Today's Message Index:
----------------------
1. 05:08 AM - Re: Builders in Fayetteville, NC (Randy Garrett)
2. 05:54 AM - source for ready-made hoses (Bill Boyd)
3. 06:29 AM - Re: source for ready-made hoses (Bruce Gray)
4. 07:03 AM - Re: Builders in Fayetteville, NC (Sam Buchanan)
5. 07:07 AM - Re: source for ready-made hoses (Tailgummer@aol.com)
6. 07:22 AM - Re: source for ready-made hoses (Brian Meyette)
7. 08:41 AM - Re: Performance Chart (Greg Williams)
8. 10:40 AM - Re: source for ready-made hoses (vft@aol.com)
9. 01:08 PM - Re: source for ready-made hoses (Brian Meyette)
10. 01:21 PM - Does anyone have a number for Grand Rapids? (Don Mack)
11. 01:30 PM - Re: RV-9 Certified As E-LSA (Mike Robertson)
12. 01:32 PM - Re: Does anyone have a number for Grand Rapids? (ptrotter@optonline.net)
13. 01:56 PM - Re: Does anyone have a number for Grand Rapids? (Bill VonDane)
14. 02:43 PM - Re: Does anyone have a number for Grand Rapids? (Skylor Piper)
15. 02:59 PM - Re: RV-9 Certified As E-LSA (jbker@juno.com)
16. 03:34 PM - Re: RV-9 Certified As E-LSA (Mike Robertson)
17. 03:44 PM - Re: Performance Chart (Kevin Horton)
18. 05:21 PM - Re: RV-9 Certified As E-LSA (Kevin Horton)
19. 05:24 PM - Re: RV-9 Certified As E-LSA (Charlie England)
20. 05:27 PM - Big Bend State Park - Texas (Richard Reynolds)
21. 06:01 PM - Re: Big Bend State Park - Texas (Larry Pardue)
22. 06:06 PM - Re: Builders in Fayetteville, NC (Randy Garrett)
23. 06:15 PM - Re: Builders in Fayetteville, NC (Ed Anderson)
24. 08:31 PM - Re: source for ready-made hoses (Vanremog@aol.com)
25. 09:01 PM - Re: source for ready-made hoses (Kelly McMullen)
26. 09:13 PM - Re: source for ready-made hoses (Vanremog@aol.com)
27. 09:23 PM - Re: source for ready-made hoses (Kelly McMullen)
28. 09:34 PM - Re: Where to put the fuel flow sensor (Dave Cudney)
29. 10:27 PM - Re: source for ready-made hoses (Vanremog@aol.com)
Message 1
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| Subject: | Re: Builders in Fayetteville, NC |
Hi Frank ... I certainly appreciate the offer. I will try the Landmark FBO
first and see if they can help. If not, I might have to impose on you. My
cell phone is 703-473-9458. I have a rental car and hotel ... I was going
to some mtgs at Ft Bragg ... so I am in pretty good shape.
The trickiest part will probably be finding another alternator or getting
this one rebuilt. I have the one from Van's which is a late 70's Honda
Civic.
Many thanks!
Randy
On 5/13/07, angie vick <gilbey@earthlink.net> wrote:
>
> 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
>
> *
>
>
> *
>
>
Message 2
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| Subject: | source for ready-made hoses |
It's been ten years - time to replace the aging home-made oil and fuel hoses
FWF.
This time I want to go with "lifetime" teflon hoses and professionally
installed fittings and firesleeve, with pressure testing, so I'm looking for
a good vendor to provide ready-made hoses. Any recommendations as far as
price and service, turn-around time and so forth?
Thanks,
-Bill B / Stormy
Message 3
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| Subject: | source for ready-made hoses |
If you want aircraft certified hoses try Sacramento Sky Ranch. You migh
also
try your local automotive speed shop.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bill Boyd
Sent: Monday, May 14, 2007 8:53 AM
Subject: RV-List: source for ready-made hoses
It's been ten years - time to replace the aging home-made oil and fuel
hoses
FWF.
This time I want to go with "lifetime" teflon hoses and professionally
installed fittings and firesleeve, with pressure testing, so I'm looking
for
a good vendor to provide ready-made hoses. Any recommendations as far
as
price and service, turn-around time and so forth?
