RV-List Digest Archive

Wed 07/23/08


Total Messages Posted: 9



Today's Message Index:
----------------------
 
     1. 06:11 AM - Throttle/Mixture bracket Vertical Draft IO-360 RV-7A (Stucklen, Frederic W UTPWR)
     2. 06:24 AM - Re: Fellow Canadian builders, educate me please. Is EXPERIMENTAL required within cabin. (Ted French)
     3. 06:39 AM - Re: Throttle/Mixture bracket Vertical Draft IO-360 RV-7A (Patrick Kelley)
     4. 09:49 AM - Re: Fellow Canadian builders, educate me please. Is EXPERIMENTAL required within cabin. (Bill Boyd)
     5. 09:56 AM - Re: Welcome back (Matt Dralle)
     6. 10:55 AM - Re: Welcome back (David E. Nelson)
     7. 02:08 PM - RV-9 take-off flap settings....again! (Perry Yaremchuk)
     8. 02:42 PM - Re: RV-9 take-off flap settings....again! (Sam Buchanan)
     9. 08:56 PM - We Need Help (Brian Alley)
 
 
 


Message 1


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    Time: 06:11:24 AM PST US
    Subject: Throttle/Mixture bracket Vertical Draft IO-360 RV-7A
    From: "Stucklen, Frederic W UTPWR" <Fred.Stucklen@UTCPower.com>
    Just to get this into the Archives, here's what is needed for an IO-360 vertical induction system on an RV-7A with a Bendix or Silver Hawk fuel body. Both cables go through the firewall just below the centrally located firewall heater box. Both firewall holes are located directly behind their respective cable mounting holes on the bracket when it's installed between the fuel body and the engine sump. The throttle cable will enter the cabin area through a grommet in the cover in that area. The mixture cable will penetrate the lower portion of the heater box panel (but under the enclosed heater box) and will require a cable grommet. The cables cross over inside the cockpit if they are horizontally located on the sub panel. The mixture cable is a tad long, but the next shorter cable is too short. This list assumes the use of a Bendix or Silver Hawk Fuel body. CT BLK THROTTLE 44.5 Throttle Cable, 44.5" CT RED VMIXTURE 50.5 Mixture Cable 50.5" VA-182-PC KIT Bracket IO-320/360/540 Vertical Induction FAB-360/540 O-360/540 Vertical Draft The next step is to mount the airbox. The Airbox comes with a bracket that allows the fuel body mixture arm to move below the plane of the airbox top surface. I personally think that this overly complicates the airbox construction. I'm planning on putting a 3/4" Delron spacer between the bottom of the fuel body and the Airbox to allow for free movement of the mixture arm with no airbox modifications. There appears to be 10.25 " between the inside surface of the lower cowl just under the airbox, to the bottom surface of the of the sump where the fuel body mounts. The total height of the airbox, spacer, and fuel body, is only 9.25", leaving a inch clearance between the lower surface of the bottom surface of the airbox and the cowl. The airbox also easily clears the nose wheel gear leg. I've seen this done on other RV-7A aircraft, and it seems to work out OK with the interface to the lower cowl snout. I still have a question as to what to do about an alternate fuel body air source. There has been documented instances of the air filter becoming clogged with snow. Van came out with an alternate air source fix that takes the lower cowl air directly into the fuel body, bypassing the filter. This certainly qualifies as a solution, but it doesn't prevent filter blockage from occurring (like the Carb Heat flap control on carbureted systems can do). When I fly serious IFR in heavy rain or snow, I think it's prudent to keep as much of that precipitation out of the air box, and air filter, as possible. Van's alternate air fix should be used as a last resort, while the Carb Heat solution would be used as the first line of defense. So, I thinking that it would be prudent to have both controls, but not necessarily heated air into the Carb Heat type flapper control..... Another issue for an IFR RV Aircraft is the current design of the tank vents. It does not meet my requirements of system redundancy (only one vent method per tank). Yes, there are two tanks. But the same IFR conditions that plug one vent (inadvertent penetration into ice or snow) can plug the second tank vent. Virtually all certified IFR aircraft have fuel tank venting redundancy (tank vents plus cap vents in most cases). Van's design does not. Van's design utilizes the tank vent