---------------------------------------------------------- RV-List Digest Archive --- Total Messages Posted Sat 06/30/07: 12 ---------------------------------------------------------- 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 _____________________________________ Time: 01:23:35 AM PST US From: Charles Brame 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 2 _____________________________________ Time: 07:48:27 AM PST US From: "Konrad L. Werner" Subject: Re: RV-List: 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 _____________________________________ Time: 09:37:14 AM PST US From: Jeff Dowling Subject: RV-List: 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 _____________________________________ Time: 10:51:44 AM PST US From: "Ron Lee" Subject: Re: RV-List: 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 _____________________________________ Time: 02:33:09 PM PST US From: "H.Ivan Haecker" 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 6 _____________________________________ Time: 03:16:04 PM PST US Subject: RE: RV-List: Strobe Testing From: "Chuck Jensen" 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 _____________________________________ Time: 03:56:18 PM PST US From: "Ralph E. Capen" Subject: Re: RV-List: 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 _____________________________________ Time: 05:45:16 PM PST US From: Spprtypilot Subject: RE: RV-List: Strobe Testing 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" 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 _____________________________________ Time: 08:01:36 PM PST US From: Vanremog@aol.com Subject: Re: RV-List: 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 ____________________________________ Time: 08:38:45 PM PST US From: Derrick Aubuchon Subject: Re: RV-List: 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 ____________________________________ Time: 08:48:52 PM PST US From: "Wheeler North" Subject: RV-List: 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 ____________________________________ Time: 11:38:19 PM PST US From: Vanremog@aol.com Subject: Re: RV-List: 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. ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message rv-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/RV-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/rv-list Browse Digests http://www.matronics.com/digest/rv-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.