Thanks,
-Bill B / Stormy
Message 4
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| Subject: | Re: Builders in Fayetteville, NC |
Randy Garrett wrote:
>
> The trickiest part will probably be finding another alternator or getting
> this one rebuilt. I have the one from Van's which is a late 70's Honda
> Civic.
The 35 amp alternator is a NipponDenso as used on 1976-1979 Honda Civic
CVCC without air conditioning. A common number you can find in Duralast
and other reman alternators is 14184. The Beck/Arnley number is
186-0100. You can leave the fan on the new alternator.
Sam Buchanan
Message 5
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| Subject: | Re: source for ready-made hoses |
Bill, I had all my hoses profesionally made , firesleeved, pressure tested
and tagged by Aviall Aerospace in Van Nuys, Ca. I would do it again in a
heartbeat. Reall nice people to work with. Try Tim Temple @ (818) 997-5063.
John D'Onofrio RV8 N585JD
************************************** See what's free at http://www.aol.com.
Message 6
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| Subject: | source for ready-made hoses |
I had good service, quick turnaround, and good products from Southeastern
Hose
http://www.sehose.com/
brian
http://brian76.mystarband.net/engineOct06.htm#oct12
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Bill Boyd
Sent: Monday, May 14, 2007 7:53 AM
Subject: RV-List: source for ready-made hoses
It's been ten years - time to replace the aging home-made oil and fuel hoses
FWF.
This time I want to go with "lifetime" teflon hoses and professionally
installed fittings and firesleeve, with pressure testing, so I'm looking for
a good vendor to provide ready-made hoses. Any recommendations as far as
price and service, turn-around time and so forth?
Thanks,
-Bill B / Stormy
12:17 PM
Message 7
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| Subject: | Re: Performance Chart |
Wow, Thanks for all that tech info. I took notes and will digest it. As
long as you're at it, what's the best way to lean the engine? My EFIS tells
me all four EGT's but they react fairly slowly, and bounce around a bit.
I'm not experienced enough to concentrate on watching for the peak numbers
and fly the plane and chew bubble gum at the same time. Greg
On 5/13/07, Kevin Horton <khorton01@rogers.com> wrote:
>
>
> 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 8
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| Subject: | Re: source for ready-made hoses |
I had these type hoses made up for my Rocket project by Precision Hose Technology
(PHT) in Tulsa, OK . I'm very happy with the way they tyrned out however there
are a few things you should take into consideration when using these. The
first is that they do not have an unlimited service life. Only an unlimited shelf
life. The second is these hose assemblies are much stiffer than standard hose
assemblies so they really need to fit well. When I measured for mine I intentionently
added and extra couple of inches thinking that any extra length could
be used up by allowing the hose to bend a bit between the attach fitting as
is normaly the case with standard hosed. I ended up having to send some back
and redone to a shorter length.
BTW Precision gave me great customer service in dealing with all of this.
Danny Melnik
F1 #25
Melbourne (FL) Rocket Factory
-----Original Message-----
From: Bruce@glasair.org
Sent: Mon, 14 May 2007 9:28 AM
Subject: RE: RV-List: source for ready-made hoses
If you want aircraft certified hoses try Sacramento Sky Ranch. You migh also try
your local automotive speed shop.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-server@matronics.com] On Behalf Of Bill Boyd
Sent: Monday, May 14, 2007 8:53 AM
Subject: RV-List: source for ready-made hoses
It's been ten years - time to replace the aging home-made oil and fuel hoses FWF.
This time I want to go with "lifetime" teflon hoses and professionally installed
fittings and firesleeve, with pressure testing, so I'm looking for a good vendor
to provide ready-made hoses. Any recommendations as far as price and service,
turn-around time and so forth?
