Today's Message Index:
----------------------
1. 04:36 AM - Re: Glass for IFR (Russell Daves)
2. 06:00 AM - Tank fix (Richard Seiders)
3. 06:09 AM - Re: RV6/6A Fuel Tank Attachment (David Leonard)
4. 06:52 AM - Re: RV6/6A Fuel Tank Attachment (Kevin Horton)
5. 07:13 AM - Re: Full face mask for painting (Brian Meyette)
6. 07:59 AM - RV6A Project for Sale (Gene Gottschalk)
7. 09:38 AM - Lycoming's New Web Site (Eric Parlow)
8. 10:14 AM - Re: Tank fix (Bob)
9. 10:44 AM - Re: Tank fix (Leland Collins)
10. 11:20 AM - Tail wheel link (Paul Rice)
11. 12:01 PM - Re: Tail wheel link (Tailgummer@aol.com)
12. 02:34 PM - Cessna Lycoming Alternator (Ron Brown)
13. 02:41 PM - Re: Lycoming's New Web Site (Larry Rosen)
14. 05:23 PM - Registration time frame. (Dana Overall)
15. 08:20 PM - RV-4 First flight (Jerry Isler)
16. 08:35 PM - Re: RV6/6A Fuel Tank Attachment (David Leonard)
17. 08:46 PM - Re: RV-4 First flight (Henry)
18. 08:52 PM - Re: RV-4 First flight (bill shook)
19. 11:55 PM - Re: RV-4 First flight (Ted Lumpkin)
Message 1
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| Subject: | Re: Glass for IFR |
I agree with Doug on the autopilot. While I would not fly hard IFR
without one, I do sometimes fly IFR with the autopilot on and ready to
engage.
As for fear of lighting, after having installed XM Weather on my GRT
moving map overlays, I will no longer fly IFR without XM Weather to help
keep me clear of nasty things that produce lighting and thunderstorms.
Russ Daves
N710RV - (RV-10)
First Flight 7/28/06
N65RV - RV-6A Sold
Message 2
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At the risk of opening an old wound what, if anything ever happened
to the tank pickup tube fix fuss that was hotly discussed a year or two ago?
I have the wings off of my 6A for a repair to one of them (hit bush
with leading edge) and recall the discussion. To gain access to tank
interior I removed only the sending unit. After checking my pickup
tube nuts and finding them tight after almost 500 hrs I am thinking
about applying a small dab of pro seal to the joint and avoiding the
really unpleasant task of removing the tank cover plates as well. I
am reasonably satisfied with this as a fix. Would appreciate the
thoughts of y'all out there. Those that did, and those that didn't,
and reasoning.
Thanks.
Dick
Message 3
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| Subject: | Re: RV6/6A Fuel Tank Attachment |
I am in the same boat as John (my wings are off for painting), but I can't
remember the purpose of the platenut.
Dave Leonard
On 3/11/07, Gerald Richardson <gerric@shaw.ca> wrote:
>
> Steve:
>
>
> Wh en you get the page scanned, I would greatly appreciate a copy of it
> also.
>
> Please email me at gerric@shaw.ca
>
>
> Thank you for your time.
>
>
> Gerald Richardson
>
> RV-6A
>
>
> 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 4
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| Subject: | Re: RV6/6A Fuel Tank Attachment |
On 12 Mar 2007, at 09:08, David Leonard wrote:
> I am in the same boat as John (my wings are off for painting), but
> I can't remember the purpose of the platenut.
>
Pictue the angle on the nose of the inboard tank rib is bolted to the
angle on the fuselage, with no slots in either angle. Now, imagine a
crash scenario where the wing leading edge hits something, and this
pushes the wing back. The nose of the tank rib is rigidly attached
to the fuselage, so there is a risk of the rib being pulled out of
the tank, releasing a large quantity of fuel, and leading to a fire.
This apparently happened on more than one accident, and led to a
design change.
