Today's Message Index:
----------------------
1. 05:18 AM - Re: Voyager sale Fri only (orchidman)
2. 05:39 AM - Re: Re: Voyager sale Fri only (Brent P. Humphreys)
3. 05:54 AM - Re: Re: Voyager sale Fri only (Jesse Saint)
4. 06:27 AM - PLBs (David McNeill)
5. 06:52 AM - PLBs (David McNeill)
6. 07:03 AM - Re: Leg Gear Fairing Hinge Pins - bottom or top? (Jae Chang)
7. 07:35 AM - Re: Leg Gear Fairing Hinge Pins - bottom or top? (ricksked@embarqmail.com)
8. 07:46 AM - Re: PLBs (ricksked@embarqmail.com)
9. 07:54 AM - Re: PLBs (Kelly McMullen)
10. 08:47 AM - Re: Re: IFR (RV Builder (Michael Sausen))
11. 08:56 AM - Re: Re: IFR (Marcus Cooper)
12. 09:00 AM - Re: PLBs (Bill DeRouchey)
13. 12:01 PM - Re: Oil Cooler Valve (gary)
14. 01:06 PM - Re: Oil Cooler Valve (Kelly McMullen)
15. 01:24 PM - Re: Oil Cooler Valve (Richard Bibb)
16. 02:56 PM - Re: Oil Cooler Valve (John Cox)
17. 04:50 PM - Re: Oil Cooler Valve (ricksked@embarqmail.com)
18. 06:30 PM - Re: Oil Cooler Valve (Kelly McMullen)
19. 07:06 PM - Re: Oil Cooler Valve (ricksked@embarqmail.com)
Message 1
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| Subject: | Re: Voyager sale Fri only |
jesse(at)saintaviation.co wrote:
> Fabulous link. Takes a little doing for a not-that-technical computer guy, but
very nice once it's working.
>
I like saving the chart plates by state. It takes a little longer to update things
but I have a root folder called CHARTS. I then put each state in its own
folder i.e. charts/TX
The script will put all of the TX airports in their own folders.
downloadplates.pl --states TX --destination c:chartsTX
Then if I wanted to see all the approaches into Georgetown, I would brows to CHARTS,
then TX, then GTU and bingo, listed are all the FAA approach plates for
Georgetown. They are free, and legal. The nice thing about this program is that
it also automatically handles updates/additions/deletions.
--------
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=276134#276134
Message 2
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| Subject: | Re: Voyager sale Fri only |
PDF Plates has a nice application to assist in downloading your plates.
http://www.pdfplates.com/
They also compile the PDF's into single files like the FAA books. I
know the developer, and if you have a specific format you would like
them in, I could put a bug in his ear.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of orchidman
Sent: Friday, December 04, 2009 7:15 AM
Subject: RV10-List: Re: Voyager sale Fri only
jesse(at)saintaviation.co wrote:
> Fabulous link. Takes a little doing for a not-that-technical computer
guy, but very nice once it's working.
>
I like saving the chart plates by state. It takes a little longer to
update things but I have a root folder called CHARTS. I then put each
state in its own folder i.e. charts/TX
The script will put all of the TX airports in their own folders.
downloadplates.pl --states TX --destination c:chartsTX
Then if I wanted to see all the approaches into Georgetown, I would
brows to CHARTS, then TX, then GTU and bingo, listed are all the FAA
approach plates for Georgetown. They are free, and legal. The nice
thing about this program is that it also automatically handles
updates/additions/deletions.
--------
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=276134#276134
Message 3
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| Subject: | Re: Voyager sale Fri only |
I was thinking about that myself. I'm sure there is a way to automate this as
well. I just don't know if I would rather have all of the airports in the same
folder, or sorted by state. For example, if someone tells you to go to 5R4
from X35, you would have to look up the airport elsewhere to find out what state
it is in and then look up the airport info. I'll have to use it a little bit
to see if I'd rather take a little extra time going through the list or take
the extra time (seldom as it may be needed) to find out what state the plate
it in.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On Dec 4, 2009, at 8:15 AM, orchidman wrote:
>
>
> jesse(at)saintaviation.co wrote:
>> Fabulous link. Takes a little doing for a not-that-technical computer guy,
but very nice once it's working.