Thanks,
-Bill B / Stormy
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 9
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| Subject: | source for ready-made hoses |
Oh and I almost forgot an important part whoever you get them from, when
you order them, be sure to specify OVERALL LENGTH from the outer end of
one nut to the outer end of the nut at the other end. I had specified
sealing surface to sealing surface when I ordered mine, and it causes
confusion. The hose makers expect lengths you give them are OAL.
brian
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of vft@aol.com
Sent: Monday, May 14, 2007 12:39 PM
Subject: Re: RV-List: source for ready-made hoses
I had these type hoses made up for my Rocket project by Precision Hose
Technology (PHT) in Tulsa, OK . I'm very happy with the way they tyrned out
however there are a few things you should take into consideration when using
these. The first is that they do not have an unlimited service life. Only an
unlimited shelf life. The second is these hose assemblies are much stiffer
than standard hose assemblies so they really need to fit well. When I
measured for mine I intentionently added and extra couple of inches thinking
that any extra length could be used up by allowing the hose to bend a bit
between the attach fitting as is normaly the case with standard hosed. I
ended up having to send some back and redone to a shorter length.
BTW Precision gave me great customer service in dealing with all of this.
Danny Melnik
F1 #25
Melbourne (FL) Rocket Factory
-----Original Message-----
From: Bruce@glasair.org
Sent: Mon, 14 May 2007 9:28 AM
Subject: RE: RV-List: source for ready-made hoses
If you want aircraft certified hoses try Sacramento Sky Ranch. You migh also
try your local automotive speed shop.
Bruce
www.glasair.org <http://www.glasair.org/>
-----Original Message-----
From: owner-rv-list-server@matronics.com <javascript:parent.ComposeTo(> [
mailto:owner-rv-list-server@matronics.com <javascript:parent.ComposeTo(> ]
On Behalf Of Bill Boyd
Sent: Monday, May 14, 2007 8:53 AM
rv-list@matronics.com <javascript:parent.ComposeTo(>
Subject: RV-List: source for ready-made hoses
It's been ten years - time to replace the aging home-made oil and fuel hoses
FWF.
This time I want to go with "lifetime" teflon hoses and professionally
installed fittings and firesleeve, with pressure testing, so I'm looking for
a good vendor to provide ready-made hoses. Any recommendations as far as
price and service, turn-around time and so forth?
Thanks,
-Bill B / Stormy
href=" http://www.matronics.com/Navigator?RV-List">
http://www.matronics.com/Navigator?RV-List
href=" http://forums.matronics.com <http://forums.matronics.com/> ">
http://forums.matronics.com <http://forums.matronics.com/>
_____
12:17 PM
Message 10
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| Subject: | Does anyone have a number for Grand Rapids? |
I tried emailing a couple weeks ago without any luck. Their web page and it
is not working today (it was up last week). I dialed the number in the
yeller pages, 616-583-8000 and receive a disconnect message.
Perhaps the list has the answers to my questions for them:
I just turned on my EIS 4000 for the first time and have a few questions
about readings that I do not find answers for in the manual. The readings
were all taken with the engine off (it's never been started, Lyc 0360-a1a).
Oil temp reads 59 degrees. Room temperature was around 70. Is that normal
when the oil is cold/engine off?
CHT temps read 22x for all 4, is that just the low end reading?
Oil pressure reads 29, again engine cold and off?
Volts read 20. I have the battery on a trickle charger. Two other
instruments both read 13.1 (Dynon D10a and Monroy ATD300)?
Thanks
Don Mack | don@dmack.net | www.dmack.net
Message 11
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| Subject: | RV-9 Certified As E-LSA |
Hawk,
it is not supposed to be a discrepancy. Category 1 that you talk about is
for existing light-sport aircraft. That has created somewhat of a loophole
. It was designed for existing ultra-lights, but also was meant to include
those folks already building an otherwise amateur-built aircraft at the ti
me this new rule took effect that have not had the chance to get a letter o
f compliance from the manf. but otherwise met the rule/definition of a ligh
t-sport aircraft. If the builder of an RV-9 was able to convince an inspe
ctor that his aircraft could not/would not go faster than 120 kts in cruise
and could stall at 39 knots or less then he was eligible for an experiment
al light-sport certificate. The up side is he can operate it with only a d
river's license instead of a medical and will get away with a few less flig
ht test hours. The down side is he will have to go to a 16 hour school som
ewhere in order to qualify for the repairman cert.