The design change puts a slot in one of those angles. If the bolt is
not too tight, it will simply slide out the slot, and allow the wing
to be pushed back without pulling the fuel tank apart. This should
hopefully reduce the chance of a fuel tank breach, and reduce the
risk of a post-crash fire, which should improve survivability.
From a functionality point of view, it doesn't matter which angle
has the slot. My recollection is that for retrofits to existing
tanks, Van suggested to put the slot in the fuselage angle, as it can
be unbolted to make the mod. For new build tanks, Van suggested to
put the slot on the tank angle, as this was perceived to have some
advantage.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 5
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| Subject: | Full face mask for painting |
I got one from a guy selling a bunch of them on ebay back around the end of
November. I've emailed the seller and asked him if he has any more - will
let you know
You might also do a search on ebay and/or google
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of David Burton
Sent: Sunday, March 11, 2007 7:12 PM
Subject: RV-List: Full face mask for painting
I'm looking for a source of full face masks to be used for painting using
supplied fresh air. I've located a 3m mask designed for this application
which costs $120.00. I've also found one that I think will work from
McMaster-Carr for $75.00 and they have disposable clear lens protectors for
this mask. Any other suggestions for a lower cost alternative or one better
suited for this application?
Anybody have experience wearing eyeglasses under one of these?
Thanks,
Dave
--
8:41 AM
--
8:41 AM
Message 6
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| Subject: | RV6A Project for Sale |
I have a RV6A project for sale.
The Empanage is complete.
The Wings are complete except main skins on starboard wing.
The bottom of the fuselage is complete and ready to fit the gear and remove
from the jig.
I have finishing kit and everything to finish and fly except engine, prop,
and radios.
I have every option you can get from Vans.
I have many aftermarket goodies.
I will consider selling the tools too.
I'll sell the whole project for much less than of the cost of the parts alone.
Contact me back channel for a complete list if you're interested.
miranda@tartan30.org
Message 7
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| Subject: | Lycoming's New Web Site |
Check out Lycoming's new web site!
http://www.lycoming.com/
ERic--
RV-10, 40014
N104EP
Message 8
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>At the risk of opening an old wound what, if anything ever happened to the
>tank pickup tube fix fuss that was hotly discussed a year or two ago?
> Would appreciate the thoughts of y'all out there. Those that did, and
> those that didn't, and reasoning.
I did it. Both tanks, one had the flop tube, which was the hardest to
do. It took on average of 12 hours each tank. I know some reported that
it is a 45 min job per tank. But it took that long for me to drain the
tanks? When I figured the time, that includes getting the tools, supplies
and parts necessary to actually start the operation. I took off the tanks
to do it and it was still frustrating, I would not do it with the tanks
still on the aircraft (but messing up the paint job was not a concern of mine).
Also this is a good opportunity to induce a leak if you don't already have
one, or maybe to have some loose proseal end up in the fuel filter (ask me
how I know). The solution could be worse than the problem.
Ten years ago when I built my tanks, both the list and Vans
cautioned: follow the plans exactly as far as the fuel system is
concerned. I did and then a few years later Vans state, if you followed
the plans you did it wrong??!?
As you can see Vans will change their advice based upon circumstances and
not necessarily based upon good engineering data. I considered this fix a
real waste of time, unless of course, it is your fuel pickup that falls
off. This is a 15 minute fix while building the tanks and should be done
at that time.
This is a case much like the Lycoming oil pump. Some will argue that the
AD replacement was as bad or worse than the original. But those who had a
pump failure probably wished they had replaced them!
I offer no advice, it is your butt in the aircraft. Do what is right for you.
Bob
Message 9
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Basically, I had the same experience as Bob. Days to remove the tanks and to the
fix the problem on an RV9. My fuel tank access covers were gasketted and Prosealed
on. I carefully dried the tanks and used heat and prying to remove the
covers. Vacuumed Proseal residue from tanks. Even so, I have continued to get
a small amount of particulate when sampling the fuel drains, but only a very small
amount on the Gascolator screen. My pickup tubes were secure, but the flares
on the tubes were horribly scratched. My wings and tanks were Quickbuilds.