>>
>
> I like saving the chart plates by state. It takes a little longer to update
things but I have a root folder called CHARTS. I then put each state in its own
folder i.e. charts/TX
> The script will put all of the TX airports in their own folders.
>
> downloadplates.pl --states TX --destination c:chartsTX
>
> Then if I wanted to see all the approaches into Georgetown, I would brows to
CHARTS, then TX, then GTU and bingo, listed are all the FAA approach plates for
Georgetown. They are free, and legal. The nice thing about this program is
that it also automatically handles updates/additions/deletions.
>
> --------
> Gary Blankenbiller
> RV10 - # 40674
> (N2GB Flying)
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=276134#276134
>
>
>
>
>
>
>
>
>
>
Message 4
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Just read the article on the Medford OR couple who have been lost 3 days in
the mountains. They had cell phones but no signal.
If they had a PLB they would have been rescued within a few hours of their
problem. Don't depend on a cell phone for communication in the event of a
forced landing. If you have a 406Mh ELT fine but if not a $300 Fastfind 210
will ensure SAR activity shortly after activation. The Fastfind locates your
position with a WAAS GPS and then transmits your position digitally to
geosynchronous satellite over the Pacific or Atlantic; The distress message
is then transmitted to Suitland MD where SAR headquarters activates local
911 responders. The PLB will operate at -20C or optionally at -40C. It can
also be used on car trips, ATV adventures etc. It would be horrible to
survive a forced landing and die of exposure waiting for SAR to find the
aircraft or you.
Whether flying the Glastar or the RV10 or driving the Van or rental car, I
carry a Fastfind PLB. http://www.rei.com/product/791972
Message 5
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This is the one I have; the original from 2003?
http://www.boatbandit.com/mcmurdopains-wessex-fastfind-plus-plb-w-gps-2716.a
spx
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| Subject: | Re: Leg Gear Fairing Hinge Pins - bottom or top? |
Thanks for the replies. I finally got a chance to test it both ways
again and the bottom up approach with wheel pants off seems the best for
me, without permanently bending the pin.
I was also thinking I may try to pop rivet some safety wire permanently
in place by the hinge. Then I can twist and untwist the safety wire as
needed.
Jae
40533
Message 7
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| Subject: | Re: Leg Gear Fairing Hinge Pins - bottom or top? |
Just a suggestion but after about three or four twists and untwists the wire will
most likely give out The way that pin slides in and out I never wired it in
place My pant fairings are bonded to the pant itself and I can't see how the
fairing pin could ever find is way out.
Rick S.
N246RS
------Original Message------
From: Jae Chang
Sender: owner-rv10-list-server@matronics.com
ReplyTo: rv10-list@matronics.com
Sent: Dec 4, 2009 7:01 AM
Subject: Re: RV10-List: Leg Gear Fairing Hinge Pins - bottom or top?
Thanks for the replies. I finally got a chance to test it both ways
again and the bottom up approach with wheel pants off seems the best for
me, without permanently bending the pin.
I was also thinking I may try to pop rivet some safety wire permanently
in place by the hinge. Then I can twist and untwist the safety wire as
needed.
Jae
40533
Sent via BlackBerry by AT&T
Message 8
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The thing I like about PLB's is the cost..that and the fact my version of camping
is a Holiday Inn without a bar...I want to be rescued!!.Sportys listed a basic
one for 399. The 406 ELT's use the same technology don't they? So how come
they are 1000 bucks?
Rick Sked
N246RS
Sent via BlackBerry by AT&T
-----Original Message-----
From: "David McNeill" <dlm46007@cox.net>
Subject: RV10-List: PLBs
This is a multi-part message in MIME format.
Message 9
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ELT has a pricey G switch AND approvals from about 6 govt/miltary
agencies. ACK took over a year to get approval after all paperwork was
submitted. Like getting a complex STC approved. Ridiculous considering
original ELT only needed FAA and FCC approval.
ricksked@embarqmail.com wrote:
> The thing I like about PLB's is the cost..that and the fact my version
> of camping is a Holiday Inn without a bar...I want to be
> rescued!!.Sportys listed a basic one for 399. The 406 ELT's use the same
> technology don't they? So how come they are 1000 bucks?
