From reflector@www.tvbf.org Mon Apr 7 21:27:27 2003 From: reflector@www.tvbf.org (Brian Michalk) Date: Mon, 7 Apr 2003 15:27:27 -0500 Subject: REFLECTOR:test Message-ID: Testing Brian Michalk Life is what you make of it ... never wish you had done something. Aviator, experimental aircraft builder, motorcyclist, SCUBA diver musician, home-brewer, entrepreneur and SINGLE! From reflector@www.tvbf.org Mon Apr 7 21:49:18 2003 From: reflector@www.tvbf.org (Bob Hugel) Date: Mon, 7 Apr 2003 16:49:18 -0400 Subject: REFLECTOR:test In-Reply-To: Message-ID: <000e01c2fd47$2a3e8180$1a03a8c0@server01> got it! (and yes, it's been idle for a bit from my side of the world) -----Original Message----- From: reflector-admin@www.tvbf.org [mailto:reflector-admin@www.tvbf.org]On Behalf Of Brian Michalk Sent: Monday, April 07, 2003 4:27 PM To: reflector@tvbf.org Subject: REFLECTOR:test Testing Brian Michalk Life is what you make of it ... never wish you had done something. Aviator, experimental aircraft builder, motorcyclist, SCUBA diver musician, home-brewer, entrepreneur and SINGLE! _______________________________________________ To change your email address, send an email to majordomo@tvbf.org with the body: subscribe reflector unsubscribe reflector Visit the gallery! tvbf:jamaicangoose From reflector@www.tvbf.org Tue Apr 8 00:37:37 2003 From: reflector@www.tvbf.org (Wayne Owens) Date: Mon, 7 Apr 2003 19:37:37 -0400 Subject: REFLECTOR:prop balancing Message-ID: <012601c2fd5e$ac4a5160$0100a8c0@mshome.net> This is a multi-part message in MIME format. ------=_NextPart_000_0123_01C2FD3D.24B26A60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi Robin, There was some useful information about why to balance a prop in this = article. I stole it for my presentations. Wayne http://www.geocities.com/max_coombs/balance-education.htm ------=_NextPart_000_0123_01C2FD3D.24B26A60 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hi Robin,
There was some useful information about = why to=20 balance a prop in this article. I stole it for my=20 presentations.
Wayne
 
http:/= /www.geocities.com/max_coombs/balance-education.htm
------=_NextPart_000_0123_01C2FD3D.24B26A60-- From reflector@www.tvbf.org Tue Apr 8 01:44:24 2003 From: reflector@www.tvbf.org (Monroe Balton) Date: Mon, 07 Apr 2003 17:44:24 -0700 Subject: REFLECTOR:test Message-ID: Test was successful. Monroe >From: "Brian Michalk" >Reply-To: reflector@www.tvbf.org >To: >Subject: REFLECTOR:test >Date: Mon, 7 Apr 2003 15:27:27 -0500 > >Testing > > Brian Michalk >Life is what you make of it ... never wish you had done something. >Aviator, experimental aircraft builder, motorcyclist, SCUBA diver >musician, home-brewer, entrepreneur and SINGLE! > >_______________________________________________ >To change your email address, send an email to majordomo@tvbf.org with the >body: >subscribe reflector >unsubscribe reflector >Visit the gallery! tvbf:jamaicangoose _________________________________________________________________ The new MSN 8: smart spam protection and 2 months FREE* http://join.msn.com/?page=features/junkmail From reflector@www.tvbf.org Tue Apr 8 02:10:11 2003 From: reflector@www.tvbf.org (Jeff Barnes) Date: Mon, 07 Apr 2003 20:10:11 -0500 Subject: REFLECTOR:test References: Message-ID: <3E922173.671B0AA3@sbcglobal.net> test back to you. I couldn't post the other day. --Jeff Brian Michalk wrote: > > Testing > > Brian Michalk > Life is what you make of it ... never wish you had done something. > Aviator, experimental aircraft builder, motorcyclist, SCUBA diver > musician, home-brewer, entrepreneur and SINGLE! > > _______________________________________________ > To change your email address, send an email to majordomo@tvbf.org with the body: > subscribe reflector > unsubscribe reflector > Visit the gallery! tvbf:jamaicangoose From reflector@www.tvbf.org Tue Apr 8 02:57:29 2003 From: reflector@www.tvbf.org (Jim Agnew) Date: Mon, 7 Apr 2003 18:57:29 -0700 (PDT) Subject: REFLECTOR:AOPA & Meigs Airport Message-ID: <20030408015729.26566.qmail@web41306.mail.yahoo.com> I spoke to Phil Boyer a few days ago about Meigs and if you don't think he is bent and out to protect our rights see todays home page at http://www.aopa.org/ Jim ===== James F. Agnew Jim_Agnew_2@Yahoo.Com Tampa, FL Velocity 173 Elite Aircraft Completed From reflector@www.tvbf.org Tue Apr 8 03:08:41 2003 From: reflector@www.tvbf.org (Robin Ream) Date: Mon, 7 Apr 2003 21:08:41 -0500 Subject: REFLECTOR:prop balancing References: <012601c2fd5e$ac4a5160$0100a8c0@mshome.net> Message-ID: <000e01c2fd73$c6f61e80$9f7cce18@cj209446d> This is a multi-part message in MIME format. ------=_NextPart_000_000B_01C2FD49.DDCD89B0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Good stuff ! Robin ----- Original Message -----=20 From: Wayne Owens=20 To: Robin Ream ; Reflector=20 Sent: Monday, April 07, 2003 6:37 PM Subject: REFLECTOR:prop balancing Hi Robin, There was some useful information about why to balance a prop in this = article. I stole it for my presentations. Wayne http://www.geocities.com/max_coombs/balance-education.htm ------=_NextPart_000_000B_01C2FD49.DDCD89B0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Good stuff !
 
