Today's Message Index:
----------------------
1. 12:05 AM - Re: Re: Sam James Wheel Pants (Fiveonepw@aol.com)
2. 12:18 AM - Re: VA-183 Governor bracket (Fiveonepw@aol.com)
3. 07:22 AM - Re: training (Dave Cudney)
4. 02:49 PM - Re: VA-183 Governor bracket (Karl Ahamer)
5. 02:50 PM - Re: VA-183 Governor bracket (Karl Ahamer)
6. 04:01 PM - Builders in Fayetteville, NC (Randy Garrett)
7. 05:03 PM - Re: Builders in Fayetteville, NC (angie vick)
8. 05:20 PM - Re: Builders in Fayetteville, NC (Darrell Reiley)
9. 05:27 PM - Randy (Ed Anderson)
10. 05:28 PM - Randy (Ed Anderson)
11. 05:28 PM - Re: RVSouthEast-List: Fw: Builders in Fayetteville, NC (Larry Bowen)
12. 05:33 PM - Re: Builders in Fayetteville, NC (angie vick)
13. 05:55 PM - Re: Performance Chart (Kevin Horton)
14. 06:07 PM - Where's the answer? (Jerry Hansen)
15. 06:43 PM - Re: Builders in Fayetteville, NC (Randy Garrett)
16. 06:59 PM - Re: Builders in Fayetteville, NC (angie vick)
Message 1
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| Subject: | Re: Sam James Wheel Pants |
In a message dated 5/12/2007 6:24:40 AM Central Daylight Time,
gmcjetpilot@yahoo.com writes:
Also lack of performance gain may be from from not putting them
on properly. Not saying that is the case, just that alignment and
excessive gaps can cause the gain to be minimized. I saw your
workmanship Mark, excellent so that is not the case, just saying.
>>>
I appreciate the compliment, but my experience is only that- it is my sincere
hope that one day we can go eyeball to eyeball to resolve some long history.
All education only moves us forward...
Most respectfully,
Mark & do not archive
************************************** See what's free at http://www.aol.com.
Message 2
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| Subject: | Re: VA-183 Governor bracket |
In a message dated 5/12/2007 6:56:07 AM Central Daylight Time,
kahamer@bigpond.net.au writes:
The only way I think it could work is to turn the nipple about 180 degrees to
face upwards.
>>>
On my current project with Aerosport IO-360-M1 I had the same situation- the
45 deg fitting from the oil outlet on the accessory housing points down, and a
45 deg fitting on the hose pointed toward the cooler nicely clears the
governor bracket. I'm pretty sure this is also documented on the Checkoweb, see
_http://rvproject.com/search.html_ (http://rvproject.com/search.html) and do a
search for oil hose.
>From The PossumWorks in TN
Mark - RV-6A "Mojo"
************************************** See what's free at http://www.aol.com.
Message 3
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On May 12, 2007, at 7:42 PM, Reuven Silberman wrote:
> Reuven:
I've been trying to contact you for some transition training. I lost
your card with your email and phone numbers.
Please contact me off line.
Thanks
Dave
cell phone (951) 255 4880
>
Message 4
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| Subject: | VA-183 Governor bracket |
Thanks for great info Bill!
Karl
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bill
Schlatterer
Sent: Sunday, 13 May 2007 1:09 AM
Subject: RE: RV-List: VA-183 Governor bracket
Karl, I had the same problem on an XP360 A1A. A straight fitting is too
close to the oil filter. Ken at Vans sent me a picture and said "do
something like this", meaning cut and trim. I was a little leery
because of the size of the notch I had to cut out so I welded a piece of
scrap steel along the bottom to make sure it was still solid. Probably
not necessary. BTW, "I" really means "a friend" welded the brace on
the bracket. Hope this helps.
Bill S
7a engine
Arkansas
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Karl Ahamer
Sent: Saturday, May 12, 2007 6:53 AM
Subject: RV-List: VA-183 Governor bracket
Hi all,
Mounted the MT Governor and VA-183 governor bracket to my O-360A-1-A
today and noticed that the bracket is obstructing the the oil to cooler
outlet on the engine.
A 45 degree nipple is installed there,which points down a bit to the
left (as seen from behind the engine).The only way I think it could work
is to turn the nipple about 180 degrees to face upwards.
The archives have something on this bracket,but not related to the oil
line .
Wonder if someone else had this problem.
Regards
Karl Ahamer
7A
near Sydney/Australia
11/05/2007 7:34 PM
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.c
om/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
11/05/2007 7:34 PM
12/05/2007 6:40 PM
Message 5
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| Subject: | VA-183 Governor bracket |
Thanks for info Mark !
