Today's Message Index:
----------------------
1. 06:34 AM - Re: Tail Wheel Training (Bob)
2. 07:02 AM - Re: Tail Wheel Training (Brent Owens)
3. 09:14 AM - Re: Tail Wheel Training (Jim Fogarty at Lakes & Leisure Realty)
4. 10:24 AM - Wiring conduit and lower skin riveting - RV-9 Wings (dfischer@iserv.net)
5. 11:04 AM - Re: Wiring conduit and lower skin riveting - RV-9 Wings (Brian Huffaker)
6. 11:34 AM - Re: Wiring conduit and lower skin riveting - RV-9 Wings (Glaeser, Dennis A)
7. 11:37 AM - Re: Wiring conduit and lower skin riveting - RV-9 Wings (Bret Smith)
8. 04:04 PM - engine inspection (Dave Mader)
9. 04:34 PM - Re: Wiring conduit and lower skin riveting - RV-9 Wings (John Morgensen)
10. 05:32 PM - Re: engine inspection (Kyle Boatright)
11. 07:05 PM - Re: Pullable 60 Amp Breaker (FASTPILOTRV8@aol.com)
12. 08:50 PM - coronary trouble (rv6n@optonline.net)
13. 09:17 PM - Re: coronary trouble (Richard Sipp)
14. 09:22 PM - Re: coronary trouble (Vincent Welch)
15. 11:38 PM - Re: Pullable 60 Amp Breaker (Tim Lewis)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Tail Wheel Training |
At 09:20 AM 11/17/07, you wrote:
>I wanted to fly cross-country, and knew that after several hours of
>being bounced around in hot, lumpy air, the last thing I wanted to
>try was landing a tailwheel in a 10- to 15-knot cross-wind somewhere.
There is nothing wrong with the above statement, and I fully agree
with his logic, but on the other hand...
I feel very confident that I can take off or land my RV6 just as well
as I can with any nose-wheel aircraft. After a long cross-county,
being bounced around and needing fuel I landed at Dodge City KS one
day with 28 KTs crosswind, gusting to 38!!
I flew into an airport yesterday, the runway was 20 feet wide, 2000
feet long, 50 foot trees both ends, uphill both ways, the middle of
the runway is on the top of a hill and the runway does a 20 degree
dogleg. It was not a smooth runway and all I keep thinking, if I was
in a nose-wheel airplane and if I went off the edge of the runway, I
would surely flip, as the former owner of the airport has
demonstrated. And by the way, there was a crosswind!
My point, build the airplane you want, forget the "mine is better
than yours" syndrome, if you know what you are doing and fly
precisely then a tail-wheel aircraft is doable if that is what you
desire to fly.
Flying tail-draggers is it easy or hard? That concept only exists in
the mind of the pilot. Henry Ford said it best "If you think you
can....or think you can't...you are right!
Bob
RV6 "Wicked Witch of the West"
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Tail Wheel Training |