Robin
 
----- Original Message -----
From:=20 Wayne=20 Owens
To: Robin Ream ; Reflector
Sent: Monday, April 07, 2003 = 6:37=20 PM
Subject: REFLECTOR:prop = balancing

Hi Robin,
There was some useful information = about why to=20 balance a prop in this article. I stole it for my=20 presentations.
Wayne
 
http:/= /www.geocities.com/max_coombs/balance-education.htm
------=_NextPart_000_000B_01C2FD49.DDCD89B0-- From reflector@www.tvbf.org Sun Apr 6 04:06:00 2003 From: reflector@www.tvbf.org (Andy Millin) Date: Sat, 5 Apr 2003 22:06:00 -0500 Subject: REFLECTOR:test Message-ID: Just testing. The address given for the new reflector: reflector@www.tvbf.org -- bounced Andy From reflector@www.tvbf.org Tue Apr 8 06:21:40 2003 From: reflector@www.tvbf.org (johnandmarywright) Date: Mon, 7 Apr 2003 22:21:40 -0700 Subject: REFLECTOR:test References: Message-ID: <007301c2fd8e$bc477c20$e0fea8c0@VALUEDCB7D4C82> Test received--Thanks ! ----- Original Message ----- From: "Brian Michalk" To: Sent: Monday, April 07, 2003 1:27 PM Subject: REFLECTOR:test > Testing > > Brian Michalk > Life is what you make of it ... never wish you had done something. > Aviator, experimental aircraft builder, motorcyclist, SCUBA diver > musician, home-brewer, entrepreneur and SINGLE! > > _______________________________________________ > To change your email address, send an email to majordomo@tvbf.org with the body: > subscribe reflector > unsubscribe reflector > Visit the gallery! tvbf:jamaicangoose > From reflector@www.tvbf.org Tue Apr 8 07:38:19 2003 From: reflector@www.tvbf.org (Robin Ream) Date: Tue, 8 Apr 2003 01:38:19 -0500 Subject: REFLECTOR:test Message-ID: <001201c2fd99$71a8b2a0$9f7cce18@cj209446d> This is a multi-part message in MIME format. ------=_NextPart_000_000F_01C2FD6F.887B89F0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Testing ... Robin ------=_NextPart_000_000F_01C2FD6F.887B89F0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Testing ...
 
Robin
------=_NextPart_000_000F_01C2FD6F.887B89F0-- From reflector@www.tvbf.org Tue Apr 8 10:51:24 2003 From: reflector@www.tvbf.org (Greg Poole) Date: Tue, 8 Apr 2003 19:51:24 +1000 Subject: REFLECTOR:test References: <001201c2fd99$71a8b2a0$9f7cce18@cj209446d> Message-ID: <005101c2fdb4$6db64e80$5126fea9@greg> This is a multi-part message in MIME format. ------=_NextPart_000_004C_01C2FE08.3C25D120 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable By cripes you blokes are testing! Hasn't somebody got something interesting or contentious to = add???.......I'm out of my scone waiting for some decent Velocity news! um.......did anybody attend Sun 'n Fun? Any comments on anything you = saw? Velocity factory developments? ....a few photos? =20 Greg in Sydney. ...desperate for fresh aviation topic! ----- Original Message -----=20 From: Robin Ream=20 To: REFLECTOR=20 Sent: Tuesday, April 08, 2003 4:38 PM Subject: REFLECTOR:test Testing ... Robin From: "Andy Millin" To: Sent: Sunday, April 06, 2003 1:06 PM Subject: REFLECTOR:test > Just testing. The address given for the new reflector: > reflector@www.tvbf.org -- bounced >=20 > Andy >=20 > _______________________________________________ ------=_NextPart_000_004C_01C2FE08.3C25D120 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
By cripes you blokes are=20 testing!
 
Hasn't somebody got something = interesting or=20 contentious to add???.......I'm out of my scone waiting for some decent = Velocity=20 news!
 
um.......did anybody attend Sun = 'n=20 Fun?  Any comments on anything you saw?  Velocity factory=20 developments? ....a few photos? 
 
 
Greg in Sydney.
...desperate for fresh aviation topic!
----- Original Message -----
From:=20 Robin=20 Ream
Sent: Tuesday, April 08, 2003 = 4:38=20 PM
Subject: REFLECTOR:test

Testing ...
 
Robin
 
From: "Andy Millin" <amillin@net-link.net>
To: <reflector@tvbf.org>
Sent: Sunday, April 06, 2003 1:06 PM
Subject: REFLECTOR:test

> Just testing.  The address given for the new=20 reflector:
> reflector@www.tvbf.org  = --=20 bounced
>
> Andy
>
>=20 = _______________________________________________
= ------=_NextPart_000_004C_01C2FE08.3C25D120-- From reflector@www.tvbf.org Tue Apr 8 13:02:51 2003 From: reflector@www.tvbf.org (Ronnie Brown) Date: Tue, 8 Apr 2003 08:02:51 -0400 Subject: REFLECTOR:Air Oil Separator Message-ID: <003a01c2fdc6$c8403c00$d6424744@mrvlnc.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_0037_01C2FDA5.40A85500 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I just ran across your http://www.tvbf.org/docs/AirOilSeparator.doc=20 I am planning to build one - sounds easy enough! One question, where did you connect your oil return line. You say = "engine block fitting" but no mention of where this is. THANKS! ------=_NextPart_000_0037_01C2FDA5.40A85500 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I just ran across your http://www.tvbf.org= /docs/AirOilSeparator.doc 
 
I am planning to build one - sounds easy = enough!
 
