Today's Message Index:
----------------------
1. 12:08 AM - Re: Slick Mag Health Check-up (RICHARD MILLER)
2. 02:04 AM - Re: Slick Mag Health Check-up (RICHARD MILLER)
3. 04:20 AM - Re: Slick Mag Health Check-up (Bobby Hester)
4. 05:14 AM - Re: dual brakes vs. single (Bill Boyd)
5. 05:44 AM - Re: Slick Mag Health Check-up (Sam Buchanan)
6. 05:50 AM - Re: dual brakes vs. single (Sam Buchanan)
7. 06:12 AM - Re: Builder Available! (Rvbuilder1@aol.com)
8. 08:03 AM - Re: dual brakes vs. single (Bill Boyd)
9. 08:17 AM - Re: Effects of Wing Loading (Bob)
10. 08:29 AM - Re: dual brakes vs. single (Bob)
11. 08:41 AM - Re: Effects of Wing Loading (Tomasz Korwel)
12. 08:46 AM - Re: Slick Mag Health Check-up (Mike Divan)
13. 08:47 AM - Re: dual brakes vs. single (Bill Boyd)
14. 08:50 AM - Re: Effects of Wing Loading (Bill Boyd)
15. 09:03 AM - Re: dual brakes vs. single (Mike Divan)
16. 10:15 AM - Re: Effects of Wing Loading (Tracy Crook)
17. 11:37 AM - Re: Builder Available! (Brian Meyette)
18. 01:10 PM - Re: Builder Available! (smitty@smittysrv.com)
19. 01:34 PM - Re: dual brakes vs. single (Charlie England)
20. 01:34 PM - Re: dual brakes vs. single (Ron Lee)
21. 03:41 PM - Re: Builder Available! (Mike Robertson)
22. 04:16 PM - Re: Builder Available! (John Danielson)
23. 04:42 PM - Re: Slick Mag Health Check-up (Kelly McMullen)
24. 04:42 PM - Re: Slick Mag Health Check-up (wskimike)
25. 04:43 PM - Re: Slick Mag Health Check-up (wskimike)
26. 04:49 PM - Re: Builder Available! (John Cox)
27. 04:52 PM - Re: dual brakes vs. single (wskimike)
28. 05:04 PM - Re: Slick Mag Health Check-up (Scott)
29. 05:36 PM - Re: Slick Mag Health Check-up (Fiveonepw@aol.com)
30. 05:53 PM - Re: Slick Mag Health Check-up (Darrell Reiley)
31. 06:34 PM - Re: Slick Mag Health Check-up (Fiveonepw@aol.com)
32. 06:46 PM - Re: Builder Available! (Kyrilian Dyer)
33. 06:55 PM - Re: Builder Available! (Sam Buchanan)
34. 07:05 PM - Re: Builder Available! (Sam Buchanan)
35. 07:32 PM - Re: dual brakes vs. single (Jerry Springer)
36. 07:52 PM - Re: Builder Available! (Sam Buchanan)
37. 08:16 PM - Re: dual brakes vs. single (Kelly McMullen)
38. 09:03 PM - Re: Builder Available! (Ralph Finch)
39. 09:12 PM - Re: Slick Mag Health Check-up (Fiveonepw@aol.com)
40. 09:51 PM - Re: Slick Mag Health Check-up (Fiveonepw@aol.com)
41. 10:09 PM - Re: dual brakes vs. single (Kelly McMullen)
Message 1
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Subject: | Re: Slick Mag Health Check-up |
mark
-it is rick not nick
the first post i told you what to look for.
-
i have posted the manual and told you what we do for this inspection. if i
have to put it in big letters i will.slick mags are junk. given half a chan
ce they will kill you. ask any mag shop what they think about them. they ar
e plastic pieces of crap and i would not have them on my aircraft. yes i fl
y slicks only because some of my customers have them. this is not conjectur
e, this is the truth. slick got a place in the industry with the throwaway
mag originally, and stayed there when bendix had the ad problem. if you don
't have the money to throw them away, then plan on going thru them. but if
you have one problem you will have spent more then a new mag. by the way if
the mag impluse coupling comes apart they will not cover any damages. sinc
e they did not do the inspection. and the price list was slicks not mine or
anybodyelse . the list i included was for all of the items that slick requ
ires to be replaced at overhaul with is not to exceed the tbo of the
engine. From field experience, if you get more then 1000 hr from a slick y
ou are looking-for an off field landing. this-did not include the recen
t cam service bulletin or the brush bulletin. they have had problems with t
he brush for the last four years, so take your chances. it is your bird.
-
if you fly slick mags cost is about 2.50$ per flight hour, to replace at 50
0. bendix with original cost adjustment is about the same. let me guess tha
t is probably how slick figure out thier priceing? book it and budget it. a
nd somebody needs to telll me why a coil costs 60% of the cost of a new mag
.
-
rick
--- On Wed, 8/27/08, Fiveonepw@aol.com <Fiveonepw@aol.com> wrote:
From: Fiveonepw@aol.com <Fiveonepw@aol.com>
Subject: Re: RV-List: Slick Mag Health Check-up
In a message dated 8/27/2008 2:15:27 P.M. Central Daylight Time, rickpegser
@yahoo.com writes:
with the replacment cost of 514/577$ repectively
Nick-
-
I'm not asking for horror stories or conjecture- I simply want to know what
I NEED to examine when I perform this next annual.- The idea that these
are "throwaway" components after 500 hours of faithful service with no atte
ntion whatsoever kind of speaks to their reliability-and in my case at le
ast, debunks your assertion.- Offering someone's component pricelist is i
nformative, but I have a difficult time believing that EVERY component you
list absolutely needs replacement.- This isn't about the FAA being forced
to issue an AD because some idiot deliberately pushed his hardware way bey
ond its limits, but rather what I need to do to ensure that my carefully ma
intained and respectfully operated-machine continues to function as desig
ned.
-
Please bear in mind that these mags are installed on an experimental aircra
ft- I do NOT operate under threat of the Almighty AD, but rather the assura
nce that the aircraft performs as expected by ME, the builder, and holder o
f the Repairman Certificate for same...
-
So........
-
The original query stands:- I've got these two little black chunks of mag
neto I'd just LOVE to thoroughly investigate to make damn sure they will co
ntinue to do what they do.
-
Specifically WHAT should I do?
-
Mark- (thanks to all who have chimed in here!)
It's only a deal if it's where you want to go. Find your travel deal here.
=0A=0A=0A
Message 2
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Subject: | Re: Slick Mag Health Check-up |
Mark
when you ask for advice, and someone with 25 yrs of experiance, offers you it
for free, and gives you the manual. i would suggest that you leave the high horse
at home. while you have managed to build one airplane from a kit, that means
you have built one. while the people out in the real world who do this on
a daily basis, might have a little better understanding of what the current problems
are.and an understanding of the difficulties involved. they might have
even played with the mags on more then one engine. so while you seem to think
that you know everything about your engine you still are asking others, how to
fix it. i find this to be strange since if you knew how to fix the problem why
are you asking us?
my suggestion is that you go to your local autozone, and ask them how to fix a
slick mag, since i am sure that they have the training that you are looking for.
since the local autozone types only know to grab thier ass with both hands
when they have no idea how to fix the problem. you should get the answer that
you are looking for. bend over and pray. and with a good bolt of lightening in
the right area the answer might come to you.
rick
Message 3
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Subject: | Re: Slick Mag Health Check-up |
Can you tell me where the manual is posted?
