---------------------------------------------------------- RV8-List Digest Archive --- Total Messages Posted Sun 07/10/11: 6 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 06:17 AM - Re: Max wind speed limit (Glen Matejcek) 2. 08:28 AM - Re: Re: Max wind speed limit (William L. Paulin) 3. 08:45 AM - Re: O2 systems for an RV8 Recommendations (Neal George) 4. 08:56 AM - Re: Re: Max wind speed limit () 5. 08:04 PM - Reusing 3/8" Flares... (Matt Dralle) 6. 08:19 PM - Re: Reusing 3/8" Flares... (Alan Searle) ________________________________ Message 1 _____________________________________ Time: 06:17:20 AM PST US From: Glen Matejcek Subject: RV8-List: Re: Max wind speed limit Well said, Stan. Glen Matejcek ________________________________ Message 2 _____________________________________ Time: 08:28:15 AM PST US From: "William L. Paulin" Subject: Re: RV8-List: Re: Max wind speed limit I meant self imposed limits ... for self and the AC being flown. The last thing I would want on earth is another government involvement in anything. The FAA is already pricing flying out of most folks reach, with a LOT less benefit created than their astronomical, bureaucratic cost. BIll ********************************* William L. Paulin, Ph.D. PaulinNeal Associates 1575 South Forest Drive Prescott, AZ 86303 Cell +1 858 722 2905 Office +1 760 720 2905 Europe +358 40 720 4047 wpaulin@paulinneal.com On Jul 9, 2011, at 9:17 PM, Speedy11@aol.com wrote: No. Stan Sutterfield Okay, let me expand on my response. Who is to decide what the proposed max wind speed limit is? And how is the speed determined? Does one choose the touchdown speed (say 60 KIAS) as the max wind speed limit since that wind speed would result in a hover landing (assuming one is landing into the wind)? And who, on the scene, determines that the max wind speed limit has been reached? The tower? How about at an uncontrolled airport? The AWOS? I suggest that the pilot in the airplane determines the max wind speed limit for him/herself. Each pilot knows his own skill, total experience, recent experience, time in type, and immediate weather conditions. Each pilot should decide for himself if landing in given conditions is suitable or not. Having a max wind speed number determined by "someone" beyond which pilots may not land is not appropriate. I have landed a taildragger in 75 knot headwinds and a C-172 in 25 knot crosswinds. Landing is not the difficult part - it is the taxiing. Taxiing a C-172 in 25 knot winds is very challenging and requires careful planning. Taxiing a tail wheel aircraft in calm conditions is challenging and requires careful planning - winds can compound the problem. I suggest that we already have too much "outside the cockpit" interference now. Adding another restriction to bring everyone to the lowest common denominator is not the solution. Thinking about and planning for and practicing for the situation is the solution. It sounds as if Matt did nothing wrong during his landing other than trying to make an early turnoff. A max wind speed limit would not have reduced the likelihood of his bent airplane. I appreciate that Matt has generously shared his situation with us. It allows us all to learn without having to experience the same outcome. I'm not sure if I'd have been so generous. Okay, rant over - flame suit on. : ) The answer is still no. In a message dated 7/9/2011 3:11:55 A.M. Eastern Daylight Time, rv8-list@matronics.com writes: In addition to a maximum crosswind component (especially for tail draggers), should we have a simple maximum wind speed limit? ... or maybe a maximum gust component (e.g., Vgust - Vsteady)? ________________________________ Message 3 _____________________________________ Time: 08:45:05 AM PST US From: "Neal George" Subject: RE: RV8-List: O2 systems for an RV8 Recommendations Robin - There are many minor differences among the various vendors - bottle size and shape, valve configuration, regulator configuration, and delivery / metering scheme. All that makes it difficult to compare one with the others. I bought a SkyOx system, then added a few parts from Mountain High. 1 - Out of the box, one needs a wrench to attach the SkyOx regulator to the bottle. During a rental pre-flight, before daylight, long before the FBO opens (no tools available) is not the time to find the coupler nut loose. I ordered a hand nut and a stem with an O-ring from Mountain High to replace the stock SkyOx coupler - no tools required to mount the regulator to the bottle. 