Today's Message Index:
----------------------
1. 01:23 AM - Airworthiness Inspection (Charles Brame)
2. 07:48 AM - Re: Airworthiness Inspection (Konrad L. Werner)
3. 09:37 AM - Lightspeed Electronic Ignition (Jeff Dowling)
4. 10:51 AM - Re: Lightspeed Electronic Ignition (Ron Lee)
5. 02:33 PM - Strobe Testing (H.Ivan Haecker)
6. 03:16 PM - Re: Strobe Testing (Chuck Jensen)
7. 03:56 PM - Re: Strobe Testing (Ralph E. Capen)
8. 05:45 PM - Re: Strobe Testing (Spprtypilot)
9. 08:01 PM - Re: VM1000 low pressure fuel sender question (Vanremog@aol.com)
10. 08:38 PM - Re: VM1000 low pressure fuel sender question (Derrick Aubuchon)
11. 08:48 PM - seat belt gust lock (Wheeler North)
12. 11:38 PM - Re: VM1000 low pressure fuel sender question (Vanremog@aol.com)
Message 1
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| Subject: | Airworthiness Inspection |
Thought I'd pass on a success story.
My Airworthiness inspection was done by an inspector from the San
Antonio FSDO. Actually, the inspection was mostly done by a DAR in
training. The DAR trainee was an AI/Test Pilot with 40 years of
experience at Mooney Aircraft. The FAA was making him jump through
hoops to get a LSA DAR designation and specifically required him to
have a supervised inspection of a metal airplane - like none of the
Mooneys were metal. Both guys emphasized that the hoop jumping was
caused by FAA Headquarters in Oklahoma City, and not by the San
Antonio FSDO. Both guys were friendly, accommodating, and professional.
The response to my request for an inspection was quick - less than
ten days. I made the request by phone and they scheduled the
inspection contingent upon receiving request forms, registration
info, weight and balance data, etc. I had ordered certification forms
from the EAA which were pretty self explanatory, and faxed them to
the FSDO. They wanted the originals at the inspection. The EAA
package cost about $10 and arrived quickly. It included all the forms
necessary plus a checklist of things to accomplish before requesting
an inspection. It even included a metal data plate for the side of
the airplane and a sheet of decals for labeling switches, etc.
The inspectors went over the bird with a fine tooth comb for over two
hours and noted a few minor discrepancies. The most serious
discrepancy was no expiration date marked on the ELT and the wrong
type D cell batteries installed. They did not insist that any of the
items be fixed before issuing the certificate and the certificate did
not make note of any of the discrepancies. I requested a 100 NM
radius for the Phase I test period which they granted without
question. A 40 hour test phase was issued and expected as I had a non
certified prop on a certified engine with non certified accessories.
One interesting discussion was about the nuts securing the elevator
and rudder attach bolts which were in accordance with Van's plans.
The FSDO guy suggested they should be castellated nuts with cotter
pins rather than Nylocs. I pointed out that rod end bearings were
used and the bolt and Nyloc had to be tight as they were supposed to
clamp the flange tightly against the bearing. He reluctantly conceded
that was acceptable, but added a muttered comment that if it were his
airplane, he would still use castellated nuts.
Best of all, the inspection cost nothing.
Charlie Brame
RV-6A, N11CB
San Antonio
Message 2
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| Subject: | Re: Airworthiness Inspection |
Charlie,
Congratulations on the speedy FSDO inspection...
do not archive
----- Original Message -----
From: Charles Brame
To: RV-List RV-List
Sent: Saturday, June 30, 2007 2:21 AM
Subject: RV-List: Airworthiness Inspection
Thought I'd pass on a success story.