DQpXZWxsIHNhaWQgQm9iIQ0KDQoNCmRvIG5vdCBhcmNoaXZlDQpCcmVudCBPd2Vucw0KQXNzaXN0
YW50IERpcmVjdG9yIG9mIE9wZXJhdGlvbnMNCk5ldEpldHMgQXZpYXRpb24NCngyNDg2DQoNCi0t
LS0tIE9yaWdpbmFsIE1lc3NhZ2UgLS0tLS0NCkZyb206IG93bmVyLXJ2LWxpc3Qtc2VydmVyQG1h
dHJvbmljcy5jb20gPG93bmVyLXJ2LWxpc3Qtc2VydmVyQG1hdHJvbmljcy5jb20+DQpUbzogcnYt
bGlzdEBtYXRyb25pY3MuY29tIDxydi1saXN0QG1hdHJvbmljcy5jb20+DQpTZW50OiBNb24gTm92
IDE5IDExOjIzOjExIDIwMDcNClN1YmplY3Q6IFJFOiBSVi1MaXN0OiBUYWlsIFdoZWVsIFRyYWlu
aW5nDQoNCi0tPiBSVi1MaXN0IG1lc3NhZ2UgcG9zdGVkIGJ5OiBCb2IgPHBhbmFtYXJlZDVAYnJp
ZXIubmV0Pg0KDQpBdCAwOToyMCBBTSAxMS8xNy8wNywgeW91IHdyb3RlOg0KPkkgd2FudGVkIHRv
IGZseSBjcm9zcy1jb3VudHJ5LCBhbmQga25ldyB0aGF0IGFmdGVyIHNldmVyYWwgaG91cnMgb2Yg
DQo+YmVpbmcgYm91bmNlZCBhcm91bmQgaW4gaG90LCBsdW1weSBhaXIsIHRoZSBsYXN0IHRoaW5n
IEkgd2FudGVkIHRvIA0KPnRyeSB3YXMgbGFuZGluZyBhIHRhaWx3aGVlbCBpbiBhIDEwLSB0byAx
NS1rbm90IGNyb3NzLXdpbmQgc29tZXdoZXJlLg0KDQpUaGVyZSBpcyBub3RoaW5nIHdyb25nIHdp
dGggdGhlIGFib3ZlIHN0YXRlbWVudCwgYW5kIEkgZnVsbHkgYWdyZWUgDQp3aXRoIGhpcyBsb2dp
YywgYnV0IG9uIHRoZSBvdGhlciBoYW5kLi4uDQoNCkkgZmVlbCB2ZXJ5IGNvbmZpZGVudCB0aGF0
IEkgY2FuIHRha2Ugb2ZmIG9yIGxhbmQgbXkgUlY2IGp1c3QgYXMgd2VsbCANCmFzIEkgY2FuIHdp
dGggYW55IG5vc2Utd2hlZWwgYWlyY3JhZnQuIEFmdGVyIGEgbG9uZyBjcm9zcy1jb3VudHksIA0K
YmVpbmcgYm91bmNlZCBhcm91bmQgYW5kIG5lZWRpbmcgZnVlbCBJIGxhbmRlZCBhdCBEb2RnZSBD
aXR5IEtTIG9uZSANCmRheSB3aXRoIDI4IEtUcyBjcm9zc3dpbmQsIGd1c3RpbmcgdG8gMzghIQ0K
DQpJIGZsZXcgaW50byBhbiBhaXJwb3J0IHllc3RlcmRheSwgdGhlIHJ1bndheSB3YXMgMjAgZmVl
dCB3aWRlLCAyMDAwIA0KZmVldCBsb25nLCAgNTAgZm9vdCB0cmVlcyBib3RoIGVuZHMsIHVwaGls
bCBib3RoIHdheXMsIHRoZSBtaWRkbGUgb2YgDQp0aGUgcnVud2F5IGlzIG9uIHRoZSB0b3Agb2Yg
YSBoaWxsIGFuZCB0aGUgcnVud2F5IGRvZXMgYSAyMCBkZWdyZWUgDQpkb2dsZWcuICBJdCB3YXMg
bm90IGEgc21vb3RoIHJ1bndheSBhbmQgYWxsIEkga2VlcCB0aGlua2luZywgaWYgSSB3YXMgDQpp
biBhIG5vc2Utd2hlZWwgYWlycGxhbmUgYW5kIGlmIEkgd2VudCBvZmYgdGhlIGVkZ2Ugb2YgdGhl
IHJ1bndheSwgSSANCndvdWxkIHN1cmVseSBmbGlwLCBhcyB0aGUgZm9ybWVyIG93bmVyIG9mIHRo
ZSBhaXJwb3J0IGhhcyANCmRlbW9uc3RyYXRlZC4gIEFuZCBieSB0aGUgd2F5LCB0aGVyZSB3YXMg
YSBjcm9zc3dpbmQhDQoNCk15IHBvaW50LCBidWlsZCB0aGUgYWlycGxhbmUgeW91IHdhbnQsIGZv
cmdldCB0aGUgIm1pbmUgaXMgYmV0dGVyIA0KdGhhbiB5b3VycyIgc3luZHJvbWUsIGlmIHlvdSBr
bm93IHdoYXQgeW91IGFyZSBkb2luZyBhbmQgZmx5IA0KcHJlY2lzZWx5IHRoZW4gYSB0YWlsLXdo
ZWVsIGFpcmNyYWZ0IGlzIGRvYWJsZSBpZiB0aGF0IGlzIHdoYXQgeW91IA0KZGVzaXJlIHRvIGZs
eS4NCg0KRmx5aW5nIHRhaWwtZHJhZ2dlcnMgaXMgaXQgZWFzeSBvciBoYXJkPyBUaGF0IGNvbmNl
cHQgb25seSBleGlzdHMgaW4gDQp0aGUgbWluZCBvZiB0aGUgcGlsb3QuIEhlbnJ5IEZvcmQgc2Fp
ZCBpdCBiZXN0ICAiSWYgeW91IHRoaW5rIHlvdSANCmNhbi4uLi5vciB0aGluayB5b3UgY2FuJ3Qu
Li55b3UgYXJlIHJpZ2h0IQ0KDQpCb2INClJWNiAiV2lja2VkIFdpdGNoIG9mIHRoZSBXZXN0IiAN