----
Surfing the web from Hopkinsville, KY
Visit my website at: http://www.geocities.com/hester-hoptown/RVSite/
RICHARD MILLER wrote:
> mark
> it is rick not nick
> the first post i told you what to look for.
>
> i have posted the manual and told you what we do for this inspection.
> if i have to put it in big letters i will.*_slick mags are junk. given
> half a chance they will kill you._**_ _*ask any mag shop what they
> think about them. they are plastic pieces of crap and i would not have
> them on my aircraft. yes i fly slicks only because some of my
> customers have them. this is not conjecture, this is the truth. slick
> got a place in the industry with the throwaway mag originally, and
> stayed there when bendix had the ad problem. if you don't have the
> money to throw them away, then plan on going thru them. but if you
> have one problem you will have spent more then a new mag. by the way
> if the mag impluse coupling comes apart they will not cover any
> damages. since they did not do the inspection. and the price list was
> slicks not mine or anybodyelse . the list i included was for all of
> the items that slick requires to be replaced at overhaul with is not
> to exceed the tbo of the engine. From field experience, if you get
> more then 1000 hr from a slick you are looking for an off field
> landing. this did not include the recent cam service bulletin or the
> brush bulletin. they have had problems with the brush for the last
> four years, so take your chances. it is your bird.
>
> if you fly slick mags cost is about 2.50$ per flight hour, to replace
> at 500. bendix with original cost adjustment is about the same. let me
> guess that is probably how slick figure out thier priceing? book it
> and budget it. and somebody needs to telll me why a coil costs 60% of
> the cost of a new mag.
>
> rick
>
>
> --- On *Wed, 8/27/08, Fiveonepw@aol.com /<Fiveonepw@aol.com>/* wrote:
>
> From: Fiveonepw@aol.com <Fiveonepw@aol.com>
> Subject: Re: RV-List: Slick Mag Health Check-up
> To: rv-list@matronics.com
> Date: Wednesday, August 27, 2008, 9:12 PM
>
> In a message dated 8/27/2008 2:15:27 P.M. Central Daylight Time,
> rickpegser@yahoo.com writes:
>
> with the replacment cost of 514/577$ repectively
>
> Nick-
>
> I'm not asking for horror stories or conjecture- I simply want to
> know what I NEED to examine when I perform this next annual. The
> idea that these are "throwaway" components after 500 hours of
> faithful service with no attention whatsoever kind of speaks to
> their reliability and in my case at least, debunks your
> assertion. Offering someone's component pricelist is informative,
> but I have a difficult time believing that EVERY component you
> list absolutely needs replacement. This isn't about the FAA being
> forced to issue an AD because some idiot deliberately pushed his
> hardware way beyond its limits, but rather what I need to do to
> ensure that my carefully maintained and respectfully
> operated machine continues to function as designed.
>
> Please bear in mind that these mags are installed on an
> experimental aircraft- I do NOT operate under threat of the
> Almighty AD, but rather the assurance that the aircraft performs
> as expected by ME, the builder, and holder of the Repairman
> Certificate for same...
>
> So........
>
> The original query stands: I've got these two little black chunks
> of magneto I'd just LOVE to thoroughly investigate to make damn
> sure they will continue to do what they do.
>
> Specifically WHAT should I do?
>
> Mark (thanks to all who have chimed in here!)
>
>
> ------------------------------------------------------------------------
> It's only a deal if it's where /you/ want to go. Find your travel
> deal *here*
> <http://information.travel.aol.com/deals?ncid=aoltrv00050000000047>.
>
> *
>
>
> *
>
>
> *
>
>
> *
Message 4
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Subject: | Re: dual brakes vs. single |
Removing my pax-side brakes is on my to-do list, Tom. Never used 'em once
in 10 years flying. I have parking brake valve in case I ever need to hand
prop (or just have pax sit on the left for the time being and hold brakes.)
They add weight, expense (probably too late to recoup that) and they, alone,
are the source of the only seepage in the whole system. Mine should be on
ebay within a month :-)
I don't think a CFI would be anxious about no brakes on his side in a
nosewheel aircraft.
-Bill Boyd RV-6A 710 hrs
On Thu, Aug 28, 2008 at 12:51 AM, tom sargent <sarg314@comcast.net> wrote:
>
> I talked with Ken at Van's today about problems routing brake lines for my
> dual brakes (my own fault mostly, for the way I organized things on the
> firewall). He observed that he thinks dual brakes aren't worth it. It's a
> few pounds of weight that almost never gives any benefit. He says he's
> taking the dual brakes out of his plane soon.
>
> Do those of you who have dual brakes ever really use the right side? I
> thought it would be helpful if I ever took a CFI up with me. However,
> removing them now would greatly simplify my brake routing problems. I've
> just about decided to tear out the right side.
>
>
> Thanks for any opions.
> --
> Tom Sargent, RV-6A.
>
> _= - MATRONICS WEB FORUMS -
>
>
Message 5
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Subject: | Re: Slick Mag Health Check-up |
RICHARD MILLER wrote:
> mark it is rick not nick the first post i told you what to look for.
>
> i have posted the manual and told you what we do for this inspection.
> if i have to put it in big letters i will.slick mags are junk. given
> half a chance they will kill you. ask any mag shop what they think
> about them. they are plastic pieces of crap and i would not have them
> on my aircraft.
Rick,
I appreciate you posting the Slick magneto manual, that is a very useful
resource.
However, you have repeatedly, and I mean repeatedly, stated your disgust
with Slick magnetos. In my opinion, your statement above completed the
process of destroying any credibility you have with me, and I'm
confident, with many other RVers. To state that Slick mags will "kill
you" shows a lack of grounding in reality.
I have no idea why you feel so strongly about this matter, but it is
obvious your strong feelings have clouded any objectivity you may have
about the mag issue. I had a long professional relationship with an A&P
whom I deeply respected, and we discussed the longevity of the Slick
mags on my *experimental* plane at the time we freshened them. We were
able to replace points, cam, condenser, and bearings for about $250 per mag.
The opinion of the A&Ps I've discussed Slick mags with is that yes, they
do have a finite life span, and more than likely it is best to replace
them if they cause problems after several hundred hours of service. But
I have never heard a pro express the vitriol toward Slick mags that you
continue to spew on this list.
I respect your right to express your opinion, but personally, I put no
stock in what you have expressed.
Sam Buchanan
Message 6
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Subject: | Re: dual brakes vs. single |
Bill Boyd wrote:
> I don't think a CFI would be anxious about no brakes on his side in a
> nosewheel aircraft.