My Airworthiness inspection was done by an inspector from the San
Antonio FSDO. Actually, the inspection was mostly done by a DAR in
training. The DAR trainee was an AI/Test Pilot with 40 years of
experience at Mooney Aircraft. The FAA was making him jump through
hoops to get a LSA DAR designation and specifically required him to
have a supervised inspection of a metal airplane - like none of the
Mooneys were metal. Both guys emphasized that the hoop jumping was
caused by FAA Headquarters in Oklahoma City, and not by the San
Antonio FSDO. Both guys were friendly, accommodating, and
professional.
The response to my request for an inspection was quick - less than
ten days. I made the request by phone and they scheduled the
inspection contingent upon receiving request forms, registration
info, weight and balance data, etc. I had ordered certification forms
from the EAA which were pretty self explanatory, and faxed them to
the FSDO. They wanted the originals at the inspection. The EAA
package cost about $10 and arrived quickly. It included all the forms
necessary plus a checklist of things to accomplish before requesting
an inspection. It even included a metal data plate for the side of
the airplane and a sheet of decals for labeling switches, etc.
The inspectors went over the bird with a fine tooth comb for over two
hours and noted a few minor discrepancies. The most serious
discrepancy was no expiration date marked on the ELT and the wrong
type D cell batteries installed. They did not insist that any of the
items be fixed before issuing the certificate and the certificate did
not make note of any of the discrepancies. I requested a 100 NM
radius for the Phase I test period which they granted without
question. A 40 hour test phase was issued and expected as I had a non
certified prop on a certified engine with non certified accessories.
One interesting discussion was about the nuts securing the elevator
and rudder attach bolts which were in accordance with Van's plans.
The FSDO guy suggested they should be castellated nuts with cotter
pins rather than Nylocs. I pointed out that rod end bearings were
used and the bolt and Nyloc had to be tight as they were supposed to
clamp the flange tightly against the bearing. He reluctantly conceded
that was acceptable, but added a muttered comment that if it were his
airplane, he would still use castellated nuts.
Best of all, the inspection cost nothing.
Charlie Brame
RV-6A, N11CB
San Antonio
Message 3
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| Subject: | Lightspeed Electronic Ignition |
Just flew my first flight with the Plasma II and really like the
smoothness. However, a couple of questions for those already flying
this system.
I did my annual and installed a new battery and lower plugs at the same
time as the el ign. I kept my 300 hour left impulse bendix mag, which
never ran quite as smoothly as my old mag. I notice a definite
improvement at low rpm. The left mag idles roughly. On mag check, Im
seeing about a 125-175 drop at 1700 which is too much. I just checked
the timing and it was fine. No adjustment. I had to reroute wires
after installing the el ign. Im guessing if I had the wiring incorrect,
I would notice a huge difference. Anyway, I noticed two changes in
flight. First, my ammeter was sitting at about 18 amps, where it used
to barely show any indication. Secondly, my engine monitor is giving me
a differential warning between warmest and coolest egt. Im getting a
102 degree spread at lower cruise power settings. Ive always had a
problem with one egt being high but now its tripping the factory default
warning. Im not one to ignore changes so I thought I would put this out
there. I can change the warning parameters and will probably do so
after a little more test flying.
Thanks
Jeff Shemp Dowling
RV-6a 300+
Tim Bryan wrote:
>
> It is in Bob's RV Hotline page.
>
> (http://rvhotline.expercraft.com/articles/2007/eaa_court_motion_result.html)
>
> Tim
>
>
>> -----Original Message-----
>> From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
>> server@matronics.com] On Behalf Of Ron Lee
>> Sent: Thursday, June 28, 2007 9:06 AM
>> To: rv-list@matronics.com
>> Subject: Re: RV-List: Rudder Lock
>>
>>
>>
>>> My view is that the internal gust locks MUST be on the pilots side.
>>>
>> That
>>
>>> way you can't take off with them in place.
>>>
>>> Ron Lee
>>>
>> Perhaps someone can find the report about the RV pilot who died in a fire
>> after his plane pitched up after takeoff and crashed. Reportedly he used
>> a passenger side seat belt gust lock and was in a hurry to leave the
>> airport.