I bought Van's pre-drilled and "screened" pickup replacement tubes. The level
of scratching on the flares of the replacements was better but still unacceptable.
Leland
--------
Leland
RV9A
N137LC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=100081#100081
Message 10
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Hey Guys,
Are there any other tail wheel links out there to look at or is the
Jantzi from Wayne Hadath the only one.
Thanks,
Paul
Message 11
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| Subject: | Re: Tail wheel link |
Here's one: _http://www.rivethead-aero.com/default.htm_
(http://www.rivethead-aero.com/default.htm)
John D'Onofrio (_Tailgummer@aol.com_
(mailto:Tailgummer@aol.com) )
<BR><BR><BR>**************************************<BR> AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
Message 12
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| Subject: | Cessna Lycoming Alternator |
While helping some folks who were stranded with a dead alternator on a
Saturday (when FAA certified folks didn't want to come out and help):
A helpful Orielly automotive parts guy helped us ID an alternator that
would replace the large 60 amp Cessna alternator. It is very similar to
an alternator that fits a 1971 Ford Pickup with 302 V-8 engine.
External regulator (try VR-600 or there is a new VR-301 low profile,
solid state regulator which will also work). The Orielly part number
for the alternator is 01-0147 - except this has a double pulley. The
parts guy quickly changed out the pulley and it works.
Looking at the NAPA listings, this alternator is used on a bunch of
Fords. They had a single groove pulley, 60 amp alternator listed
RAY2133014 which also should work.
Ronnie Brown
Message 13
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| Subject: | Re: Lycoming's New Web Site |
If you go to there engine finder they list Van's and Vans. One lists the
3, 4, 6 or 6A with an IO-320 and the other lists the 6, 7 or 8 with the
IO-360. No 9 or 10. At least they didn't mis the entire Van's line.
Larry
do not archive
Eric Parlow wrote:
>
> Check out Lycoming's new web site!
>
> http://www.lycoming.com/
>
> ERic--
> RV-10, 40014
> N104EP
>
Message 14
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| Subject: | Registration time frame. |
Just as a quick note, my experience with registering my DO-7 took about
three weeks. I had already reserved my N number and filled out the
paperwork matching, as I was told by a rep. in OK, two of the three items,
Manufacturer, serial number, model number as per the bill of sale from
Van's. I listed myself as manufacturer (as usual) and used my Van's serial
number with the model changed to DO-7.
Total time from mailing to receiving my
registration........................2 weeks, 6 days. Pretty nice!!!
Dana Overall
Richmond, KY i39
RV-7 slider, Imron black, "Black Magic"
O 360 A1A, C/S C2YK-1BF/F7666A4
http://rvflying.tripod.com/blackwing1.jpg
http://rvflying.tripod.com
do not archive
_________________________________________________________________
Play Flexicon: the crossword game that feeds your brain. PLAY now for FREE.
http://zone.msn.com/en/flexicon/default.htm?icid=flexicon_hmtagline
Message 15
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| Subject: | RV-4 First flight |
After 12 years of on and off construction, RV-4 N455J is officially a
flyable airplane. After receiving the airworthiness certificate this
morning, I performed a full power ground run on the engine just to make
sure it would develop adequate power and to see that there were no
issues with the fuel delivery system. A quick adjustment of the low
speed idle and another 15 gallons of 100LL (for a total of 20 gallons,
10 in each side) I was ready to go. At 1715 this afternoon I pulled onto
runway 18 at 17J (Donalsonville, GA) and applied full power. The
take-off roll was brisk but the airplane tracked straight. It broke
ground after a short ground run and climbed away at 1500 FPM. At 2000
feet I orbited the airport feeling out the controls and watching the oil
pressure. The left wing is slightly heavy and I hope to correct that
with a squeeze of the left aileron. Also, right rudder was required to
keep the ball centered. I may try to correct the rudder first before
squeezing the aileron, just to see how it affects the heavy wing. Stalls
were non events at less than 50 knots indicated. Oil pressure was to
high and I had to throttle back to keep it in limits. The oil pressure
relief is adjustable so that should be a simple fix. The most annoying
thing was a canopy buzz on the trailing end at high speed. How do you
stop that?
