Today's Message Index:
----------------------
1. 03:44 AM - Re: WTB (Possibly): RV-7A abandoned project (Richard Lundin)
2. 05:14 AM - Rotary HP was: At long last, First Flight. (Ed Anderson)
3. 05:43 AM - Re: Rotary HP was: At long last, First Flight. (charlie heathco)
4. 06:27 AM - Re: Tires on 6a (Greg Young)
5. 06:55 AM - Re: Tires on 6a (charlie heathco)
6. 07:43 AM - IO-540 Parts & Overhaul Manuals (Neal George)
7. 08:18 AM - Re: Tires on 6a (Tom & Cathy Ervin)
8. 08:18 AM - Re: Rotary HP was: At long last, First Flight. (Ed Anderson)
9. 11:37 AM - FW: [FlyRotary] looking for a project (Ed Anderson)
10. 12:43 PM - tip-up canopy weather stripping (thomas sargent)
11. 12:53 PM - Re: IO-540 Parts & Overhaul Manuals (Michael W Stewart)
12. 02:40 PM - Re: IO-540 Parts & Overhaul Manuals (Neal George)
Message 1
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Subject: | Re: WTB (Possibly): RV-7A abandoned project |
Hi Tim,
I also have one piece wing skins for an RV8 that I bought several years ago. They
are predrilled.
Rick
--- On Tue, 9/8/09, Mike DeVouge <mdevouge@shaw.ca> wrote:
> From: Mike DeVouge <mdevouge@shaw.ca>
> Subject: Re: RV-List: WTB (Possibly): RV-7A abandoned project
> To: rv-list@matronics.com
> Date: Tuesday, September 8, 2009, 2:03 PM
> "Mike DeVouge" <mdevouge@shaw.ca>
>
> Hi Tim I have an RV6 early 90 Kit complete with finish kit
> with an 0320 160 HP 680 hr on the engine 85Hr since the top
> end was changed to 160 Hp all excesariees included also
> comes with Vetterman excust and brand new Sensanich
> propeller. This is a real good deal at $23.000.00 Canadian
> If your interested I am in Edmonton Alberta Canada Please
> Call 1-780-903-7663
> ----- Original Message ----- From: "Tim Olson" <Tim@MyRV10..com>
> To: <rv-list@matronics.com>
> Sent: Tuesday, September 08, 2009 10:40 AM
> Subject: RV-List: WTB (Possibly): RV-7A abandoned project
>
>
> >
> > I'm getting the fever again after not building for a
> while.
> > If you have or know of an RV-7A project that has been
> given
> > up on, I'd be interested to hear more. Just
> shoot me an
> > offline email.
> >
> > -- Tim Olson - RV-10 N104CD
> > do not archive
> >
> >
> >
> >
>
>
> Forum -
> FAQ,
> - MATRONICS WEB FORUMS -
> List Contribution Web Site -
> -Matt
> Dralle, List Admin.
>
>
>
>
Message 2
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Subject: | At long last, First Flight. |
Based on Fuel Flow and performance I would estimate between 170 and 180 HP
on a normal day. It does considerably better when it has cold dense air and
I have seen fuel flow of 21 GPH on a cold day.
I guess we'll just have to get Mike and Tracy to do a fly off {:>). I do
know the three rotor is capable of around 300 HP without a turbo - we'll
have to wait and see what Tracy gets out of it, but I would be very
surprised if it isn't at least 275 -280 HP range.
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
<http://www.andersonee.com> http://www.andersonee.com
<http://www.dmack.net/mazda/index.html>
http://www.dmack.net/mazda/index.html
http://www.flyrotary.com/
<http://members.cox.net/rogersda/rotary/configs.htm>
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.rotaryaviation.com/Rotorhead%20Truth.htm
<http://www.dmack.net/mazda/index.html>
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of charlie heathco
Sent: Tuesday, September 08, 2009 9:35 PM
Subject: Re: RV-List: At long last, First Flight.
Thanks Ed, sorry I couldnt think of your name. I remember yourr storyu about
your long dead stick landing a few years ago. How many HP does your rotary
have? Aslo Do you know how Tracy's engind stacks up against Mikes 540 in his
super 8? Charlie Heathco
----- Original Message -----
From: Ed <mailto:eanderson@carolina.rr.com> Anderson
Sent: Tuesday, September 08, 2009 07:47
Subject: RE: RV-List: At long last, First Flight.
Thanks Chas,
Tracy and I have know each other since about 1995 - and I was delighted to
see his third rotary engine type (a three rotor capable of 300 HP) powering
his new
RV-8. His light weight rotary powered RV-4 was the winner of the Sun & Fun
100 air race back in 2003 or so, I expect the Rv-8 follows in its smaller
brother's footsteps.
Tracy's RV-8 is truly an impressive bit of engineering with the equipment
and changes he has made.
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
<http://www.andersonee.com> http://www.andersonee.com
<http://www.dmack.net/mazda/index.html>
http://www.dmack.net/mazda/index.html
http://www.flyrotary.com/
<http://members.cox.net/rogersda/rotary/configs.htm>
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.rotaryaviation.com/Rotorhead%20Truth.htm
<http://www.dmack.net/mazda/index.html>
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of charlie heathco
Sent: Tuesday, September 08, 2009 6:41 AM
Subject: Re: RV-List: At long last, First Flight.