Cg0KDQoNCl8tPT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09
PT09PT09PT09PT09DQpfLT0NCl8tPSAgICAgICAtLSBQbGVhc2UgU3VwcG9ydCBZb3VyIExpc3Rz
IFRoaXMgTW9udGggLS0NCl8tPSAgICAgICAgICAgKEFuZCBHZXQgU29tZSBBV0VTT01FIEZSRUUg
R2lmdHMhKQ0KXy09DQpfLT0gICBOb3ZlbWJlciBpcyB0aGUgQW5udWFsIExpc3QgRnVuZCBSYWlz
ZXIuICBDbGljayBvbg0KXy09ICAgdGhlIENvbnRyaWJ1dGlvbiBsaW5rIGJlbG93IHRvIGZpbmQg
b3V0IG1vcmUgYWJvdXQNCl8tPSAgIHRoaXMgeWVhcidzIFRlcnJpZmljIEZyZWUgSW5jZW50aXZl
IEdpZnRzIQ0KXy09DQpfLT0gICBMaXN0IENvbnRyaWJ1dGlvbiBXZWIgU2l0ZToNCl8tPQ0KXy09
ICAgLS0+IGh0dHA6Ly93d3cubWF0cm9uaWNzLmNvbS9jb250cmlidXRpb24NCl8tPQ0KXy09ICAg
VGhhbmsgeW91IGZvciB5b3VyIGdlbmVyb3VzIHN1cHBvcnQhDQpfLT0NCl8tPSAgICAgICAgICAg
ICAgICAgICAgICAgICAgICAgIC1NYXR0IERyYWxsZSwgTGlzdCBBZG1pbi4NCl8tPQ0KXy09PT09
PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT0N
Cl8tPSAgICAgICAgICAtIFRoZSBSVi1MaXN0IEVtYWlsIEZvcnVtIC0NCl8tPSBVc2UgdGhlIE1h
dHJvbmljcyBMaXN0IEZlYXR1cmVzIE5hdmlnYXRvciB0byBicm93c2UNCl8tPSB0aGUgbWFueSBM
aXN0IHV0aWxpdGllcyBzdWNoIGFzIExpc3QgVW4vU3Vic2NyaXB0aW9uLA0KXy09IEFyY2hpdmUg
U2VhcmNoICYgRG93bmxvYWQsIDctRGF5IEJyb3dzZSwgQ2hhdCwgRkFRLA0KXy09IFBob3Rvc2hh
cmUsIGFuZCBtdWNoIG11Y2ggbW9yZToNCl8tPSAgIC0tPiBodHRwOi8vd3d3Lm1hdHJvbmljcy5j
b20vTmF2aWdhdG9yP1JWLUxpc3QNCl8tPT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09
PT09PT09PT09PT09PT09PT09PT09PT09PT09DQpfLT0gICAgICAgICAgICAgICAtIE1BVFJPTklD
UyBXRUIgRk9SVU1TIC0NCl8tPSBTYW1lIGdyZWF0IGNvbnRlbnQgYWxzbyBhdmFpbGFibGUgdmlh
IHRoZSBXZWIgRm9ydW1zIQ0KXy09ICAgLS0+IGh0dHA6Ly9mb3J1bXMubWF0cm9uaWNzLmNvbQ0K
Xy09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09
PT09PT0NCg0KDQoNCg0KKioqKioqKioqKg0KVGhpcyBtZXNzYWdlIGNvbnRhaW5zIGluZm9ybWF0
aW9uIHdoaWNoIG1heSBiZSBjb25maWRlbnRpYWwgYW5kIHByaXZpbGVnZWQuIFVubGVzcyB5b3Ug
YXJlIHRoZSBhZGRyZXNzZWUgKG9yIGF1dGhvcml6ZWQgdG8gcmVjZWl2ZSBmb3IgdGhlIGFkZHJl
c3NlZSksIHlvdSBtYXkgbm90IHVzZSwgY29weSBvciBkaXNjbG9zZSB0byBhbnlvbmUgdGhlIG1l
c3NhZ2Ugb3IgYW55IGluZm9ybWF0aW9uIGNvbnRhaW5lZCBpbiB0aGUgbWVzc2FnZS4gSWYgeW91
IGhhdmUgcmVjZWl2ZWQgdGhlIG1lc3NhZ2UgaW4gZXJyb3IsICBwbGVhc2UgYWR2aXNlIHRoZSBz
ZW5kZXIgYnkgcmVwbHkgZS1tYWlsIGFuZCBkZWxldGUgdGhlIG1lc3NhZ2UuDQo
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Tail Wheel Training |
Re: RV-List: Tail Wheel TrainingGreat pirep Bob.
Jim
RV9a builder
----- Original Message -----
From: Brent Owens
To: rv-list@matronics.com
Sent: Monday, November 19, 2007 8:59 AM
Subject: Re: RV-List: Tail Wheel Training
Well said Bob!
do not archive
Brent Owens
Assistant Director of Operations
NetJets Aviation
x2486
----- Original Message -----
From: owner-rv-list-server@matronics.com
<owner-rv-list-server@matronics.com>
To: rv-list@matronics.com <rv-list@matronics.com>
