going to the return side.
Actually a lot of fuel was going to the return. This was causing lean
operation and high fuel flow. I have now sent this to AFP for repair. I
also suspect that this valve has been sending fuel to the return all
along in the past 300 hours. I have gotten from day 1, and unexplained
+1.5gph with my boost pump on.
>
Message 39
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|
| Subject: | Re: I've sworn off purge valve installations |
Could you explain Dan?
I've not seen any need to go to OFF on my fuel injected Mooney, and doubt
you needed to on your Mooney either. They have never had purge valves.
>
> If you do get rid of it, make sure you switch your fuel tank selector to
> OFF
> every time you leave the plane sitting.
>
> do not archive
> )_( Dan
>
> ----- Original Message -----
> From: "kahuna" <mike.stewart@us.ibm.com>
> To: <rv-list@matronics.com>
> Sent: Friday, February 02, 2007 10:21 AM
> Subject: RV-List: Re: I've sworn off purge valve installations
>
>
>>
>> Well here I am again with this topic because I have some new data for
>> you.
Message 40
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|
| Subject: | Re: I've sworn off purge valve installations |
So ... at the risk of starting a war ... if I left the cotter pins out o
f my flap mounting bolts and a flap fell off, should I conclude that the
flaps are too much trouble or should I chastise myself for forgetting to
install the cotter pins ?
Sorry, but I question your conclusion that purge valves have no place on
an RV.
g
-----Original Message-----
From: Stewart, Michael (ISS Atlanta) [mailto:mike.stewart@us.ibm.com]
Sent: Friday, February 2, 2007 11:59 AM
Subject: RE: RV-List: Re: I've sworn off purge valve installations
The screws back out and allow the valve toback out from the case.
Mike
Do not archive
------------------------------------------------------------
From:owner-rv-list-server@matronics.com [mailto:owner-rv-list-server@matr
onics.com] On Behalf Of Gerry Filby
Sent: Friday, February 02, 20071:54 PM
Subject: Re: RV-List: Re: I'vesworn off purge valve installations
Mike,
Do you know more about why the valve leaked internally ? Was itmalfunctio
ning or did the screw back out because it wasn't safety wired ?
Gerry.
(IO-320, AFP injection with purge valve on an RV-9 - FLYING!!)
>Safe in my own hanger, I removed the servo and flow divider and sent it
toAFP. Don returned it with no problem found. ARGH! Spent the weekendtrou
bleshooting and found the problem. The Purge valve was leaking internally
and some fuel was by passing and going to the return side. Actually a lot
offuel was going to the return. This was causing lean operation and high
fuelflow. I have now sent this to AFP for repair. I also suspect that th
is valvehas been sending fuel to the return all along in the past 300 hou
rs. I have gottenfrom day 1, and unexplained +1.5gph with my boost pump o
n.
>
<<<<
========================_
=====
Message 41
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|
| Subject: | Re: I've sworn off purge valve installations |
Which screws are we talkin' about here, the two that hold the purge
valve to the flow divider bracket, or the one that holds the "arm stop"
into the valve body?
Want to make sure I understand this fully.
do not archive
)_( Dan
----- Original Message -----
From: Stewart, Michael (ISS Atlanta)
To: rv-list@matronics.com
Sent: Friday, February 02, 2007 11:59 AM
Subject: RE: RV-List: Re: I've sworn off purge valve installations
The screws back out and allow the valve to back out from the case.
Mike
Do not archive
-------------------------------------------------------------------------
-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Gerry Filby
Sent: Friday, February 02, 2007 1:54 PM
To: rv-list@matronics.com
Subject: Re: RV-List: Re: I've sworn off purge valve installations
Mike,
Do you know more about why the valve leaked internally ? Was it
malfunctioning or did the screw back out because it wasn't safety wired
?
Gerry.
(IO-320, AFP injection with purge valve on an RV-9 - FLYING!!)
>Safe in my own hanger, I removed the servo and flow divider and sent
it to AFP. Don returned it with no problem found. ARGH! Spent the
weekend troubleshooting and found the problem. The Purge valve was
leaking internally and some fuel was by passing and going to the return
side. Actually a lot of fuel was going to the return. This was causing
lean operation and high fuel flow. I have now sent this to AFP for
repair. I also suspect that this valve has been sending fuel to the
return all along in the past 300 hours. I have gotten from day 1, and
unexplained +1.5gph with my boost pump on.
>
Message 42
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|
| Subject: | Re: I've sworn off purge valve installations |
You don't have AFP injection on your Mooney. I should have clarified...
If you have AFP injection (i.e. an FM-200 servo), then leaning the mixture
all the way to the "ICO" position doesn't actually stop fuel flow
completely -- by design. Fuel still flows even when the mixture is back to
ICO stop.
I'm sitting here with the AFP manual right in front of me. On page 21 of
Revision B it says:
"When "ICO" is against the plastic stop, the fuel flow is shut off to the
engine. There is approximately 1.0 to 3.0 PPH leakage in this position."
And then below that in big bold it says:
"NOTE: The manual mixture is not intended to be used as a fuel shut valve.
If the fuel supply is near or above the level of the injector nozzles fuel
will seep into the engine, or seep out the injector nozzle vents. A zero
leak fuel shut off valve must be used on these installations."
Granted, we aren't talking about high-wing setups here, but in principle we
need to consider this effect.
The purge valve is what is responsible for completely cutting off the flow
of fuel to the cylinders. If you remove the purge valve from an AFP system,
you have no way to completely stop the flow of fuel unless you literally cut
off fuel supply at the fuel selector valve.
Note also that on page 32 of Revision B, where it talks about installing the
purge valve, it clearly says:
"Lock wire all hardware. Make sure to lock wire the stop screw."
I hope this clarifies what I meant, and I'm sure Don Rivera at AFP will
correct me if I'm wrong.