OK, Tracy, there is a guy in NC with a rotary in a 6, cant think of his name
right now, maybe he will respond, Chas
----- Original Message -----
From: Tracy <mailto:tracy@rotaryaviation.com> Crook
Sent: Monday, September 07, 2009 09:09
Subject: Re: RV-List: At long last, First Flight.
Thanks Charlie.
The 'half throttle takeoff' was mainly a reaction to what happened in a
previous test flight in my RV-4. I had changed the gear reduction drive to
a higher ratio and installed a much longer prop turning the opposite
direction. The higher ratio allowed the rotary to get further into its
power band so I had significantly more power at takeoff ( running fixed
pitch prop). Between the increased and opposite direction P factor, I
almost crashed into the fence next to the runway on takeoff (cleared it by
inches). I learned to feed throttle in gradually rather than firewalling
it immediately as I had done in the past. That was with a 200 HP engine so
I was a little paranoid with 300 HP on tap.
On the -8 I also fed throttle gradually but stopped when the fuel flow
reached the same rate as the smaller engine at WOT in the -4 . Assuming all
other things being equal, a big engine will burn about the same amount of
fuel as a small one when making the same power. That was the goal on this
first takeoff. I'll explore the extra 100 HP later.
On rotary engines it is important to measure oil temperature after the oil
cooler just before it enters the engine because the rotors are 100% cooled
by oil flow. It is mainly an O-ring in the oil control rings that get
damaged by high oil temps. Not catastrophic but high oil consumption
results and requires a complete teardown to replace the O-rings. Rotors have
combustion chambers on three faces and they don't get a whole revolution
just to cool off like a piston does. But on the other hand they are made
of iron instead of aluminum. The oil temps are typically 40 degrees
higher in the pan prior to going through the cooler. I'm guessing Lyc's
oil temp is measured in the pan. On a 'perfect' rotary cooling system, we'd
like to see 180 F on both oil and coolant.
Tracy Crook
On Mon, Sep 7, 2009 at 7:41 AM, charlie heathco <cheathco@cox.net> wrote:
Congrats on first flight. Im curious about taking off with 1/2 thotle? Is
this something common to the rotary? Re "hight temps" 200 deg on oil is not
a problem with Lyc's, and seems car engine temps on coolant run that high or
even higher? Charlie H
----- Original Message -----
From: Tracy Crook <mailto:tracy@rotaryaviation.com>
Sent: Sunday, September 06, 2009 20:44
Subject: RV-List: At long last, First Flight.
Today there was nothing left to do on the Mazda 20B powered RV-8 but flight
test it.
For those of you not familiar with the rotary engine, The 20B is a 3 rotor
version of the 13B which powered the Mazda RX-7. The 20B makes about 300 HP
in normally aspirated form. (it was turbocharged in the Japanese car it
came from (never sold in the US). I've been flying an RV-4 with the Mazda
13B two rotor engine for 15 years, 1850 hrs. TT.
Very hot day (93 F and high humidity) but ground tests of the cooling
system had gone so well that I was confident of cooling in flight.
Installed the radio and transponder in the panel (which for some reason I
had neglected to do until this morning) and they both worked with no
problems, which is always a surprise.
High speed taxi tests had already been completed and the P-factor was no
worse than the RV-4, in fact I think it has less. This may be premature
because I haven't done a full throttle takeoff yet. The RV-8 has 1.25
degrees right offset which I think helps a lot. The RV-4 has no offset.
First flight was done without wheel pants or main gear intersection
fairings.
Just to make sure there were no surprises, takeoff was done at the same fuel
flow as the RV-4 at WOT. I didn't note the manifold pressure but the
throttle quadrant was barely over 1/2 throttle. Ground run on the -8 feels
more stable than the -4 with considerably more rudder authority (it's
physically bigger so no surprise). The plane broke ground at about the
same point as the -4 but it feels like it levitates off rather than rotates
off. Probably due to the higher wing incidence on the ground than the -4
with the short gear legs but also due to the longer wing. I had extended
both wings by about 18" so the wing loading and span loading are less than
on the -4. It has about 13% more wing area than stock. This was actually
the second time the -8 had air under the tires since it had floated off
ground about a foot once before during a high speed taxi test.
Airspeed was increasing rapidly after lift off but the ASI was not matching
the visual ques. Normally I expect to see 120 mph at the end of the runway
(2700 ft) but ASI shows only 80. Too late to abort but the airplane is
climbing & sounding very nice. I had been doing a lot of seat-of-the pants
takeoff and simulated dead stick landings (in the -4) in anticipation of
today's tests so I would feel comfortable in the event of partial or
complete panel failure (Blue Mountain EFIS1 with only a standard ASI for
backup). Climb to 1000 feet felt effortless even after throttling back to 8
GPH. I notice that I'm hunting for information and not absorbing much due
to the very different instrument panel. Remembering that the EFIS1 has the
primary ASI in a speed ribbon format, I hunt for it and see 0 MPH when I
finally find it. The EM2 (an RWS engine monitor with backup ASI, VSI &
Altitude) shows the same airspeed as the Van's steam gauge, now about 100
MPH. First squawk of the flight and this means I will do the first landing
sans airspeed indicator. I can't seem to locate the GPS ground speed on the
display either. Glad I did all that practice.
Time to settle in and start evaluating engine performance. I had taken off
with the engine fairly warm so I was not surprised to see oil & water temps
nearing 190 F after climbout. I continue collecting data hoping the temps
will start coming down but it is soon apparent that they are stabilizing at
about 200 on both oil and coolant. Very disappointing, since they had been
well below this on the ground when at the same fuel flow I was currently
flying at (I had backed it down to 5.75 gph by this time).
