Today's Message Index:
----------------------
1. 12:23 PM - RV-6 or RV-7 motor mount wanted (Charlie England)
2. 02:36 PM - Re: RV-6 or RV-7 motor mount wanted (richard seiders)
3. 02:49 PM - Re: RV-6 or RV-7 motor mount wanted (Charlie England)
4. 09:06 PM - Update On RV-8 Princeton Fuel Probe Installation... (Matt Dralle)
5. 09:38 PM - airworthiness inspection - random questions (thomas sargent)
6. 09:48 PM - RV-6A G-loads (thomas sargent)
7. 09:58 PM - Re: airworthiness inspection - random questions (Kelly McMullen)
8. 10:01 PM - Re: RV-6A G-loads (Kelly McMullen)
9. 10:02 PM - Handheld GPS during BFR/ IPC (Kim Nicholas)
10. 10:11 PM - Re: airworthiness inspection - random questions (Kelly McMullen)
Message 1
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Subject: | RV-6 or RV-7 motor mount wanted |
Anyone have a motor mount they'd like to sell? I need one for non-lyc
project. Conical mount would be fine; no gear legs needed.
Thanks,
Charlie
Message 2
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Subject: | Re: RV-6 or RV-7 motor mount wanted |
Have an RV6A mount for sale. Not what you are looking for maybe, but might
be adaptable. Very reasonable.
Dick Seiders
On Sun, Jun 20, 2010 at 3:18 PM, Charlie England <ceengland@bellsouth.net>wrote:
>
> Anyone have a motor mount they'd like to sell? I need one for non-lyc
> project. Conical mount would be fine; no gear legs needed.
>
> Thanks,
>
> Charlie
>
>
Message 3
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Subject: | Re: RV-6 or RV-7 motor mount wanted |
Unfortunately, I need the taildragger version with the gear leg sockets
in place. I'll keep it in mind if another project comes along, though.
Thanks,
Charlie
On 6/20/2010 4:29 PM, richard seiders wrote:
> Have an RV6A mount for sale. Not what you are looking for maybe, but
> might be adaptable. Very reasonable.
> Dick Seiders
>
> On Sun, Jun 20, 2010 at 3:18 PM, Charlie England
> <ceengland@bellsouth.net <mailto:ceengland@bellsouth.net>> wrote:
>
> <ceengland@bellsouth.net <mailto:ceengland@bellsouth.net>>
>
> Anyone have a motor mount they'd like to sell? I need one for
> non-lyc project. Conical mount would be fine; no gear legs needed.
>
> Thanks==================
> owse, Chat, FAQ,
> ="http://www.matronics.com/Navigator?RV-List"
> target="_blank">http://ww==
> http://forums.mle, List Admin.
> ===== <http://forums.matronics.com/>
>
Message 4
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Subject: | Update On RV-8 Princeton Fuel Probe Installation... |
Fellow RV'rs,
I am elated to report that last week I decided to try recalibrating the Princeton
fuel level probes in my RV-8 one last time before I began the arduous task
of replacing them with resistive float senders. I started with the right tank
and drained all of the fuel out, then entered calibration mode by applying power
to the unit with the button pressed. I then pressed the button once to indicate
the "empty" set point, then added exactly 5.5 Gallons, pressed the button,
etc., etc., until I'd added 21 gallons. During the whole process, the various
LED flashing patterns correctly matched the documented sequences based on
the stage of calibration. With a full tank, I went out and flew a little over
two hours at about 10 gallons per hour. During the flight, I carefully compared
the Priceton readings with the turbine fuel flow "fuel used" indicator which
has proven to be exceptionally accurate. As expected, the Pricetons reported
"Full" for the first 6 gallons or so because of the dihedral in the wing tank
and the fact that the probe is mounted at the root. Again, as expected, abruptly
the fuel level went from 21 to 15 gallons after about 6 gallons of burn
(or there abouts - sometimes both tanks seem to drop to around 18 then back
up to 21 during this first 6 gallons). From 15 to about 2 gallons, the Priceton's
reported a fuel level within 1 gallon of the flow meter's fuel used indicator!