Mike Robertson
Das Fed
From: hawk@compuplus.netTo: rv-list@matronics.comSubject: RV-List: RV-9 Cer
tified As E-LSADate: Fri, 11 May 2007 22:49:50 -0600
A current thread in Doug Reeve's VAF Forums (and a First-Flight report on V
an's site) concerns the certification of an RV-9 in the ELSA Category. I
can't find any reference to the mechanism of such a certification in the F
inal Rule on SP/LSA published by the FAA. Indeed, all the references I hav
e run across support Ron Wanttaja's summary in his May 2005 'Kitplanes' art
icle:
"There are three basic ways an aircraft can receive an ELSA airworthiness c
ertificate: (1) conversion of a former two-seat ultralight trainer (through
early 2008), (2) construction of the aircraft from an ELSA kit or plans, a
nd (3) conversion of an existing SLSA.
It takes no FAA approval to put together an Ex/AB kit to sell to other buil
ders. A potential ELSA manufacturer, however, must build a prototype aircr
aft, ensure it meets the LSA concensus standards, pass the FAA inspection a
nd receive the SLSA certificate. At that point, the manufacturer can eithe
r begin producing ready-to-fly SLSAs or ELSA kits."
Can anyone comment on this apparent discrepancy, particularly from the Fed
side?
Hawkeye Hughes
RV-3 Skyote
_________________________________________________________________
Change is good. See what=92s different about Windows Live Hotmail.
www.windowslive-hotmail.com/learnmore/default.html?locale=en-us&ocid=TX
T_TAGLM_HMWL_reten_changegood_0507
Message 12
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| Subject: | Re: Does anyone have a number for Grand Rapids? |
616-245-7700
----- Original Message -----
From: Don Mack
Subject: RV-List: Does anyone have a number for Grand Rapids?
>
> I tried emailing a couple weeks ago without any luck. Their web
> page and it
> is not working today (it was up last week). I dialed the number
> in the
> yeller pages, 616-583-8000 and receive a disconnect message.
>
> Perhaps the list has the answers to my questions for them:
>
> I just turned on my EIS 4000 for the first time and have a few
> questionsabout readings that I do not find answers for in the
> manual. The readings
> were all taken with the engine off (it's never been started, Lyc
> 0360-a1a).
>
> Oil temp reads 59 degrees. Room temperature was around 70. Is
> that normal
> when the oil is cold/engine off?
>
> CHT temps read 22x for all 4, is that just the low end reading?
>
> Oil pressure reads 29, again engine cold and off?
>
> Volts read 20. I have the battery on a trickle charger. Two other
> instruments both read 13.1 (Dynon D10a and Monroy ATD300)?
>
> Thanks
>
> Don Mack | don@dmack.net | www.dmack.net
>
>
>
>
>
>
Message 13
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| Subject: | Re: Does anyone have a number for Grand Rapids? |
(616) 245-7700
Don Mack wrote:
>
> I tried emailing a couple weeks ago without any luck. Their web page and it
> is not working today (it was up last week). I dialed the number in the
> yeller pages, 616-583-8000 and receive a disconnect message.
>
> Perhaps the list has the answers to my questions for them:
>
> I just turned on my EIS 4000 for the first time and have a few questions
> about readings that I do not find answers for in the manual. The readings
> were all taken with the engine off (it's never been started, Lyc 0360-a1a).
>
> Oil temp reads 59 degrees. Room temperature was around 70. Is that normal
> when the oil is cold/engine off?
>
> CHT temps read 22x for all 4, is that just the low end reading?
>
> Oil pressure reads 29, again engine cold and off?
>
> Volts read 20. I have the battery on a trickle charger. Two other
> instruments both read 13.1 (Dynon D10a and Monroy ATD300)?
>
> Thanks
>
> Don Mack | don@dmack.net | www.dmack.net
>
>
>
Message 14
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| Subject: | Re: Does anyone have a number for Grand Rapids? |
Others have posted posted the correct number.
Also, be sure to use http://www.grtavionics.com for
their web page. I think there is an older web address
that may be referenced in older documentation.
Skylor
do not archive
--- Don Mack <don@dmack.net> wrote:
> <don@dmack.net>
>
> I tried emailing a couple weeks ago without any
> luck. Their web page and it
> is not working today (it was up last week). I dialed
> the number in the
> yeller pages, 616-583-8000 and receive a disconnect
> message.