>
> Rick Sked
> N246RS
>
> Sent via BlackBerry by AT&T
Message 10
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I would take that a step farther and say that it is very feasible and proven
for non-military persons with enough know how and an Internet connection to build
a device that can jam localized GPS signals. There is a reason the AOPA and
others are real twitchy about the decomm of the VOR system without a good backup
for GPS. That also doesn't take into account the funding issues around
the current GPS constellation and the expected reduction in capability due to
failing satellites without new ones being launched.
Michael
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly McMullen
Sent: Thursday, December 03, 2009 8:45 PM
Subject: Re: RV10-List: Re: IFR
Well, it is very feasible and proven for the military to jam GPS for a
wide area. I've had that every time flying near Edwards AFB and a few
times in NM. So it really does not matter how many redundant GPS's you
have, if one can't get satellites the others probably can't either.
Staying current on VOR approaches? Please...that is easier than
staying proficient on ILSs. Some of us used to be younger and bolder.
I started flying IFR after getting the ticket in a plane with one
Navcom with ILS, and one ADF with manual tuning(non-digital)(Bendix
T-12C for old timers). I flew both colored airways based on NDBs and
Victor airways routinely, and no, I didn't have a transponder and my
only backup was a trusty KX-99 handheld nav-com, which mostly served
as a Nav 2 for crossing radials. So all altitude changes had to be
reported, and each reporting point on the chart had to be called in as
Center had very poor primary radar, so handled me as non-radar. Only
approach control would bother to radar identify me.Oh, and that plane
had AN gyros(yes, backwards DG just like compass). I didn't get a GPS
until 15 years later.
Point being that you best be able to fly the traditional airways with
something other than GPS and better have something for back up
attitude and altitude display, whether a second independent EFIS or
steam gauges.
On Thu, Dec 3, 2009 at 2:34 PM, Bill Mauledriver Watson
<MauleDriver@nc.rr.com> wrote:
I mean, yes, your electrical system can fail and yes
> your primary nav radio can fail, but practically speaking, will GPS fail?
>
> Hard hat on: yes everything can fail. But my '10 will have 3 independent
> GPS receivers on 3 different electrical systems and batteries. That's not
> counting my 396. And while a VOR station in a critical location can fail,
> the GPS network is sort of a cellular network. A couple of Sats go down,
> will I notice? Can the entities running that network purposely fail it?
> Can they afford to? A lot of things can happen but I've never had a GPS
> failure or glitch in 20+ years or so. I did get strange inaccuracies near
> the Aberdeen proving grounds on 2 occassions in 1999 - so I'm stretching the
> truth a bit.
>
> A major challenge in staying current is staying proficient with VOR
> navigation (forget the ADF which should be a hole in most of our panels).
> Can you really do that VOR approach without the GPS? Can you do it with
Message 11
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Interesting comments on the "margin of error", I think I have a different
perspective. The purpose of higher minimums is to create just that, a
safety margin. As you get closer to the runway the path you are following
gets narrower (more challenging) which is not an issue on autopilot but then
there are the discussions mentioned in other messages about distractions and
autopilots kicking off. Also, the lower you break out the less time you
have to fix any alignment issues and any delayed crosschecks will have
greater consequences. All manageable with proficiency and currency. Until
recently, for some airplanes the USAF had a graduated scale of minimums
based on experience. Pilots started out at 1000-2, then 500-11/2 and then
300-1. We actually couldn't use published minimums less than that (ie
normal ILS mins) except under dire circumstances. I got a lot of grief over
that while flying with the Navy which allows their pilots to fly to
published mins very quickly. It was overly conservative (the usual AF way)
but did keep for a safer environment for pilots that did not have a lot of
proficiency. On the other end of the spectrum my first experience in the
airline world landing at near 0-0 on a CAT III approach was definitely eye
watering!
Going missed early does not require more maneuvering or involve more risk,
you just fly the missed approach procedure a little sooner. By setting a
min above published you give yourself more options at breakout, however you
also invite the dilemma of "well, I'm really legal if I go a little lower,
and I don't really want to go to the alternate..." so any personal mins need
to be decided on and committed to before you start an approach. I like the
previous discussion item of having certain mins for flight planning but then
fly to published if required. It all comes down to your currency,
proficiency and ability and when in doubt go somewhere else.