Yahoo. I then repeated the whole calibration procedure exactly as before
but this time on the left tank and then went out and repeated the comparison
tests above on the left tank. I am even happier to report that again the calibration
of the left fuel level tracked the fuel flow meter's used amount within
1 gallon after the initial drop from 21 to 15 gallons after 6 gallons of burn.
I flew to about 4-5 gallons remaining on the left and right sides tonight
as reported by the fuel level meters and noted that the fuel flow meter's fuel
remaining coincided with a reported remaining of 10.3 gallons. I topped off
both tan!
ks and n
oted that both tanks then reported 21 gallons as expected.
So why didn't the first and second calibration attempts take? Who knows. All
that matters at this point is that they are both working and are exceptionally
accurate in the 15-0 gallon range which is where it counts. Oh, and that I don't
have to replace the probes! Yahoo.
Best regards,
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Enjoying The Fruits of 2500 Hours of Labor!
Message 5
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Subject: | airworthiness inspection - random questions |
I am going thru the "Sample checklist for a condition inspection" which is
appendix I of the AC 90-89A. Some of the items have me puzzled. Checking
some of these things just seems like an opportunity to disturb something
that was done right the last time it was done.
One of the items says to check the cylinder compression. This engine has
1.6 hours on it since rebuild (which admittedly was 10 years ago). The
rebuilder checked the compression. Seems to run good. Do I really need to
check the compression?
Engine mount bolt torque. It's been a couple years, but I torqued torqued
and safetied these very meticulously. I think these are best left alone.
My PC-680 Odyssey battery is strapped down very securely (in cabin) but not
in a battery box. I thought that an RG battery doesn't require an enclosing
box - no liquid acid there to leak out.
Is there any way to test the altimeter and airspeed when its in the plane?
Isn't that what the first flight or high speed taxi is supposed to check?
(I'm not going to do a high speed taxi, but my test pilot probably will.)
--
Tom Sargent, RV-6A on collision course with DAR
Message 6
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One more airworthiness issue: I'm typing up the operating limitations
document. My Van's construction manual specifies +6g, -3g limits for the 6A
at aerobatic weight of 1385 lbs, but it never mentions G-load limits for a
plane at nominal gross weight. I could scale these G loads down by
dividing by the ratio of gross weight/1375, I guess. Is there a more
official value for this?
Thanks,
--
Tom Sargent
Message 7
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Subject: | Re: airworthiness inspection - random questions |
I would recommend doing the compression test. It isn't that much work,
and won't hurt anything. I agree with no need to mess with the engine
mount bolts, as long as they have the appropriate threads showing. Your
DAR may have a preference for cotter pins over safety wire...either done
right is fine. There is no requirement for a battery box..just a secure
mount for a sealed battery. Any place that does transponder and static
system checks can verify your altimeter and pitot system. The altimeter
system check is done on the airplane. Some shops prefer to calibrate
altimeter on the bench, but it isn't required, especially if you are
only getting VFR certification, which is all you can do in Phase I
anyway. Airspeed calibrations to the airframe are what you and/or your
test pilot do during phase I flights, to identify how the pitot and
static port configuration on your airframe affect the indicated values.
You can use FAR 43 Appendix D as a minimum check list for your initial
condition inspection. How you accomplish each item within what is
described is up to you. That list is the bare minimum for a certified
plane's annual inspection, but is a good starting point for developing a
list you want for your future condition inspections.
Kelly
A&P/IA
RV-10 in progress
On 6/20/2010 9:33 PM, thomas sargent wrote:
> I am going thru the "Sample checklist for a condition inspection"
> which is appendix I of the AC 90-89A. Some of the items have me
> puzzled. Checking some of these things just seems like an opportunity
> to disturb something that was done right the last time it was done.
>
> One of the items says to check the cylinder compression. This engine
> has 1.6 hours on it since rebuild (which admittedly was 10 years ago).
> The rebuilder checked the compression. Seems to run good. Do I
> really need to check the compression?
>
> Engine mount bolt torque. It's been a couple years, but I torqued
> torqued and safetied these very meticulously. I think these are best
> left alone.
>
> My PC-680 Odyssey battery is strapped down very securely (in cabin)
> but not in a battery box. I thought that an RG battery doesn't
> require an enclosing box - no liquid acid there to leak out.