>
> Perhaps the list has the answers to my questions for
> them:
>
> I just turned on my EIS 4000 for the first time and
> have a few questions
> about readings that I do not find answers for in the
> manual. The readings
> were all taken with the engine off (it's never been
> started, Lyc 0360-a1a).
>
> Oil temp reads 59 degrees. Room temperature was
> around 70. Is that normal
> when the oil is cold/engine off?
>
> CHT temps read 22x for all 4, is that just the low
> end reading?
>
> Oil pressure reads 29, again engine cold and off?
>
> Volts read 20. I have the battery on a trickle
> charger. Two other
> instruments both read 13.1 (Dynon D10a and Monroy
> ATD300)?
>
> Thanks
>
> Don Mack | don@dmack.net | www.dmack.net
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
> Web Forums!
>
>
>
>
>
Check out fun summer activities for kids.
http://search.yahoo.com/search?fr=oni_on_mail&p=summer+activities+for+kids&cs=bz
Message 15
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| Subject: | RV-9 Certified As E-LSA |
Mike,
I was given the opinion at SnF by both the FAA and EAA that there was n
o distinction on FAA records whether an amateur built exp was an airplan
e or a LSA. Also that there was nothing that a kit builder did to say wh
ich is was and it was up to the builder to decide if it qualified as an
LSA to be flown by a driver's license medical pilot.
Was I mislead??
Bernie Kerr, selling 9A and waiting on 12A.
<html><P>Mike,</P>
<P>I was given the opinion at SnF by both the FAA and EAA that the
re was no distinction on FAA records whether an amateur built exp was an
airplane or a LSA. Also that there was nothing that a kit builder
did to say which is was and it was up to the builder to decide if it qua
lified as an LSA to be flown by a driver's license medical pilot.</P>
<P>Was I mislead??</P>
<P>Bernie Kerr, selling 9A and waiting on 12A.</P>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 16
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| Subject: | RV-9 Certified As E-LSA |
Bernie,
You were not mislead under the current rules. BUT, after January 31, 2008
there is going to be some changes. On that date the category 1 existing ai
rcraft certification possibilities will go away. After that date you will
have to prove that the aircraft is LSA compliant, be it a kit or pre-built,
via a letter of compliance from the aircraft manufacturer. So if you have
an aircraft you want to get into LSA, you better get on the stick.
Now, with that being said, that will not change anything about operating an
aircraft under the LSA rules, just the certification rules.
Mike Robertson
From: jbker@juno.comDate: Mon, 14 May 2007 21:57:08 +0000To: rv-list@matron
ics.comSubject: RE: RV-List: RV-9 Certified As E-LSA
Mike,
I was given the opinion at SnF by both the FAA and EAA that there was no d
istinction on FAA records whether an amateur built exp was an airplane or a
LSA. Also that there was nothing that a kit builder did to say which is wa
s and it was up to the builder to decide if it qualified as an LSA to be fl
own by a driver's license medical pilot.
Was I mislead??
Bernie Kerr, selling 9A and waiting on 12A.
_________________________________________________________________
Create the ultimate e-mail address book. Import your contacts to Windows Li
ve Hotmail.
www.windowslive-hotmail.com/learnmore/managemail2.html?locale=en-us&ocid
=TXT_TAGLM_HMWL_reten_impcont_0507
Message 17
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| Subject: | Re: Performance Chart |
Sorry, I'm no expert on leaning. The vast majority of my time is in
aircraft powered by turbines or big radial. My light piston time is
all in aircraft with no EGT gauge. I've got a Grand Rapids EIS 4000
in my RV-8 project, and its leaning function is one of the reasons
why I went with it. You manually switch it to leaning mode, and then
it picks up which EGT is first to peak, and then it tells you how
many degrees rich or lean of peak the EGT of that cylinder is.
Some manufacturers advertise that their EGT probes have a fast
response, but I honestly don't know if there are any real
differences, or if this is just marketing hype.
One idea to try - some day when you have some time, establish a
typical cruise altitude and power. Then, very slowly, lean, watching
all EGTs and note which one peaks first. See if this is repeatable,
even at different power settings. If you have one cylinder that
always peaks first, then maybe you can simplify things a bit by
paying more attention to that one cylinder. Also, if you have one or
two different power settings that you like to use, note the fuel flow
reading when the first cylinder peaks. Then, in the future, you
could lean rapidly until the fuel flow is a bit more than this value,
pause for the EGTs to stabilize, then lean more slowly to catch the
peak EGT. I've never tried this, as I don't fly an aircraft with an
EGT gauge, so I don't know how well it will work. I offer it for your
consideration. The only piston-powered aircraft I am flying at the
moment is an old C182.