position behind the cowl (engine heat) to help mitigate this issue. While I have never seen IFR conditions where this vent was compromised, it may be possible under the right conditions. With conventional RV design, I don't have a solution for this issue. I unsuccessfully attempted making vents in the tank fuel caps. In my installations of tip tanks, I still utilize the same fuselage vent, but, in the tip tank vent line (which, because of the fuel system plumbing, is the vent for the main tank as well), I put a small cut into the vent line so that if the fuselage vent becomes plugged, there is still a method to vent the tank. Fred Stucklen RV-7A N924V ________________________________ From: Emrath [mailto:emrath@comcast.net] Sent: Tuesday, July 22, 2008 10:22 PM Subject: RE: Re Throttle/Mixture bracket Fred, Try Part number VA-149-360-PC KIT in the Vans web catalog. This is listed as an item included in the RV-10 firewall Forward kit. Under the "List" it says $18 and included the extra gasket needed. This is for use between the carb and the sump, but works equally well between the servo and the sump. At least it did for me on my 0-360 converted to Fuel Injection, updraft Bendix system. Marty =D2=D3=AC -----Original Message----- From: Stucklen, Frederic W UTPWR [mailto:Fred.Stucklen@UTCPower.com] Sent: Tuesday, July 22, 2008 11:51 AM To: emrath@comcast.net Subject: RE: Re Throttle/Mixture bracket Marty, Thanks for the input.. The tubing idea sounds good. I already have a set of cables - just a little longer than the normal Carb units - so will try those first. If they don't fit I'll try the tubing idea.... It turns out that the bracket that Van's sells for the IO-320 also fits the Silver Hawk (Experimental version of the Bendix) fuel body. I had bought one, but didn't think it would work. After making a cardboard mockup, I figured out that it looked a lot like the part I had on the bench! Fred Stucklen RV-7A N924RV ________________________________ From: emrath@comcast.net [mailto:emrath@comcast.net] Sent: Tuesday, July 22, 2008 12:13 PM To: Stucklen, Frederic W UTPWR Subject: Re Throttle/Mixture bracket Hey Fred, Van's has a bracket for use on the RV-10, PC-182 comes to mind, but you may have to search. I used this on my -6A and a 3/4" spacer purchased years ago form Eustace Bowhay, now deceased. I'm not flying yet, still working on fiberglass stuff, but it all fits fine with no holes in the FAB for clearance. As for cable lengths, I cut the holes in the firewall for pass thru and used some plastic tubing as a fit up for length. I did have to return one cable, but Van's had the lengths I needed. Hope this help. Marty Emrath RV-6A Brentwood TN Time: 07:29:08 AM PST US Subject: RV-List: RE: IO-360 Throttle/Mixture Installation From: "Stucklen, Frederic W UTPWR" <Fred.Stucklen@UTCPower.com <http://mailcenter.comcast.net/wmc/v/wm/48860538000E99F000007020220073407 6089B0E9D030A?cmd=ComposeTo&adr=Fred%2EStucklen%40UTCPower%2Ecom&sid= c0> > ED, Thanks for the reply. I'm installing the Precision Silver hawk Fuel body, which is essentially the same as the old Bendix unit, on a vertical sump TMX IO-360. Relative to a Carburetor, the throttle and mixture arms on the Fuel Body are reversed, and, as you have implied, the mixture arm requires an insert into the FAB box (or a 3/4" spacer between the FAB box and the Fuel Body). The bracket Van's supplies for the Carburetors is wrong for both throttle and mixture without some major changes. And, yes, there appears to be room i! n the c owl for the use of the spacer.... What I am looking at now is a custom made bracket that is designed in a manner similar to Van's unit. I figure I can make it out of .050" alum by bending the flanges in between two pieces of 3/4" plywood (using a hammer to "persuade it to bend...). What I don't know yet is the required cable lengths. It would seem that they would have to be shorter than vans recommended cables for a carburetor as the bracket tabs for mounting the cables are closer to the firewall. How much shorter, I don't know. I do have a set of cables from Van's, but I ordered cables that were longer. Might have to return them.... The RV- Listers have given me a lot of ideas to work with. If I come up with a successful bracket design, I'll make a formal drawing and post it on the list, along with my resultant cable lengths...... Fred Stucklen RV-7A N924RV