One question, where did you connect your oil return=20 line.  You say "engine=20 block fitting" but no mention of where this=20 is.
 
THANKS!
 
------=_NextPart_000_0037_01C2FDA5.40A85500-- From reflector@www.tvbf.org Tue Apr 8 13:37:15 2003 From: reflector@www.tvbf.org (reflector@www.tvbf.org) Date: Tue, 8 Apr 2003 08:37:15 EDT Subject: REFLECTOR:Air Oil Separator Message-ID: <18f.1846bc01.2bc41c7b@aol.com> --part1_18f.1846bc01.2bc41c7b_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I made one for my IO540 very similar in design to Don White's. The return line is connected to an unused fitting in the block just behind cylinder #5. I checked with the engine rebuilder and he assured me that this is a "no pressure" fitting, thus allows the oil to drain back to the engine. As I recall it is a 1/2 inch pipe fitting. The wrinkle is that this fitting has the same pressure on it as the breather when the engine is operating, thus when I first tested it I actually had a higher oil loss out the breather than before. I attacked this by installing an automotive PVC valve in this line. It is installed so that when the engine is running pressure closes this check valve and the oil actually collects in the bottom of the separator body. When the engine is shut down, any oil in the reservior drains back into the engine. An alternative would be to place a receptacle below the separator in which oil could collect. This would then require a periodic draining. The other downside is that a pint or so of oil in a fiberglass container in the engine compartment could contribute to a hellova engine fire should it somehow become ignited. With the drain line and automatic valve in the system, I suspect that no more than a couple of tablespoons of oil collects on any one flight. Bob Wood N658SE --part1_18f.1846bc01.2bc41c7b_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable I made one for my IO540 very similar in design to Don=20= White's. The return line is connected to an unused fitting in the block just= behind cylinder #5. I checked with the engine rebuilder and he assured me t= hat this is a "no pressure" fitting, thus allows the oil to drain back to th= e engine. As I recall it is a 1/2 inch pipe fitting.

The wrinkle is that this fitting has the same pressure on it as the breather= when the engine is operating, thus when I first tested it I actually had a=20= higher oil loss out the breather than before. I attacked this by installing=20= an automotive PVC valve in this line. It is installed so that when the engin= e is running pressure closes this check valve and the oil actually collects=20= in the bottom of the separator body. When the engine is shut down, any oil i= n the reservior drains back into the engine.

An alternative would be to place a receptacle below the separator in which o= il could collect. This would then require a periodic draining. The other dow= nside is that a pint or so of oil in a fiberglass container in the engine co= mpartment could contribute to a hellova engine fire should it somehow become= ignited. With the drain line and automatic valve in the system, I suspect t= hat no more than a couple of tablespoons of oil collects on any one flight.<= BR>
Bob Wood
N658SE --part1_18f.1846bc01.2bc41c7b_boundary-- From reflector@www.tvbf.org Tue Apr 8 14:26:07 2003 From: reflector@www.tvbf.org (reflector@www.tvbf.org) Date: Tue, 8 Apr 2003 09:26:07 -0400 Subject: REFLECTOR:Roll Over Jigs Message-ID: I seem to recall that someone had a design for supports that are attached to the main spar to ease rolling the fuselage over so that work can be more easily done on the bottom of the fuse and strakes. If you have plans or a description I would really appreciate it. Jerry From reflector@www.tvbf.org Tue Apr 8 14:37:51 2003 From: reflector@www.tvbf.org (Andy Millin) Date: Tue, 8 Apr 2003 09:37:51 -0400 Subject: REFLECTOR:Roll Over Jigs In-Reply-To: Message-ID: Jerry, I believe you can get a pretty good idea of what they look like from Rich Guerra's site. http://www.rguerra.com/velocity/ Look on the left side menu for "Flipping the Plane" Pretty simple, looks to be some 2x6 and some half rounds. Best, Andy -----Original Message----- From: reflector-admin@www.tvbf.org [mailto:reflector-admin@www.tvbf.org]On Behalf Of Jerry.Brainard@Anthem.com Sent: Tuesday, April 08, 2003 9:26 AM To: reflector@www.tvbf.org Subject: REFLECTOR:Roll Over Jigs I seem to recall that someone had a design for supports that are attached to the main spar to ease rolling the fuselage over so that work can be more easily done on the bottom of the fuse and strakes. If you have plans or a description I would really appreciate it. Jerry _______________________________________________ To change your email address, send an email to majordomo@tvbf.org with the body: subscribe reflector unsubscribe reflector Visit the gallery! tvbf:jamaicangoose From reflector@www.tvbf.org Tue Apr 8 18:28:06 2003 From: reflector@www.tvbf.org (Peter Wetmore) Date: Tue, 8 Apr 2003 10:28:06 -0700 Subject: REFLECTOR:Insurance questions Message-ID: <003601c2fdf4$37f2c5e0$6501a8c0@ph.cox.net> This is a multi-part message in MIME format. ------=_NextPart_000_0033_01C2FDB9.8B619340 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi, everyone - sorry to bring up a topic everyone is probably tired of = but I am looking for some help on insurance providers for my Velocity RG = Elite. I did keep all of my reflector posts on the subject while I was = on Netscape but moved over to IE when I got a cable modem and the stuff = is gone. So, I'm afraid I have to post the question again. We had our first flight 2 years ago but then life intervened. I am in = the process of finishing up the annual and then will be ready to invite = one of the Velocity recommended guys for an insurance review and some = flight training.=20 However, before I do all of that I would like to talk to a few insurance = agents and see what's out there. I've asked the factory folks for some = direction but I haven't heard back yet. I'm guessing they are out of = town or sick of the topic or both. =20 I previously had my insurance with Kevin Grys. I'm planning on giving = him a call but I was wondering if there were any other candidates that = others would be willing to pass on. I live in Arizona - if that makes = any difference. Current plan is also just to look for liability = insurance. P.S> - if you have gotten this twice I apologize. I thought I sent it = to th wrong email address ------=_NextPart_000_0033_01C2FDB9.8B619340 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hi, everyone - sorry to bring up a = topic everyone=20 is probably tired of but I am looking for some help on insurance = providers for=20 my Velocity RG Elite.   I did keep all of my reflector posts = on the=20 subject while I was on Netscape but moved over to IE when I got a = cable=20 modem and the stuff is gone.  So, I'm afraid I have to post the = question=20 again.
 