)_( Dan
RV-7 N714D
www.rvproject.com
----- Original Message -----
From: "Kelly McMullen" <kellym@aviating.com>
Sent: Friday, February 02, 2007 12:02 PM
Subject: Re: RV-List: Re: I've sworn off purge valve installations
>
> Could you explain Dan?
> I've not seen any need to go to OFF on my fuel injected Mooney, and doubt
> you needed to on your Mooney either. They have never had purge valves.
>
>>
>> If you do get rid of it, make sure you switch your fuel tank selector to
>> OFF
>> every time you leave the plane sitting.
>>
>> )_( Dan
>>
>> ----- Original Message -----
>> From: "kahuna" <mike.stewart@us.ibm.com>
>> To: <rv-list@matronics.com>
>> Sent: Friday, February 02, 2007 10:21 AM
>> Subject: RV-List: Re: I've sworn off purge valve installations
>>
>>
>>>
>>> Well here I am again with this topic because I have some new data for
>>> you.
>
>
>
Message 43
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|
Dan Checkoway wrote:
>
> You don't have AFP injection on your Mooney. I should have clarified...
>
> If you have AFP injection (i.e. an FM-200 servo), then leaning the
> mixture all the way to the "ICO" position doesn't actually stop fuel
> flow completely -- by design.
This is where I have a problem. What benefit does having a leaky ICO
provide??? Is this in the category of 'unadvertised benefit'??? Why
can't the servo be designed to shut the fuel off at ICO???? Any one
know???? When you use the purge valve, how much fuel comes out each
time you use it???
Linn ..... struggling to understand.
do not archive
> Fuel still flows even when the mixture is back to ICO stop.
>
> I'm sitting here with the AFP manual right in front of me. On page 21
> of Revision B it says:
>
> "When "ICO" is against the plastic stop, the fuel flow is shut off to
> the engine. There is approximately 1.0 to 3.0 PPH leakage in this
> position."
>
> And then below that in big bold it says:
>
> "NOTE: The manual mixture is not intended to be used as a fuel shut
> valve. If the fuel supply is near or above the level of the injector
> nozzles fuel will seep into the engine, or seep out the injector
> nozzle vents. A zero leak fuel shut off valve must be used on these
> installations."
>
> Granted, we aren't talking about high-wing setups here, but in
> principle we need to consider this effect.
>
> The purge valve is what is responsible for completely cutting off the
> flow of fuel to the cylinders. If you remove the purge valve from an
> AFP system, you have no way to completely stop the flow of fuel unless
> you literally cut off fuel supply at the fuel selector valve.
>
> Note also that on page 32 of Revision B, where it talks about
> installing the purge valve, it clearly says:
>
> "Lock wire all hardware. Make sure to lock wire the stop screw."
>
> I hope this clarifies what I meant, and I'm sure Don Rivera at AFP
> will correct me if I'm wrong.
>
> )_( Dan
> RV-7 N714D
> www.rvproject.com
Message 44
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| Subject: | Re: to RV related business owners |
Hey Andy...
i would like to list www.creativair.com, www.epanelbuilder.com and
www.wheelsup.org
-Bill
----- Original Message -----
From: Andy Gold
Sent: Friday, February 02, 2007 8:17 AM
Subject: RV-List: to RV related business owners
To RV related business owners
Aircraft Technical Book Company (Builder's Bookstore) is now working on
the
new edition of 27 Years of the RVator which is expected to be on sale at
Sun
'N Fun this April. As always, RV related businesses are invited to
advertise their products and services through this publication.
If your company serves this market, please write back off list or call
for
more information.
Thanks,
Andy Gold
Aircraft Technical Book Company
www.ACtechbooks.com
www.buildersbooks.com
agold@actechbooks.com
970 887-2207
do not archive
Message 45
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| Subject: | Rotax 912ULS w/carb heat |
Dear Listers,
I am getting ready to install a 912 ULS. I have been advised that the
cost and utility of this upgrade is not justified in this engine. I
will be flying low and slow near Goldsboro, NC. Goldsboro is about 60
miles east of Raleigh. Our weather is fairly moderate.
I would very much appreciate comments about the advisability of flying
w/o carb heat with this engine.
Ken Arnold
Pikeville, NC
Message 46
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| Subject: | Re: IO-360/ front sump AFP cable routing |
In a message dated 02/02/2007 10:49:12 AM Central Standard Time,
dan@rvproject.com writes:
You're describing my setup exactly.
>>>
Once again, YOU DA MAN! Shoulda known to look at your (searchable!) site
first-
Thanks!
Mark do not archive
Message 47
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| Subject: | Re: Spray-on non-skid Wing Walks |
In a message dated 02/02/2007 12:57:45 PM Central Standard Time,
federigo@pacbell.net writes:
Mark, did you brush-on or spray the Gatorhide? I see they've now changed the
name to Seal Krete? I like your idea of making the wing walk smaller so that
it can be covered by Van's rubber walks if needed.
>>>
The Gatorhide was mixed into a small batch of clearcoat, kinda guessing at
the amount. We did this soon after the first clearcoat cured and the wingwalk
area masked off, then applied with a small roller. Rolling first in one
direction, then at 90 degrees to the first. Masking removed as soon as done with
the rolling. Came out very even. Holler at me if you need more info...
Mark
Message 48
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| Subject: | Rotax 912ULS w/carb heat |
Ken,
The water jacket that is attached to the output of the carb warms
the carburator just enough to keep it from getting carb ice. I had them
on my 912S for two years and they were great. I made my own as they were
not difficult to make for any machinist. Just weld up the holes that are
exposed from drilling the water channels. that is the system you want
and no other.......
Jim Nelson
old Europa owner.
Message 49
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| Subject: | Re: pilot's family awarded $10.5M |
And you can also blame the boobs (that would be us) who elected the law
makers. I know there is no instant gratification like we (me included)
get from railing against the lawyers but why do we keep evading our own
responsibility in these matters?