    Message 2


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    Time: 06:24:23 AM PST US
    From: "Ted French" <ted_french@telus.net>
    Subject: Fellow Canadian builders, educate me please. Is EXPERIMENTAL
    required within cabin. Experimental is an American requirement, not Canadian. You only need the words you refered to in English AND French Ted French C-FXCS RV-10 Flying -----Original Message----- From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-server@matronics.com]On Behalf Of Terry Mortimore Sent: July 22, 2008 5:03 PM Subject: RV-List: Fellow Canadian builders, educate me please. Is EXPERIMENTAL required within cabin. Hi Gang: I just ordered my interior from Classic Aero Designs and I assumed that I would have the word EXPERIMENTAL embroidered across the upper baggage compartment panel. While talking with Anna she questioned wether a Canadian plane requires this. Looking through my RAA amateur built Aircraft builders manual the only referance I see to placarding is 549.15 which states that a placard with letters at least 3/8" high stating "Notice: This aircraft is operating with a special certificate of airworthiness for amateur-built aircraft" must be in plane view of the passenger. Can anyone confirm that this is all that is required? If so I think I will cancell my order for the embroidering. Than ks, Terry. Fuselage kit finished, just ordered finishing kit. Terry Mortimore 426 McNabb Street Apt#4 Sault Ste Marie, Ontario P6B 1Z3