I would think a CFI would be much more concerned about RH brakes in a
nosewheel aircraft than in a tailwheel plane. Brakes can be pretty
important for steering an -A model but are only needed in a tailwheeler
to avoid taxiing into the gas pump. :-)
Sam Buchanan
Message 7
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Subject: | Re: Builder Available! |
Jack
I am building an RV-4 and have the emp complete and working on wings. I
would like to know if you are interested in building my fuselage as I travel
quite a bit and do not have the time to dedicate to it.
If you are interested I would have the crate delivered to you from vans
and pick it up when finished. I live in Fort Wayne, Indiana
What would you charge to build the fuselage and possibly add the
finishing kit to it as a separate price?
Regards
John Gould
260-417-3432 cell
**************It's only a deal if it's where you want to go. Find your travel
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
Message 8
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Subject: | Re: dual brakes vs. single |
I was assuming the person getting a BFR or transition training would know
how to taxi (!) but taking off and landing a tailwheel aircraft looks a bit
more risky and complicated than same in a trigear. I've only done it a
half-dozen times with an instructor, and that many more with Mike Segar, so
I admit my opinion isn't worth much. Is it all rudder and no brakes until
you get to the pump, in a taildragger? Shows you what I know...
I was taking my own situation into account: need BFR every 2 years in a
nosewheel RV that I have 700 hours in. CFI not likely to feel anxious about
me having the only brakes in the aircraft. Pit me in a taildragger for a
BFR and suddenly his comfort level is very different, right?
-Bill
On Thu, Aug 28, 2008 at 8:49 AM, Sam Buchanan <sbuc@hiwaay.net> wrote:
>
> Bill Boyd wrote:
>
> I don't think a CFI would be anxious about no brakes on his side in a
>> nosewheel aircraft.
>>
>
> I would think a CFI would be much more concerned about RH brakes in a
> nosewheel aircraft than in a tailwheel plane. Brakes can be pretty important
> for steering an -A model but are only needed in a tailwheeler to avoid
> taxiing into the gas pump. :-)
>
> Sam Buchanan
>
>
Message 9
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Subject: | Effects of Wing Loading |
For the aerodynamic experts:
Assuming that aircraft weight can be held constant what would be the
effect of increasing the size of the wing or reducing wing
loading. Or vice versa, reducing wing area increasing wing loading?
Bob
RV6 "Wicked Witch of the West"
Message 10
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Subject: | Re: dual brakes vs. single |
>I was taking my own situation into account: need BFR every 2 years
>in a nosewheel RV that I have 700 hours in. CFI not likely to feel
>anxious about me having the only brakes in the aircraft. Pit me in
>a taildragger for a BFR and suddenly his comfort level is very
>different, right?
I have a taildragger, no right hand brakes. When I do a Flight
Review, there is no need for the CFI to ever touch the controls. The
CFIs that I fly with are not even taildragger qualified.
Speaking of a Flight Review, if all you have is a single seat
aircraft such as the RV3, I assume one has to do the Flight Review in
a different aircraft with at least two seats? Now if the two seat
aircraft is an RV4/8, do you have to have any controls for the CFI at all?
Bob
RV6 "Wicked Witch of the West"
Message 11
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Subject: | Re: Effects of Wing Loading |
Tons of info here:
http://en.wikipedia.org/wiki/Wing_loading
Tomasz
Bob wrote:
>
> For the aerodynamic experts:
>
>
> Assuming that aircraft weight can be held constant what would be the
> effect of increasing the size of the wing or reducing wing loading.
> Or vice versa, reducing wing area increasing wing loading?
>
> Bob
> RV6 "Wicked Witch of the West"
>
>
Message 12
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Subject: | Re: Slick Mag Health Check-up |
WHO is on there "high horse"?
Mike D
N64GH - RV6,flying :)
SLOW 7 Builder :(
EAA - 577486
FREEDOM IS NOT FREE - THANK THE AMERICAN SOLDIER FOR YOURS!
----- Original Message ----
From: RICHARD MILLER <rickpegser@yahoo.com>
Sent: Thursday, August 28, 2008 2:03:11 AM
Subject: Re: RV-List: Slick Mag Health Check-up
Mark
when you ask for advice, and someone with 25 yrs of experiance, offers you it
for free, and gives you the manual. i would suggest that you leave the high horse
at home. while you have managed to build one airplane from a kit, that means
you have built one. while the people out in the real world who do this on
a daily basis, might have a little better understanding of what the current problems
are. and an understanding of the difficulties involved. they might have
even played with the mags on more then one engine. so while you seem to think
that you know everything about your engine you still are asking others, how to
fix it. i find this to be strange since if you knew how to fix the problem why
are you asking us?
my suggestion is that you go to your local autozone, and ask them how to fix a
slick mag, since i am sure that they have the training that you are looking for.
since the local autozone types only know to grab thier ass with both hands
when they have no idea how to fix the problem. you should get the answer that
you are looking for. bend over and pray. and with a good bolt of lightening in
the right area the answer might come to you.
rick
Message 13
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Subject: | Re: dual brakes vs. single |
Speaking of which, I need a BFR, and would appreciate recopmmendations for
someone local to the LWB area who is comfortable giving one in an RV.
Thanks, Bob.
-Bill B
On Thu, Aug 28, 2008 at 12:25 PM, Bob <panamared5@brier.net> wrote:
>
>
> I was taking my own situation into account: need BFR every 2 years in a
>> nosewheel RV that I have 700 hours in. CFI not likely to feel anxious about
>> me having the only brakes in the aircraft. Pit me in a taildragger for a
>> BFR and suddenly his comfort level is very different, right?
>>
>
> I have a taildragger, no right hand brakes. When I do a Flight Review,
> there is no need for the CFI to ever touch the controls. The CFIs that I
> fly with are not even taildragger qualified.
>
> Speaking of a Flight Review, if all you have is a single seat aircraft such
> as the RV3, I assume one has to do the Flight Review in a different aircraft
> with at least two seats? Now if the two seat aircraft is an RV4/8, do you
> have to have any controls for the CFI at all?
>
> Bob
> RV6 "Wicked Witch of the West"
>
>
Message 14
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Subject: | Re: Effects of Wing Loading |
I'll take a guess: lowered wing loading => better rate and angle of climb,
lowered stall speed, at the cost of slower cruise and max speeds. How'd I
do?
-Bill B
On Thu, Aug 28, 2008 at 12:13 PM, Bob <panamared5@brier.net> wrote:
>
> For the aerodynamic experts:
>
>
> Assuming that aircraft weight can be held constant what would be the effect
> of increasing the size of the wing or reducing wing loading. Or vice versa,
> reducing wing area increasing wing loading?
>
> Bob
> RV6 "Wicked Witch of the West"
>
>
Message 15
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Subject: | Re: dual brakes vs. single |
Tom
I am not as experienced as 99% of the people here but I have had occasion to use
my right side brakes several times. Twice when the wind was gusting to 30+ knots
(I seem to remember it closer to 40 but that seems high. Any way it was out
at KIFP). There was just no way to get out of the plane without having the
wind pushing it all over the place (granted someone with more flight time might
know a way). My wife got on the brakes and controls and presto problem solved
... well sort of the wind was still causing trouble but I got the plane tied
down. Then twice on a hill she helped out. The hill I could have used my parking
brake but in the wind I really needed someone on and off the brakes several
times. Granted my plane is a not a 6A but I tend to think most CFI's would
want access to the breaking system.