Tracy Crook
----- Original Message -----
From: Joseph Larson<mailto:jpl@showpage.org>
It's not the lawyer's fault. The job of the lawyer is to represent
his client. Sounds like this lawyer is doing just that. The fault
belongs to whoever first started blaming anyone beyond the pilot. That
might have been an ambulance-chasing lawyer, but could be anyone in the
family or a family friend saying, "You're going to sue them, aren't
you?"
You can also blame the law makers for making laws too convoluted for
any reasonable person to follow.
-J
do not archive
On Feb 2, 2007, at 12:06 AM, David Leonard wrote:
Ok, that seems pretty much like the details.. Thanks Bob
NOW can we lynch the plantif lawyers???
:-)
Dave Leonard
On 2/1/07, Bob Collins
<bcollinsrv7a@comcast.net<mailto:bcollinsrv7a@comcast.net>> wrote:
<bcollinsrv7a@comcast.net <mailto:bcollinsrv7a@comcast.net>>
I published the Hotline a day early (email subscribers will get it
tomorrow), because I finished the story today. But it's now available
online.
EAA asks court to overturn verdict in RV crash trial (
http://rvhotline.expercraft.com/articles/2007/eaa_court_motion.html<http:
//rvhotline.expercraft.com/articles/2007/eaa_court_motion.html>)
Or the whole shootin' match
http://rvhotline.expercraft.com<http://rvhotline.expercraft.com/>
http://www.matronics.com/Navigator?RV-List<http://www.matronics.com/Navig
ator?RV-List>
Message 50
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| Subject: | Headset not working? |
Hi:
Questions to the Electric Engineers?
I have a set of Flightcom Head sets, now the problem I am having
is that everything works fine, while on the ground or while taxing..
but as soon as I am about 1000" there is no communication at all..
I can hear, but I cannot transmit...
1> I did remove the cover panel, checked for loose wires or
connections, and the always first to check item, that none
of the prongs, touch each other or against any part of the frame
etc.. everything looks OK.. and tight...
Remember I can transmit while taxing or on the ground....
Any sugesstions from the Experts,, before I have to pay the robbery
prices at the FBO shop?
Bert
rv6a
do not archive
Message 51
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| Subject: | Rick Grays good luck.. |
Hi:
First I think we all congratulate Rick's for a fine Airmanship....
been able to land, and walk away safely... that is always the important
thing..
I would like to know what happened, and why engine quit...?
We all can learn from other's eperiences...
So I hope if wom one knows the reason, that will be posted..
I will be looking for it..
Bert
rv6a
do not archive
Message 52
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| Subject: | Brentz Enterprises Tail Lynx - tail wheel chains |
Sent an e-mail to "Brentz Enterprises" but have not heard back (been a few
days).
Anyone have any contact info. I need a couple small parts for my Tail Lynx.
While I have your attention....I set my Tail Lynx up as per the instructions
and I think I would rather have less free play. The instructions call for
3/8", this gives a fair
amount of rudder travel before moving the tail wheel. I did check the
archives but had little luck. Most of my tail wheels have had far less play.....but
..... the RV-8 has a
pretty big rudder and from what has been said it makes the tail wheel too
sensitive.
I would love some input.
Sal Capra
N-898SC
Lakeland FL
Message 53
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| Subject: | Re: Headset not working? |
I love troubleshooting questions!
First, your FBO won't be able to help. The problem won't be duplicated
in their shop unless you can get them to launch the shop!!! :-D
First off, if both headsets exhibit the problem ...... I'd rule out the
headsets. Especially if they both fail at the exact same time. No
sympathy pains here. Strange things do happen, so go fly with someone
and swap out your headsets for a check. Much more fun than taking them
and the plane to the FBO.
When you can't transmit, always check the little 'T' or transmit light
if your radio has one ..... it'll tell you whether the mic switch
(transmit switch) is working. Switches aren't usually altitude
sensitive, but just maybe .....
That leads us to wiring. I hate to be the bearer of bad news .... but
wiring isn't usually altitude sensitive ..... unless we're talking much
higher voltage.
So, now we go to the comm panel, if you have one. You know, the panel
that allows you to switch or monitor more than one radio. They have
amplifiers in them, and capacitors that can be altitude sensitive.
If no comm panel, then the culprit may be your radio(s), which has
capacitors in them too ..... and a lot more of them. I'd try and find
someone that'll let you swap radios for a test. Must be the same
make/model ..... usually ..... nothing is ever always! Some radios are
made as replacements for others. The trays and radios have to be
compatible.
Come on back after you've had a chance to do your testing ..... it'll be
cheaper. Also, write down everything that is pertinent to your
installation .... that may narrow things down a bit.
Linn
do not archive
bertrv6@highstream.net wrote:
>
>
>Hi:
>
>Questions to the Electric Engineers?
>
> I have a set of Flightcom Head sets, now the problem I am having
>is that everything works fine, while on the ground or while taxing..
>but as soon as I am about 1000" there is no communication at all..
>I can hear, but I cannot transmit...
>
> 1> I did remove the cover panel, checked for loose wires or
> connections, and the always first to check item, that none
> of the prongs, touch each other or against any part of the frame
> etc.. everything looks OK.. and tight...
>
>
> Remember I can transmit while taxing or on the ground....
>
>
>Any sugesstions from the Experts,, before I have to pay the robbery
>prices at the FBO shop?
>
>Bert
>
>rv6a
>
>do not archive
>
>
>
>
Message 54
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| Subject: | Re: I've sworn off purge valve installations |
[quote="gerf(at)gerf.com"]So ... at the risk of starting a war ... if I left the
cotter pins out of my flap mounting bolts and a flap fell off, should I conclude
that the flaps are too much trouble or should I chastise myself for forgetting
to install the cotter pins ?