>>
>> No need to repeat that fatal move folks.
>>
>> Ron Lee
>>
>>
>>
>>
>>
>>
>
>
>
Message 4
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| Subject: | Re: Lightspeed Electronic Ignition |
I can't explain the CHT spread and roughness except to suggest that
you check the aviation plugs for fouling.
The 18 amp is way too high. On my Plasma III with comm (GNS 430),
transponder, etc, I an running 4-5 amps (or is it 7-8) with no nav lights
(just strobes)
on. Are your landing lights on? Other high drain systems?
I have not flown for six weeks so my recall is fading.
Ron Lee
Message 5
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Does anyone on list have a method to test a strobe power supply and
strobe tube. I am looking for a way to detect whether the tube or the
power supply is defective when a system fails. I have seen a tester for
sale at an aviation supply house, but am looking for a way to test with
readily available equipment.
Ivan Haecker -4 1370 hrs. S. Cen. TX
Message 6
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Fix your strobe the same way most aviation repair shops do......just
keep replacing parts until it works. :-)
Chuck
DNA
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of H.Ivan Haecker
Sent: Saturday, June 30, 2007 5:32 PM
Subject: RV-List: Strobe Testing
Does anyone on list have a method to test a strobe power supply and
strobe tube. I am looking for a way to detect whether the tube or the
power supply is defective when a system fails. I have seen a tester for
sale at an aviation supply house, but am looking for a way to test with
readily available equipment.
Ivan Haecker -4 1370 hrs. S. Cen. TX
Message 7
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| Subject: | Re: Strobe Testing |
I built mine with a power pack and strobe light in each wing.
As long as both don't fail the same way at the same time - I can check
one side with the other. I have extra light sets as I have two sets of
tips...one set is configured as fuel tanks and the other will be set up
as storage lockers......
Best I can come up with.....
----- Original Message -----
From: H.Ivan Haecker
To: rv-list@matronics.com
Sent: Saturday, June 30, 2007 5:31 PM
Subject: RV-List: Strobe Testing
Does anyone on list have a method to test a strobe power supply and
strobe tube. I am looking for a way to detect whether the tube or the
power supply is defective when a system fails. I have seen a tester for
sale at an aviation supply house, but am looking for a way to test with
readily available equipment.
Ivan Haecker -4 1370 hrs. S. Cen. TX
Message 8
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I used a fluke voltage meter on mine and it was the bulb, I don't know if its a
bad idea or not worked for me
Danny...
-----Original Message-----
From: "H.Ivan Haecker" <baremetl@gvtc.com>
Sent: 6/30/07 4:31 PM
Subject: RV-List: Strobe Testing
Does anyone on list have a method to test a strobe power supply and strobe tube.
I am looking for a way to detect whether the tube or the power supply is defective
when a system fails. I have seen a tester for sale at an aviation supply
house, but am looking for a way to test with readily available equipment.
Ivan Haecker -4 1370 hrs. S. Cen. TX
Message 9
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| Subject: | Re: VM1000 low pressure fuel sender question |
I have had an ongoing issue with my Vision Micro Systems VM1000 (original
circa 1996) fuel pressure sender sensing off the output of my stock mechanical
pump. Since day one it has always indicated high within the low pressure
range (I am carbureted). I typically see from 5 to 9 psi indicated (lower at
higher altitude) and it does respond properly by increasing about 1-2 psi when
I turn on the boost pump. It correctly reads zero when the a/c is not
running and the boost pump running on the ground without the engine running
produces the same high reading result. When it reads above 8 psi, the display
blinks normally to alert me. I suspect the sender has always been just off
calibration but would like to see if changing the sender will solve the problem.
Does anyone have a spare VMS low pressure fuel sender laying around that
they would be willing to loan or sell before I call VMS?