Karl
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
Fiveonepw@aol.com
Sent: Sunday, 13 May 2007 5:17 PM
Subject: Re: RV-List: VA-183 Governor bracket
In a message dated 5/12/2007 6:56:07 AM Central Daylight Time,
kahamer@bigpond.net.au writes:
The only way I think it could work is to turn the nipple about 180
degrees to face upwards.
>>>
On my current project with Aerosport IO-360-M1 I had the same situation-
the 45 deg fitting from the oil outlet on the accessory housing points
down, and a 45 deg fitting on the hose pointed toward the cooler nicely
clears the governor bracket. I'm pretty sure this is also documented on
the Checkoweb, see HYPERLINK
"http://rvproject.com/search.html"http://rvproject.com/search.html and
do a search for oil hose.
>From The PossumWorks in TN
Mark - RV-6A "Mojo"
_____
See what's free at HYPERLINK
"http://www.aol.com?ncid=AOLAOF00020000000503" \nAOL.com.
"http://www.matronics.com/Navigator?RV-List"http://www.matronics.com/Nav
igator?RV-List
"http://forums.matronics.com"http://forums.matronics.com
12/05/2007 6:40 PM
12/05/2007 6:40 PM
Message 6
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| Subject: | Builders in Fayetteville, NC |
Help! I landed out Fayetteville, NC (FAY) tonight and found my charging
system has gone kaput. I highly suspect the alternator.
I wondered whether there were any builders on the field who might let me use
their hangar and tools to diagnose and repair.
Many thanks and sorry to post to so many people who are nowhere near
Fayetteville.
Randy
RV-6A
750 hours
Message 7
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| Subject: | Re: Builders in Fayetteville, NC |
randy/iif you still need help in fayetteville call me at 910-6243529,
frank goggio rv6a
Message 8
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| Subject: | Re: Builders in Fayetteville, NC |
North Carolina Fayetteville - Hanson,Anthony
Anthony is in FAY. I've got a number for him. Maybe
Anthony can locate or find assistance for you.
Darrell
--- Randy Garrett <rgarrett7@gmail.com> wrote:
> Help! I landed out Fayetteville, NC (FAY) tonight
> and found my charging
> system has gone kaput. I highly suspect the
> alternator.
>
> I wondered whether there were any builders on the
> field who might let me use
> their hangar and tools to diagnose and repair.
>
> Many thanks and sorry to post to so many people who
> are nowhere near
> Fayetteville.
>
> Randy
> RV-6A
> 750 hours
>
http://mobile.yahoo.com/go?refer=1GNXIC
Message 9
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Randy,
I did a quick check of Van's white pages and this was the only name that
I found in Fayetteville
You might try giving them a call
North Carolina Fayetteville Hanson,Anthony/Sara 910.484.8512
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.dmack.net/mazda/index.html
Message 10
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Randy,
I did a quick check of Van's white pages and this was the only name that
I found in Fayetteville
You might try giving them a call
North Carolina Fayetteville Hanson,Anthony/Sara 910.484.8512
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.dmack.net/mazda/index.html
Message 11
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| Subject: | Re: Builders in Fayetteville, NC |
RV White pages show Hanson,Anthony/Sara 910.484.8512 are in FAY.
http://vansairforce.net/db/RVWPcode/rvwp_pda.asp
--
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
do not archive
On 5/13/07, Ed Anderson <eanderson@carolina.rr.com> wrote:
>
>
> ----- Original Message ----- *From:* Randy Garrett <rgarrett7@gmail.com>
> *To:* rv-list@matronics.com
> *Sent:* Sunday, May 13, 2007 6:57 PM
> *Subject:* RV-List: Builders in Fayetteville, NC
>
> Help! I landed out Fayetteville, NC (FAY) tonight and found my charging
> system has gone kaput. I highly suspect the alternator.
>
> I wondered whether there were any builders on the field who might let me
> use their hangar and tools to diagnose and repair.
>
> Many thanks and sorry to post to so many people who are nowhere near
> Fayetteville.
>
> Randy
> RV-6A
> 750 hours
>
> *
>
> 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 12
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| Subject: | Re: Builders in Fayetteville, NC |
randy, 910-6243529,i am in fayetteville, frank goggio rv6a
Message 13
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| Subject: | Re: Performance Chart |
Just for reference, if you are leaned to best power, the Lycoming
power charts for the 200 hp IO-360-A says that 2400 rpm and 22" at
8000 ft gives 69% power at standard temperature. If you have a 180
hp parallel valve O-360-A (and I assume that the parallel valve 180
hp IO-360-Bs would be similar to the O-360), the same rpm and MP
gives 75% power.