Sent: Mon Nov 19 11:23:11 2007
Subject: RE: RV-List: Tail Wheel Training
At 09:20 AM 11/17/07, you wrote:
>I wanted to fly cross-country, and knew that after several hours of
>being bounced around in hot, lumpy air, the last thing I wanted to
>try was landing a tailwheel in a 10- to 15-knot cross-wind somewhere.
There is nothing wrong with the above statement, and I fully agree
with his logic, but on the other hand...
I feel very confident that I can take off or land my RV6 just as well
as I can with any nose-wheel aircraft. After a long cross-county,
being bounced around and needing fuel I landed at Dodge City KS one
day with 28 KTs crosswind, gusting to 38!!
I flew into an airport yesterday, the runway was 20 feet wide, 2000
feet long, 50 foot trees both ends, uphill both ways, the middle of
the runway is on the top of a hill and the runway does a 20 degree
dogleg. It was not a smooth runway and all I keep thinking, if I was
in a nose-wheel airplane and if I went off the edge of the runway, I
would surely flip, as the former owner of the airport has
demonstrated. And by the way, there was a crosswind!
My point, build the airplane you want, forget the "mine is better
than yours" syndrome, if you know what you are doing and fly
precisely then a tail-wheel aircraft is doable if that is what you
desire to fly.
Flying tail-draggers is it easy or hard? That concept only exists in
the mind of the pilot. Henry Ford said it best "If you think you
can....or think you can't...you are right!
Bob
RV6 "Wicked Witch of the West"
**********
This message contains information which may be confidential and
privileged. Unless you are the addressee (or authorized to receive for
the addressee), you may not use, copy or disclose to anyone the message
or any information contained in the message. If you have received the
message in error, please advise the sender by reply e-mail and delete
the message.
=EF=BD=EF=BD~=EF=BD=EF=BD,=03g=EF=BD=EF=BD=EF=BD
-------------------------------------------------------------------------
-----
11/19/2007 12:35 PM
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Wiring conduit and lower skin riveting - RV-9 Wings |
I'm about to do one of two things - rivet the lower wing skins, or run the
corregated plastic wiring conduit though the wing ribs. Any advice as to
the preferred order? Running the conduit after the lower skin is on looks
like a mjor pain, but working around the conduit during riveting looks to
be troublesome as well. The tubing will be running through holes I
drilled towards the bottom of the ribs in the web below and centered
between two lightening holes. Thanks in advance for any help!