    Message 3


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    Time: 06:39:51 AM PST US
    From: "Patrick Kelley" <webmaster@flion.com>
    Subject: Throttle/Mixture bracket Vertical Draft IO-360 RV-7A
    Regarding alternate air: With my FWF kit (I think it=92s in the instructions for the FAB) there are instructions for a filter bypass. Basically it=92s a hole in the FAB bowl beneath the filter and a pivoting plate that covers it operated by a Bowden cable. It is not reclosable in flight; you have to land and remove the cowl to =91reset=92 it. Then again, if your filter is clogged you should be landing anyway. I have heard that injected engines don=92t need carb heat so, to avoid confusion, I am only installing the bypass and not the heated air flapper; I may revisit that at another time. Patrick Kelley ' RV-6A Superior XPIO-360 ' Should be flying soon From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-server@matronics.com] On Behalf Of Stucklen, Frederic W UTPWR Sent: Wednesday, July 23, 2008 6:05 AM Subject: RV-List: Throttle/Mixture bracket Vertical Draft IO-360 RV-7A Just to get this into the Archives, here's what is needed for an IO-360 vertical induction system on an RV-7A with a Bendix or Silver Hawk fuel body. Both cables go through the firewall just below the centrally located firewall heater box. Both firewall holes are located directly behind their respective cable mounting holes on the bracket when it's installed between the fuel body and the engine sump. The throttle cable will enter the cabin area through a grommet in the cover in that area. The mixture cable will penetrate the lower portion of the heater box panel (but under the enclosed heater box) and will require a cable grommet. The cables cross over inside the cockpit if they are horizontally located on the sub panel. The mixture cable is a tad long, but the next shorter cable is too short. This list assumes the use of a Bendix or Silver Hawk Fuel body. CT BLK THROTTLE 44.5 Throttle Cable, 44.5" CT RED VMIXTURE 50.5 Mixture Cable 50.5" VA-182-PC KIT Bracket IO-320/360/540 Vertical Induction FAB-360/540 O-360/540 Vertical Draft The next step is to mount the airbox. The Airbox comes with a bracket that allows the fuel body mixture arm to move below the plane of the airbox top surface. I personally think that this overly complicates the airbox construction. I'm planning on putting a 3/4" Delron spacer between the bottom of the fuel body and the Airbox to allow for free movement of the mixture arm with no airbox modifications. There appears to be 10.25 " between the inside surface of the lower cowl just under the airbox, to the bottom surface of the of the sump where the fuel body mounts. The total height of the airbox, spacer, and fuel body, is only 9.25", leaving a inch clearance between the lower surface of the bottom surface of the airbox and the cowl. The airbox also easily clears the nose wheel gear leg. I've seen this done on other RV-7A aircraft, and it seems to work out OK with the interface to the lower cowl snout. I still have a question as to what to do about an alternate fuel body air source. There has been documented instances of the air filter becoming clogged with snow. Van came out with an alternate air source fix that takes the lower cowl air directly into the fuel body, bypassing the filter. This certainly qualifies as a solution, but it doesn't prevent filter blockage from occurring (like the Carb Heat flap control on carbureted systems can do). When I fly serious IFR in heavy rain or snow, I think it's prudent to keep as much of that precipitation out of the air box, and air filter, as possible. Van's alternate air fix should be used as a last resort, while the Carb Heat solution would be used as the first line of defense. So, I thinking that it would be prudent to have both controls, but not necessarily heated air into the Carb Heat type flapper control..... Another issue for an IFR RV Aircraft is the current design of the tank vents. It does not meet my requirements of system redundancy (only one vent method per tank). Yes, there are two tanks. But the same IFR conditions that plug one vent (inadvertent penetration into ice or snow) can plug the second tank vent. Virtually all certified IFR aircraft have fuel tank venting redundancy (tank vents plus cap vents in most cases). Van's design does not. Van's design utilizes the tank vent position behind the cowl (engine heat) to help mitigate this issue. While I have never seen IFR conditions where this vent was compromised, it may be possible under the right conditions. With conventional RV design, I don't have a solution for this issue. I unsuccessfully attempted making vents in the tank fuel caps. In my installations of tip tanks, I still utilize the same fuselage vent, but, in the tip tank vent line (which, because of the fuel system plumbing, is the vent for the main tank as well), I put a small cut into the vent line so that if the fuselage vent becomes plugged, there is still a method to vent the tank. Fred Stucklen RV-7A N924V _____ From: Emrath [mailto:emrath@comcast.net] Sent: Tuesday, July 22, 2008 10:22 PM Subject: RE: Re Throttle/Mixture bracket Fred, Try Part number VA-149-360-PC KIT in the Vans web catalog. This is listed as an item included in the RV-10 firewall Forward kit. Under the "List" it says $18 and included the extra gasket needed. This is for use between the carb and the sump, but works equally well between the servo and the sump. At least it did for me on my 0-360 converted to Fuel Injection, updraft Bendix system. Marty =D2=D3=AC -----Original Message----- From: Stucklen, Frederic W UTPWR [mailto:Fred.Stucklen@UTCPower.com] Sent: Tuesday, July 22, 2008 11:51 AM Subject: RE: Re Throttle/Mixture bracket Marty, Thanks for the input.. The tubing idea sounds good. I already have a set of cables - just a little longer than the normal Carb units - so will try those first. If they don't fit I'll try the tubing idea.... It turns out that the bracket that Van's sells for the IO-320 also fits the Silver Hawk (Experimental version of the Bendix) fuel body. I had bought one, but didn't think it would work. After making a cardboard mockup, I figured out that it looked a lot like the part I had on the bench! Fred Stucklen RV-7A N924RV _____ From: emrath@comcast.net [mailto:emrath@comcast.net] Sent: Tuesday, July 22, 2008 12:13 PM Subject: Re Throttle/Mixture bracket Hey Fred, Van's has a bracket for use on the RV-10, PC-182 comes to mind, but you may have to search. I used this on my -6A and a 3/4" spacer purchased years ago form Eustace Bowhay, now deceased. I'm not flying yet, still working on fiberglass stuff, but it all fits fine with no holes in the FAB for clearance. As for cable lengths, I cut the holes in the firewall for pass thru and used some plastic tubing as a fit up for length. I did have to return one cable, but Van's had the lengths I needed. Hope this help. Marty Emrath RV-6A Brentwood TN Time: 07:29:08 AM PST US Subject: RV-List: RE: IO-360 Throttle/Mixture Installation From: "Stucklen, Frederic W UTPWR" <Fred.Stucklen@UTCPower.com <http://mailcenter.comcast.net/wmc/v/wm/48860538000E99F000007020220073407 608 9B0E9D030A?cmd=ComposeTo&adr=Fred%2EStucklen%40UTCPower%2Ecom&sid=c 0> > ED, Thanks for the reply. I'm installing the Precision Silver hawk Fuel body, which is essentially the same as the old Bendix unit, on a vertical sump TMX IO-360. Relative to a Carburetor, the throttle and mixture arms on the Fuel Body are reversed, and, as you have implied, the mixture arm requires an insert into the FAB box (or a 3/4" spacer between the FAB box and the Fuel Body). The bracket Van's supplies for the Carburetors is wrong for both throttle and mixture without some major changes. And, yes, there appears to be room i! n the c owl for the use of the spacer.... What I am looking at now is a custom made bracket that is designed in a manner similar to Van's unit. I figure I can make it out of .050" alum by bending the flanges in between two pieces of 3/4" plywood (using a hammer to "persuade it to bend...). What I don't know yet is the required cable lengths. It would seem that they would have to be shorter than vans recommended cables for a carburetor as the bracket tabs for mounting the cables are closer to the firewall. How much shorter, I don't know. I do have a set of cables from Van's, but I ordered cables that were longer. Might have to return them.... The RV- Listers have given me a lot of ideas to work with. If I come up with a successful bracket design, I'll make a formal drawing and post it on the list, along with my resultant cable lengths...... Fred Stucklen RV-7A N924RV Checked by AVG - http://www.avg.com 7/22/2008 4:05 PM