Sorry, but I question your conclusion that purge valves have no place on an RV.
g
> --
The flaps serve a very useful purpose. One that can be demonstrated and quantified.
I say the purge vavle can do neither of these. As for the servo not being
at idle cut with fuel flow, that can be fixed.
Mike
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=92467#92467
Message 55
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| Subject: | Re: pilot's family awarded $10.5M |
For one I have never been successful at NOT electing somebody unless
everyone thinks the same as me. Plus you or I can't possibly know what an
elected person is going to think or do about most things. Even what they
campaign on isn't going to be what they do per say. In truth you are right,
but in practicality, good luck.
Tim
Do Not Archive
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Tracy Crook
Sent: Friday, February 02, 2007 5:37 PM
Subject: Re: RV-List: Re: pilot's family awarded $10.5M
And you can also blame the boobs (that would be us) who elected the law
makers. I know there is no instant gratification like we (me included) get
from railing against the lawyers but why do we keep evading our own
responsibility in these matters?
Tracy Crook
----- Original Message -----
From: Joseph <mailto:jpl@showpage.org> Larson
It's not the lawyer's fault. The job of the lawyer is to represent his
client. Sounds like this lawyer is doing just that. The fault belongs to
whoever first started blaming anyone beyond the pilot. That might have been
an ambulance-chasing lawyer, but could be anyone in the family or a family
friend saying, "You're going to sue them, aren't you?"
You can also blame the law makers for making laws too convoluted for any
reasonable person to follow.
-J
do not archive
On Feb 2, 2007, at 12:06 AM, David Leonard wrote:
Ok, that seems pretty much like the details.. Thanks Bob
NOW can we lynch the plantif lawyers???
:-)
Dave Leonard
On 2/1/07, Bob Collins <bcollinsrv7a@comcast.net> wrote:
I published the Hotline a day early (email subscribers will get it
tomorrow), because I finished the story today. But it's now available
online.
EAA asks court to overturn verdict in RV crash trial (
http://rvhotline.expercraft.com/articles/2007/eaa_court_motion.html)
Or the whole shootin' match
http://rvhotline.expercraft.com
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/N
avigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
Message 56
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| Subject: | Re: pilot's family awarded $10.5M |
Hmmm....
So if you decide to rob a bank & talk me into helping, should I go free
when you go to jail?
Joseph Larson wrote:
> It's not the lawyer's fault. The job of the lawyer is to represent his
> client. Sounds like this lawyer is doing just that. The fault belongs
> to whoever first started blaming anyone beyond the pilot. That might
> have been an ambulance-chasing lawyer, but could be anyone in the family
> or a family friend saying, "You're going to sue them, aren't you?"
>
> You can also blame the law makers for making laws too convoluted for any
> reasonable person to follow.
>
> -J
>
> do not archive
>
> On Feb 2, 2007, at 12:06 AM, David Leonard wrote:
>
>> Ok, that seems pretty much like the details.. Thanks Bob
>>
>> NOW can we lynch the plantif lawyers???
>>
>> :-)
>>
>> Dave Leonard
>>
>>
>> On 2/1/07, *Bob Collins* <bcollinsrv7a@comcast.net
>> <mailto:bcollinsrv7a@comcast.net>> wrote:
>>
>> <bcollinsrv7a@comcast.net <mailto:bcollinsrv7a@comcast.net>>
>>
>> I published the Hotline a day early (email subscribers will get it
>> tomorrow), because I finished the story today. But it's now
>> available online.
>>
>> EAA asks court to overturn verdict in RV crash trial (
>> http://rvhotline.expercraft.com/articles/2007/eaa_court_motion.html)
>>
>> Or the whole shootin' match
>>
>> http://rvhotline.expercraft.com
>>
Message 57
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| Subject: | Re: Price Increase Rant |
Chuck Jensen wrote:
>
> --> <retasker@optonline.net>
>
> Uuum, not that I disagree with the gist of what you are saying, but what
>
> makes you think that a small business must make more than 10% to stay in
>
> business??? Profit is what is left after all expenses - including
> salaries for the owners, etc. As long as a business breaks even after
> all expenses it can stay in business as long as the owners want it to.
> A not unusual method of operating a small business is to make sure there
>
> are no profits at all. Distribute any potential profits to the owners
> and employees as salary and/or bonus and the profit disappears. No
> profits and the business pays no taxes!
>
> WARNING: Your delete key is just to the right of your return key.
>
> Dick,
> The reason a 10% profit is an absolute minimum for a business (20%-30%
> is actually needed) is, at that rate of profit, you will never be able
> to pay back the investment, be it to yourself or an outside investor.
> You can get 5.5% on a CD with NO risk. If you put $250,000 into starting
> a business, you deserve 10%-15% return on your money for taking on such
> a high risk investment. Since 7 of 10 startup businesses fail in the
> first three years, where are the 7 people who lost $250K each going to
> recover their investment. The only avenue of recovery is the 3 that are
> successful must make enough profit to pay back the money lost by the
> other 7 (even if it goes to themselves and not the other seven losers).
> Even then, if all the 3 did was make back the total investment of the
> 10, then that's a breakeven situation--which is not justification for
> the investments ever being made in the first place. A business must be
> able to pay back their investors (even if its yourself), organically
> generate excess cash for expansion and build a cushion for the
> inevitable business setback, and so forth. 10% ain't even close to
> doing the job.
>
> Of course, if the owners/managers/employees drain the company of its
> profit by paying themselves inordinately high wages, then all they are
> doing is fooling the owners or themselves. Part of the problem in this
> discussion is the definition of "profit". First of all, there are
> several definitions of profit including those for tax accounting and
> those for GAAP accounting, and even those are subject to a level of
> manipulation beyond belief. There are scads of companies, small and
> large, that were profitable every year of their existence...and they
> went bankrupt. That's why Don Trump said "Cash is King" as he was
> headed toward bankruptcy (and didn't have any). For start up to mid
> sized companies, survival depends on cash flow, not profits. On the
> other hand, there are scads of big companies that are unprofitable every
> year and yet they stay in business (think USAir, Delta, GM, Ford, et
> al).