The plane itself is flying beautifully. The aileron trim is able to trim
out a very slight left wing heavy tendency and the ship feels like it is
gliding through the air effortlessly. Again, no surprise, the plane feels
just like an RV (Magnificent!). At this speed (guessing about 135 mph) the
roll response is only slightly slower than the -4. The ailerons were
extended with the wing so the RV feel has been preserved. I've completed a
wide circuit of the pattern and in position to make an approach so I
throttle back and I can immediately tell that the glide ratio is
significantly higher than the -4. The longer wing is having more effect
than I thought it would even with the heavier engine. This -8 with a 20B
ended up weighing about 70 pounds more than the average one equipped with an
0 - 360 and fixed pitch prop and about the same as one equipped with an IO -
360 with constant speed prop. Empty weight (but with oil) is 1150 lbs. All
the attention to weight control has paid off. I throttle up for a go around
and the FBW throttle responds well, no detectable throttle lag at all.
The higher than expected oil and water temps are distracting me from data
gathering (Rats, I haven't had time to replace the EM2 with a data logging
EM3 yet) so I make a few more circuits of the field and setup for an
approach. I crank in more flaps early to kill off the airspeed and excess
glide ratio and intentionally do not look at the ASI to avoid being
confused. Wheel landing touchdown is perfect and now I glance at the ASI
and see 40 MPH. Obviously wrong.
All in all, a great first flight. The RV-8 is going to be exactly the
airplane I was hoping for. Still a lot of testing and tweaking to do.
Tracy Crook
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/N
avigator?RV-List
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Subject: | Re: At long last, First Flight. |
21 GPH? did you mean 12? A year or so ago I remember reading an article,
maybe kitplanes, on a comparison trial between a lyc powered and a
rotarty, but dont remember wich modle or HP, you recall? Charlie
----- Original Message -----
From: Ed Anderson
To: rv-list@matronics.com
Sent: Wednesday, September 09, 2009 07:13
Subject: Rotary HP was: RV-List: At long last, First Flight.
Based on Fuel Flow and performance I would estimate between 170 and
180 HP on a normal day. It does considerably better when it has cold
dense air and I have seen fuel flow of 21 GPH on a cold day.
I guess we'll just have to get Mike and Tracy to do a fly off {:>). I
do know the three rotor is capable of around 300 HP without a turbo -
we'll have to wait and see what Tracy gets out of it, but I would be
very surprised if it isn't at least 275 -280 HP range.
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
http://www.andersonee.com
http://www.dmack.net/mazda/index.html
http://www.flyrotary.com/
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.rotaryaviation.com/Rotorhead%20Truth.htm
-------------------------------------------------------------------------
-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of charlie heathco
Sent: Tuesday, September 08, 2009 9:35 PM
To: rv-list@matronics.com
Subject: Re: RV-List: At long last, First Flight.
Thanks Ed, sorry I couldnt think of your name. I remember yourr storyu
about your long dead stick landing a few years ago. How many HP does
your rotary have? Aslo Do you know how Tracy's engind stacks up against
Mikes 540 in his super 8? Charlie Heathco
----- Original Message -----
From: Ed Anderson
To: rv-list@matronics.com
Sent: Tuesday, September 08, 2009 07:47
Subject: RE: RV-List: At long last, First Flight.
Thanks Chas,
Tracy and I have know each other since about 1995 - and I was
delighted to see his third rotary engine type (a three rotor capable of
300 HP) powering his new
RV-8. His light weight rotary powered RV-4 was the winner of the
Sun & Fun 100 air race back in 2003 or so, I expect the Rv-8 follows in
its smaller brother's footsteps.
Tracy's RV-8 is truly an impressive bit of engineering with the
equipment and changes he has made.
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
http://www.andersonee.com
http://www.dmack.net/mazda/index.html
http://www.flyrotary.com/
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.rotaryaviation.com/Rotorhead%20Truth.htm
-------------------------------------------------------------------------
---
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of charlie heathco
Sent: Tuesday, September 08, 2009 6:41 AM
To: rv-list@matronics.com
Subject: Re: RV-List: At long last, First Flight.
OK, Tracy, there is a guy in NC with a rotary in a 6, cant think of
his name right now, maybe he will respond, Chas
----- Original Message -----
From: Tracy Crook
To: rv-list@matronics.com
Sent: Monday, September 07, 2009 09:09
Subject: Re: RV-List: At long last, First Flight.
Thanks Charlie.
The 'half throttle takeoff' was mainly a reaction to what
happened in a previous test flight in my RV-4. I had changed the gear
reduction drive to a higher ratio and installed a much longer prop
turning the opposite direction. The higher ratio allowed the rotary to
get further into its power band so I had significantly more power at
takeoff ( running fixed pitch prop). Between the increased and opposite
direction P factor, I almost crashed into the fence next to the runway
on takeoff (cleared it by inches). I learned to feed throttle in
gradually rather than firewalling it immediately as I had done in the
past. That was with a 200 HP engine so I was a little paranoid with
300 HP on tap.
On the -8 I also fed throttle gradually but stopped when the fuel
flow reached the same rate as the smaller engine at WOT in the -4 .
Assuming all other things being equal, a big engine will burn about the
same amount of fuel as a small one when making the same power. That
was the goal on this first takeoff. I'll explore the extra 100 HP
later.