Again I am no expert or authority in any way I have low time in an RV (closing
in on 100 hr in my 6). Just letting ya know that I was glad I had my pax brakes
on at least 2 occasions.
Mike D
N64GH - RV6
FREEDOM IS NOT FREE - THANK THE AMERICAN SOLDIER FOR YOURS!
----- Original Message ----
From: tom sargent <sarg314@comcast.net>
Sent: Wednesday, August 27, 2008 9:51:07 PM
Subject: RV-List: dual brakes vs. single
I talked with Ken at Van's today about problems routing brake lines for
my dual brakes (my own fault mostly, for the way I organized things on
the firewall). He observed that he thinks dual brakes aren't worth it.
It's a few pounds of weight that almost never gives any benefit. He
says he's taking the dual brakes out of his plane soon.
Do those of you who have dual brakes ever really use the right side? I
thought it would be helpful if I ever took a CFI up with me. However,
removing them now would greatly simplify my brake routing problems.
I've just about decided to tear out the right side.
Thanks for any opions.
--
Tom Sargent, RV-6A.
Message 16
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Subject: | Re: Effects of Wing Loading |
Hopefully I'll soon be able to give a real world example of what happens. I
added 3 feet to the wingspan of my RV-8. Yes, G rating will go down but
yank & bank is not the mission. Weight will be the same as an RV-8 equipped
with an IO - 360 (actual engine is a 300 HP 3 rotor Mazda rotary). Doing
final assembly of the plane now.
The hoped for results are improved fuel economy (at any given speed) at
altitudes above 16,000ft as a result of decreased span loading (higher
aspect ratio) and decreased AOA at economy cruise power settings due to
lower wing loading. Hopefully these improvements in induced drag will more
than compensate for the increased skin drag. The reduced roll rate of the
longer wing is what you give up.
Conventional wisdom would say that the higher HP engine would burn more fuel
and that is certainly true at maximum HP but my thinking is that a larger
engine can be more efficient when making the same HP as the smaller engine.
For example, at 200 HP the IO - 360 has to be run at best power mixture to
make it's rated HP but the larger engine can run LOP at that power setting
resulting in less fuel burn (better BSFC). The HP numbers get smaller at
higher altitudes but the principle is the same.
Tracy Crook
On Thu, Aug 28, 2008 at 12:13 PM, Bob <panamared5@brier.net> wrote:
>
> For the aerodynamic experts:
>
>
> Assuming that aircraft weight can be held constant what would be the effect
> of increasing the size of the wing or reducing wing loading. Or vice versa,
> reducing wing area increasing wing loading?
>
> Bob
> RV6 "Wicked Witch of the West"
>
>
Message 17
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Subject: | Builder Available! |
isn't that contrary to the spirit, if not the letter, of the 51% builder
rule? Nothing against you personally, and i dont say this with any
antagoinstic meaning, but I understand that the current FAA reexamination of
the 51% rule and possible tightening of restrictions on builders is due to
the proliferation of "builders for hire".
brian
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Jack Sparling
Sent: Wednesday, August 27, 2008 8:14 PM
Subject: RV-List: Builder Available!
If you are looking for someone to complete your project, I will be available
in September. Please take a look at my blog and give me a call to discuss
your needs.
All the best,
Jack Sparling
N5115Q 40487 210hrs.
Crestwood, Kentucky
Cell: (502) 262-6557
Jhs_61@yahoo.com
N5115Q.blogspot.com
"http://www.matronics.com/Navigator?RV-List"http://www.matronics.com/Navigat
or?RV-List
"http://www.matronics.com/contribution"http://www.matronics.com/contribution
Checked by AVG.
7:06 PM
Message 18
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|
Subject: | Builder Available! |
This EAA Article says it all:
"Member Comments Reinforce EAAs Message: Enforce Existing 51% Rule"
Read the article and watch the video:
http://www.eaa.org/news/2008/2008-08-21_51percent.asp
Smitty
http://SmittysRV.com
Original Message:
-----------------
From: Brian Meyette bmeyette@gmail.com
Subject: RE: RV-List: Builder Available!
isn't that contrary to the spirit, if not the letter, of the 51% builder
rule? Nothing against you personally, and i dont say this with any
antagoinstic meaning, but I understand that the current FAA reexamination of
the 51% rule and possible tightening of restrictions on builders is due to
the proliferation of "builders for hire".
brian
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Jack Sparling
Sent: Wednesday, August 27, 2008 8:14 PM
Subject: RV-List: Builder Available!
If you are looking for someone to complete your project, I will be available
in September. Please take a look at my blog and give me a call to discuss
your needs.
All the best,
Jack Sparling
N5115Q 40487 210hrs.
Crestwood, Kentucky
Cell: (502) 262-6557
Jhs_61@yahoo.com
N5115Q.blogspot.com
"http://www.matronics.com/Navigator?RV-List"http://www.matronics.com/Navigat
or?RV-List
"http://www.matronics.com/contribution"http://www.matronics.com/contribution
Checked by AVG.
7:06 PM
--------------------------------------------------------------------
myhosting.com - Premium Microsoft Windows and Linux web and application
hosting - http://link.myhosting.com/myhosting
Message 19
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|
Subject: | Re: dual brakes vs. single |
If I'm not mistaken, the FAA changed the rules a few years ago & 'full
dual controls' are now legally required for instruction, including
flight reviews. Having said that, none of the CFI's that I know pay any
attention to the rule, even in TW planes, if they know you & your
abilities. If someone lives in an area where all the CFI's are koolaid
drinking nazi's, it might be worth some research.
Charlie
Bill Boyd wrote:
> Removing my pax-side brakes is on my to-do list, Tom. Never used 'em
> once in 10 years flying. I have parking brake valve in case I ever
> need to hand prop (or just have pax sit on the left for the time being
> and hold brakes.) They add weight, expense (probably too late to
> recoup that) and they, alone, are the source of the only seepage in
> the whole system. Mine should be on ebay within a month :-)
>
> I don't think a CFI would be anxious about no brakes on his side in a
> nosewheel aircraft.
>
> -Bill Boyd RV-6A 710 hrs
>
> On Thu, Aug 28, 2008 at 12:51 AM, tom sargent <sarg314@comcast.net
> <mailto:sarg314@comcast.net>> wrote:
>
> <mailto:sarg314@comcast.net>>
>
> I talked with Ken at Van's today about problems routing brake
> lines for my dual brakes (my own fault mostly, for the way I
> organized things on the firewall). He observed that he thinks
> dual brakes aren't worth it. It's a few pounds of weight that
> almost never gives any benefit. He says he's taking the dual
> brakes out of his plane soon.
>
> Do those of you who have dual brakes ever really use the right
> side? I thought it would be helpful if I ever took a CFI up with
> me. However, removing them now would greatly simplify my brake
> routing problems. I've just about decided to tear out the right side.