    Message 4


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    Time: 09:49:03 AM PST US
    From: "Bill Boyd" <sportav8r@gmail.com>
    Subject: Re: Fellow Canadian builders, educate me please. Is EXPERIMENTAL
    required within cabin. A foretaste of things to come. Soon enough I predict we US builders will need the placard in Spanish and English (likely in that order.) -Stormy / RV-6A On Wed, Jul 23, 2008 at 9:23 AM, Ted French <ted_french@telus.net> wrote: > > Experimental is an American requirement, not Canadian. You only need the > words you refered to in English AND French > > Ted French C-FXCS > RV-10 Flying > > > -----Original Message----- > From: owner-rv-list-server@matronics.com > [mailto:owner-rv-list-server@matronics.com]On Behalf Of Terry Mortimore > Sent: July 22, 2008 5:03 PM > To: rv-list@matronics.com > Subject: RV-List: Fellow Canadian builders, educate me please. Is > EXPERIMENTAL required within cabin. > > > > > Hi Gang: > > I just ordered my interior from Classic Aero Designs and I assumed that I > would have the word EXPERIMENTAL embroidered across the upper baggage > compartment panel. While talking with Anna she questioned wether a Canadian > plane requires this. > > Looking through my RAA amateur built Aircraft builders manual the only > referance I see to placarding is 549.15 which states that a placard with > letters at least 3/8" high stating "Notice: This aircraft is operating with > a special certificate of airworthiness for amateur-built aircraft" must be > in plane view of the passenger. > > Can anyone confirm that this is all that is required? If so I think I will > cancell my order for the embroidering. > > > Than > ks, > Terry. > > Fuselage kit finished, just ordered finishing kit. > > > Terry Mortimore > 426 McNabb Street Apt#4 > Sault Ste Marie, Ontario > P6B 1Z3 > >


    Message 5


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    Time: 09:56:37 AM PST US
    From: Matt Dralle <dralle@matronics.com>
    Subject: Re: Welcome back
    At 10:40 AM 7/22/2008 Tuesday, you wrote: > >Matt, > >I've seen a lot of questions from you on the RV-8 and you've got a -8 S/N in >your signature. Did you give up your -4 and start on a -8? Inquiring minds >and all... At any event, welcome back to the active building world. > >Regards, >Greg Young - Houston (DWH) >RV-6 N6GY - project Phoenix >Navion N5221K - just an XXL RV-6A > Hi Greg/All, For various reasons I've put the old RV-4 project on hold and have started a new RV-8 QB project. The -8' tail is done and the rest is suppose to arrive next month. My hope is to get the -8 in the air quickly, maybe flying as early as next Summer. On a side note, it is almost unbelievable how much better Van's kits are now compared to the circa 1988 RV-4 kit. Wow. The pre-punch is amazing and the fit is perfect. It really is a testament to Van's and his dedication to making his products better. As a point of reference, it took me 240 hours to build the RV-4 tail and about 120 hours to build the RV-8 tail. And, the RV-8 tail cosmetically is near perfect. Granted, some of that has to do with experience (riveting skill), but most of it has to do with Van's kits. I really like Van's Internet support these days too. You can send an email to support with a couple of pictures attached and a description of your problem, and I generally find an excellent response in my email the next morning. Parts ordering from the online catalog is just as efficient. I found that parts are shipped the next business day without exception. I really like that every part in the kit can be found in the online order/search. Very cool. Don't mean to be preaching to the choir, but building is just so much more of a pleasure now. In any case, I've attached a picture of my -8 instrument panel layout. Those are the new 3D HX GRT EFIS models, and Vertical Power's sweet VP-200 electrical system. Power will likely be one of the new IO-390's with a CS prop. Feels good to be back! Matt Dralle RV-8 # 82880