Got a little long winded there, but there's my personal pitch for what it's
worth but based on a pretty diverse background.
Marcus
Do not archive
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of William Curtis
Sent: Wednesday, December 02, 2009 5:00 PM
Subject: Re: RV10-List: Re: IFR
There are fights worth fighting, but I wouldn't consider ANY war a "good
war" won or lost.
Please explain how 500/1 "give you some margin of error" when you are in the
clouds? Going missed at some arbitrary minimum requires more maneuvering
(and thus more risk) than just aligning the needles and continuing to
PUBLISHED minimums.
On Wed, Dec 2, 2009 at 4:05 PM, lbgjb10 <lbgjb@gnt.net> wrote:
Jesse--I remember when I got my rating in the early 60's--my dad, old WWII
(the last good, winning one, unless you count Granada) pilot, said, put the
ticket on the glare shield and hope God see's it, as I was boarding my
Tripacer with a whistle stop tuning radio!!!! Try an approach to mins. (VFR
with instructor) and have him fail your instruments except your basic
backup, add a little turbulence and it can really change your minimums.
500/1 mile gives you some margin of error. Your problem will be staying
really current with winter and icing, and with summer boomers in FL not very
conducive to 'fun' IFR. Best and most fun IFR I had was living on the west
coast with marine layer, smooth clouds with decent ceilings--made you feel
like a real hot shot. Just be careful our there. Larry
--------
Larry and Gayle N104LG
--
William
N40237 - http://wcurtis.nerv10.com/
Message 12
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The SAR agencies can decode the ID and determine if the source is a PLB (hi
ker) or ELT (aircraft) or EPIRB (ship/boat). This decoding provides the age
ncies with a choice of responses.
If a pilot crashes and sets off his PLB will he receive a response time equ
al to setting off his ELT?
-
My ELT decision was based upon a theoretical crash with my wife. One mental
sceanario was 121.5Mhz and the other a-406Mhz. -Looking at the short t
ime to rescue with the 406 and the uncertain time to rescue with the 121 th
e thought of Sara sitting in the dirt beside a ball of aluminum and posing
the question - "After spending $140K plus on this airplane you could not sp
end another $500 to protect-our lives?"-- would haunt me for years. -
I purchased the 406.
-
Bill DeRouchey
N939SB
-
--- On Fri, 12/4/09, Kelly McMullen <kellym@aviating.com> wrote:
From: Kelly McMullen <kellym@aviating.com>
Subject: Re: RV10-List: PLBs
ELT has a pricey G switch AND approvals from about 6 govt/miltary agencies.
ACK took over a year to get approval after all paperwork was submitted. Li
ke getting a complex STC approved. Ridiculous considering original ELT only
needed FAA and FCC approval.
ricksked@embarqmail.com wrote:
> The thing I like about PLB's is the cost..that and the fact my version of
camping is a Holiday Inn without a bar...I want to be rescued!!.Sportys li
sted a basic one for 399. The 406 ELT's use the same technology don't they?
So how come they are 1000 bucks?
>
> Rick Sked
> N246RS
>
> Sent via BlackBerry by AT&T
le, List Admin.
Message 13
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| Subject: | Oil Cooler Valve |
While it is true that the open Vernatherm does not prevent oil from going
through the cooler, the differential viscosity between the warm engine and
the cooler oil cooler directs almost all the flow back through the engine
and not through the cooler. Especially true if you have preheated the
engine with one of the plug in types that heat only the engine and not the
oil cooler.
It has been my experience in cold weather flying that if you limit the
intake air into the cowl enough to keep your CHTs up where they need to be,
then the oil cooler pretty much takes care of itself. Large aluminum
restrictors in front of the front two cylinders or duct tape over part of
the cowl inlet does the trick.
Without some air restriction, it is very easy to get the front cylinders
over cooled or shock cooled upon decent and landing.
What is really needed IMHO is a valve to control the airflow into the cowl.
Any of you inventors out there have any ideas?