>
>
> Thanks for any opions.
> --
> Tom Sargent, RV-6A.
>
Message 20
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|
Subject: | Re: dual brakes vs. single |
Seems like a lot of anguish over just a few pounds.
Ron Lee
Message 21
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Subject: | Builder Available! |
Also=2C be careful about who may be on the list listening!!
Mike Robertson
Das Fed
DO NOT ARCHIVE
From: bmeyette@gmail.comTo: rv-list@matronics.comSubject: RE: RV-List: Buil
der Available!Date: Thu=2C 28 Aug 2008 14:33:36 -0400
isn't that contrary to the spirit=2C if not the letter=2C of the 51% builde
r rule? Nothing against you personally=2C and i dont say this with any ant
agoinstic meaning=2C but I understand that the current FAA reexamination of
the 51% rule and possible tightening of restrictions on builders is due to
the proliferation of "builders for hire".
brian
From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-server@matro
nics.com] On Behalf Of Jack SparlingSent: Wednesday=2C August 27=2C 2008 8:
14 PMTo: rv10-list@matronics.com=3B rv-list@matronics.comSubject: RV-List:
Builder Available!
If you are looking for someone to complete your project=2C I will be availa
ble in September. Please take a look at my blog and give me a call to disc
uss your needs.
All the best=2C
Jack Sparling
N5115Q 40487 210hrs.
Crestwood=2C Kentucky
Cell: (502) 262-6557
Jhs_61@yahoo.com
N5115Q.blogspot.com
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.co
m/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
AVG.8/27/2008 7:06 PM
_________________________________________________________________
See what people are saying about Windows Live. Check out featured posts.
http://www.windowslive.com/connect?ocid=TXT_TAGLM_WL_connect2_082008
Message 22
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|
Subject: | Builder Available! |
I don't believe it's a problem to have help building your experimental. To
hire someone to build the whole plane for you is not a problem either, if
you don't apply for the repairmen's certificate. This would indicate that
you built the plane.
Having help building is like having a friend or organization build a plane.
If you only had help with construction, you would still be able to apply for
the repairmen's certificate, You are the builder.
John L. Danielson
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Mike Robertson
Sent: Thursday, August 28, 2008 4:40 PM
Subject: RE: RV-List: Builder Available!
Also, be careful about who may be on the list listening!!
Mike Robertson
Das Fed
DO NOT ARCHIVE
_____
From: bmeyette@gmail.com
Subject: RE: RV-List: Builder Available!
isn't that contrary to the spirit, if not the letter, of the 51% builder
rule? Nothing against you personally, and i dont say this with any
antagoinstic meaning, but I understand that the current FAA reexamination of
the 51% rule and possible tightening of restrictions on builders is due to
the proliferation of "builders for hire".
brian
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Jack Sparling
Sent: Wednesday, August 27, 2008 8:14 PM
Subject: RV-List: Builder Available!
If you are looking for someone to complete your project, I will be available
in September. Please take a look at my blog and give me a call to discuss
your needs.
All the best,
Jack Sparling
N5115Q 40487 210hrs.
Crestwood, Kentucky
Cell: (502) 262-6557
Jhs_61@yahoo.com
N5115Q.blogspot.com
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/N
avigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
ONT> Checked by AVG. Version: 7.5.526 NT size=2>
Checked by AVG.
8/27/2008 7:06 PM
get=_blank>http://www.matronics.com/Navigator?RV-List
ttp://forums.matronics.com
=_blank>http://www.matronics.com/contribution
_____
See what people are saying about Windows Live. Check out featured posts.
Check It Out!
<http://www.windowslive.com/connect?ocid=TXT_TAGLM_WL_connect2_082008>
Message 23
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|
Subject: | Re: Slick Mag Health Check-up |
Are you not aware of the current problem with Slick mags, that some are
failing on FIRST flight? Rick is right on this one at the moment. 20
years ago I put slick mags on the plane I had and they were fine. The
last 10 years and 700 hours I have flown behind Bendix mags. Huge
difference in reliability, lack of need for service, etc. I know of
several RV-10s that have had both Slick mags fail within minutes of each
other. Are you willing to play Russian roulette with your plane while
Slick tries to come up with a fix. This has been known for a couple
months, and they still, AFAIK do not have a solution.
When it comes time to buy an engine for my RV-10, it WILL be equipped
with a Bendix mag or P mags, definitely not Slicks.
KM
A&P/IA
EAA Tech Counselor
Sam Buchanan wrote:
>
> Rick,
>
> I appreciate you posting the Slick magneto manual, that is a very
> useful resource.
>
> However, you have repeatedly, and I mean repeatedly, stated your
> disgust with Slick magnetos. In my opinion, your statement above
> completed the process of destroying any credibility you have with me,
> and I'm confident, with many other RVers. To state that Slick mags
> will "kill you" shows a lack of grounding in reality.
>
> I have no idea why you feel so strongly about this matter, but it is
> obvious your strong feelings have clouded any objectivity you may have
> about the mag issue. I had a long professional relationship with an
> A&P whom I deeply respected, and we discussed the longevity of the
> Slick mags on my *experimental* plane at the time we freshened them.
> We were able to replace points, cam, condenser, and bearings for about
> $250 per mag.
>
>
Message 24
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|
Subject: | Re: Slick Mag Health Check-up |
A friend of mine had a mag business and called it quits because he was
honest and recommended buying new ones.
----- Original Message -----
From: John Fasching
To: rv-list@matronics.com
Sent: Wednesday, August 27, 2008 3:11 PM
Subject: Re: RV-List: Slick Mag Health Check-up
At those prices why not throw away the mags, put in Lightspeed
electronic units and be done with it?
Message 25
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|
Subject: | Re: Slick Mag Health Check-up |
The problem is if the person peforming your check doesn't have a tester
where he can turn the mag and check the spark, he is not in compliance
with the check and he is betting your life on his work.
Mike
----- Original Message -----
From: Bobby Hester
To: rv-list@matronics.com
Sent: Wednesday, August 27, 2008 5:01 PM
Subject: Re: RV-List: Slick Mag Health Check-up
Well Mark, looks like you know exactly what to do now! Ha ha ha!
Unbelievable! I do not have a maintenance manual for the slick mags
but will try to get one from a buddy soon. I am sure you would still
like to know what the manual says is due and when.
----
Surfing the web from Hopkinsville, KY
Visit my website at: http://www.geocities.com/hester-hoptown/RVSite/
Fiveonepw@aol.com wrote:
Mojo (She's a good girl!) is approaching her 500-hour check-up and
I've been trying to determine the maintenance needs for her Slick 4370 &
4371 magnetos. Research has led to a lot of info regarding HOW to do
lots of stuff, but not necessarily what NEEDS to be done regarding
checking points, rebuild etc. Her timing has always been spot-on, but
I'm concerned about making sure she stays in perfect health.
Advice? Links?