    Message 6


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    Time: 10:55:58 AM PST US
    From: "David E. Nelson" <david.nelson@pobox.com>
    Subject: Re: Welcome back
    Hi Matt, Welcome back to this crazy and rewarding thing that we do! ;) What make/model is the entertainment system? What influenced your decision? Thank you, /\/elson Austin, TX RV-7A Tip-Up - Canopy Side Skirts ~~ Lately my memory seems to be like a steel trap .... without any spring. ~~ On Wed, 23 Jul 2008, Matt Dralle wrote: > Hi Greg/All, > > For various reasons I've put the old RV-4 project on hold and have > started a new RV-8 QB project. The -8' tail is done and the rest is > suppose to arrive next month. My hope is to get the -8 in the air > quickly, maybe flying as early as next Summer. > > On a side note, it is almost unbelievable how much better Van's kits are > now compared to the circa 1988 RV-4 kit. Wow. The pre-punch is amazing > and the fit is perfect. It really is a testament to Van's and his > dedication to making his products better. As a point of reference, it > took me 240 hours to build the RV-4 tail and about 120 hours to build > the RV-8 tail. And, the RV-8 tail cosmetically is near perfect. > Granted, some of that has to do with experience (riveting skill), but > most of it has to do with Van's kits. > > I really like Van's Internet support these days too. You can send an > email to support with a couple of pictures attached and a description of > your problem, and I generally find an excellent response in my email the > next morning. Parts ordering from the online catalog is just as > efficient. I found that parts are shipped the next business day without > exception. I really like that every part in the kit can be found in the > online order/search. Very cool. Don't mean to be preaching to the > choir, but building is just so much more of a pleasure now. > > In any case, I've attached a picture of my -8 instrument panel layout. > Those are the new 3D HX GRT EFIS models, and Vertical Power's sweet > VP-200 electrical system. Power will likely be one of the new IO-390's > with a CS prop. > > Feels good to be back! > > Matt Dralle > RV-8 # 82880 >


    Message 7


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    Time: 02:08:35 PM PST US
    From: "Perry Yaremchuk" <payaremchuk@gmail.com>
    Subject: RV-9 take-off flap settings....again!
    Hi all, I am training on my newly purchased RV-9a, and my instructor wants me to do a short-field take-off, clearing an obstacle, ( naturally, the 50-foot tree at the end of the strip!) I've surfed the list and other resources extensively, and can find no hard data on this! Van's nicely responded that they have no data, and each plane/pilot will have to establish their own procedure! Surely when John Roncz designed the airfoil for the '9, he could tell that adding 10 degrees of flap added some lift, and 20 added more drag, thus one should use 15 for optimum lift at 62 kts., and 5 for best angle of climb at 74 kts, or whatever!!!! If there is no such data, I guess we'll have to get out the tape measure and test pilot gear! thanks Perry Yaremchuk C-FINT RV-9a Penticton BC


    Message 8


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    Time: 02:42:35 PM PST US
    From: Sam Buchanan <sbuc@hiwaay.net>
    Subject: Re: RV-9 take-off flap settings....again!
    Perry Yaremchuk wrote: > > Hi all, > > I am training on my newly purchased RV-9a, and my instructor wants me > to do a short-field take-off, clearing an obstacle, ( naturally, the > 50-foot tree at the end of the strip!) Perry, you will most likely find that you won't need any flaps to clear the 50' tree at the end of the strip....by about 150'......unless the strip is too short to land on! > I've surfed the list and other resources extensively, and can find no > hard data on this! Probably because RVer's hardly ever have to resort to "short field" technique. The planes just climb so much better than the typical C172. > > Van's nicely responded that they have no data, and each plane/pilot > will have to establish their own procedure! That is true. How can you establish standard procedure when every plane is different? Vx is going to be somewhere in the range of 70-115 kts, depending on what engine you have, what prop you have, pilot technique, how heavy the plane is, the density altitude, how much you want to scare your instructor, etc, etc......... Welcome to the world of experimental aviation! Enjoy your new plane. :-) Sam Buchanan


    Message 9


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    Time: 08:56:20 PM PST US
    From: Brian Alley <n320wt@yahoo.com>
    Subject: We Need Help
    I have an RV-6A in my shop with a damaged canopy. Its unusual in the fact that the airframe used a tip up canopy with the front cut off and attached as a windshield. The center portion is split down the middle and made into gullwing doors. The pilots door was destroyed today and we are looking for part of a canopy to remake the pilots door. I've checked with Vans and Aero Plane Plastics with no luck. Anyone with a canopy that may work, please call me on my cell. I'm trying to get this fixed in time for Airventure. Thanks in advance!!! BRIAN ALLEY (N320WT) CARBON FIBER COMPOSITES 101 Caroline Circle Hurricane, WV 25526 www.carbonfibercomposites.net 304-562-6800 home 304-395-4932 cell How are you going to win by a nose if you don&#39;t stick out your neck?




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