Doug Fischer
RV-9A Jenison, MI Sloooooowwww-Build
do not archive
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Wiring conduit and lower skin riveting - RV-9 Wings |
On Mon, 19 Nov 2007, dfischer@iserv.net wrote:
>
> I'm about to do one of two things - rivet the lower wing skins, or run the
> corregated plastic wiring conduit though the wing ribs. Any advice as to
> the preferred order? Running the conduit after the lower skin is on looks
> like a mjor pain, but working around the conduit during riveting looks to
> be troublesome as well. The tubing will be running through holes I
> drilled towards the bottom of the ribs in the web below and centered
> between two lightening holes. Thanks in advance for any help!
If you put the conduit in the upper half of the rib, you could
install it after riviting the top skin, but before the bottom, it should
be out of the way. I don't know how different the -9 wing is and if there
would be problems with the aileron pushrods with my plan.
Brian Huffaker, DSWL (bifft@xmission.com)
RV-8A 80091 riviting reat top skin
1/4 Starduster II N23UT flying
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | re: Wiring conduit and lower skin riveting - RV-9 Wings |
I did it both ways. On the first wing I ran the conduit first, and
didn't like the riveting hassle, so I ran the conduit after riveting the
second wing. It also depends on the size holes you drill for the
conduit. On the first wing, I went with the 'recommended' hole size
(3/4" IIRC) and running the conduit is a super pain even with the skin
off because of the tight fit. So on the second wing I went with a
larger hole (7/8" I think) such that pulling the conduit was no problem,
and dabbed some Goop on each rib just for good measure.
Dennis Glaeser
RV-7A Final assembly
----------------------------
I'm about to do one of two things - rivet the lower wing skins, or run
the
corrugated plastic wiring conduit though the wing ribs. Any advice as
to
the preferred order? Running the conduit after the lower skin is on
looks
like a major pain, but working around the conduit during riveting looks
to
be troublesome as well. The tubing will be running through holes I
drilled towards the bottom of the ribs in the web below and centered
between two lightening holes. Thanks in advance for any help!
Doug Fischer
RV-9A Jenison, MI Sloooooowwww-Build
do not archive
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Wiring conduit and lower skin riveting - RV-9 Wings |
Run the conduit before riveting the bottom skins....Trust me, you will NOT
be able to pull the conduit through the holes in the ribs without access.
Riveting around the conduit is no biggie compared to the pain of riveting
the bottom skins on.
Bret Smith
RV-9A "Fuselage"
Blue Ridge, GA
www.FlightInnovations.com
----- Original Message -----
From: <dfischer@iserv.net>
Sent: Monday, November 19, 2007 1:23 PM
Subject: RV-List: Wiring conduit and lower skin riveting - RV-9 Wings
>
> I'm about to do one of two things - rivet the lower wing skins, or run the
> corregated plastic wiring conduit though the wing ribs. Any advice as to
> the preferred order? Running the conduit after the lower skin is on looks
> like a mjor pain, but working around the conduit during riveting looks to
> be troublesome as well. The tubing will be running through holes I
> drilled towards the bottom of the ribs in the web below and centered
> between two lightening holes. Thanks in advance for any help!
>
> Doug Fischer
> RV-9A Jenison, MI Sloooooowwww-Build
> do not archive
>
>
>
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | engine inspection |
Am just about ready to hang the engine on my RV-4 project. The engine was
purchased on E-bay and was supposedly rebuilt in 1991. On the outside, it
looks very clean and looks like it was very well done, however, its been
over ten years since the completion of this overhaul. I have convinced
myself to at least pull a cylinder and look inside. My question is, is
there a certain cylinder which will show me the most once I get it off?
One, two, three, or four? Any opinions would be appreciated.
Dave Mader
RV-6A sold
RV-6 flying
RV-4 building
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Wiring conduit and lower skin riveting - RV-9 Wings |
See the attached picture for a different solution. I had quick-build
wings so I used CPVC and pipe suspension hangers. The wing is upside
down in the picture.