Mark, N51PW, E3D, OSHBL, S&FBMH, SERFIGC etc...
http://websites.expercraft.com/n51pw/
-------------------------------------------------------------------------
---
It's only a deal if it's where you want to go. Find your travel deal
here.
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
com/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
ontribution
Message 26
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|
Subject: | Builder Available! |
Just call the guy a "hired educator". The owner shows the ways of
capitalism and the worker provides the labor.
Unfortunately to acquire the Airworthiness Certificate regardless of the
Repairman pursuit the owner of the kit must certify he has done 51%.
John Cox
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of John Danielson
Sent: Thursday, August 28, 2008 4:15 PM
Subject: RE: RV-List: Builder Available!
I don't believe it's a problem to have help building your experimental.
To hire someone to build the whole plane for you is not a problem
either, if you don't apply for the repairmen's certificate. This would
indicate that you built the plane.
Having help building is like having a friend or organization build a
plane. If you only had help with construction, you would still be able
to apply for the repairmen's certificate, You are the builder.
John L. Danielson
________________________________
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Mike Robertson
Sent: Thursday, August 28, 2008 4:40 PM
Subject: RE: RV-List: Builder Available!
Also, be careful about who may be on the list listening!!
Mike Robertson
Das Fed
DO NOT ARCHIVE
________________________________
From: bmeyette@gmail.com
Subject: RE: RV-List: Builder Available!
isn't that contrary to the spirit, if not the letter, of the 51% builder
rule? Nothing against you personally, and i dont say this with any
antagoinstic meaning, but I understand that the current FAA
reexamination of the 51% rule and possible tightening of restrictions on
builders is due to the proliferation of "builders for hire".
brian
________________________________
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Jack Sparling
Sent: Wednesday, August 27, 2008 8:14 PM
Subject: RV-List: Builder Available!
If you are looking for someone to complete your project, I will be
available in September. Please take a look at my blog and give me a
call to discuss your needs.
All the best,
Jack Sparling
N5115Q 40487 210hrs.
Crestwood, Kentucky
Cell: (502) 262-6557
Jhs_61@yahoo.com
N5115Q.blogspot.com
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
c
om/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
ONT> Checked by AVG. Version: 7.5.526 NT size=2>
Checked by AVG.
8/27/2008 7:06 PM
get=_blank>http://www.matronics.com/Navigator?RV-List
ttp://forums.matronics.com
=_blank>http://www.matronics.com/contribution
________________________________
See what people are saying about Windows Live. Check out featured
posts. Check It Out!
<http://www.windowslive.com/connect?ocid=TXT_TAGLM_WL_connect2_082008>
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
c
om/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Message 27
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|
Subject: | Re: dual brakes vs. single |
I don't think you understood about the CFI. If you plan to get a
certification in the aircraft, the rule states dual controls. This
includes brakes.
----- Original Message -----
From: Bill Boyd
To: rv-list@matronics.com
Sent: Thursday, August 28, 2008 7:13 AM
Subject: Re: RV-List: dual brakes vs. single
Removing my pax-side brakes is on my to-do list, Tom. Never used 'em
once in 10 years flying. I have parking brake valve in case I ever need
to hand prop (or just have pax sit on the left for the time being and
hold brakes.) They add weight, expense (probably too late to recoup
that) and they, alone, are the source of the only seepage in the whole
system. Mine should be on ebay within a month :-)
I don't think a CFI would be anxious about no brakes on his side in a
nosewheel aircraft.
-Bill Boyd RV-6A 710 hrs
On Thu, Aug 28, 2008 at 12:51 AM, tom sargent <sarg314@comcast.net>
wrote:
I talked with Ken at Van's today about problems routing brake lines
for my dual brakes (my own fault mostly, for the way I organized things
on the firewall). He observed that he thinks dual brakes aren't worth
it. It's a few pounds of weight that almost never gives any benefit.
He says he's taking the dual brakes out of his plane soon.
Do those of you who have dual brakes ever really use the right side?
I thought it would be helpful if I ever took a CFI up with me.
However, removing them now would greatly simplify my brake routing
problems. I've just about decided to tear out the right side.
Thanks for any opions.
--
Tom Sargent, RV-6A.
_= - MATRONICS WEB FORUMS -
Message 28
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|
Subject: | Re: Slick Mag Health Check-up |
They call them "Slick" for a reason ;)
Scott
Eisemann, baby, EISEMANN :)
Kelly McMullen wrote:
>
>
> Are you not aware of the current problem with Slick mags, that some
> are failing on FIRST flight? Rick is right on this one at the moment.
> 20 years ago I put slick mags on the plane I had and they were fine.
> The last 10 years and 700 hours I have flown behind Bendix mags. Huge
> difference in reliability, lack of need for service, etc. I know of
> several RV-10s that have had both Slick mags fail within minutes of
> each other. Are you willing to play Russian roulette with your plane
> while Slick tries to come up with a fix. This has been known for a
> couple months, and they still, AFAIK do not have a solution.
> When it comes time to buy an engine for my RV-10, it WILL be equipped
> with a Bendix mag or P mags, definitely not Slicks.
> KM
> A&P/IA
> EAA Tech Counselor
>
> Sam Buchanan wrote:
>
>>
>> Rick,
>>
>> I appreciate you posting the Slick magneto manual, that is a very
>> useful resource.
>>
>> However, you have repeatedly, and I mean repeatedly, stated your
>> disgust with Slick magnetos. In my opinion, your statement above
>> completed the process of destroying any credibility you have with me,
>> and I'm confident, with many other RVers. To state that Slick mags
>> will "kill you" shows a lack of grounding in reality.
>>
>> I have no idea why you feel so strongly about this matter, but it is
>> obvious your strong feelings have clouded any objectivity you may
>> have about the mag issue. I had a long professional relationship with
>> an A&P whom I deeply respected, and we discussed the longevity of the
>> Slick mags on my *experimental* plane at the time we freshened them.
>> We were able to replace points, cam, condenser, and bearings for
>> about $250 per mag.
>>
>>
>
>
--
Scott
http://corbenflyer.tripod.com/
Flying Corben Junior Ace - Building RV-4
Gotta Fly or Gonna Die
Message 29
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|
Subject: | Re: Slick Mag Health Check-up |
Got it Rick, thanks! Digestion in progress...
Mark do not archive
**************It's only a deal if it's where you want to go. Find your travel
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
Message 30
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|
Subject: | Re: Slick Mag Health Check-up |
Thank you Sam!
Darrell
--- On Thu, 8/28/08, Sam Buchanan <sbuc@hiwaay.net> wrote:
> From: Sam Buchanan <sbuc@hiwaay.net>
> Subject: Re: RV-List: Slick Mag Health Check-up
> To: rv-list@matronics.com
> Date: Thursday, August 28, 2008, 7:42 AM
> <sbuc@hiwaay.net>
>
> RICHARD MILLER wrote:
> > mark it is rick not nick the first post i told you
> what to look for.
> >
> > i have posted the manual and told you what we do for
> this inspection.
> > if i have to put it in big letters i will.slick mags
> are junk. given
> > half a chance they will kill you. ask any mag shop
> what they think
> > about them. they are plastic pieces of crap and i
> would not have them
> > on my aircraft.