It is interesting that at 8000 ft, for the same rpm and MP, the 200
hp angle valve engine makes less power than the 180 hp parallel valve
engine if the rpm is less than about 2350. Once the rpm is up, the
angle valve engine breaths better, and it makes more power than the
parallel valve one.
If your 180 hp parallel valve engine is leaned to best power at 8000
ft, on a standard day, 2550 and 22.5" = 144 hp (80%)
2350 and 22.5" = 138 hp (77%)
2400 and 20" = 120 (67%)
If you leaner than best power mixture (as defined in the Lycoming
Operators Manual), then the power will be a bit less than that.
If you are running lean of peak, I think your specific fuel
consumption would be somewhere in the range of 0.45 lb/hr per hp.
Avgas weighs 6 lb/USG. So, you can multiply the fuel flows (in USG/
hr) by 6/0.45 (=13.3) to get an approximate power in hp. Or, looked
at another way, if you have a a 180 hp engine, and you want 75% power
(135 hp), find a power setting that gives around 135/13.3 = 10.1 USG/
hr (only valid if mixture is leaner than mixture for best power).
This won't work if your mixture is richer than the mixture for best
power, as in this case not all the fuel is being burnt, and the SFC
will vary as the mixture varies.
Note: the exact SFC to expect varies depending on which reference you
read. Pick the reference you believe, and adjust the above numbers
to suit).
Kevin Horton
Ottawa, Canada
On 12 May 2007, at 23:30, Greg Williams wrote:
> Hey, Thank you. It's better than what I've got now, I think.
> I'll try your numbers and see what happens. I would like to figure
> it out but don't really know where to start. The chart that I was
> given reads as below:
>
>
> Cruise Performance at 8,000':
>
> KIAS
>
> RPM
>
> MAP
>
> Fuel Flow
>
> % Power
>
> 168
>
> 2550
>
> 22.5
>
> 10.1 GPH
>
> 75%
>
> 161
>
> 2350
>
> 22.5
>
> 8.5 GPH
>
> 65%
>
> 150
>
> 2400
>
> 20.0
>
> 6.8 GPH
>
> 55%
>
>
> What do you think?
>
> I can't get anywhere near 168 KIAS with these 75% power settings.
>
> Greg
>
>
> On 5/12/07, Reuven Silberman <pilots2@yahoo.com> wrote: Greg,
>
> Got almost the same setup in a 7A but with mags. We had the same
> questions a year and a half ago. Called Lycoming and had them send
> an 8 1/2" by 11" power chart (the original is a 5 x 8 sheet that is
> all but unreadable and unuseable) for an IO360 and used that to
> start with. Would have no clue on how the Lightspeed would affect
> the power chart. We use 22" at 2400 rpm and I believe that is
> around 75% and the fuel flow gauge reads 10gph. Can obviously get
> it down lower if we use 20" or even 18" for sigh-seeing cruse.
> The bottom line is that you are pretty much on your own to figure
> the power setting out.
>
> Reuven Silberman
> NWT
>
> Greg Williams <mr.gsun@gmail.com > wrote: I'm flying a 1160 lb RV-7
> with Hartzell Blended Airfoil Constant Speed Prop, Aerosport IO-360
> 180 hp engine, Lightspeed Ignition
Message 14
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| Subject: | Where's the answer? |
Where's the answer? Most people won't build...
---------------------------------------------
Up, Up and ... Never Mind
By
<http://topics.nytimes.com/top/reference/timestopics/people/w/matthew_l_wald
/index.html?inline=nyt-per> MATTHEW L. WALD
Smoketown, Pa.
MATTHEW W. PHELPS was a natural candidate for flying lessons. A computer
system administrator, he liked anything technical. He had a brother who had
a
plane and wrote about aviation for a magazine. And from the moment he got
behind the controls, at a small airport north of Boston, he enjoyed himself.
"I liked it a lot," he said. "It was fun, it was exhilarating."
But Mr. Phelps, 42, embodies all the promise and crisis of general aviation.
He
gave up after 15 hours of lessons, probably about a quarter of the way to
earning his license.
"At that point, I'd met my future wife and we were starting to save for the
wedding, and then to buy a house, and then there was something else to save
money for," he said. That was in 1993. "I'm still sort of dreaming that it
might
get done, I just put it on hold," he said.