I would like to report that the first landing was a greaser but that
would not be so. After the third bounce I remembered to plant the main
gear on by raising the tail. Life was good after that. The 4 sure
handles better than my Cessna C140A on the ground and in the air. I
think I can get use to this airplane.
Thanks to Pierre Smith, Louisville, GA., for my transition training. I
was as prepared for this flight as any I have ever made.
Jerry Isler
Donalsonville, GA
RV-4 N455J - Flying
Message 16
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| Subject: | Re: RV6/6A Fuel Tank Attachment |
Thanks Kevin,
I understand the purpose of the slot, though to be honest I am still
hesitant to cut the slot. What if it changes the flutter characteristics or
allows some movement that wears over time etc... (I know, lots of planes
flying with that mod but it is a tough one to accept).
Anyway, my question is about the *platenut*. Even though Steve sent me the
copy of the plans from the original RVator, I still don't understand the
placement and/or purpose of the platenut. Is it a large platenut installed
on the washer? (the plans say "miniature platenut"). If so, why not use a
regular nut? Something about not letting the bolt get crooked when release
is needed?
Dave Leonard
On 3/12/07, Kevin Horton <khorton01@rogers.com> wrote:
>
>
> On 12 Mar 2007, at 09:08, David Leonard wrote:
>
> > I am in the same boat as John (my wings are off for painting), but
> > I can't remember the purpose of the platenut.
> >
>
> Pictue the angle on the nose of the inboard tank rib is bolted to the
> angle on the fuselage, with no slots in either angle. Now, imagine a
> crash scenario where the wing leading edge hits something, and this
> pushes the wing back. The nose of the tank rib is rigidly attached
> to the fuselage, so there is a risk of the rib being pulled out of
> the tank, releasing a large quantity of fuel, and leading to a fire.
> This apparently happened on more than one accident, and led to a
> design change.
>
> The design change puts a slot in one of those angles. If the bolt is
> not too tight, it will simply slide out the slot, and allow the wing
> to be pushed back without pulling the fuel tank apart. This should
> hopefully reduce the chance of a fuel tank breach, and reduce the
> risk of a post-crash fire, which should improve survivability.
>
> From a functionality point of view, it doesn't matter which angle
> has the slot. My recollection is that for retrofits to existing
> tanks, Van suggested to put the slot in the fuselage angle, as it can
> be unbolted to make the mod. For new build tanks, Van suggested to
> put the slot on the tank angle, as this was perceived to have some
> advantage.
>
> Kevin Horton RV-8 (finishing kit)
> Ottawa, Canada
> http://www.kilohotel.com/rv8
>
>
--
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 17
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| Subject: | Re: RV-4 First flight |
Congrats on your milestone. According to an article in the latest issue
of General Aviation News, the 5000th flying RV launched on Feb 14th in
San Antonio. Another first flight was recorded that day as well. So, you
must be number 5020 or something. Congrats again.
Henry H.
part time flyer of N72224 RV-6 KAWO
Jerry Isler wrote:
> After 12 years of on and off construction, RV-4 N455J is officially a
> flyable airplane. After receiving the airworthiness certificate this
> morning, I performed a full power ground run on the engine just to
> make sure it would develop adequate power and to see that there were
> no issues with the fuel delivery system. A quick adjustment of the low
> speed idle and another 15 gallons of 100LL (for a total of 20 gallons,
> 10 in each side) I was ready to go. At 1715 this afternoon I pulled
> onto runway 18 at 17J (Donalsonville, GA) and applied full power. The
> take-off roll was brisk but the airplane tracked straight. It broke
> ground after a short ground run and climbed away at 1500 FPM. At 2000
> feet I orbited the airport feeling out the controls and watching the
> oil pressure. The left wing is slightly heavy and I hope to correct
> that with a squeeze of the left aileron. Also, right rudder was
> required to keep the ball centered. I may try to correct the rudder
> first before squeezing the aileron, just to see how it affects the
> heavy wing. Stalls were non events at less than 50 knots indicated.