>
> Rick,
>
> I appreciate you posting the Slick magneto manual, that is
> a very useful
> resource.
>
> However, you have repeatedly, and I mean repeatedly, stated
> your disgust
> with Slick magnetos. In my opinion, your statement above
> completed the
> process of destroying any credibility you have with me, and
> I'm
> confident, with many other RVers. To state that Slick mags
> will "kill
> you" shows a lack of grounding in reality.
>
> I have no idea why you feel so strongly about this matter,
> but it is
> obvious your strong feelings have clouded any objectivity
> you may have
> about the mag issue. I had a long professional relationship
> with an A&P
> whom I deeply respected, and we discussed the longevity of
> the Slick
> mags on my *experimental* plane at the time we freshened
> them. We were
> able to replace points, cam, condenser, and bearings for
> about $250 per mag.
>
> The opinion of the A&Ps I've discussed Slick mags
> with is that yes, they
> do have a finite life span, and more than likely it is best
> to replace
> them if they cause problems after several hundred hours of
> service. But
> I have never heard a pro express the vitriol toward Slick
> mags that you
> continue to spew on this list.
>
> I respect your right to express your opinion, but
> personally, I put no
> stock in what you have expressed.
>
> Sam Buchanan
>
Message 31
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|
Subject: | Re: Slick Mag Health Check-up |
In a message dated 8/28/2008 2:10:22 A.M. Central Daylight Time,
rickpegser@yahoo.com writes:
it is your bird.
Actually, I'm more concerned about my butt than my bird. I really appreciate
any input and will make my own informed decision based on all education I
can get. Your comments have been noted.
Soooooo...
What's your take on taildraggers?
Mark - do NOT archive
8-)
**************It's only a deal if it's where you want to go. Find your travel
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Subject: | Builder Available! |
To hire someone to build the whole
plane for you is not a problem either, if you don=A2t apply for the
repairmen=A2s certificate. This would indicate that you built the plane.
Wrong!
This attitude/interpretation is what's leading the FAA to think about throw
ing the whole 51% rule into a complex, onerous PITA.- It's in clear viola
tion of the regs.
>>>>>>>>>>>>>>>>>>>
=A7-21.191---Experimental certificates. Experimental certificates
are issued for the following purposes:<snip>
(g) Operating amateur-built aircraft. Operating
an aircraft the major portion of which has been fabricated and
assembled by persons who undertook the construction project solely for
their own education or recreation.<snip>
<<<<<<<<<<<<<<<<<<<
Having friends come by and help (or even do work by themselves) is fine, be
cause they too are doing it for their own education or recreation.- But s
omeone who is hired is not fabricating or assembling solely for their own e
ducation or recreation, they're doing it for money.- If you have your kit
delivered to a build shop and show up to pick it up when they're done, you
can't take credit for any of the tasks that were performed in your absence
.- Depending on how much of the project you have built this way you may n
ot get enough checks in the "Amateur" column of FAA Form 8000-38 to receive
an experimental airworthiness cert.- Of course, I'm guessing many people
going this route just lie and say they did all the work.- But I expect t
hat if the regs aren't re-written entirely the FAA will simply get more ser
ious about enforcing these regs.- Too bad it's come to this...
Though I don't think it's totally black and white, I don't believe the FAA
has any real problem with builders getting assistance where they're involve
d too (working alongside a pro).- But the FAA clearly has major issues wi
th amateur builders who pay for someone else to do the work without being p
resent and involved.
I think it's important that we all realize what's at stake and remind ourse
lves what the regs say.- Getting professional assistance (builder involve
d) is not the same as hiring out the work (builder not involved).- If we
don't abide by the regs then the regs will change--for the worse, I expect.
Off my horse,
- Kyrilian
Do not archive
=0A=0A=0A
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Subject: | Re: Builder Available! |
John Cox wrote:
> Unfortunately to acquire the Airworthiness Certificate regardless of the
> Repairman pursuit the owner of the kit must certify he has done 51%.
The 51% rule has absolutely nothing to do with whether or not you
qualify for the Repairman Certificate. The 51% rule is applied so that
the FAA can determine whether or not the majority of the aircraft was
assembled by an amateur builder. This is why some of the newest
composite kits are in jeopardy since they leave the factory with more
than 49% factory fabrication.
You qualify for the Repairman's Certificate by demonstrating you know
enough about the aircraft to safely and adequately perform the condition
inspection. This is often determined by the DAR who inspects your
aircraft prior to flight. The DAR will often write a letter to the FAA
recommending they issue the Repairman's Certificate to you based on his
assessment of your knowledge of the aircraft during his inspection. The
FAA actually issues the certificate.
Sam Buchanan
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Subject: | Re: Builder Available! |
John Danielson wrote:
> I don't believe it's a problem to have help building your experimental. To
> hire someone to build the whole plane for you is not a problem either, if
> you don't apply for the repairmen's certificate. This would indicate that
> you built the plane.
Nope, a professionally built experimental aircraft is a major problem.
During the course of requesting registration of your amateur-built
aircraft you must submit FAA Form 8130-12, Eligibility Statement Amateur
Built Aircraft. On that form you sign your name and have your signature
notarized stating that you are the amateur builder of that aircraft. If
you have the plane professionally built, and submit 8130-12.......you
have committed purgery.
http://forms.faa.gov/forms/faa8130-12.pdf
Sam Buchanan
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Subject: | Re: dual brakes vs. single |
YES
Bob wrote:
>
>
>> I was taking my own situation into account: need BFR every 2 years
>> in a nosewheel RV that I have 700 hours in. CFI not likely to feel
>> anxious about me having the only brakes in the aircraft. Pit me in a
>> taildragger for a BFR and suddenly his comfort level is very
>> different, right?
>
>
> I have a taildragger, no right hand brakes. When I do a Flight
> Review, there is no need for the CFI to ever touch the controls. The
> CFIs that I fly with are not even taildragger qualified.
>
> Speaking of a Flight Review, if all you have is a single seat aircraft
> such as the RV3, I assume one has to do the Flight Review in a
> different aircraft with at least two seats? Now if the two seat
> aircraft is an RV4/8, do you have to have any controls for the CFI at
> all?
>
> Bob
> RV6 "Wicked Witch of the West"
>
>
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Subject: | Re: Builder Available! |
I believe I misread John's post. His statement about the builder needing
to complete 51% of the project is correct if expanded to include *all*
amateur builders of the project.
Sorry for the misread of the original post.
Sam Buchanan
==========================
Sam Buchanan wrote:
>
> John Cox wrote:
>
>> Unfortunately to acquire the Airworthiness Certificate regardless of the
>> Repairman pursuit the owner of the kit must certify he has done 51%.
>
> The 51% rule has absolutely nothing to do with whether or not you
> qualify for the Repairman Certificate. The 51% rule is applied so that
> the FAA can determine whether or not the majority of the aircraft was
> assembled by an amateur builder. This is why some of the newest
> composite kits are in jeopardy since they leave the factory with more
> than 49% factory fabrication.