Gary Specketer
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly McMullen
Sent: Thursday, December 03, 2009 6:55 PM
Subject: Re: RV10-List: Oil Cooler Valve
Not the whole story. Just like automotive cooling systems thermostats
there is a bypass passage for oil in the aircraft engine, AND the
passage to the oil cooler. The vernatherm ONLY controls the bypass and
does nothing for the path through the cooler. So the bypass gets
closed as the engine nears the rated oil temp of the vernatherm, but
the oil cooler lines are always open. So if the oil cooler is getting
20 degree air across its full face, it may stay mostly congealed until
the vernatherm closes the bypass. If airflow is restricted to the
cooler, the cooler will in fact warm up faster.
On Thu, Dec 3, 2009 at 3:05 PM, gary <speckter@comcast.net> wrote:
> Just so we are clear here, The vernatherm is open when it is cold and the
> oil is not flowing through the cooler. Thus cutting off the air flow to
the
> cooler will not make it warm up faster. Up north folks do limit air flow
to
> the cooler in winter so the straight weight oil does not over cool and get
> so thick it doesnt want to flow through the cooler. Just so you warm
> weather folks know.
>
>
> Gary Specketer
>
>
> ________________________________
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
> Sent: Thursday, December 03, 2009 2:25 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: Oil Cooler Valve
>
>
> Can anybody on the list remind me where I can get that valve that closes
off
> the scat tube going to the oil cooler (so the oil will warm up faster on a
> cold day)? I remember buying one in the past, but can't remember where.
>
>
> do not archive
>
>
> Jesse Saint
>
> Saint Aviation, Inc.
>
> jesse@saintaviation.com
>
> Cell: 352-427-0285
>
> Fax: 815-377-3694
>
>
Message 14
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| Subject: | Re: Oil Cooler Valve |
Cooling air for engine is very specific to a given cowling design and
you need to be careful to not get hot spots in unintended places. It
is much safer to regulate oil cooling air. While you think a
thermostat is sufficient, when it is really cold, restricting the
airflow makes a big difference. In Alaska it was necessary to block
about 2/3 to 3/4 of radiator on cars to get sufficient cabin heat and
engine up to normal temps. But those were operated to -60 and colder.
In all but emergency situations piston aircraft flying stopped between
-20 for personal stuff, -40 for air taxi and charter work. Cowl flaps
are better for regulating CHT than any restriction on the inlet side.
On Fri, Dec 4, 2009 at 12:58 PM, gary <speckter@comcast.net> wrote:
>
> While it is true that the open Vernatherm does not prevent oil from going
> through the cooler, the differential viscosity between the warm engine and
> the cooler oil cooler directs almost all the flow back through the engine
> and not through the cooler. Especially true if you have preheated the
> engine with one of the plug in types that heat only the engine and not the
> oil cooler.
>
> It has been my experience in cold weather flying that if you limit the
> intake air into the cowl enough to keep your CHTs up where they need to be,
> then the oil cooler pretty much takes care of itself. Large aluminum
> restrictors in front of the front two cylinders or duct tape over part of
> the cowl inlet does the trick.
>
> Without some air restriction, it is very easy to get the front cylinders
> over cooled or shock cooled upon decent and landing.
>
> What is really needed IMHO is a valve to control the airflow into the cowl.
> Any of you inventors out there have any ideas?
>
> Gary Specketer
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly McMullen
> Sent: Thursday, December 03, 2009 6:55 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Oil Cooler Valve
>
>
> Not the whole story. Just like automotive cooling systems thermostats
> there is a bypass passage for oil in the aircraft engine, AND the
> passage to the oil cooler. The vernatherm ONLY controls the bypass and
> does nothing for the path through the cooler. So the bypass gets
> closed as the engine nears the rated oil temp of the vernatherm, but
> the oil cooler lines are always open. So if the oil cooler is getting
> 20 degree air across its full face, it may stay mostly congealed until
> the vernatherm closes the bypass. If airflow is restricted to the
> cooler, the cooler will in fact warm up faster.
>
> On Thu, Dec 3, 2009 at 3:05 PM, gary <speckter@comcast.net> wrote:
>> Just so we are clear here, The vernatherm is open when it is cold and the
>> oil is not flowing through the cooler. Thus cutting off the air flow to
> the
>> cooler will not make it warm up faster. Up north folks do limit air flow
> to
>> the cooler in winter so the straight weight oil does not over cool and get
>> so thick it doesnt want to flow through the cooler. Just so you warm
>> weather folks know.