>
> In closing, I would say that your definition of a business is not really
> a business at all....that's just self-employment. If you have a small
> investment, there is very low risk of failure, you pay yourself a
> going-wage and you 10% leftover, that's great, but what you describe is
> not an ongoing enterprise or business if all you are doing is paying
> yourself.
>
> Anyone that thinks starting a company or running a small to mid sized
> company is a get rich quick scheme--has obviously never done it.
>
> Chuck
>
I say again:
Percentage of revenue is a meaningless measurement. Many high volume
businesses make huge profit percentages with only 1% to 2% margin.
Percentage of *investment* (weighted by risk factor) is the number that
matters.
If there's $300Billion of investment, I've got no problem with their
profit. If there's say, $75Billion in investment (and I'm not talking
about stock price but actual investment in assets), I might have a real
problem with $37Billion in profits on a commodity that really isn't
optional in our society.
Charlie
Message 58
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| Subject: | Re: I've sworn off purge valve installations |
I think that the point is that, according to Airflow Performance's manual,
when the servo is at idle cut-off there may still be enough fuel flow to
keep the engine from shutting down. Are you confident that you can stop the
engine without using the purge valve?
Terry
Maybe if we archived this we wouldn't have to go through it every six
months.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of kahuna
Sent: Friday, February 02, 2007 4:32 PM
Subject: RV-List: Re: I've sworn off purge valve installations
[quote="gerf(at)gerf.com"]So ... at the risk of starting a war ... if I left
the cotter pins out of my flap mounting bolts and a flap fell off, should I
conclude that the flaps are too much trouble or should I chastise myself for
forgetting to install the cotter pins ?
Sorry, but I question your conclusion that purge valves have no place on an
RV.
g
> --
The flaps serve a very useful purpose. One that can be demonstrated and
quantified. I say the purge vavle can do neither of these. As for the servo
not being at idle cut with fuel flow, that can be fixed.
Mike
Message 59
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| Subject: | Re: I've sworn off purge valve installations |
I know of one RV accident that totaled the airplane where the fuel injected
engine quit after takeoff. Post crash investigation sure looked like VAPOR
LOCK to me. If that airplane had a purge valve and was used before
starting, there may be one additional RV flying today.
I agree that a FI system should not need a purge valve to SHUT OFF the
engine but one fuel injector manufacturer made his servo require one.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,977 + Flying Hours So. CA, USA
----Original Message Follows----
From: "kahuna" <mike.stewart@us.ibm.com>
Subject: RV-List: Re: I've sworn off purge valve installations
[quote="gerf(at)gerf.com"]So ... at the risk of starting a war ... if I left
the cotter pins out of my flap mounting bolts and a flap fell off, should I
conclude that the flaps are too much trouble or should I chastise myself for
forgetting to install the cotter pins ?
Sorry, but I question your conclusion that purge valves have no place on an
RV.
g
> --
The flaps serve a very useful purpose. One that can be demonstrated and
quantified. I say the purge vavle can do neither of these. As for the servo
not being at idle cut with fuel flow, that can be fixed.
Mike
_________________________________________________________________
Turn searches into helpful donations. Make your search count.
Message 60
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| Subject: | Speaking of frivolous lawsuites |
Do Not Archive
Don't know where this came from, but credit goes to the author whomever
they are.
Woman Sues JetBlue Over Request For Larger Airsickness Bag
Sues For $5.5 Million After Bumped From Flight
<http://www.aero-news.net/#>Occasionally, we'll come across a story that
makes us feel slightly queasy. Usually, those stories have to do with
user fees... but this one certainly qualifies, too.
A 73-year-old Manhattan woman is suing JetBlue, after she was allegedly
removed from a flight for asking if she could have a super-sized
airsickness bag.
If you pause to consider why a person would ask for such a container...
yeah, you're right. The New York Daily News says Phyllis Gershon was
afraid the flight back home from Burbank, CA would make her ill -- more
ill than most -- and she wanted to be prepared.
In a lawsuit filed in Manhattan Supreme Court this week, Gershon states
the cabin crew argued with her over her request... before pulling her
off the October flight completely.
Gershon says she told two airline employees she was already feeling
queasy. The Daily News adds she pulled out "a three-day-old, half-eaten
sandwich" to make her case. We're not exactly sure why, unless she
intended to make the cabin crew feel sick, too.
"It was a nightmare," Gershon said of the experience. "I've had
nightmares about it," adding the experience made her feel "she had been
accused of being a terrorist."
<http://www.aero-news.net/#>
The lawsuit asks for $5.5 million to help Gershon calm her nightmares.
JetBlue declined to comment on the matter.
>
Message 61
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| Subject: | Re: I've sworn off purge valve installations |
On 2/2/07, Dan Checkoway <dan@rvproject.com> wrote:
>
>
> If you have AFP injection (i.e. an FM-200 servo), then leaning the mixture
> all the way to the "ICO" position doesn't actually stop fuel flow
> completely -- by design. Fuel still flows even when the mixture is back
> to
> ICO stop.
>
Why doesn't the AFP system allow ICO by pulling the mixture.? I have always
wondered why this is the case. I have an RSA-10 servo, and it allows ICO.
Regards,
Bob Japundza
RV-6 flying F1 under const.
Message 62
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| Subject: | Antenna base dimensions |
Hello all,
I'm getting ready to rivet on the top rear fuselage skin on the on my RV-4.
I'm planning to put a VOR/Glideslope/LOC antenna on the bottom of the
fuselage probably just in front of the F-10 bulkhead.
I figured now would be a good time to install a doubler while it's still
open. Any one know what the dimensions of AV CI-215 Commant antenna are? Size
of the mounting plate?