Once, nearly every boy had the idea that he would slip the surly bonds of
earth
and dance the skies on laughter-silvered wings, as John Gillespie Magee Jr.,
a
pilot in the Canadian Air Force, wrote in 1941. Plenty of people still go to
school
hoping for a job at the airlines flying the big jets, but experts fear that
the
hobbyist, who flies as an alternative to golf or boating, or perhaps to take
the
family 100 miles to a beach or maybe just an obscure restaurant, is
disappearing.
The number of student pilots is down by about a third since 1990, from
129,000
to 88,000. The number of private pilots is down from 299,000 to 236,000,
according to statistics kept by the Federal Aviation Administration. And
they are
aging.
Some longtime private pilots fear that an industry is withering, and a bit
of
Americana is slipping away, along with a bit of freedom and joy. And it is
happening in part because of lack of interest; Walter Mitty doesn't want to
fly
anymore.
The industry has recently launched a major campaign to lure people like Mr.
Phelps back, and to recruit new students. But something has changed.
"It's not a Gen X kind of thing," said Paul Quinn, 62, with a smile, as he
fueled
up his 1942-vintage Army Air Corps trainer at the tiny airport in Smoketown,
Pa.
Sitting at the picnic tables overlooking the single runway, a variety of
students,
pilots and sightseers had gathered in the warm sun. Most, like Mr. Quinn,
had
gray hair. "Most of the people who are out here are in their 50s, 60s, 70s
and
80s," he said.
Ironically, an increasingly technological society is turning its back on a
high-
technology pastime.
One problem is fear, in an era when people describe their cars by the number
of
airbags, not the number of horses. In small planes, the statistics show that
fatal
accidents per 100,000 hours of flight fell by one-quarter in the decade
ending in
2004, but some people in aviation fear that tolerance for risk is falling
even
faster.
ANOTHER is the shift of income and family decision-making to women. Industry
leaders try hard not to sound like a former president of Harvard and
attribute
anything to innate skill, but women simply do not take up flying as
frequently as
men do.
"There's been a big sociological and psychological change in the families of
today, in where the discretionary dollars go," said Phil Boyer, president of
the
Aircraft Owners and Pilots Association. When the husband told the
stay-at-home
mom of the 1950s that he was going to spend a Saturday afternoon taking
flying
lessons, she acquiesced, he said. Today, he said, in a two-income family,
she is
more likely to say: "You are not. That's your day to take Johnny to the
soccer
game, and what the heck are you doing spending our hard-earned money on
flying lessons?"
Mr. Boyer's association is trying hard to make flying more appealing to
women,
including offering training in how to read aviation maps, talk on the radio
and
provide other help in the plane, and maybe transitioning them to earning a
license themselves. But 95 percent of the students are still male, he said.
At the airport in Smoketown, Matt Kauffman, the chief flight instructor at
Aero-
Tech Services, the only flight school here, said that the training system
had not
adapted itself to women. "Women learn differently from men," Mr. Kauffman
said. "If two men go up, they will scream and shout, and a transfer of
knowledge
occurs, and we'd get back on the ground and go have a beer, and life is
good,"
he said. "If you yell at a woman, she'd start crying, and she'd never come
back."
He would like to hire a female flight instructor but can't find one, he
said.
Time and money drive others away. The prospect of taking months to earn a
pilot's license is less appealing now. It is also expensive, $5,000 to
$7,000.
Renting even a tiny two-seat plane runs $75 an hour, and an instructor, $40
an
hour or so. Fuel costs money, too, but its recent price increase is not a
major
consideration, because small planes burn only six to seven gallons an hour.
David Ehrenstein got his pilot's license in graduate school in the early
1990s, at
the
<http://topics.nytimes.com/top/reference/timestopics/organizations/u/univers
ity_of_illinois/index.html?inline=nyt-org> University of Illinois at
Urbana-Champaign. "I'm a little bit of a closet technie
nerd," he said. He liked flying because "there's a bunch of technology
involved,"
and that using it "to do this great cool thing was exciting." But he had to
give it
up when he moved to Washington about three years later.
"My impression is that when people grow up and have kids, they no longer
have
time to fly," said Mr. Ehrenstein, now 40. "When I quit, the major
demographic
of pilots was retired white guys."
Even people with money find flying a guilty pleasure. Ron Janis, a lawyer in
New
York who specializes in mergers and acquisitions, wants his license so he
can fly
to a house he and his wife bought in Provincetown, Mass. And he loves to
fly.