Kevin Horton
On 14 May 2007, at 11:40, Greg Williams wrote:
> Wow, Thanks for all that tech info. I took notes and will digest
> it. As long as you're at it, what's the best way to lean the
> engine? My EFIS tells me all four EGT's but they react fairly
> slowly, and bounce around a bit. I'm not experienced enough to
> concentrate on watching for the peak numbers and fly the plane and
> chew bubble gum at the same time. Greg
>
> On 5/13/07, Kevin Horton <khorton01@rogers.com> wrote: --> RV-List
> message posted by: Kevin Horton <khorton01@rogers.com>
>
> 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
>
>
Message 18
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| Subject: | Re: RV-9 Certified As E-LSA |
Where did the 39 kt stall requirement come from? The light sport
aircraft definition in FAR 1.1 says 45 kt stall, without the use of
lift-enhancing devices.
Kevin Horton
On 14 May 2007, at 16:30, Mike Robertson wrote:
> Hawk,
>
> it is not supposed to be a discrepancy. Category 1 that you talk
> about is for existing light-sport aircraft. That has created
> somewhat of a loophole. It was designed for existing ultra-lights,
> but also was meant to include those folks already building an
> otherwise amateur-built aircraft at the time this new rule took
> effect that have not had the chance to get a letter of compliance
> from the manf. but otherwise met the rule/definition of a light-
> sport aircraft. If the builder of an RV-9 was able to convince an
> inspector that his aircraft could not/would not go faster than 120
> kts in cruise and could stall at 39 knots or less then he was
> eligible for an experimental light-sport certificate. The up side
> is he can operate it with only a driver's license instead of a
> medical and will get away with a few less flight test hours. The
> down side is he will have to go to a 16 hour school somewhere in
> order to qualify for the repairman cert.
>
> Mike Robertson
> Das Fed
> From: hawk@compuplus.net
> To: rv-list@matronics.com
> Subject: RV-List: RV-9 Certified As E-LSA
> Date: Fri, 11 May 2007 22:49:50 -0600
>
> A current thread in Doug Reeve's VAF Forums (and a First-Flight
> report on Van's site) concerns the certification of an RV-9 in the
> ELSA Category. I can't find any reference to the mechanism of
> such a certification in the Final Rule on SP/LSA published by the
> FAA. Indeed, all the references I have run across support Ron
> Wanttaja's summary in his May 2005 'Kitplanes' article:
>
> "There are three basic ways an aircraft can receive an ELSA
> airworthiness certificate: (1) conversion of a former two-seat
> ultralight trainer (through early 2008), (2) construction of the
> aircraft from an ELSA kit or plans, and (3) conversion of an
> existing SLSA.
>
> It takes no FAA approval to put together an Ex/AB kit to sell to
> other builders. A potential ELSA manufacturer, however, must build
> a prototype aircraft, ensure it meets the LSA concensus standards,
> pass the FAA inspection and receive the SLSA certificate. At that
> point, the manufacturer can either begin producing ready-to-fly
> SLSAs or ELSA kits."
>
> Can anyone comment on this apparent discrepancy, particularly from
> the Fed side?
>
Message 19
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| Subject: | Re: RV-9 Certified As E-LSA |
Hi Mike,
The info below seems to imply one of two things. Either there's an easy
out, since the builder is the manufacturer, or we are sliding down that
slippery slope where parts sellers become manufacturers, with all the
legal/liability ramifications.
If I build the a/c, shouldn't I, as the manufacturer, be the one to
supply the letter of compliance?
If I scratch build a Cub or Taylorcraft-like plane from plans, who will
be able to supply the letter of compliance?
Or are you saying that the plane would simply be an experimental
(instead of E-LSA) with gross weight & top speed set to comply with the
LSA limits, then we can operate that plane under LSA rules?