On rotary engines it is important to measure oil temperature after
the oil cooler just before it enters the engine because the rotors are
100% cooled by oil flow. It is mainly an O-ring in the oil control rings
that get damaged by high oil temps. Not catastrophic but high oil
consumption results and requires a complete teardown to replace the
O-rings. Rotors have combustion chambers on three faces and they don't
get a whole revolution just to cool off like a piston does. But on
the other hand they are made of iron instead of aluminum. The oil
temps are typically 40 degrees higher in the pan prior to going through
the cooler. I'm guessing Lyc's oil temp is measured in the pan. On a
'perfect' rotary cooling system, we'd like to see 180 F on both oil and
coolant.
Tracy Crook
On Mon, Sep 7, 2009 at 7:41 AM, charlie heathco <cheathco@cox.net>
wrote:
Congrats on first flight. Im curious about taking off with 1/2
thotle? Is this something common to the rotary? Re "hight temps" 200 deg
on oil is not a problem with Lyc's, and seems car engine temps on
coolant run that high or even higher? Charlie H
----- Original Message -----
From: Tracy Crook
To: rv-list@matronics.com
Sent: Sunday, September 06, 2009 20:44
Subject: RV-List: At long last, First Flight.
Today there was nothing left to do on the Mazda 20B powered
RV-8 but flight test it.
For those of you not familiar with the rotary engine, The 20B
is a 3 rotor version of the 13B which powered the Mazda RX-7. The 20B
makes about 300 HP in normally aspirated form. (it was turbocharged in
the Japanese car it came from (never sold in the US). I've been flying
an RV-4 with the Mazda 13B two rotor engine for 15 years, 1850 hrs. TT.
Very hot day (93 F and high humidity) but ground tests of the
cooling system had gone so well that I was confident of cooling in
flight. Installed the radio and transponder in the panel (which for
some reason I had neglected to do until this morning) and they both
worked with no problems, which is always a surprise.
High speed taxi tests had already been completed and the
P-factor was no worse than the RV-4, in fact I think it has less. This
may be premature because I haven't done a full throttle takeoff yet.
The RV-8 has 1.25 degrees right offset which I think helps a lot. The
RV-4 has no offset. First flight was done without wheel pants or main
gear intersection fairings.
Just to make sure there were no surprises, takeoff was done at
the same fuel flow as the RV-4 at WOT. I didn't note the manifold
pressure but the throttle quadrant was barely over 1/2 throttle. Ground
run on the -8 feels more stable than the -4 with considerably more
rudder authority (it's physically bigger so no surprise). The plane
broke ground at about the same point as the -4 but it feels like it
levitates off rather than rotates off. Probably due to the higher wing
incidence on the ground than the -4 with the short gear legs but also
due to the longer wing. I had extended both wings by about 18" so the
wing loading and span loading are less than on the -4. It has about
13% more wing area than stock. This was actually the second time the -8
had air under the tires since it had floated off ground about a foot
once before during a high speed taxi test.
Airspeed was increasing rapidly after lift off but the ASI was
not matching the visual ques. Normally I expect to see 120 mph at the
end of the runway (2700 ft) but ASI shows only 80. Too late to abort but
the airplane is climbing & sounding very nice. I had been doing a lot
of seat-of-the pants takeoff and simulated dead stick landings (in the
-4) in anticipation of today's tests so I would feel comfortable in the
event of partial or complete panel failure (Blue Mountain EFIS1 with
only a standard ASI for backup). Climb to 1000 feet felt effortless
even after throttling back to 8 GPH. I notice that I'm hunting for
information and not absorbing much due to the very different instrument
panel. Remembering that the EFIS1 has the primary ASI in a speed
ribbon format, I hunt for it and see 0 MPH when I finally find it. The
EM2 (an RWS engine monitor with backup ASI, VSI & Altitude) shows the
same airspeed as the Van's steam gauge, now about 100 MPH. First squawk
of the flight and this means I will do the first landing sans airspeed
indicator. I can't seem to locate the GPS ground speed on the display
either. Glad I did all that practice.
Time to settle in and start evaluating engine performance. I
had taken off with the engine fairly warm so I was not surprised to see
oil & water temps nearing 190 F after climbout. I continue collecting
data hoping the temps will start coming down but it is soon apparent
that they are stabilizing at about 200 on both oil and coolant. Very
disappointing, since they had been well below this on the ground when at
the same fuel flow I was currently flying at (I had backed it down to
5.75 gph by this time).
The plane itself is flying beautifully. The aileron trim is
able to trim out a very slight left wing heavy tendency and the ship
feels like it is gliding through the air effortlessly. Again, no
surprise, the plane feels just like an RV (Magnificent!). At this speed
(guessing about 135 mph) the roll response is only slightly slower than
the -4. The ailerons were extended with the wing so the RV feel has
been preserved. I've completed a wide circuit of the pattern and in
position to make an approach so I throttle back and I can immediately
tell that the glide ratio is significantly higher than the -4. The
longer wing is having more effect than I thought it would even with the
heavier engine. This -8 with a 20B ended up weighing about 70 pounds
more than the average one equipped with an 0 - 360 and fixed pitch prop
and about the same as one equipped with an IO - 360 with constant speed
prop. Empty weight (but with oil) is 1150 lbs. All the attention to
weight control has paid off. I throttle up for a go around and the FBW
throttle responds well, no detectable throttle lag at all.