>
> You qualify for the Repairman's Certificate by demonstrating you know
> enough about the aircraft to safely and adequately perform the condition
> inspection. This is often determined by the DAR who inspects your
> aircraft prior to flight. The DAR will often write a letter to the FAA
> recommending they issue the Repairman's Certificate to you based on his
> assessment of your knowledge of the aircraft during his inspection. The
> FAA actually issues the certificate.
>
> Sam Buchanan
>
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Subject: | Re: dual brakes vs. single |
Sorry, you are simply wrong. The Richmond FSDO tried that line and got
slapped down by FAA HQ with a memo that specifically says dual controls
do not mean dual brakes. Heck some planes have no brakes.
wskimike wrote:
> I don't think you understood about the CFI. If you plan to get a
> certification in the aircraft, the rule states dual controls. This
> includes brakes.
>
> * **
> *
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Subject: | Builder Available! |
Glad to see this response. I went to a professional building class for the
empennage, but that pro-builder-assister had an iron rule that the aircraft
owner always had to be present and working/learning. That I too believe
meets the letter and spirit of the Amateur Built rules.
But companies or individuals who blatantly offer to build even a part of
your aircraft if you're too busy are screwing all of us with the FAA. Don't
like the regs? Get 'em changed before you screw the rest of us who really
are building and learning. Still too busy? Why'd you start a kit? Sell
your project and buy someone's completed plane. There are lots on the
market.
Ralph Finch
On Behalf Of Kyrilian Dyer
Sent: Thursday, August 28, 2008 6:45 PM
Subject: RE: RV-List: Builder Available!
<cut>
Though I don't think it's totally black and white, I don't believe the FAA
has any real problem with builders getting assistance where they're involved
too (working alongside a pro). But the FAA clearly has major issues with
amateur builders who pay for someone else to do the work without being
present and involved.
I think it's important that we all realize what's at stake and remind
ourselves what the regs say. Getting professional assistance (builder
involved) is not the same as hiring out the work (builder not involved). If
we don't abide by the regs then the regs will change--for the worse, I
expect.
Message 39
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Subject: | Re: Slick Mag Health Check-up |
In a message dated 8/28/2008 4:05:46 A.M. Central Daylight Time,
rickpegser@yahoo.com writes:
when you ask for advice, and someone with 25 yrs of experiance, offers you it
for free, and gives you the manual. i would suggest that you leave the high
horse at home.
With apologies to all you listers who have better things to do with your
time than endure this kind of spat, my fingers refuse to ignore a gauntlet
tossed. Please delete now if uninterested...
Rick- (with additional apologies for fat-fingering your name- it was a
totally juvenile error on my part)
"slick mags are junk. given half a chance they will kill you." (underline
& large font omitted) High horse?
My experience is a mere 9 years in aviation and 1000 hours flying as a
Private Pilot with no other aviation credential than a Repairman Certificate (and
have built 2 airplanes- both quite successfully using Slick magnetos I might
add, but you made an assumption) and have served as an EAA Technical
Counselor on a number of other projects. I wasn't requesting hyperbole, but DATA.
Are the bearings prone to loosen in their bores because of poor machining or
material? How about bearing seal failure and why? Are dielectric tolerances
insufficient to prevent arcing? Is the impulse coupling shaft prone to
failure from pawl wear due to poor manufacture or metallurgy? Perhaps there is
evidence suggesting these devices are routinely abused by "experienced" A&Ps
resulting in the reputation you claim? If I knew the answers to these
questions or even if they ARE valid questions, I wouldn't have even bothered to
ask
here. How about some specific, useful information instead of "slick mags are
junk. given half a chance they will kill you." If you know your stuff, you
can tell us WHY these devices are "junk" and HOW they "will kill" us.
This forum exists to serve an intelligent, serious aviation community. If
you have specifics to offer based on your professional experience, please do
so. Or more bluntly, put up or shut up.
Mark A. Phillips, Columbia, TN
RV-6A N51PW
do not archive
**************It's only a deal if it's where you want to go. Find your travel
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
Message 40
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Subject: | Re: Slick Mag Health Check-up |
Howdy- I tried forwarding the original that had the link- I cc's to myself
and it worked, but my email to you got returned by the deamon-
If you still need it, I'll try to attach to a new e-mail & send- but it's
too late tonight & I gotta get up early!
Holler back at me tomorrow-
Mark
**************It's only a deal if it's where you want to go. Find your travel
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
Message 41
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Subject: | Re: dual brakes vs. single |
Nope, the rules weren't changed, just clarified with a General Counsel
memo (IIRC) to straighten out the knuckle draggers at Richmond FSDO.
Dual brakes are not required for flight checks, check rides, BFRs, etc.
IF the CFI feels a need for them for a particular student, then a
different aircraft should be used to satisfy the CFI's concern, but
there is NOTHING in the regs requiring dual brakes. Many certified
aircraft, such as Mooneys do not have dual brakes. I've gotten plenty of
instruction, BFRs and IPCs in Mooneys with only left side brakes,
regardless of whether I was flying left or right seat. Not to mention
all the old aircraft that only had tail skids and no brakes. No aircraft
on skiis or floats have any brakes..makes no difference for flight check
or instruction.
Charlie England wrote:
>
> If I'm not mistaken, the FAA changed the rules a few years ago & 'full
> dual controls' are now legally required for instruction, including
> flight reviews. Having said that, none of the CFI's that I know pay
> any attention to the rule, even in TW planes, if they know you & your
> abilities. If someone lives in an area where all the CFI's are
> koolaid drinking nazi's, it might be worth some research.
>
> Charlie
>
> Bill Boyd wrote:
>> Removing my pax-side brakes is on my to-do list, Tom. Never used 'em
>> once in 10 years flying. I have parking brake valve in case I ever
>> need to hand prop (or just have pax sit on the left for the time
>> being and hold brakes.) They add weight, expense (probably too late
>> to recoup that) and they, alone, are the source of the only seepage
>> in the whole system. Mine should be on ebay within a month :-)
>>
>> I don't think a CFI would be anxious about no brakes on his side in a
>> nosewheel aircraft.
>>
>> -Bill Boyd RV-6A 710 hrs
>>
>> On Thu, Aug 28, 2008 at 12:51 AM, tom sargent <sarg314@comcast.net
>> <mailto:sarg314@comcast.net>> wrote:
>>
>> <mailto:sarg314@comcast.net>>
>>
>> I talked with Ken at Van's today about problems routing brake
>> lines for my dual brakes (my own fault mostly, for the way I
>> organized things on the firewall). He observed that he thinks
>> dual brakes aren't worth it. It's a few pounds of weight that
>> almost never gives any benefit. He says he's taking the dual
>> brakes out of his plane soon.
>>
>> Do those of you who have dual brakes ever really use the right
>> side? I thought it would be helpful if I ever took a CFI up with
>> me. However, removing them now would greatly simplify my brake
>> routing problems. I've just about decided to tear out the right
>> side.
>>
>>
>> Thanks for any opions.
>> --
>> Tom Sargent, RV-6A.
>>
>
>
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