We had our first flight 2 years ago but = then life=20 intervened.  I am in the process of finishing up the annual and = then will=20 be ready to invite one of the Velocity recommended guys for an insurance = review=20 and some flight training. 
 
However, before I do all of that I = would like to=20 talk to a few insurance agents and see what's out there.  I've = asked the=20 factory folks for some direction but I haven't heard back yet.  I'm = guessing they are out of town or sick of the topic or both.  =
 
I previously had my insurance with = Kevin=20 Grys.  I'm planning on giving him a call but I was wondering if = there were=20 any other candidates that others would be willing to pass on.  I = live in=20 Arizona - if that makes any difference.  Current plan is also just = to look=20 for liability insurance.
 
P.S> - if you have gotten this twice I apologize.  I = thought I sent=20 it to th wrong email address
------=_NextPart_000_0033_01C2FDB9.8B619340-- From reflector@www.tvbf.org Tue Apr 8 19:05:12 2003 From: reflector@www.tvbf.org (reflector@www.tvbf.org) Date: Tue, 08 Apr 2003 14:05:12 -0400 Subject: REFLECTOR:Air Oil Separator Message-ID: <32A0FDAA.64F2274C.0BE7D1EB@aol.com> FWIIW: I have an air oil separator myself. However just in the last few days I have read a thread on the Cessna Pilots Association boards that has me rethinking the separator. It seems that one of the multiple purposes of the crankcase vent is to allow water to boil out of the oil. The better the separator works the better it is at collecting steam and putting it right back into your oil as water! Some separators are made to drain back into a rocker cover. A few stories came up about corrosion on the rockers, etc. from the water being put back there. But no matter where you put it if the separator works you will be getting water back. I don't know that this info is worth removing a existing separator but it sure makes me hesitant to ever install an other one. With the nice pusher design of the Velocity I think I would do as others have and just embed the vent in the wing back to the trailing edge outside the prop arc. Everything will stay nice and clean that way and the water gets out too. DM Rob From reflector@www.tvbf.org Tue Apr 8 20:25:06 2003 From: reflector@www.tvbf.org (velocityxlfg) Date: Tue, 8 Apr 2003 14:25:06 -0500 Subject: REFLECTOR:Insurance questions References: <003601c2fdf4$37f2c5e0$6501a8c0@ph.cox.net> Message-ID: <003501c2fe04$90158950$9865fea9@tungsten.com> This is a multi-part message in MIME format. ------=_NextPart_000_0032_01C2FDDA.A6CF8170 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable This is just my take on the Insurance thing . It depends on who you = speak to and there attitude at the time if you are going to get a quote = or insurance. I seams to change on a day to day basis. AUA Insurance Agency=20 Pam Lineberry=20 800 727 3823=20 ----- Original Message -----=20 From: Peter Wetmore=20 To: Velocity Reflector=20 Sent: Tuesday, April 08, 2003 12:28 PM Subject: REFLECTOR:Insurance questions Hi, everyone - sorry to bring up a topic everyone is probably tired of = but I am looking for some help on insurance providers for my Velocity RG = Elite. I did keep all of my reflector posts on the subject while I was = on Netscape but moved over to IE when I got a cable modem and the stuff = is gone. So, I'm afraid I have to post the question again. We had our first flight 2 years ago but then life intervened. I am in = the process of finishing up the annual and then will be ready to invite = one of the Velocity recommended guys for an insurance review and some = flight training.=20 However, before I do all of that I would like to talk to a few = insurance agents and see what's out there. I've asked the factory folks = for some direction but I haven't heard back yet. I'm guessing they are = out of town or sick of the topic or both. =20 I previously had my insurance with Kevin Grys. I'm planning on giving = him a call but I was wondering if there were any other candidates that = others would be willing to pass on. I live in Arizona - if that makes = any difference. Current plan is also just to look for liability = insurance. P.S> - if you have gotten this twice I apologize. I thought I sent it = to th wrong email address ------=_NextPart_000_0032_01C2FDDA.A6CF8170 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
This is just my take on the Insurance = thing . It=20 depends on who you speak to and there attitude at the time if you = are going=20 to get a quote or insurance. I seams to change on a day to day=20 basis.
 
AUA Insurance Agency
Pam Lineberry
800 727 3823
----- Original Message -----
From:=20 Peter = Wetmore=20
Sent: Tuesday, April 08, 2003 = 12:28=20 PM
Subject: REFLECTOR:Insurance=20 questions

Hi, everyone - sorry to bring up a = topic everyone=20 is probably tired of but I am looking for some help on insurance = providers for=20 my Velocity RG Elite.   I did keep all of my reflector posts = on the=20 subject while I was on Netscape but moved over to IE when I got a = cable=20 modem and the stuff is gone.  So, I'm afraid I have to post the = question=20 again.
 