The higher than expected oil and water temps are distracting me
from data gathering (Rats, I haven't had time to replace the EM2 with a
data logging EM3 yet) so I make a few more circuits of the field and
setup for an approach. I crank in more flaps early to kill off the
airspeed and excess glide ratio and intentionally do not look at the ASI
to avoid being confused. Wheel landing touchdown is perfect and now I
glance at the ASI and see 40 MPH. Obviously wrong.
All in all, a great first flight. The RV-8 is going to be
exactly the airplane I was hoping for. Still a lot of testing and
tweaking to do.
Tracy Crook
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
com/Navigator?RV-Listhref="http://forums.matronics.com">http://forums.m
atronics.comhref="http://www.matronics.com/contribution">http://www.mat
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Two place RV mains are 500-5.
------Original Message------
From: charlie heathco
Sender: owner-rv-list-server@matronics.com
ReplyTo: RV List
Subject: Re: RV-List: Tires on 6a
Sent: Sep 8, 2009 11:04 PM
Now ive forgoten what the tire size is on my mains, looked in log and all I
said was I installed he condors, didnt put six\ze. arent they 600-6? Charlie
----- Original Message -----
From: "Kelly McMullen" <kellym@aviating.com>
Sent: Tuesday, September 08, 2009 22:44
Subject: Re: RV-List: Tires on 6a
Only the Monster Retreads are larger. Their regular Desser retread is
standard TSO size. I've been using them for 10 years on my Mooney...no
issues with room in the wheel wells.
Hedrick wrote:
> Just make sure that the retreads will fit under your wheel pants. They
> have a larger diameter.
>
>
> Keith Hedrick
>
> 3LF
>
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] *On Behalf Of *Larry Bowen
> *Sent:* Tuesday, September 08, 2009 9:37 PM
> *To:* rv-list@matronics.com
> *Subject:* Re: RV-List: Tires on 6a
>
>
> I like the retreads from Dresser.
>
> http://www.desser.com/
>
>
> --
> Larry Bowen
> Larry@BowenAero.com
> http://BowenAero.com
>
> On Tue, Sep 8, 2009 at 10:21 PM, charlie heathco <cheathco@cox.net
> <mailto:cheathco@cox.net>> wrote:
>
> LAst preflight I decieded tires(mains)) were getting close to
> replacement. they are Mich condors, instaled march 05 and rotated a
> while back, seems the present side wore faster than orig. Looks like
> they are about $20 more now t at spruuce than 4 years ago. Any
> recomendatiuons as to better wearing brand and/or where to buy? Charlie H
>
> * *
>
> * *
>
> *t="_blank">http://www.matronics.com/Navigator?RV-List*
>
> *tp://forums.matronics.com*
>
> *_blank">http://www.matronics.com/contribution*
>
> * *
>
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?RV-List*
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> * *
>
> 270.13.83/2353 - Release Date: 09/08/09 06:48:00
>
> *
>
>
> *
Regards,
Greg
Message 5
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Ok, tnx Gregg, memory not improving with age :-)
----- Original Message -----
From: "Greg Young" <gyoung@cs-sol.com>
Sent: Wednesday, September 09, 2009 08:25
Subject: Re: RV-List: Tires on 6a
Two place RV mains are 500-5.
------Original Message------
From: charlie heathco
Sender: owner-rv-list-server@matronics.com
ReplyTo: RV List
Subject: Re: RV-List: Tires on 6a
Sent: Sep 8, 2009 11:04 PM
Now ive forgoten what the tire size is on my mains, looked in log and all I
said was I installed he condors, didnt put six\ze. arent they 600-6? Charlie
----- Original Message -----
From: "Kelly McMullen" <kellym@aviating.com>
Sent: Tuesday, September 08, 2009 22:44
Subject: Re: RV-List: Tires on 6a
Only the Monster Retreads are larger. Their regular Desser retread is
standard TSO size. I've been using them for 10 years on my Mooney...no
issues with room in the wheel wells.
Hedrick wrote:
> Just make sure that the retreads will fit under your wheel pants. They
> have a larger diameter.
>
>
> Keith Hedrick
>
> 3LF
>
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] *On Behalf Of *Larry Bowen
> *Sent:* Tuesday, September 08, 2009 9:37 PM
> *To:* rv-list@matronics.com
> *Subject:* Re: RV-List: Tires on 6a
>
>
> I like the retreads from Dresser.
>
> http://www.desser.com/
>
>
> --
> Larry Bowen
> Larry@BowenAero.com
> http://BowenAero.com
>
> On Tue, Sep 8, 2009 at 10:21 PM, charlie heathco <cheathco@cox.net
> <mailto:cheathco@cox.net>> wrote:
>
> LAst preflight I decieded tires(mains)) were getting close to
> replacement. they are Mich condors, instaled march 05 and rotated a
> while back, seems the present side wore faster than orig. Looks like
> they are about $20 more now t at spruuce than 4 years ago. Any
> recomendatiuons as to better wearing brand and/or where to buy? Charlie H
>
> * *
>
> * *
>
> *t="_blank">http://www.matronics.com/Navigator?RV-List*
>
> *tp://forums.matronics.com*
>
> *_blank">http://www.matronics.com/contribution*
>
> * *
>
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?RV-List*
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> * *
>
> 270.13.83/2353 - Release Date: 09/08/09 06:48:00
>
> *
>
>
> *
Regards,
Greg
Message 6
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Subject: | IO-540 Parts & Overhaul Manuals |
Listers -
I need to tear into an IO-540-C4B5.