> Oil pressure was to high and I had to throttle back to keep it in
> limits. The oil pressure relief is adjustable so that should be a
> simple fix. The most annoying thing was a canopy buzz on the trailing
> end at high speed. How do you stop that?
>
> I would like to report that the first landing was a greaser but that
> would not be so. After the third bounce I remembered to plant the main
> gear on by raising the tail. Life was good after that. The 4 sure
> handles better than my Cessna C140A on the ground and in the air. I
> think I can get use to this airplane.
>
> Thanks to Pierre Smith, Louisville, GA., for my transition training. I
> was as prepared for this flight as any I have ever made.
>
> Jerry Isler
> Donalsonville, GA
> RV-4 N455J - Flying
> *
>
>
> *
Message 18
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| Subject: | Re: RV-4 First flight |
You don't see as many -4's leaving the ground for the first time anymore. Congrats
on
your new bird! May she serve you faithfully and deliver you safely to any destination
you choose.
Bill
-4 wings
Sucker-punch spam with award-winning protection.
Try the free Yahoo! Mail Beta.
Message 19
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| Subject: | Re: RV-4 First flight |
Jerry,=0A=0A Congratulations on your successful flight. Regarding your
canopy buzz, I had the same problem. I solved it by installing rubber edgi
ng along the rear of the canopy skirt. I used a more rounded shape that I
found in the McMasterCarr catalog. This not only stopped the buzzing, but
also made the cockpit less drafty and gave the canopy a more solid feel whe
n closed.=0A=0ATed=0A=0A=0A=0A----- Original Message ----=0AFrom: Jerry Isl
er <jlisler@alltel.net>=0ATo: rv-list@matronics.com=0ASent: Monday, March 1
2, 2007 8:12:48 PM=0ASubject: RV-List: RV-4 First flight=0A=0A=0AAfter 12 y
ears of on and off construction, RV-4 N455J is officially a flyable airplan
e. After receiving the airworthiness certificate this morning, I performed
a full power ground run on the engine just to make sure it would develop ad
equate power and to see that there were no issues with the fuel delivery sy
stem. A quick adjustment of the low speed idle and another 15 gallons of 10
0LL (for a total of 20 gallons, 10 in each side) I was ready to go. At 1715
this afternoon I pulled onto runway 18 at 17J (Donalsonville, GA) and appl
ied full power. The take-off roll was brisk but the airplane tracked straig
ht. It broke ground after a short ground run and climbed away at 1500 FPM.
At 2000 feet I orbited the airport feeling out the controls and watching th
e oil pressure. The left wing is slightly heavy and I hope to correct that
with a squeeze of the left aileron. Also, right rudder was required to keep
the ball centered. I may try to correct the rudder first before squeezing
the
aileron, just to see how it affects the heavy wing. Stalls were non events
at less than 50 knots indicated. Oil pressure was to high and I had to thr
ottle back to keep it in limits. The oil pressure relief is adjustable so t
hat should be a simple fix. The most annoying thing was a canopy buzz on th
e trailing end at high speed. How do you stop that? =0A=0AI would like to r
eport that the first landing was a greaser but that would not be so. After
the third bounce I remembered to plant the main gear on by raising the tail
. Life was good after that. The 4 sure handles better than my Cessna C140A
on the ground and in the air. I think I can get use to this airplane.=0A=0A
Thanks to Pierre Smith, Louisville, GA., for my transition training. I was
as prepared for this flight as any I have ever made.=0A=0AJerry Isler=0ADon
============
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