>>
>>
>>
>> Gary Specketer
>>
>>
>>
>> ________________________________
>>
>> From: owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
>> Sent: Thursday, December 03, 2009 2:25 PM
>> To: rv10-list@matronics.com
>> Subject: RV10-List: Oil Cooler Valve
>>
>>
>>
>> Can anybody on the list remind me where I can get that valve that closes
> off
>> the scat tube going to the oil cooler (so the oil will warm up faster on a
>> cold day)? I remember buying one in the past, but can't remember where.
>>
>>
>>
>> do not archive
>>
>>
>>
>> Jesse Saint
>>
>> Saint Aviation, Inc.
>>
>> jesse@saintaviation.com
>>
>> Cell: 352-427-0285
>>
>> Fax: 815-377-3694
>>
>>
>>
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Message 15
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| Subject: | Oil Cooler Valve |
Richard Bibb
"What is really needed IMHO is a valve to control the airflow into the cowl.
Any of you inventors out there have any ideas?"
Aren't they called cowl flaps?
Message 16
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| Subject: | Oil Cooler Valve |
Cowl flaps control airflow out of the low pressure end.
John Cox
________________________________
From: owner-rv10-list-server@matronics.com on behalf of Richard Bibb
Sent: Fri 12/4/2009 1:20 PM
Subject: RE: RV10-List: Oil Cooler Valve
Richard Bibb
"What is really needed IMHO is a valve to control the airflow into the
cowl.
Any of you inventors out there have any ideas?"
Aren't they called cowl flaps?
Message 17
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| Subject: | Re: Oil Cooler Valve |
John,
Did you get my pics for your CD?
Rick
Sent via BlackBerry by AT&T
-----Original Message-----
From: "John Cox" <johnwcox@pacificnw.com>
Subject: RE: RV10-List: Oil Cooler Valve
This is a multi-part message in MIME format.
Message 18
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| Subject: | Re: Oil Cooler Valve |
Well, only part of the story John. What they control is the pressure
differential across the cylinders, which controls the airflow through
the engine compartment. When you have a funnel, it doesn't matter how
big the top end opening is, only the size of the little opening at the
bottom. If the top of the funnel is full, ain't no more getting in
until some goes out the bottom. Great over simplification of what
happens, but works well enough for discussion purposes.
I really think that most of the hot weather cooling issues could be
fixed with properly sized/designed cowl flaps. But WTFDIK, still
working on wings?
Kelly
On Fri, Dec 4, 2009 at 3:52 PM, John Cox <johnwcox@pacificnw.com> wrote:
> Cowl flaps control airflow out of the low pressure end.
>
> John Cox
> ________________________________
> From: owner-rv10-list-server@matronics.com on behalf of Richard Bibb
> Sent: Fri 12/4/2009 1:20 PM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List: Oil Cooler Valve
>
>
>
> Richard Bibb
>
> "What is really needed IMHO is a valve to control the airflow into the cowl.
> Any of you inventors out there have any ideas?"
Message 19
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| Subject: | Re: Oil Cooler Valve |
Kelly..
I love the WTFDIK.....response ROFLMAO.....made my night
Sent via BlackBerry by AT&T
-----Original Message-----
From: Kelly McMullen <apilot2@gmail.com>
Subject: Re: RV10-List: Oil Cooler Valve
Well, only part of the story John. What they control is the pressure
differential across the cylinders, which controls the airflow through
the engine compartment. When you have a funnel, it doesn't matter how
big the top end opening is, only the size of the little opening at the
bottom. If the top of the funnel is full, ain't no more getting in
until some goes out the bottom. Great over simplification of what
happens, but works well enough for discussion purposes.
I really think that most of the hot weather cooling issues could be
fixed with properly sized/designed cowl flaps. But WTFDIK, still
working on wings?
Kelly
On Fri, Dec 4, 2009 at 3:52 PM, John Cox <johnwcox@pacificnw.com> wrote:
> Cowl flaps control airflow out of the low pressure end.
>
> John Cox
> ________________________________
> From: owner-rv10-list-server@matronics.com on behalf of Richard Bibb
> Sent: Fri 12/4/2009 1:20 PM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List: Oil Cooler Valve
>
>
>
> Richard Bibb
>
> "What is really needed IMHO is a valve to control the airflow into the cowl.
> Any of you inventors out there have any ideas?"
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