Does anybody have electronic versions of the Parts and Overhaul manuals?
Neal E. George
2023 Everglades Drive
Navarre, FL 32566
H - 850-515-0640
C - 850-218-4838
Message 7
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Goodyear Custom II....with Goodyear air stop tubes. Over 300 landings on my
RV6-A and they look like new!
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2- Tom in Ohio
----- Original Message -----
From: "charlie heathco" <cheathco@cox.net>
Sent: Tuesday, September 8, 2009 10:21:44 PM GMT -05:00 US/Canada Eastern
Subject: RV-List: Tires on 6a
LAst preflight I decieded tires(mains))=C2-were getting close to replacem
ent. they are Mich condors, instaled march 05 and rotated a while back, see
ms the present side wore =C2-faster than orig. Looks like they are about
$20 more now t at spruuce than 4 years ago. Any recomendatiuons as to bette
===
==
Message 8
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Subject: | At long last, First Flight. |
No 21 Gallons per hour fuel flow on a cold morning. Normally fuel flow on
max power take off on a nominal day is around 17.5 - 18 gph..
Yes, I believe that was the Powersport FWF package of a modified Mazda
rotary engine. It reportedly produced 215 HP with a racing type Peripheral
port intake, but I never saw fuel burn figures. There were two in Rv-8s -
but, it was pretty clear these guys did not know how (at least at the time
of the test) to properly lean a rotary for best economy - you can not hurt
the rotary by leaning it too much - the power will decrease due to the
lesser fuel flow but that's it. I lean my rotary during cruise so much that
the air/fuel ratio indication runs off the lean end of the scale.
But, with the newer Renesis Mazda engine the fuel and power are
incrementally better than the old 13B model that I fly with. However, we
are all waiting for Mazda to bring out their completely new and larger 16X
which they have shown and has been reported on. It will be approx 30 lbs
lighter due to them switching from iron to aluminum side housings and will
produce approx 30 -40 more HP than the current model. So 30 lbs lighter and
30 more HP should really make a difference. Now If I only live long enough
to see it appear {:>) - it'll probably be the last major change to my
installation.
Best Regards
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
<http://www.andersonee.com> http://www.andersonee.com
<http://www.dmack.net/mazda/index.html>
http://www.dmack.net/mazda/index.html
http://www.flyrotary.com/
<http://members.cox.net/rogersda/rotary/configs.htm>
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.rotaryaviation.com/Rotorhead%20Truth.htm
<http://www.dmack.net/mazda/index.html>
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of charlie heathco
Sent: Wednesday, September 09, 2009 8:33 AM
Subject: Re: Rotary HP was: RV-List: At long last, First Flight.
21 GPH? did you mean 12? A year or so ago I remember reading an article,
maybe kitplanes, on a comparison trial between a lyc powered and a rotarty,
but dont remember wich modle or HP, you recall? Charlie
----- Original Message -----
From: Ed <mailto:eanderson@carolina.rr.com> Anderson
Sent: Wednesday, September 09, 2009 07:13
Subject: Rotary HP was: RV-List: At long last, First Flight.
Based on Fuel Flow and performance I would estimate between 170 and 180 HP
on a normal day. It does considerably better when it has cold dense air and
I have seen fuel flow of 21 GPH on a cold day.
I guess we'll just have to get Mike and Tracy to do a fly off {:>). I do
know the three rotor is capable of around 300 HP without a turbo - we'll
have to wait and see what Tracy gets out of it, but I would be very
surprised if it isn't at least 275 -280 HP range.
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
<http://www.andersonee.com> http://www.andersonee.com
<http://www.dmack.net/mazda/index.html>
http://www.dmack.net/mazda/index.html
http://www.flyrotary.com/
<http://members.cox.net/rogersda/rotary/configs.htm>
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.rotaryaviation.com/Rotorhead%20Truth.htm
<http://www.dmack.net/mazda/index.html>
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of charlie heathco
Sent: Tuesday, September 08, 2009 9:35 PM
Subject: Re: RV-List: At long last, First Flight.
Thanks Ed, sorry I couldnt think of your name. I remember yourr storyu about
your long dead stick landing a few years ago. How many HP does your rotary
have? Aslo Do you know how Tracy's engind stacks up against Mikes 540 in his
super 8? Charlie Heathco
----- Original Message -----
From: Ed <mailto:eanderson@carolina.rr.com> Anderson
Sent: Tuesday, September 08, 2009 07:47
Subject: RE: RV-List: At long last, First Flight.
Thanks Chas,
Tracy and I have know each other since about 1995 - and I was delighted to
see his third rotary engine type (a three rotor capable of 300 HP) powering
his new
RV-8. His light weight rotary powered RV-4 was the winner of the Sun & Fun
100 air race back in 2003 or so, I expect the Rv-8 follows in its smaller
brother's footsteps.
Tracy's RV-8 is truly an impressive bit of engineering with the equipment
and changes he has made.
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
<http://www.andersonee.com> http://www.andersonee.com
<http://www.dmack.net/mazda/index.html>
http://www.dmack.net/mazda/index.html
http://www.flyrotary.com/
<http://members.cox.net/rogersda/rotary/configs.htm>
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.rotaryaviation.com/Rotorhead%20Truth.htm
<http://www.dmack.net/mazda/index.html>
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of charlie heathco
Sent: Tuesday, September 08, 2009 6:41 AM
Subject: Re: RV-List: At long last, First Flight.