We had our first flight 2 years ago = but then life=20 intervened.  I am in the process of finishing up the annual and = then will=20 be ready to invite one of the Velocity recommended guys for an = insurance=20 review and some flight training. 
 
However, before I do all of that I = would like to=20 talk to a few insurance agents and see what's out there.  I've = asked the=20 factory folks for some direction but I haven't heard back yet.  = I'm=20 guessing they are out of town or sick of the topic or both. =20
 
I previously had my insurance with = Kevin=20 Grys.  I'm planning on giving him a call but I was wondering if = there=20 were any other candidates that others would be willing to pass = on.  I=20 live in Arizona - if that makes any difference.  Current plan is = also=20 just to look for liability insurance.
 
P.S> - if you have gotten this twice I apologize.  I = thought I=20 sent it to th wrong email = address
------=_NextPart_000_0032_01C2FDDA.A6CF8170-- From reflector@www.tvbf.org Tue Apr 8 20:56:31 2003 From: reflector@www.tvbf.org (Scott Derrick) Date: Tue, 08 Apr 2003 13:56:31 -0600 Subject: REFLECTOR:Insurance questions References: <003601c2fdf4$37f2c5e0$6501a8c0@ph.cox.net> Message-ID: <3E93296F.1050208@tnstaafl.net> I've been with AUA for 10 months. My renewal is coming up and I plan on staying. Falcon is playing games, Avemco has their head up their ass. AUA Insurance Agency Pam Lineberry 800 727 3823 Peter Wetmore wrote: > Hi, everyone - sorry to bring up a topic everyone is probably tired of > but I am looking for some help on insurance providers for my Velocity RG > Elite. I did keep all of my reflector posts on the subject while I was > on Netscape but moved over to IE when I got a cable modem and the stuff > is gone. So, I'm afraid I have to post the question again. > > We had our first flight 2 years ago but then life intervened. I am in > the process of finishing up the annual and then will be ready to invite > one of the Velocity recommended guys for an insurance review and some > flight training. > > However, before I do all of that I would like to talk to a few insurance > agents and see what's out there. I've asked the factory folks for some > direction but I haven't heard back yet. I'm guessing they are out of > town or sick of the topic or both. > > I previously had my insurance with Kevin Grys. I'm planning on giving > him a call but I was wondering if there were any other candidates that > others would be willing to pass on. I live in Arizona - if that makes > any difference. Current plan is also just to look for liability insurance. > > P.S> - if you have gotten this twice I apologize. I thought I sent it > to th wrong email address From reflector@www.tvbf.org Tue Apr 8 20:59:11 2003 From: reflector@www.tvbf.org (Scott Derrick) Date: Tue, 08 Apr 2003 13:59:11 -0600 Subject: REFLECTOR:Air Oil Separator References: <32A0FDAA.64F2274C.0BE7D1EB@aol.com> Message-ID: <3E932A0F.4030904@tnstaafl.net> Wow, this is an interesting twist on separators. I knew a guy who made his own separator for a Bonanza that had a sump for the collected fluids. He would drain it periodically and said the nastiest stuff would come out. Scott RJohn15183@aol.com wrote: > FWIIW: > > I have an air oil separator myself. However just in the last few days I have read a thread on the Cessna Pilots Association boards that has me rethinking the separator. > > It seems that one of the multiple purposes of the crankcase vent is to allow water to boil out of the oil. The better the separator works the better it is at collecting steam and putting it right back into your oil as water! > > Some separators are made to drain back into a rocker cover. A few stories came up about corrosion on the rockers, etc. from the water being put back there. But no matter where you put it if the separator works you will be getting water back. > > I don't know that this info is worth removing a existing separator but it sure makes me hesitant to ever install an other one. With the nice pusher design of the Velocity I think I would do as others have and just embed the vent in the wing back to the trailing edge outside the prop arc. Everything will stay nice and clean that way and the water gets out too. > > DM Rob > _______________________________________________ > To change your email address, send an email to majordomo@tvbf.org with the body: > subscribe reflector > unsubscribe reflector > Visit the gallery! tvbf:jamaicangoose > From reflector@www.tvbf.org Tue Apr 8 21:14:43 2003 From: reflector@www.tvbf.org (Jack Sheehan) Date: Tue, 8 Apr 2003 16:14:43 -0400 Subject: REFLECTOR:Air Oil Separator In-Reply-To: <32A0FDAA.64F2274C.0BE7D1EB@aol.com> References: <32A0FDAA.64F2274C.0BE7D1EB@aol.com> Message-ID: Interesting! I guess my current procedure of just wiping the oil off is not that bad since it gives me a good reason to be looking at a few other things while under the aircraft on a post flight. Jack Sheehan N55XL From reflector@tvbf.org Wed Apr 9 03:33:57 2003 From: reflector@tvbf.org (jack davis) Date: Tue, 8 Apr 2003 22:33:57 -0400 Subject: REFLECTOR:test References: <001201c2fd99$71a8b2a0$9f7cce18@cj209446d> <005101c2fdb4$6db64e80$5126fea9@greg> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0079_01C2FE1E.F175D320 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hey Greg, I attended Sun-n-Fun. Velocity had their latest (the XL-5) on display. = This is the one that has seats for 5 and a real baggage space behind the = rear seats. It had interconnecting rudders and toe brakes, along with = an EFIS setup that was pretty cool. I was scheduled to attend the Velocity picnic, but due to weather, we = decided to leave early for our trip back to Frederick, MD. I averaged a = 187 knot ground speed all the way with my new constant speed prop. We = made it back from Florida to Maryland in less than 4 hours. I've made = the trip four times now, and can always count on at least 178 knots in = ground speed. Jack ----- Original Message -----=20 From: Greg Poole=20 To: reflector@www.tvbf.org=20 Sent: Tuesday, April 08, 2003 5:51 AM Subject: Re: REFLECTOR:test By cripes you blokes are testing! Hasn't somebody got something interesting or contentious to = add???.......I'm out of my scone waiting for some decent Velocity news! um.......did anybody attend Sun 'n Fun? Any comments on anything you = saw? Velocity factory developments? ....a few photos? =20 Greg in Sydney. ...desperate for fresh aviation topic! ----- Original Message -----=20 From: Robin Ream=20 To: REFLECTOR=20 Sent: Tuesday, April 08, 2003 4:38 PM Subject: REFLECTOR:test Testing ... Robin From: "Andy Millin" To: Sent: Sunday, April 06, 2003 1:06 PM Subject: REFLECTOR:test > Just testing. The address given for the new reflector: > reflector@www.tvbf.org -- bounced >=20 > Andy >=20 > _______________________________________________ ------=_NextPart_000_0079_01C2FE1E.F175D320 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hey Greg,
 
