Today's Message Index:
----------------------
1. 06:03 AM - Canopy gas struts (davist@xsinet.co.za)
2. 08:01 AM - Sorry for the garbled listing (Richard Wagoner)
3. 08:47 AM - Re: Canopy gas struts (Linn Walters)
4. 09:18 AM - Stabilized approach procedures for CS / FI (Ralph E. Capen)
5. 09:40 AM - Re: Stabilized approach procedures for CS / FI (mr.gsun@gmail.com)
6. 05:45 PM - Re: Stabilized approach procedures for CS / FI (Kelly McMullen)
7. 07:21 PM - Re: Stabilized approach procedures for CS / FI (Jhnstniii)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Canopy gas struts |
Does anyone know whether the Van's tip up canopy gas struts can be re-charged?
The price of $33 each seems a bit steep so it would be great if one could "pump
them up"
Trevor RV-7
South Africa
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Sorry for the garbled listing |
Sorry for the garbled listing. I can't seem to be able to post
without these characters creeping in.
Any advice on how to get rid of them would be appreciated.
I am using a Notepad to write it.
Thanks,
Rick
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Canopy gas struts |
Scour the archives. I vaguely remember a post about a Napa part and
another about struts being made while the guy waited.
Linn
On 5/19/2014 9:02 AM, davist@xsinet.co.za wrote:
>
> Does anyone know whether the Van's tip up canopy gas struts can be re-charged?
>
> The price of $33 each seems a bit steep so it would be great if one could "pump
them up"
>
> Trevor RV-7
> South Africa
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Stabilized approach procedures for CS / FI |
Folks,
I am trying to set up some standard procedures for slowing down during the approach/landing
phase.
I am currently doing IFR training in my 6A and am experiencing some frustrating
moments...:
During the final approach - in preparation for go-around with the MAP already pulled
back, I set the prop set to full fine pitch. Even at 90 knots, I get pulled
forward in my seat...meanwhile, I think my injection system is dumping excess
fuel as I get drainage from the air-bowl after landing.
What are the rest of you doing?
Thanks,
Ralph Capen
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Stabilized approach procedures for CS / FI |
I fly the approach faster
Greg
On May 19, 2014 9:21 AM, "Ralph E. Capen" <recapen@earthlink.net> wrote:
>
>
> Folks,
>
> I am trying to set up some standard procedures for slowing down during the
> approach/landing phase.
>
> I am currently doing IFR training in my 6A and am experiencing some
> frustrating moments...:
>
> During the final approach - in preparation for go-around with the MAP
> already pulled back, I set the prop set to full fine pitch. Even at 90
> knots, I get pulled forward in my seat...meanwhile, I think my injection
> system is dumping excess fuel as I get drainage from the air-bowl after
> landing.
>
> What are the rest of you doing?
>
> Thanks,
> Ralph Capen
>
>
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Stabilized approach procedures for CS / FI |
Well,
I see no reason to adjust the prop from cruise during the approach
phase. You aren't going to go lower than 200 ft without seeing the
runway environment anyway. Your engine can run just fine at 2400 rpm and
full throttle and will give you plenty of climb power.
A lot of the guidance for flying approaches dates back to WWII with
radial engines, that really does not apply to a 2 seat high performance
plane with a flat 4 or 6 cyl engine. Most any place that has an ILS is
going to want max speed you can do and still get slowed down after
breaking out. I use 100 kts in my 200 hp Mooney, which is probably as
hard to slow down as your RV. I can't even deploy flaps until below 87
kts. I'c go faster, but max gear down speed is 105kts.
As for dripping from manifold after shutdown, very common among injected
Lycomings. Not anything wrong.
On 5/19/2014 9:39 AM, mr.gsun@gmail.com wrote:
>
> I fly the approach faster
>
> Greg
>
> On May 19, 2014 9:21 AM, "Ralph E. Capen" <recapen@earthlink.net
> <mailto:recapen@earthlink.net>> wrote:
>
> <recapen@earthlink.net <mailto:recapen@earthlink.net>>
>
>
> Folks,
>
> I am trying to set up some standard procedures for slowing down
> during the approach/landing phase.
>
> I am currently doing IFR training in my 6A and am experiencing
> some frustrating moments...:
>
> During the final approach - in preparation for go-around with the
> MAP already pulled back, I set the prop set to full fine pitch.
> Even at 90 knots, I get pulled forward in my seat...meanwhile, I
> think my injection system is dumping excess fuel as I get drainage
> from the air-bowl after landing.
>
> What are the rest of you doing?
>
> Thanks,
> Ralph Capen
>
>
> ==========
> target="_blank">http://www.matronics.com/Navigator?RV-List
> ==========
> MS -
> k">http://forums.matronics.com
> ==========
> e -
> -Matt Dralle, List Admin.
> t="_blank">http://www.matronics.com/contribution
> ==========
>
>
> *
>
>
> *
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Stabilized approach procedures for CS / FI |
Fellow RVers--In the approach environment (in my CS RV-6A) I fly at 120 kno
ts at all times, including down the ILS. I fly 2400 rpm at all times after
takeoff and reducing power to 16 inches produces 120 knots in level flight
. The value of this for me is:
1) Easy math (two miles per minute groundspeed, 600 fpm down on the ILS) (a
ssuming no wind).
2) Airplane is already trimmed for climb at 120 on the missed, just push po
wer and prop full forward, flaps are still up.
3) Happy controllers.
4) Firm controls.
Upon breaking out, there is plenty of time to pull power, slow to flap oper
ating speed, lower flaps, and land.
-----Original Message-----
From: Ralph E. Capen <recapen@earthlink.net>
Sent: Mon, May 19, 2014 12:18 pm
Subject: RV-List: Stabilized approach procedures for CS / FI
Folks,
I am trying to set up some standard procedures for slowing down during the
approach/landing phase.
I am currently doing IFR training in my 6A and am experiencing some frustra
ting
moments...:
During the final approach - in preparation for go-around with the MAP alrea
dy
pulled back, I set the prop set to full fine pitch. Even at 90 knots, I get
pulled forward in my seat...meanwhile, I think my injection system is dumpi
ng
excess fuel as I get drainage from the air-bowl after landing.
What are the rest of you doing?
Thanks,
Ralph Capen
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|