Thanks,
Hal Benjamin RV-4
Long Island, NY
Finish Kit
Message 63
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| Subject: | Re: I've sworn off purge valve installations |
RV6 Flyer wrote:
>
> I know of one RV accident that totaled the airplane where the fuel
> injected engine quit after takeoff. Post crash investigation sure
> looked like VAPOR LOCK to me.
Hmmm. The engine started, ran long enough to taxi to the runway, some
full-power takeoff and short flight ..... explain to me how that could
be caused by vapor lock??? How did it look like vapor lock????
I would be more inclined to believe excessive water in the fuel (did the
plane sit outside in a lot of rain before flying, have leaking fuel caps
to allow the water in, and the pilot didn't sump the tanks??? Not
likely, but stupid pilot tricks do happen.) or carb ice or ..... almost
anything but vapor lock.
Linn
do not archive.
> If that airplane had a purge valve and was used before starting,
> there may be one additional RV flying today.
>
> I agree that a FI system should not need a purge valve to SHUT OFF the
> engine but one fuel injector manufacturer made his servo require one.
>
>
> Gary A. Sobek
> "My Sanity" RV-6 N157GS O-320 Hartzell,
> 1,977 + Flying Hours So. CA, USA
>
>
> ----Original Message Follows----
> From: "kahuna" <mike.stewart@us.ibm.com>
> To: rv-list@matronics.com
> Subject: RV-List: Re: I've sworn off purge valve installations
> Date: Fri, 2 Feb 2007 16:32:21 -0800
>
>
> [quote="gerf(at)gerf.com"]So ... at the risk of starting a war ... if
> I left the cotter pins out of my flap mounting bolts and a flap fell
> off, should I conclude that the flaps are too much trouble or should I
> chastise myself for forgetting to install the cotter pins ?
>
> Sorry, but I question your conclusion that purge valves have no place
> on an RV.
>
> g
>
>
> > --
>
>
> The flaps serve a very useful purpose. One that can be demonstrated
> and quantified. I say the purge vavle can do neither of these. As for
> the servo not being at idle cut with fuel flow, that can be fixed.
>
> Mike
>
> _________________________________________________________________
> Turn searches into helpful donations. Make your search count.
>
>
Message 64
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| Subject: | Re: I've sworn off purge valve installations |
Linn,
I believe Gary stated the plane was 'fuel injected".
Darrell
do not archive
--- linn Walters <pitts_pilot@bellsouth.net> wrote:
> <pitts_pilot@bellsouth.net>
>
> RV6 Flyer wrote:
>
> <rv6_flyer@hotmail.com>
> >
> > I know of one RV accident that totaled the
> airplane where the fuel
> > injected engine quit after takeoff. Post crash
> investigation sure
> > looked like VAPOR LOCK to me.
>
> Hmmm. The engine started, ran long enough to taxi
> to the runway, some
> full-power takeoff and short flight ..... explain to
> me how that could
> be caused by vapor lock??? How did it look like
> vapor lock????
>
> I would be more inclined to believe excessive water
> in the fuel (did the
> plane sit outside in a lot of rain before flying,
> have leaking fuel caps
> to allow the water in, and the pilot didn't sump the
> tanks??? Not
> likely, but stupid pilot tricks do happen.) or carb
> ice or ..... almost
> anything but vapor lock.
> Linn
> do not archive.
>
> > If that airplane had a purge valve and was used
> before starting,
> > there may be one additional RV flying today.
> >
> > I agree that a FI system should not need a purge
> valve to SHUT OFF the
> > engine but one fuel injector manufacturer made his
> servo require one.
> >
> >
> > Gary A. Sobek
> > "My Sanity" RV-6 N157GS O-320 Hartzell,
> > 1,977 + Flying Hours So. CA, USA
> >
> >
> >
> >
> > ----Original Message Follows----
> > From: "kahuna" <mike.stewart@us.ibm.com>
> > To: rv-list@matronics.com
> > Subject: RV-List: Re: I've sworn off purge valve
> installations
> > Date: Fri, 2 Feb 2007 16:32:21 -0800
> >
> <mike.stewart@us.ibm.com>
> >
> > [quote="gerf(at)gerf.com"]So ... at the risk of
> starting a war ... if
> > I left the cotter pins out of my flap mounting
> bolts and a flap fell
> > off, should I conclude that the flaps are too much
> trouble or should I
> > chastise myself for forgetting to install the
> cotter pins ?
> >
> > Sorry, but I question your conclusion that purge
> valves have no place
> > on an RV.
> >
> > g
> >
> >
> > > --
> >
> >
> > The flaps serve a very useful purpose. One that
> can be demonstrated
> > and quantified. I say the purge vavle can do
> neither of these. As for
> > the servo not being at idle cut with fuel flow,
> that can be fixed.
> >
> > Mike
> >
> >
>
_________________________________________________________________
> > Turn searches into helpful donations. Make your
> search count.
> >
> >
> >
> >
> >
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
> Web Forums!
>
>
>
>
>
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Message 65
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| Subject: | Re: I've sworn off purge valve installations |
A wee bit O humor.......
IF I left the cotter keys out & the flap fell off, I would much too
preoccupied to think about "should I chastise myself for forgetting to
install the cotter pins ?" Do Not Archive KABONG 8*)
So ... at the risk of starting a war ... if I left the cotter pins out of my
flap mounting bolts and a flap fell off, should I conclude that the flaps
are too much trouble or should I chastise myself for forgetting to install
the cotter pins ?
Message 66
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| Subject: | Award Winning RV-7A (N174JL) For Sale... |
Award winning, 2005, IFR-equipped, 2-axis A/P, RV-7A For Sale! TTAE 260
HRS!!!
Before I list my airplane in Trade-A-Plane and other publications, I thought
I would offer it FOR SALE on the list.