I attended Sun-n-Fun.  Velocity = had their=20 latest (the XL-5) on display.  This is the one that has seats for 5 = and a=20 real baggage space behind the rear seats.  It had interconnecting = rudders=20 and toe brakes, along with an EFIS setup that was pretty = cool.
 
I was scheduled to attend the Velocity = picnic, but=20 due to weather, we decided to leave early for our trip back to = Frederick,=20 MD.  I averaged a 187 knot ground speed all the way with my new = constant=20 speed prop.  We made it back from Florida to Maryland in less than = 4=20 hours.  I've made the trip four times now, and can always count on = at least=20 178 knots in ground speed.
 
Jack
----- Original Message -----
From:=20 Greg = Poole=20
Sent: Tuesday, April 08, 2003 = 5:51=20 AM
Subject: Re: = REFLECTOR:test

By cripes you blokes are=20 testing!
 
Hasn't somebody got something = interesting=20 or contentious to add???.......I'm out of my scone waiting for some = decent=20 Velocity news!
 
um.......did anybody attend = Sun 'n=20 Fun?  Any comments on anything you saw?  Velocity factory=20 developments? ....a few photos? 
 
 
Greg in Sydney.
...desperate for fresh aviation topic!
----- Original Message -----
From:=20 Robin=20 Ream
Sent: Tuesday, April 08, 2003 = 4:38=20 PM
Subject: REFLECTOR:test

Testing ...
 
Robin
 
From: "Andy Millin" <amillin@net-link.net>
To: <reflector@tvbf.org>
Sent: Sunday, April 06, 2003 1:06 PM
Subject: REFLECTOR:test