-Thx
GV (RV-6A N1GV O-360-A1A, C/S, Flying 857hrs, Silicon Valley, CA)
************************************** See what's free at http://www.aol.com.
Message 10
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| Subject: | Re: VM1000 low pressure fuel sender question |
Hey Gary,,
Fyi,,
From day one,, (circa 2000), the fuel flow in my RV4 always read on
the high side. Added to that, a rather large in-flight fluctuation
that I always assumed was due to the fact that I could not get the
required straight run due to the relatively small size of the
firewall on the 4.
I those "early days," Vision Micro did not have a user-changeable "K
factor" to adjust for installation errors and/or differences.
A few years ago, the fuel flow transducer began to show signs of
"morning sickness," in that at startup, there would be a considerable
delay before the fuel flow registered anything, then it would
suddenly kick-in, as if the impeller was jammed.
In the mean time, Vision Micro finally revised the eprom and provided
a very simple means to input a "K-factor."
So, a few years ago I replaced the transducer and the eprom,,
And ever since I am happy to report that my fill-ups always agree
with the fuel-burned totals to within less than two tenths, and
usually +- .1.
Additionally, the in-flight fluctuations were dampened dramatically.
Moral of the story, I had a bad transducer out of the box from day
one,,,
And the programmable k-factor was like manna from heaven! :)
Derrick
On Jun 30, 2007, at 7:59 PM, Vanremog@aol.com wrote:
> I have had an ongoing issue with my Vision Micro Systems VM1000
> (original circa 1996) fuel pressure sender sensing off the output
> of my stock mechanical pump. Since day one it has always indicated
> high within the low pressure range (I am carbureted). I typically
> see from 5 to 9 psi indicated (lower at higher altitude) and it
> does respond properly by increasing about 1-2 psi when I turn on
> the boost pump. It correctly reads zero when the a/c is not
> running and the boost pump running on the ground without the engine
> running produces the same high reading result. When it reads above
> 8 psi, the display blinks normally to alert me. I suspect the
> sender has always been just off calibration but would like to see
> if changing the sender will solve the problem.
>
> Does anyone have a spare VMS low pressure fuel sender laying around
> that they would be willing to loan or sell before I call VMS?
>
> -Thx
>
>
> GV (RV-6A N1GV O-360-A1A, C/S, Flying 857hrs, Silicon Valley, CA)
>
>
> See what's free at AOL.com.
>
>
Message 11
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| Subject: | seat belt gust lock |
I don't buy the seat belt was strapped across the right stick story in that
case, or any other case. Try strapping the pax seat belt around the stick
and pull it all the way back, then jump in the pilot's seat real fast.
After you get back from testicle replacement clinic drop us a note to tell
us how it went.
However, when I so strap the stick back I always do it with the pilot's
belt/stick.
I also always leave the passenger belt fully buckled and tight and ends
stowed. It is possible for a loose buckle to fall down into the stick well
on longer belts. In my opinion that's a more likely scenario in the AWO
case, or the pilot just yanked it straight up...
And for rudder locks if you move the training wheel from the nose to the
proper end of the airplane you won't need one as it is locked automatically.
;{)
Message 12
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| Subject: | Re: VM1000 low pressure fuel sender question |
In a message dated 6/30/2007 8:40:42 P.M. Pacific Daylight Time,
daubuchon@volcano.net writes:
>From day one,, (circa 2000), the fuel flow in my RV4 always read on the high
side. Added to that, a rather large in-flight fluctuation that I always
assumed was due to the fact that I could not get the required straight run due
to the relatively small size of the firewall on the 4.
=======================================
Derrick-
Yes I had a problem early on with my fuel flow too but that factory change
fixed mine. But it's the fuel pressure that bugs me now. How well does your
FP work? You're carbureted, right?
GV (RV-6A N1GV O-360-A1A, C/S, Flying 859hrs, Silicon Valley, CA)
************************************** See what's free at http://www.aol.com.
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