John Morgensen
AA1B-150 (RV Trainer)
RV-9A Fuselage
dfischer@iserv.net wrote:
>
> I'm about to do one of two things - rivet the lower wing skins, or run the
> corregated plastic wiring conduit though the wing ribs. Any advice as to
> the preferred order? Running the conduit after the lower skin is on looks
> like a mjor pain, but working around the conduit during riveting looks to
> be troublesome as well. The tubing will be running through holes I
> drilled towards the bottom of the ribs in the web below and centered
> between two lightening holes. Thanks in advance for any help!
>
> Doug Fischer
> RV-9A Jenison, MI Sloooooowwww-Build
> do not archive
>
>
>
>
>
>
>
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: engine inspection |
Do you know how the engine was stored? Vertical or horizontal? If
vertical, I would check whichever cylinder was on top. If horizontal, I
can't think of a reason why one cylinder would be any better or worse
than the others.
Have you pulled the plugs on your cylinders? If you do that, you can
poke a flashlight in one spark plug hole and look in the other, then
repeat the other way around. A borescope would be even better. You
could at least get some idea of the condition of the inside of all of
your cylinders.
KB
----- Original Message -----
From: Dave Mader
To: rv-list@matronics.com
Sent: Monday, November 19, 2007 7:03 PM
Subject: RV-List: engine inspection
Am just about ready to hang the engine on my RV-4 project. The engine
was purchased on E-bay and was supposedly rebuilt in 1991. On the
outside, it looks very clean and looks like it was very well done,
however, its been over ten years since the completion of this overhaul.
I have convinced myself to at least pull a cylinder and look inside.
My question is, is there a certain cylinder which will show me the most
once I get it off? One, two, three, or four? Any opinions would be
appreciated.
Dave Mader
RV-6A sold
RV-6 flying
RV-4 building
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Pullable 60 Amp Breaker |
For what its worth I just through mine away and went to a fuse from B&C .
Had to many problems with this breaker. I was on my second one in four
years.
Dane Sheahen
RV8a and all Glass
In a message dated 11/18/2007 8:11:16 P.M. Central Standard Time,
Tim_Lewis@msm.umr.edu writes:
Over the years I've looked without success for a pullable 60 Amp breaker.
The other day I noticed one in a friend's Glastar (an early two-weeks-to-taxi
pathfinder). I crawled under the panel, jotted down the part number, and
found several sources on the net. The part number is 413-K14-LN2, made by ETA.
I bought one from Pacific Coast Avionics (part number "ETA-60". They have a
75 Amp version, too.
Use with caution, of course. Pulling the breaker when the alternator is
putting out significant current can ruin the alternator (V = L*di/dt, I
suppose).
--
Tim Lewis -- HEF (Manassas, VA)
RV-6A N47TD -- 900 hrs
RV-10 #40059 under construction
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | coronary trouble |
Dear listers,
After five years building, one year of test flights going nowhere, two months in
the paint shop and now with only 66 hours on my pride and joy RV6 I have had
a heart attack. Right Coronary artery was 100% blocked and required a stent.
It has been two months now and I feel fine and am back to work. (don't tell
my doctors) Frustrated but glad to be alive.
Now I am wondering what other listers have gone through in order to get a special
issue. I have considered selling my RV6 and going LSA but would much rather
beat my chest and say I can do this. I have read the archives and this thing
does not seem very positive.
I've read the FAA Coronary Artery Disease information and it seems like a lot of
requirements for my Class III. Is it as bad as it reads? Does anyone know
if these requirements are required every year? Any idea what the costs are?
I know there are companies out there that specialize in helping pilots get medicals
but is it advisable to use them or can any AME request the special issue?
I'm not sure I trust my AME to have my best interest in his mind. My medical
expires in April, am I supposed to disqualify myself now? If I was flying
LSA would it be necessary to disqualify myself?
Any information/suggestions will be greatly appreciated.
Do not archive
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: coronary trouble |
Sorry to hear of your set back but glad you are healing well.
One of the best sources of information and assistance in regaining a
medical certificate can be found at Virtual Flight Surgeons
http://aviationmedicine.com/index.cfm?fuseaction=home
There company started as consultants to the airlines providing
assistance in getting 1st class medicals reinstated.
They now serve private idividuals as well.