But, he said: "I certainly work longer hours than when I started. And I do
get in
trouble with my firm for taking this time off" to fly.
The attacks of Sept. 11, 2001, did not help, nor did the crash deaths of
prominent private pilots like
<http://topics.nytimes.com/top/reference/timestopics/people/l/cory_lidle/ind
ex.html?inline=nyt-per> Cory Lidle or
<http://topics.nytimes.com/top/reference/timestopics/people/k/john_f_jr_kenn
edy/index.html?inline=nyt-per> John F. Kennedy Jr. Nor did the bumbling
flight of two men from Smoketown into the District of Columbia in May 2005,
in a
two-seat Cessna, that paralyzed the federal government.
"We'll be paying for that for years," said Mr. Kauffman, the flight
instructor. (The
men were not his students and it was not his plane, he quickly pointed out.)
Mr.
Kauffman said his business has held constant, mostly because his only
competitor went out of business last year.
Indeed, airports like this one show signs of stagnation. At any general
aviation
airport, the cars in the parking lot are usually new but the planes on the
field
have vintages more like the taxis in Havana. They are all well maintained,
some
private pilots say, but carburetors are still in common use.
Vern Raburn, the president and chief executive of Eclipse Aviation, which is
seeking to sell a new generation of tiny jets for general aviation use,
observed in
a speech that the Beechcraft Bonanza is now 60 years old. "I challenge you
to
find another industry in the world today that celebrates building
60-year-old
products," he said.
But Mr. Raburn's product costs over $1.5 million, and thus is not likely to
revitalize the lower end of the spectrum.
Some industry executives say the reason is that America is no longer a
do-it-
yourself, take-charge society, and that includes fly-it-yourself. Mr.
Boyer's group,
the Aircraft Owners and Pilots Association, tried putting ads on the cable
TV
channels that run do-it-yourself home improvement and electronics programs.
The campaign did not work very well, he said. Now his organization has a new
marketing campaign, Project Pilot, with a smoothly produced video narrated
by
Erik Lindbergh, grandson of Charles, who flew the Atlantic solo in 1927 and
electrified the world of aviation.
"It gives me a rush every time I go up," he says on the DVD. But he adds:
"Just
as my grandfather's flight created a huge interest in flying, we need to
create
that same groundswell today. We need a new generation of general aviation
pilots, because without more pilots, even A.O.P.A. can't keep general
aviation
strong, and that will ultimately have a big effect on every pilot."
BUT some veterans fear the magic is gone for good. Men who returned from
World War II having seen the Mustangs, Corsairs or Thunderbolts might have
wanted to fly their own propeller planes. In the wars in the Middle East,
the A-10
Warthog has not inspired the same ambitions.
The
<http://topics.nytimes.com/top/reference/timestopics/organizations/f/federal
_aviation_administration/index.html?inline=nyt-org> F.A.A. last year
introduced a new kind of license, sport pilot, to try to lower
the barriers to entry and draw more people in. The license limits the pilot
to very
small planes, and, at first, daytime flying, and staying within 50 miles. It
also
requires fewer hours, and costs about half as much to get.
Many flight instructors say the license is so limited that there is no
reason to
bother. Hal Shevers, who owns a flight school near Cincinnati, is pushing
his
students to get the license. With it, he said, "I can take my mom and dad or
wife
and kids up on a nice afternoon or sunny Sunday, and show them the sights."
"I can show them a sunset, a sunrise."
But to work, some people in the industry say, it will require a major
manufacturer to build a new class of plane, one that can be sold for less
than
$100,000, and insured for less, so it will be less expensive to rent.
To be able to offer cut-rate prices for the new sport license, Mr. Kauffman
went
looking for a small, simple, inexpensive airplane. He ended up with an
Aeronca
Champion, which was built in 1946. So far, nobody is building a new plane to
match the F.A.A.'s program.
Message 15
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| Subject: | Re: Builders in Fayetteville, NC |
Hi ...
Would you happen to have a hangar at the Fayetteville airport? I'm tied
down in front of Landmark.
Thanks, Randy
On 5/13/07, angie vick <gilbey@earthlink.net> wrote:
>
> randy, 910-6243529,i am in fayetteville, frank goggio rv6a
>
> *
>
>
> *
>
>
Message 16
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| Subject: | Re: Builders in Fayetteville, NC |
randy,i have a hanger at grays creek, few miles from fayetteville,do you
need someone to come and get you,i can get you the tools you need,do you
have a phone that you can call me at,do you need me to come to you now
frank goggio 910-6243529
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