This is my third homebuilt aircraft/project. N174JL and I were awarded a
Workmanship Award at the EAA North West Regional Fly-In at Arlington, WA. in
2005.
Aircraft Specs are as follows:
Airframe/Engine:
Van's RV-7A Quick Build kit #71103 completed 3/17/1005 (approx. 975 hrs to
complete).
Certified Lycoming 0-320-B1B (160 HP) with 260 hrs SMOH (aircraft flown
regularly, hrs are approximate as of today...). All AD's complied with.
This is a certified engine and prop combination. Cruise at 7500/8500 FT
MSL, 175 MPH, average 7.5 GPH!
Certified Hartzell C/S Prop.
Professionally painted at Straube Aircraft Painting, Kingman, AZ, JUL-05
(Four color: Dodge Viper Red, White, AgCat Gray and Black with three Gull
Painted Pinstripes and N numbers) (see photos and video at
www.jacklockamy.com).
Wingtip Mounted Bob Archer NAV and MKR BCN antennas
Belly-Mounted, Bent Whip, Commant CI-122 COMM antennas
Electrically Heated Pitot Tube
Avionics:
TRIO Avionics EZ-Pilot Auto-Pilot, coupled to AVMap EKP-IV Moving Map GPS
and Garmin GX-50 Panel Mounted IFR Approach Certified GPS (double-throw
switch selectable).
AVMap EVK-IV Panel/Ram Mounted GPS with Moving Map, Terrain Warning, Victor
Airways and more....
ALTRAK Altitude Hold Auto-Pilot
VALCOM INS-422 (All in one...ILS, LOC, VOR NAV, GS, MKR BCN)
ARC-514 CDI (slaved to Garmin GX-50 GPS)
Dynon D-10 EFIS w/aft-mounted, EMS-D10 Remote Compass Magnetometer
Dynon EMS-10 Graphical Engine Monitor w/Fuel Flow transducer and all other
options (i.e. 4-cyl CHT/EGT monitoring, MAP, OAT, Carb temp, etc.)
King KA-134 TSO Audio Panel
Dual (2) ICOM A-200 VHF Transceivers
Garmin GX-50, IFR Approach Certified, Panel-Mounted GPS w/Annunciator Panel
King KT-76A TSO Transponder
Ameri-King AK-450 ELT with Panel Mounted Annunciator
In-dash Sony AM/FM/CD Stereo
Two (2) David Clark Headsets w/Active Noise Reduction (ANR), panel-mounted
power
XM Satellite Radio (Roady2, panel powered)
A/S, ALT, Electric T&B, and VSI Back-up Steam Gauges
The panel is fully placarded, and powder coated in a Black Satin, non-glare
finish.
Interior:
Center Console/Armrest covered in matching gray Leather by Abby at
FlightLine Interiors, LLC
Custom Gray Leather Seats with Temper foam by FlightLine Interiors, LLC
Tunnel Cover and complete interior by FlightLine Interiors, LLC.
Two (2) hidden compartments in floor of baggage area with Hartwell latches
(store tools, tiedowns, oil, etc.)
Electrical:
Dual Duckworks, 'Wig-Wag', Leading edge, 100 WT landing and taxi lights
Whelan 3-position Strobe/NAV lights
New, 60-amp Internally-regulated Plane Power Alternator
Lightweight, Odyssey PC-680 (600 cranking AMPS) Battery
Dual Bus (separate Avionics and Master buses) w/fold-down fuse tray
Remarks:
This aircraft is a 10 /10. It will be sold with a FRESH ANNUAL INSPECTION.
Includes construction plans, builder's log, tow bar,
aircraft/propeller/avionics and engine logbooks. Aircraft has always been
hangared. Reason for selling... I'm purchasing 1/2 partnership in a Cirrus
SR-20 and an RV-3. Can't afford three airplanes so the RV-7A must go...
Price is $98.5K OBO.
Thanks!
Jack Lockamy
Camarillo, CA
(805) 482-3060 home
(805) 989-5966 work (0630-1600 PST)
www.jacklockamy.com
jacklockamy@verizon.net
jack.lockamy@navy.mil
Message 67
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| Subject: | Re: Exxon and ACS |
Oh Waaaaaaaaaaa. Your more pissed cause while you were waiting for me you were
stuffing the fishbowl with your entries, and I only put in one - Loser!
Wanna go up the the sale this year? I need a 496.
Reuven
N7WT
Well,
My only complaint with Exxon is that I doubled my money invested in them
this last two years and I would have preferred to triple it... ;{(
And I don't talk to ACS on the phone much so I have no idea what their
customer service is like.
However, I order from them online a lot and they seem to get it right every
time.
Of course it's also quite handy to just go there and buy what you need. They
do sometimes have a line, but I often meet someone I know so we get to catch
up a bit.
While you are at price comparisons go over to WestMarine sometime if you
think ACS is high.
If you do go to ACS-CA, stop at Bob's Chow and Chile Hall, KAJO, food is
good and the jams are homemade.
W
Do not archive
PS Do NOT take a "friend" along because if you do the SOB will win the
giveaway GPS right out from under your nose and will then proceed to remind
you of that (AKA GLOAT) for the rest of your life.
"No pressure, no diamonds".
~Thomas Carlyle
Message 68
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I should have been a little clearer. Ours is the 180hp model and after a full
power takeoff my climb power setting is 25" / 2500RPM. I get about the same takeoff
power as you do. Without the charts in front of me I believe the RPM restrictions
are dependent on having a low MP and come into play when you reduce
the power for approach and landing.
Reuven
I guess I don't understand your settings. There are two versions of
Lycoming IO360, with many variants, 180 and 200hp. AFAIK both are rated
at 2700 rpm. My -A1A engine is 200hp at 2700 and 29 inches for takeoff,
and once I am above safe altitude I reduce to 2600 for cruise climb.