2 - The regulators and gauges that come with most kits are not the most efficient delivery systems. Mountain High offers a precise flow meter that can be added to any system. It will help you get the most mileage per fill. Neal From: owner-rv8-list-server@matronics.com [mailto:owner-rv8-list-server@matronics.com] On Behalf Of Robin Marks It's past time for me to be considering O2 for my 8A. I have an integrated system in my -10 which was the right call for that plane but I don't see the need for a permanently fixed bottle on the 8A for my mission. I can see a removable bottle or even just a bottle & padded pouch to place in the cockpit for occasional X-Country use and no hard mounting of O2 pick up locations. Does anyone have a suggestions / photos of the systems they use? I am looking for practical solutions, not full blown O2 system in the forward baggage & routed hard lines. Thanks, Robin ________________________________ Message 4 _____________________________________ Time: 08:56:05 AM PST US From: Subject: Re: RV8-List: Re: Max wind speed limit Well put and thanks Stan Geezer2 RV8 N18LD ---- Speedy11@aol.com wrote: > > No. > > Stan Sutterfield > > Okay, let me expand on my response. > Who is to decide what the proposed max wind speed limit is? And how is > the speed determined? Does one choose the touchdown speed (say 60 KIAS) as > the max wind speed limit since that wind speed would result in a hover > landing (assuming one is landing into the wind)? > And who, on the scene, determines that the max wind speed limit has been > reached? The tower? How about at an uncontrolled airport? The AWOS? > I suggest that the pilot in the airplane determines the max wind speed > limit for him/herself. Each pilot knows his own skill, total experience, > recent experience, time in type, and immediate weather conditions. Each pilot > should decide for himself if landing in given conditions is suitable or > not. Having a max wind speed number determined by "someone" beyond which > pilots may not land is not appropriate. I have landed a taildragger in 75 knot > headwinds and a C-172 in 25 knot crosswinds. Landing is not the difficult > part - it is the taxiing. Taxiing a C-172 in 25 knot winds is very > challenging and requires careful planning. Taxiing a tail wheel aircraft in calm > conditions is challenging and requires careful planning - winds can > compound the problem. > I suggest that we already have too much "outside the cockpit" interference > now. Adding another restriction to bring everyone to the lowest common > denominator is not the solution. Thinking about and planning for and > practicing for the situation is the solution. > It sounds as if Matt did nothing wrong during his landing other than trying > to make an early turnoff. A max wind speed limit would not have reduced > the likelihood of his bent airplane. > I appreciate that Matt has generously shared his situation with us. It > allows us all to learn without having to experience the same outcome. I'm > not sure if I'd have been so generous. > Okay, rant over - flame suit on. : ) The answer is still no. > > > In a message dated 7/9/2011 3:11:55 A.M. Eastern Daylight Time, > rv8-list@matronics.com writes: > > In addition to a maximum crosswind component > (especially for tail draggers), should we have a simple maximum wind speed > limit? > ... or maybe a maximum gust component (e.g., Vgust - Vsteady)? > > > ________________________________ Message 5 _____________________________________ Time: 08:04:55 PM PST US From: Matt Dralle Subject: RV8-List: Reusing 3/8" Flares... Dear Listers, I pulled out all of the fuel selector valve and fuel pump goodies from the old fuselage today. I disassembled all of the various flare ends and cleaned up all the Fuel Lube with lacquer thinner making sure not to get any in the pump or valve or transducers. All but two of the fuel lines seem to be reusable and don't show any signs of damage from the Mishap. I really don't want to have to recut, rebend, and reflare all of these if I don't have to. What's the common knowledge on reusing the flares on the fuel and brake lines? Am I just asking for a bunch of leaks if I put these back into service now that I've unscrewed them? Thanks! Matt - Matt Dralle RV-8 #82880 N998RV "Ruby Vixen" http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... ________________________________ Message 6 _____________________________________ Time: 08:19:22 PM PST US Subject: Re: RV8-List: Reusing 3/8" Flares... From: Alan Searle Reuse the good ones Matt. RV8 VH-AKS 200 hrs. On 11/07/2011, at 1:02 PM, Matt Dralle wrote: > > Dear Listers, > > I pulled out all of the fuel selector valve and fuel pump goodies from the old fuselage today. I disassembled all of the various flare ends and cleaned up all the Fuel Lube with lacquer thinner making sure not to get any in the pump or valve or transducers. All but two of the fuel lines seem to be reusable and don't show any signs of damage from the Mishap. I really don't want to have to recut, rebend, and reflare all of these if I don't have to. > > What's the common knowledge on reusing the flares on the fuel and brake lines? > > Am I just asking for a bunch of leaks if I put these back into service now that I've unscrewed them? > > Thanks! > > Matt > > - > Matt Dralle > RV-8 #82880 N998RV "Ruby Vixen" > http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log > http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log > http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel > Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... > <2008.10.04 - RV-8 - Fuel System Plumbing (7).jpg><2008.10.04 - RV-8 - Fuel System Plumbing (9).jpg> ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message rv8-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/RV8-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/rv8-list Browse Digests http://www.matronics.com/digest/rv8-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.