> Just testing.  The address given for the = new=20 reflector:
> reflector@www.tvbf.org  = --=20 bounced
>
> Andy
>
>=20 = _______________________________________________
------=_NextPart_000_0079_01C2FE1E.F175D320-- From reflector@tvbf.org Wed Apr 9 06:47:56 2003 From: reflector@tvbf.org ( Chris Martin) Date: Tue, 8 Apr 2003 22:47:56 -0700 Subject: REFLECTOR:RE: Velocity Builder's Tapes & Bottle of Red Message-ID: <410-2200343954756913@earthlink.net> This is a multi-part message in MIME format. ------=_NextPart_000_01BC2B74.89D1CCC0 Content-type: text/plain; charset=US-ASCII Ed, I don't have a very good picture of my panel but I'll take one this week and send it to you. I have attached a copy of my weight and balance spread sheet. It is excell based. Just fill in the green boxes and it will calculate the CG and show it on a graph. You can customize the program to fit your plane by unlocking the locked cells and inserting your own data. I'll send you the picture later this week. Chris Martin > [Original Message] > From: Kearns, Ed > To: > Date: 4/8/2003 10:13:02 AM > Subject: RE: Velocity Builder's Tapes & Bottle of Red > > Chris, > > I have continued to fly fairly frequently with my teaching but mostly to the Bay Area. I'm building time in a Bonanza F-33A Debonair and getting TAS in the 170 ktas area. This HP/Complex time should help with the insurance issues of owning a Velocity someday. What kind of requirements have you seen from insurance companies and Velocity RG XL owners? I'm just under 300 hours. As we have had weather systems sweeping through these past few months I have been fortunate the the heavy ppt was not on a day I was looking to get back. I have started studying for the instrument and flying some approaches on trips. I have seen some nice tailwinds every now and then coming south down the valley. Saw 40kts and 202kts ground speed one trip making the typical 2+50 trip a 2+20 trip! > > I watched the tapes ten times or more. One son would watch with me often, my wife finds them very boring ... guy stuff. For a while there it was my bed time snack to get a little time in with them. > > The Mexico trip sounds great. Is that a trip you take every so often? I recall your picture of a similar trip. > > What kind of indications do you get on the TCAS about other aircraft? This is reading their mode C transponds? Do they dispay on your Garmin as traffic icons or something? > > Could I take a look at your spreadsheet you made up to do weight and balance for your airplane? If you have a picture of your panel you would send. I seem to remember you showing me your panel in an avionic magazines ad that did a tiny bit of work on it. I seemed very nicely layed out. > > Best wishes, > > Ed Kearns > > > > > > -----Original Message----- > From: Chris Martin [mailto:christophercmartin@earthlink.net] > Sent: Monday, April 07, 2003 9:10 PM > To: Kearns, Ed > Cc: patrick.martin > Subject: RE: Velocity Builder's Tapes & Bottle of Red > > > Ed, > > What a nice surprise to find the tapes and bottle of red wine at FAST. I > stopped by there on Friday. I was flying down to Ensenada, Mexico and > drooped in to pick up a chart. One of my favorite red wines as well. We had > a great trip to Ensenada and then went on to San Felipe on the Gulf of > California and back to El Monte on Sunday afternoon. Five hours of great > flying in one of the most uncrowded places in the world, the backbone of > Baha. And, one of the most crowded places in the world, San Diego. I put in > the new Garmin Mode S transponder with TCAS. A very nice addition to the > panel and came in real handy in San Diego. > > Thanks again for the wine. Hope you enjoyed the tapes. > > Chris Martin > > > > [Original Message] > > From: Kearns, Ed > > To: Chris C. Martin (E-mail) > > Date: 4/4/2003 2:38:10 PM > > Subject: Velocity Builder's Tapes & Bottle of Red > > > > Chris, > > > > I appologize for the delay in getting the tapes to you sooner. I have > not had work in L.A. since Oct. I flew into El Monte and FAST a day ago > and left them in a box with a thank you gift bottle of wine in a paper bag > at the office. > > > > I would love to hear how the Palm Springs show went. > > > > I just subscribed to Velocity views to keep the momentum going. > > > > I've been flying out of Ramona (RNM) the folks at Cruiseair are building > a very large new hangar to move and expand their mostly Bonanza work > business and they are also building new T hangars. The pads, frames and > sides are up. They will be building another phase of more T hangars as > soon as they can get the financing worked. They have the land. 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AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAABAAAAAgAAAAMAAAAEAAAABQAAAAYAAAAHAAAACAAAAAkAAAAKAAAACwAA AAwAAAANAAAADgAAAA8AAAAQAAAAEQAAABIAAAATAAAAFAAAABUAAAAWAAAAFwAAABgAAAAZAAAA /v///xsAAAAcAAAAHQAAAB4AAAAfAAAAIAAAACEAAAD+////IwAAACQAAAAlAAAAJgAAACcAAAAo AAAAKQAAAP7////9/////v////////////////////////////////////////////////////// //////////////////////////////////////////////////////////////////////////// //////////////////////////////////////////////////////////////////////////// //////////////////////////////////////////////////////////////////////////// //////////////////////////////////////////////////////////////////////////// //////////////////////////////////////////////////////////////////////////// /////////////////1IAbwBvAHQAIABFAG4AdAByAHkAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAWAAUB//////////8CAAAAIAgCAAAAAADAAAAAAAAARgAAAAAA AAAAAAAAADAh27pa/sIB/v///wAAAAAAAAAAVwBvAHIAawBiAG8AbwBrAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAABIAAgH///////////////8AAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAsTMAAAAAAAAFAFMAdQBtAG0AYQByAHkA SQBuAGYAbwByAG0AYQB0AGkAbwBuAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAKAACAQEAAAAD AAAA/////wAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAABoAAAAAEAAAAAAAAAUA RABvAGMAdQBtAGUAbgB0AFMAdQBtAG0AYQByAHkASQBuAGYAbwByAG0AYQB0AGkAbwBuAAAAAAAA AAAAAAA4AAIB////////////////AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA IgAAAAAQAAAAAAAA ------=_NextPart_000_01BC2B74.89D1CCC0-- From reflector@tvbf.org Wed Apr 9 14:53:44 2003 From: reflector@tvbf.org (Bob Hugel) Date: Wed, 9 Apr 2003 09:53:44 -0400 Subject: REFLECTOR:Velocity wanted Message-ID: <000c01c2fe9f$6f8f1b60$1a03a8c0@server01> All, Below is a message from someone who visited my site looking to purchase a Velocity Kit. I am forwarding it to the group in the event that someone has a lead for him. His email address is mews@windows.microsoft.com . Thanks, Bob -------------------------------------------------------------- From: Stephen Mew [mailto:mews@windows.microsoft.com] Sent: Tuesday, April 08, 2003 5:58 PM To: velocity@lehightechnology.com. Subject: Buying a velocity Bob, Saw your web page and was interested in the velocity my self. Have been looking around for a half build kit but cant seem to find one. Do you have any ideas ? Did you buy your kit used ? Any advice greatly appreciated. S From reflector@tvbf.org Wed Apr 9 15:11:02 2003 From: reflector@tvbf.org (Velocity_AZ) Date: Wed, 9 Apr 2003 07:11:02 -0700 Subject: REFLECTOR:Aircraft Scales In-Reply-To: <410-2200343954756913@earthlink.net> Message-ID: How did you flying guys get your aircraft W&B done? I am trying to locate aircraft scales, but none of the local EAA chapters have them. Any ideas? Kevin Steiner Elite LWFG From reflector@tvbf.org Wed Apr 9 15:58:01 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 9 Apr 2003 10:58:01 EDT Subject: REFLECTOR:Aircraft Scales Message-ID: <12e.277fa1e7.2bc58ef9@aol.com> --part1_12e.277fa1e7.2bc58ef9_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Kevin, A Europa builder down the street just bought a set of scales. I haven't seen them yet but should probably wander down there for a visit anyway. I'll let you know what, where, how much, etc. as soon as I catch up with him. (I think he bought them from Spruce.) Kurt Winker --part1_12e.277fa1e7.2bc58ef9_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Kevin, 

  A Europa builder down the street just bought a set of scales.  I= haven't seen them yet but should probably wander down there for a visit any= way.  I'll let you know what, where, how much, etc. as soon as I catch=20= up with him. (I think he bought them from Spruce.) 