Cruise at 2500 and 24" normally. You might want to talk to Hartzell, as
most of their props on the versions of the engine without dynamic
counterweights have rpm restrictions in th 2000-2350 range. The Cardinal
and Mooney versions, -A1B6 or A3B6 are the counterweighted version
cranks that reduce the rpm restrictions at cruise rpms, but add some at
low power settings below 15".
Reuven Silberman wrote:
> Greg,
>
> I was in the same boat a little over a year ago when we first began
> flying our 7A (IO360 / CS prop). The book that came with the engine
> (new from Aerosport) had graphs in them but they were so small as to
> make them virtually unreadable and useless. I called Lycoming and
> they sent me a 8 1/2 x 11 blow-up of the power chart. After several
> hours of magnafying glass and ruler interpolations
> I was able to WAG 25"/2500 as a takeoff power setting and I run
> 22"/2400 cruse which gives me about 10GPH.
>
> If anyone has a better chart I would like a copy also.
>
> Reuven
> N7WT
> KSEE
> */Greg Williams /* wrote:
>
> Anybody have a source for a very detailed chart showing RPM and
> Manifold pressure settings for a IO-360 and Hartzell C/S prop?
> The books for both Lycoming and Hartzell
>
> *
>
>
> *
>
"No pressure, no diamonds".
~Thomas Carlyle
Message 69
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| Subject: | Award Winning RV-7A (N174JL) For Sale... |
Award winning, 2005, IFR-equipped, 2-axis A/P, RV-7A For Sale! TTAE 260
HRS!!!
Before I list my airplane in Trade-A-Plane and other publications, I thought
I would offer it FOR SALE on the list.
This is my third homebuilt aircraft/project. N174JL and I were awarded a
Workmanship Award at the EAA North West Regional Fly-In at Arlington, WA. in
2005.
Aircraft Specs are as follows:
Airframe/Engine:
Van's RV-7A Quick Build kit #71103 completed 3/17/1005 (approx. 975 hrs to
complete).
Certified Lycoming 0-320-B1B (160 HP) with 260 hrs SMOH (aircraft flown
regularly, hrs are approximate as of today...). All AD's complied with.
This is a certified engine and prop combination. Cruise at 7500/8500 FT
MSL, 175 MPH, average 7.5 GPH!
Certified Hartzell C/S Prop.
Professionally painted at Straube Aircraft Painting, Kingman, AZ, JUL-05
(Four color: Dodge Viper Red, White, AgCat Gray and Black with three Gull
Painted Pinstripes and N numbers) (see photos and video at
www.jacklockamy.com).
Wingtip Mounted Bob Archer NAV and MKR BCN antennas
Belly-Mounted, Bent Whip, Commant CI-122 COMM antennas
Electrically Heated Pitot Tube
Avionics:
TRIO Avionics EZ-Pilot Auto-Pilot, coupled to AVMap EKP-IV Moving Map GPS
and Garmin GX-50 Panel Mounted IFR Approach Certified GPS (double-throw
switch selectable).
AVMap EVK-IV Panel/Ram Mounted GPS with Moving Map, Terrain Warning, Victor
Airways and more....
ALTRAK Altitude Hold Auto-Pilot
VALCOM INS-422 (All in one...ILS, LOC, VOR NAV, GS, MKR BCN)
ARC-514 CDI (slaved to Garmin GX-50 GPS)
Dynon D-10 EFIS w/aft-mounted, EMS-D10 Remote Compass Magnetometer
Dynon EMS-10 Graphical Engine Monitor w/Fuel Flow transducer and all other
options (i.e. 4-cyl CHT/EGT monitoring, MAP, OAT, Carb temp, etc.)
King KA-134 TSO Audio Panel
Dual (2) ICOM A-200 VHF Transceivers
Garmin GX-50, IFR Approach Certified, Panel-Mounted GPS w/Annunciator Panel
King KT-76A TSO Transponder
Ameri-King AK-450 ELT with Panel Mounted Annunciator
In-dash Sony AM/FM/CD Stereo
Two (2) David Clark Headsets w/Active Noise Reduction (ANR), panel-mounted
power
XM Satellite Radio (Roady2, panel powered)
A/S, ALT, Electric T&B, and VSI Back-up Steam Gauges
The panel is fully placarded, and powder coated in a Black Satin, non-glare
finish.
Interior:
Center Console/Armrest covered in matching gray Leather by Abby at
FlightLine Interiors, LLC
Custom Gray Leather Seats with Temper foam by FlightLine Interiors, LLC
Tunnel Cover and complete interior by FlightLine Interiors, LLC.
Two (2) hidden compartments in floor of baggage area with Hartwell latches
(store tools, tiedowns, oil, etc.)
Electrical:
Dual Duckworks, 'Wig-Wag', Leading edge, 100 WT landing and taxi lights
Whelan 3-position Strobe/NAV lights
New, 60-amp Internally-regulated Plane Power Alternator
Lightweight, Odyssey PC-680 (600 cranking AMPS) Battery w/12-volt Battery
Tender accessory attached
Dual Bus (separate Avionics and Master buses) w/fold-down fuse tray
Remarks:
This aircraft is a 10 /10. It will be sold with a FRESH ANNUAL INSPECTION.
Includes construction plans, builder's log, tow bar,
aircraft/propeller/avionics and engine logbooks. Aircraft has always been
hangared. Reason for selling... I'm purchasing 1/2 partnership in a Cirrus
SR-20 and an RV-3. Can't afford three airplanes so the RV-7A must go...
Price is $98.5K OBO.
Thanks!
Jack Lockamy
Camarillo, CA
(805) 482-3060 home
(805) 989-5966 work (0630-1600 PST)
www.jacklockamy.com
jacklockamy@ <mailto:jacklockamy%40verizon.net> verizon.net
jack.lockamy@ <mailto:jack.lockamy%40navy.mil> navy.mil
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