Dick Sipp
satisfied customer
----- Original Message -----
From: rv6n@optonline.net
To: RV list
Sent: Monday, November 19, 2007 11:49 PM
Subject: RV-List: coronary trouble
Dear listers,
After five years building, one year of test flights going nowhere, two
months in the paint shop and now with only 66 hours on my pride and joy
RV6 I have had a heart attack. Right Coronary artery was 100% blocked
and required a stent. It has been two months now and I feel fine and am
back to work. (don't tell my doctors) Frustrated but glad to be
alive.
Now I am wondering what other listers have gone through in order to
get a special issue. I have considered selling my RV6 and going LSA but
would much rather beat my chest and say I can do this. I have read the
archives and this thing does not seem very positive.
I've read the FAA Coronary Artery Disease information and it seems
like a lot of requirements for my Class III. Is it as bad as it reads?
Does anyone know if these requirements are required every year? Any
idea what the costs are? I know there are companies out there that
specialize in helping pilots get medicals but is it advisable to use
them or can any AME request the special issue? I'm not sure I trust my
AME to have my best interest in his mind. My medical expires in April,
am I supposed to disqualify myself now? If I was flying LSA would it be
necessary to disqualify myself?
Any information/suggestions will be greatly appreciated.
Do not archive
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | coronary trouble |
Go to the AOPA web site, they have some excellent information on this subje
ct and can be a great help. Best of luck to you.
Vince
st: coronary troubleTo: rv-list@matronics.com
Dear listers,
After five years building, one year of test flights going nowhere, two mont
hs in the paint shop and now with only 66 hours on my pride and joy RV6 I h
ave had a heart attack. Right Coronary artery was 100% blocked and require
d a stent. It has been two months now and I feel fine and am back to work.
(don't tell my doctors) Frustrated but glad to be alive.
Now I am wondering what other listers have gone through in order to get a s
pecial issue. I have considered selling my RV6 and going LSA but would muc
h rather beat my chest and say I can do this. I have read the archives and
this thing does not seem very positive.
I've read the FAA Coronary Artery Disease information and it seems like a l
ot of requirements for my Class III. Is it as bad as it reads? Does anyon
e know if these requirements are required every year? Any idea what the co
sts are? I know there are companies out there that specialize in helping p
ilots get medicals but is it advisable to use them or can any AME request
the special issue? I'm not sure I trust my AME to have my best interest in
his mind. My medical expires in April, am I supposed to disqualify myself
now? If I was flying LSA would it be necessary to disqualify myself?
Any information/suggestions will be greatly appreciated.
Do not archive
_________________________________________________________________
Put your friends on the big screen with Windows Vista=AE + Windows Live=99.
http://www.microsoft.com/windows/shop/specialoffers.mspx?ocid=TXT_TAGLM_C
PC_MediaCtr_bigscreen_102007
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Pullable 60 Amp Breaker |
What problems did you encounter?
--
Tim Lewis -- HEF (Manassas, VA)
RV-6A N47TD -- 975 hrs
RV-10 #40059 under construction
FASTPILOTRV8@aol.com wrote:
> For what its worth I just through mine away and went to a fuse from
> B&C . Had to many problems with this breaker. I was on my second
> one in four years.
>
> Dane Sheahen
> RV8a and all Glass
>
>
>
> In a message dated 11/18/2007 8:11:16 P.M. Central Standard Time,
> Tim_Lewis@msm.umr.edu writes:
>
>
> Over the years I've looked without success for a pullable 60 Amp
> breaker. The other day I noticed one in a friend's Glastar (an
> early two-weeks-to-taxi pathfinder). I crawled under the panel,
> jotted down the part number, and found several sources on the
> net. The part number is 413-K14-LN2, made by ETA. I bought one
> from Pacific Coast Avionics (part number "ETA-60". They have a 75
> Amp version, too.
>
> Use with caution, of course. Pulling the breaker when the
> alternator is putting out significant current can ruin the
> alternator (V = L*di/dt, I suppose).
>
>
> --
> Tim Lewis -- HEF (Manassas, VA)
> RV-6A N47TD -- 900 hrs
> RV-10 #40059 under construction
>
>
>
>
> ------------------------------------------------------------------------
> See what's new
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|