>
> Is there any way to test the altimeter and airspeed when its in the
> plane? Isn't that what the first flight or high speed taxi is
> supposed to check? (I'm not going to do a high speed taxi, but my test
> pilot probably will.)
>
> --
> Tom Sargent, RV-6A on collision course with DAR
> *
>
>
> *
Message 8
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Subject: | Re: RV-6A G-loads |
Use what is official for certified planes in Part 23 for your normal
category gross wt. Off the top of my head, 3.8 positive, somewhere
around 1.5 negative. I'm pretty certain Van's designed for the normal
Part 23 limits for their recommended gross wt. You may want to see what
your empty wt comes in at before deciding whether you want to use the
recommended gross or something a bit higher.
On 6/20/2010 9:44 PM, thomas sargent wrote:
> One more airworthiness issue: I'm typing up the operating limitations
> document. My Van's construction manual specifies +6g, -3g limits for
> the 6A at aerobatic weight of 1385 lbs, but it never mentions G-load
> limits for a plane at nominal gross weight. I could scale these G
> loads down by dividing by the ratio of gross weight/1375, I guess.
> Is there a more official value for this?
>
> Thanks,
>
> --
> Tom Sargent
> *
>
>
> *
Message 9
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Subject: | Handheld GPS during BFR/ IPC |
I am scheduled to take my bi- annual review and an IFR proficiency
check. My evaluator is uncomfortable with my AnyWhere Map GPS in the
cockpit. Handheld GPS are not allowed as primary navigation, but are
allowed for supplemental situation awareness. Is there a FAR that
says a GPS cannot be used during a BFR or IPC?
Kim Nicholas
RV 9
Sent from my iPhone
On Jun 20, 2010, at 9:33 PM, thomas sargent <sarg314@gmail.com> wrote:
> I am going thru the "Sample checklist for a condition inspection"
> which is appendix I of the AC 90-89A. Some of the items have me
> puzzled. Checking some of these things just seems like an
> opportunity to disturb something that was done right the last time
> it was done.
>
> One of the items says to check the cylinder compression. This
> engine has 1.6 hours on it since rebuild (which admittedly was 10
> years ago). The rebuilder checked the compression. Seems to run
> good. Do I really need to check the compression?
>
> Engine mount bolt torque. It's been a couple years, but I torqued
> torqued and safetied these very meticulously. I think these are
> best left alone.
>
> My PC-680 Odyssey battery is strapped down very securely (in cabin)
> but not in a battery box. I thought that an RG battery doesn't
> require an enclosing box - no liquid acid there to leak out.
>
> Is there any way to test the altimeter and airspeed when its in the
> plane? Isn't that what the first flight or high speed taxi is
> supposed to check? (I'm not going to do a high speed taxi, but my
> test pilot probably will.)
>
> --
> Tom Sargent, RV-6A on collision course with DAR
>
>
Message 10
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Subject: | Re: airworthiness inspection - random questions |
If you can't find someone to check your static system with a full test
setup, you can create a water manometer to test the pitot system and
airspeed indicator. If you search the internet, I'm sure you can find a
chart for inches of water to airspeed table. You can check the static
system and pitot for leaks by connecting tubing from static port and
tee'd to the pitot to a hand vacuum pump. (be sure to temporarily tape
shut the drain port on pitot and a second static port if you have it,
and then remove when test is done). Pump vacuum to 1000 ft indication
above your current elevation and hold. Start timing. If you lose less
than 100 ft in 1 min your system meets the requirements for being leak
free. Don't just pump vacuum on static port as you can damage your
airspeed indicator if it isn't at same pressure altitude as altimeter.
On 6/20/2010 9:33 PM, thomas sargent wrote:
> I am going thru the "Sample checklist for a condition inspection"
> which is appendix I of the AC 90-89A.
>
> Is there any way to test the altimeter and airspeed when its in the
> plane? Isn't that what the first flight or high speed taxi is
> supposed to check? (I'm not going to do a high speed taxi, but my test
> pilot probably will.)
>
> --
> Tom Sargent, RV-6A on collision course with DAR
> *
>
>
> *
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