OK, Tracy, there is a guy in NC with a rotary in a 6, cant think of his name
right now, maybe he will respond, Chas
----- Original Message -----
From: Tracy <mailto:tracy@rotaryaviation.com> Crook
Sent: Monday, September 07, 2009 09:09
Subject: Re: RV-List: At long last, First Flight.
Thanks Charlie.
The 'half throttle takeoff' was mainly a reaction to what happened in a
previous test flight in my RV-4. I had changed the gear reduction drive to
a higher ratio and installed a much longer prop turning the opposite
direction. The higher ratio allowed the rotary to get further into its
power band so I had significantly more power at takeoff ( running fixed
pitch prop). Between the increased and opposite direction P factor, I
almost crashed into the fence next to the runway on takeoff (cleared it by
inches). I learned to feed throttle in gradually rather than firewalling
it immediately as I had done in the past. That was with a 200 HP engine so
I was a little paranoid with 300 HP on tap.
On the -8 I also fed throttle gradually but stopped when the fuel flow
reached the same rate as the smaller engine at WOT in the -4 . Assuming all
other things being equal, a big engine will burn about the same amount of
fuel as a small one when making the same power. That was the goal on this
first takeoff. I'll explore the extra 100 HP later.
On rotary engines it is important to measure oil temperature after the oil
cooler just before it enters the engine because the rotors are 100% cooled
by oil flow. It is mainly an O-ring in the oil control rings that get
damaged by high oil temps. Not catastrophic but high oil consumption
results and requires a complete teardown to replace the O-rings. Rotors have
combustion chambers on three faces and they don't get a whole revolution
just to cool off like a piston does. But on the other hand they are made
of iron instead of aluminum. The oil temps are typically 40 degrees
higher in the pan prior to going through the cooler. I'm guessing Lyc's
oil temp is measured in the pan. On a 'perfect' rotary cooling system, we'd
like to see 180 F on both oil and coolant.
Tracy Crook
On Mon, Sep 7, 2009 at 7:41 AM, charlie heathco <cheathco@cox.net> wrote:
Congrats on first flight. Im curious about taking off with 1/2 thotle? Is
this something common to the rotary? Re "hight temps" 200 deg on oil is not
a problem with Lyc's, and seems car engine temps on coolant run that high or
even higher? Charlie H
----- Original Message -----
From: Tracy Crook <mailto:tracy@rotaryaviation.com>
Sent: Sunday, September 06, 2009 20:44
Subject: RV-List: At long last, First Flight.
Today there was nothing left to do on the Mazda 20B powered RV-8 but flight
test it.
For those of you not familiar with the rotary engine, The 20B is a 3 rotor
version of the 13B which powered the Mazda RX-7. The 20B makes about 300 HP
in normally aspirated form. (it was turbocharged in the Japanese car it
came from (never sold in the US). I've been flying an RV-4 with the Mazda
13B two rotor engine for 15 years, 1850 hrs. TT.
Very hot day (93 F and high humidity) but ground tests of the cooling
system had gone so well that I was confident of cooling in flight.
Installed the radio and transponder in the panel (which for some reason I
had neglected to do until this morning) and they both worked with no
problems, which is always a surprise.
High speed taxi tests had already been completed and the P-factor was no
worse than the RV-4, in fact I think it has less. This may be premature
because I haven't done a full throttle takeoff yet. The RV-8 has 1.25
degrees right offset which I think helps a lot. The RV-4 has no offset.
First flight was done without wheel pants or main gear intersection
fairings.
Just to make sure there were no surprises, takeoff was done at the same fuel
flow as the RV-4 at WOT. I didn't note the manifold pressure but the
throttle quadrant was barely over 1/2 throttle. Ground run on the -8 feels
more stable than the -4 with considerably more rudder authority (it's
physically bigger so no surprise). The plane broke ground at about the
same point as the -4 but it feels like it levitates off rather than rotates
off. Probably due to the higher wing incidence on the ground than the -4
with the short gear legs but also due to the longer wing. I had extended
both wings by about 18" so the wing loading and span loading are less than
on the -4. It has about 13% more wing area than stock. This was actually
the second time the -8 had air under the tires since it had floated off
ground about a foot once before during a high speed taxi test.
Airspeed was increasing rapidly after lift off but the ASI was not matching
the visual ques. Normally I expect to see 120 mph at the end of the runway
(2700 ft) but ASI shows only 80. Too late to abort but the airplane is
climbing & sounding very nice. I had been doing a lot of seat-of-the pants
takeoff and simulated dead stick landings (in the -4) in anticipation of
today's tests so I would feel comfortable in the event of partial or
complete panel failure (Blue Mountain EFIS1 with only a standard ASI for
backup). Climb to 1000 feet felt effortless even after throttling back to 8
GPH. I notice that I'm hunting for information and not absorbing much due
to the very different instrument panel. Remembering that the EFIS1 has the
primary ASI in a speed ribbon format, I hunt for it and see 0 MPH when I
finally find it. The EM2 (an RWS engine monitor with backup ASI, VSI &
Altitude) shows the same airspeed as the Van's steam gauge, now about 100
MPH. First squawk of the flight and this means I will do the first landing
sans airspeed indicator. I can't seem to locate the GPS ground speed on the
display either. Glad I did all that practice.