Thanks,
Charlie
Mike Robertson wrote:
>
>
>
> Bernie,
>
> You were not mislead under the current rules. BUT, after January 31,
> 2008 there is going to be some changes. On that date the category 1
> existing aircraft certification possibilities will go away. After that
> date you will have to prove that the aircraft is LSA compliant, be it a
> kit or pre-built, via a letter of compliance from the aircraft
> manufacturer. So if you have an aircraft you want to get into LSA, you
> better get on the stick.
>
> Now, with that being said, that will not change anything about operating
> an aircraft under the LSA rules, just the certification rules.
>
> Mike Robertson
>
> ------------------------------------------------------------------------
> From: jbker@juno.com
> Date: Mon, 14 May 2007 21:57:08 +0000
> To: rv-list@matronics.com
> Subject: RE: RV-List: RV-9 Certified As E-LSA
>
> Mike,
> I was given the opinion at SnF by both the FAA and EAA that there
> was no distinction on FAA records whether an amateur built exp was
> an airplane or a LSA. Also that there was nothing that a kit builder
> did to say which is was and it was up to the builder to decide if it
> qualified as an LSA to be flown by a driver's license medical pilot.
> Was I mislead??
> Bernie Kerr, selling 9A and waiting on 12A.
>
Message 20
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| Subject: | Big Bend State Park - Texas |
Any recommendations on flying to the Big Bend Area?
1E2 Terlingua Ranch (how big is the "gravel"?)
3TE3 Big Bend State Ranch
Richard Reynolds (born in Texas but must live in Virginia because my
wife says so)
Message 21
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| Subject: | Re: Big Bend State Park - Texas |
http://www.vansairforce.com/community/showthread.php?
t=13924&highlight=big+bend
http://www.vansairforce.com/community/showthread.php?
t=14410&highlight=big+bend
http://www.vansairforce.com/community/showthread.php?
t=15338&highlight=big+bend
Should keep you busy for a few minutes.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://n5lp.net
On May 14, 2007, at 6:26 PM, Richard Reynolds wrote:
>
> Any recommendations on flying to the Big Bend Area?
>
> 1E2 Terlingua Ranch (how big is the "gravel"?)
> 3TE3 Big Bend State Ranch
>
> Richard Reynolds (born in Texas but must live in Virginia because
> my wife says so)
>
>
Message 22
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| Subject: | Re: Builders in Fayetteville, NC |
Thanks very much for the information. I was able to get the alternator
rebuilt while I stood there and watched. Turned out the bushes were worn
out. They also replaced the bearings because there was some wear. Since I
had 750 hrs on the alternator, I did not feel too bad. They said it was in
good shape otherwise.
Regards, Randy
On 5/14/07, Sam Buchanan <sbuc@hiwaay.net> wrote:
>
>
> Randy Garrett wrote:
>
> >
> > The trickiest part will probably be finding another alternator or
> getting
> > this one rebuilt. I have the one from Van's which is a late 70's Honda
> > Civic.
>
> The 35 amp alternator is a NipponDenso as used on 1976-1979 Honda Civic
> CVCC without air conditioning. A common number you can find in Duralast
> and other reman alternators is 14184. The Beck/Arnley number is
> 186-0100. You can leave the fan on the new alternator.
>
> Sam Buchanan
>
>
Message 23
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| Subject: | Re: Builders in Fayetteville, NC |
Glad you got things fixed, Randy. No fun have a problem, even less fun
having one when away from home base.
Ed
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
----- Original Message -----
From: Randy Garrett
To: rv-list@matronics.com
Sent: Monday, May 14, 2007 9:06 PM
Subject: Re: RV-List: Builders in Fayetteville, NC
Thanks very much for the information. I was able to get the
alternator rebuilt while I stood there and watched. Turned out the
bushes were worn out. They also replaced the bearings because there was
some wear. Since I had 750 hrs on the alternator, I did not feel too
bad. They said it was in good shape otherwise.
Regards, Randy
On 5/14/07, Sam Buchanan <sbuc@hiwaay.net> wrote:
Randy Garrett wrote:
>
> The trickiest part will probably be finding another alternator or
getting
> this one rebuilt. I have the one from Van's which is a late 70's
Honda
> Civic.