Time to settle in and start evaluating engine performance. I had taken off
with the engine fairly warm so I was not surprised to see oil & water temps
nearing 190 F after climbout. I continue collecting data hoping the temps
will start coming down but it is soon apparent that they are stabilizing at
about 200 on both oil and coolant. Very disappointing, since they had been
well below this on the ground when at the same fuel flow I was currently
flying at (I had backed it down to 5.75 gph by this time).
The plane itself is flying beautifully. The aileron trim is able to trim
out a very slight left wing heavy tendency and the ship feels like it is
gliding through the air effortlessly. Again, no surprise, the plane feels
just like an RV (Magnificent!). At this speed (guessing about 135 mph) the
roll response is only slightly slower than the -4. The ailerons were
extended with the wing so the RV feel has been preserved. I've completed a
wide circuit of the pattern and in position to make an approach so I
throttle back and I can immediately tell that the glide ratio is
significantly higher than the -4. The longer wing is having more effect
than I thought it would even with the heavier engine. This -8 with a 20B
ended up weighing about 70 pounds more than the average one equipped with an
0 - 360 and fixed pitch prop and about the same as one equipped with an IO -
360 with constant speed prop. Empty weight (but with oil) is 1150 lbs. All
the attention to weight control has paid off. I throttle up for a go around
and the FBW throttle responds well, no detectable throttle lag at all.
The higher than expected oil and water temps are distracting me from data
gathering (Rats, I haven't had time to replace the EM2 with a data logging
EM3 yet) so I make a few more circuits of the field and setup for an
approach. I crank in more flaps early to kill off the airspeed and excess
glide ratio and intentionally do not look at the ASI to avoid being
confused. Wheel landing touchdown is perfect and now I glance at the ASI
and see 40 MPH. Obviously wrong.
All in all, a great first flight. The RV-8 is going to be exactly the
airplane I was hoping for. Still a lot of testing and tweaking to do.
Tracy Crook
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
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Message 9
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Subject: | FW: [FlyRotary] looking for a project |
A friend of mine is looking for an RV-10 project that someone may be
interested in selling. He is planning for installation of a 240 HP
Turboprop. Anyone interested in more information please contact Marv Kay.
His message below:
We're looking for an Rv-10 airframe for a
new engine project, something we can have ready for Sun'n'Fun 2010. Please
email me at my private address (marv@lancair.net) if you have any leads.
Anyone wanting more info should contact me at 386-295-9279. Exciting times.
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
<http://www.andersonee.com> http://www.andersonee.com
<http://www.dmack.net/mazda/index.html>
http://www.dmack.net/mazda/index.html
http://www.flyrotary.com/
<http://members.cox.net/rogersda/rotary/configs.htm>
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.rotaryaviation.com/Rotorhead%20Truth.htm
<http://www.dmack.net/mazda/index.html>
_____
From: marv@lancair.net [mailto:marv@lancair.net]
Sent: Wednesday, September 09, 2009 11:00 AM
Subject: Re: [FlyRotary] looking for a project
HI Ed,
Please do... I don't participate over there. You might mention that this is
to be a test bed for a brand new 240hp turboprop. Anyone wanting more info
should contact me at 386-295-9279. Exciting times.
<Marv>
Posted for "Ed Anderson" <eanderson@carolina.rr.com>:
Hi Marv,
Is it OK if I post your message to the RV list unless of course you have
already done that
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
Hi gang,
Does anyone out there happen to know of a partially completed RV10 project
that the builder needs to get out of? We're looking for an airframe for a
new engine project, something we can have ready for Sun'n'Fun 2010. Please
email me at my private address (marv@lancair.net) if you have any leads.
<Marv>
--
Homepage: http://www.flyrotary.com/
Archive and UnSub:
http://mail.lancaironline.net:81/lists/flyrotary/List.html
Message 10
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Subject: | tip-up canopy weather stripping |
The wether stripping that came with my finish kit was so old the adhesive
had dried up, so I ordered new stuff. There is a white colored "P" strip
and and a dark brown tear-drop shape. My question is which one goes across
the sub panel and which goes around the other edges of the canopy?
I think the white P strip goes on the canopy sides and across the roll bar
(I didn't make a targa strip) and the tear drop stuff goes infront across
the sub panel. Is this right?
--
Tom Sargent, RV-6A final assembly
Message 11
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Subject: | Re: IO-540 Parts & Overhaul Manuals |
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Subject: | IO-540 Parts & Overhaul Manuals |
Thanks Mike!
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Michael W
Stewart
Sent: Wednesday, September 09, 2009 2:50 PM
Subject: Re: RV-List: IO-540 Parts & Overhaul Manuals
Here you go.
ftp.mstewart.net/lycoming
Enjoy
Mike
do not archive
Inactive hide details for "Neal George" ---09/09/2009 11:11:14
AM---Listers - I need to tear into an IO-540-C4B5."Neal George"
---09/09/2009 11:11:14 AM---Listers - I need to tear into an
IO-540-C4B5.
From:
"Neal George" <n8zg@mchsi.com>
To:
<rv-list@matronics.com>, <rv10-list@matronics.com>
Date:
09/09/2009 11:11 AM
Subject:
RV-List: IO-540 Parts & Overhaul Manuals
Sent by:
owner-rv-list-server@matronics.com
_____
Listers =93
I need to tear into an IO-540-C4B5.
Does anybody have electronic versions of the Parts and Overhaul manuals?
Neal E. George
2023 Everglades Drive
Navarre, FL 32566
H - 850-515-0640
C - 850-218-4838
http://www.matronics.com/Navigator?RV-List
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