The 35 amp alternator is a NipponDenso as used on 1976-1979 Honda
Civic
CVCC without air conditioning. A common number you can find in
Duralast
Message 24
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| Subject: | Re: source for ready-made hoses |
In a message dated 5/14/2007 10:42:06 A.M. Pacific Daylight Time,
vft@aol.com writes:
I had these type hoses made up for my Rocket project by Precision Hose
Technology (PHT) in Tulsa, OK .
===================
Anyone have a phone number for them?
GV (RV-6A N1GV O-360-A1A, C/S, Flying 845hrs, Silicon Valley, CA)
************************************** See what's free at http://www.aol.com.
Message 25
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| Subject: | Re: source for ready-made hoses |
www.aircrafthose.com
Vanremog@aol.com wrote:
> In a message dated 5/14/2007 10:42:06 A.M. Pacific Daylight Time,
> vft@aol.com writes:
>
> I had these type hoses made up for my Rocket project by Precision
> Hose Technology (PHT) in Tulsa, OK .
>
> ===================
>
> Anyone have a phone number for them?
>
>
>
> GV (RV-6A N1GV O-360-A1A, C/S, Flying 845hrs, Silicon Valley, CA)
>
>
> ------------------------------------------------------------------------
> See what's free at AOL.com
> <http://www.aol.com?ncid=AOLAOF00020000000503>.
> *
>
>
> *
Message 26
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| Subject: | Re: source for ready-made hoses |
In a message dated 5/14/2007 9:02:50 P.M. Pacific Daylight Time,
kellym@aviating.com writes:
www.aircrafthose.com
Vanremog@aol.com wrote:
> In a message dated 5/14/2007 10:42:06 A.M. Pacific Daylight Time,
> vft@aol.com writes:
>
> I had these type hoses made up for my Rocket project by Precision
> Hose Technology (PHT) in Tulsa, OK .
>
> ===================
>
> Anyone have a phone number for them?
===================================
That's an odd phone number. I have the website listed in the Yeller Pages,
but was hoping for a phone number to complete the data. Do not archive.
-GV
************************************** See what's free at http://www.aol.com.
Message 27
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| Subject: | Re: source for ready-made hoses |
I guess it is just to way too hard to click on a link for page that has
the phone numbers right front and center.
919-835-3660, 800-331-5946
Vanremog@aol.com wrote:
> In a message dated 5/14/2007 9:02:50 P.M. Pacific Daylight Time,
> kellym@aviating.com writes:
>
> www.aircrafthose.com
>
> V
> > Anyone have a phone number for them?
>
> ===================================
>
> That's an odd phone number. I have the website listed in the Yeller
> Pages, but was hoping for a phone number to complete the data. Do not
> archive.
>
> -GV
>
>
> ------------------------------------------------------------------------
> See what's free at AOL.com
> <http://www.aol.com?ncid=AOLAOF00020000000503>.
> *
>
>
> *
Message 28
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| Subject: | Re: Where to put the fuel flow sensor |
> I have a Superior IO 360 in my RV 7A with a Precision EX ( Silver
> Hawk) injection system. I do not have a purge valve.
> We are using a Dynon D 120 engine monitor. I asked Superior about
> the placement of the fuel flow sensor.
> They recommended that I ask Dynon for their recommendation. I
> prefer to place the sensor between the electric fuel
> pump and the firewall just aft of the heater vents. There has been
> some discussion about placement after the mechanical
> pump to reduce any possible restriction on the inflow side of the
> mechanical pump. The Dynon represenative said that it
> probably would make very little difference and he had heard of no
> problems. Placing the sensor aft of the firewall simplifies
> the installation considerably. Does anyone have any experience
> with placement aft of the firewall?
> Thanks
> dave
I prefer to
>
>
> See what's free at AOL.com.
>
>
Message 29
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| Subject: | Re: source for ready-made hoses |
In a message dated 5/14/2007 9:24:47 P.M. Pacific Daylight Time,
kellym@aviating.com writes:
I guess it is just to way too hard to click on a link for page that has
the phone numbers right front and center.
===========================================
You're right, the time I spend maintaining the Yeller Pages is of no
consequence and as a bonus I get to field potshots from pudknockers such as you.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 844hrs, Silicon Valley, CA)
************************************** See what's free at http://www.aol.com.
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