Kurt Winker --part1_12e.277fa1e7.2bc58ef9_boundary-- From reflector@tvbf.org Tue Apr 8 15:54:53 2003 From: reflector@tvbf.org (N.V.Frederick) Date: Tue, 8 Apr 2003 08:54:53 -0600 Subject: REFLECTOR:test Message-ID: <001201c2fdde$d08d8da0$10c262d8@bldrdoc.gov> This is a multi-part message in MIME format. ------=_NextPart_000_000F_01C2FDAC.853C02A0 Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable test received. nolan. ------=_NextPart_000_000F_01C2FDAC.853C02A0 Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable
test received.
nolan.
------=_NextPart_000_000F_01C2FDAC.853C02A0-- From reflector@tvbf.org Wed Apr 9 17:50:47 2003 From: reflector@tvbf.org (Tom Martino) Date: Wed, 9 Apr 2003 10:50:47 -0600 Subject: REFLECTOR:ENGINE MONITORING Message-ID: This is a multi-part message in MIME format. ------_=_NextPart_001_01C2FEB8.2B2843AF Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I am one of those weirdos with an IO-540 on the standard fuselage. When = it comes to monitoring engine temps (CHT &EGT), do you think it's = necessary to probe every cylinder? =20 If I was to choose only one or two cylinders top probe, which would you = choose? Closest to the firewall? or aft cylinders? =20 Any info would really help! =20 Tom Martino ------_=_NextPart_001_01C2FEB8.2B2843AF Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I am = one of those=20 weirdos with an IO-540 on the standard fuselage.  When it comes to=20 monitoring engine temps (CHT &EGT),  do you think it's = necessary to=20 probe every cylinder?
 
If I = was to choose=20 only one or two cylinders top probe, which would you choose?  = Closest to=20 the firewall?  or aft cylinders?
 
Any = info would=20 really help!
 
Tom=20 Martino
------_=_NextPart_001_01C2FEB8.2B2843AF-- From reflector@tvbf.org Wed Apr 9 18:24:20 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 9 Apr 2003 13:24:20 EDT Subject: REFLECTOR:ENGINE MONITORING Message-ID: <1db.7236e9a.2bc5b144@aol.com> --part1_1db.7236e9a.2bc5b144_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I think it makes sense to view the IO540 as 6 individual single cylinder engines. Temperatures will differ one to another. I think it makes good sense to protect your investment by investing in good engine instrumentation. Bob Wood --part1_1db.7236e9a.2bc5b144_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable I think it makes sense to view the IO540 as 6 individu= al single cylinder engines. Temperatures will differ one to another. I think= it makes good sense to protect your investment by investing in good engine=20= instrumentation.

Bob Wood --part1_1db.7236e9a.2bc5b144_boundary-- From reflector@tvbf.org Wed Apr 9 18:27:54 2003 From: reflector@tvbf.org (Peter Wetmore) Date: Wed, 9 Apr 2003 10:27:54 -0700 Subject: REFLECTOR:Aircraft Scales References: Message-ID: <001501c2febd$5acc2ec0$6501a8c0@ph.cox.net> Kevin, saw your message and was a bit puzzled. Did you talk with the guys at the Falcon Field / Mesa EAA chapter? We got our lead on a guy, with scales, from that chapter. The person's name was Jim Buchanon. He was very helpful. We did this 4 years ago so perhaps he doesn't do it any more or has moved. The phone number we had for him was 993-6184. Since it was 4 years ago, I don't know if the area code would now be 602 or 480 or 623 or maybe even 520 (I have the information from a project plan we developed as we were getting ready for our first flight). I hope this helps. ----- Original Message ----- From: "Velocity_AZ" To: Sent: Wednesday, April 09, 2003 7:11 AM Subject: REFLECTOR:Aircraft Scales > How did you flying guys get your aircraft W&B done? I am trying to locate > aircraft scales, but none of the local EAA chapters have them. Any ideas? > > Kevin Steiner > Elite LWFG > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Wed Apr 9 18:05:40 2003 From: reflector@tvbf.org (Scott Derrick) Date: Wed, 09 Apr 2003 11:05:40 -0600 Subject: REFLECTOR:ENGINE MONITORING References: Message-ID: <3E9452E4.8050300@tnstaafl.net> All cylinder EGT and CHT, absolutely! You'll thank your self over and over. There are so many scenarios where a multi-cyl egt/cht gauge will save your bacon and your pocket book. Not to mention the numerous times when you'll hear some engine burble or cough and you look at your egt-cht gauge and see that all 4 or all 6 are marching along in formation as they should... Or you see a low egt on cyl #4 and you know immediately who's causing the problem, this is especially helpful during a runup. Scott Tom Martino wrote: > I am one of those weirdos with an IO-540 on the standard fuselage. When > it comes to monitoring engine temps (CHT &EGT), do you think it's > necessary to probe every cylinder? > > If I was to choose only one or two cylinders top probe, which would you > choose? Closest to the firewall? or aft cylinders? > > Any info would really help! > > Tom Martino From reflector@tvbf.org Wed Apr 9 16:31:36 2003 From: reflector@tvbf.org (Scott Derrick) Date: Wed, 09 Apr 2003 09:31:36 -0600 Subject: REFLECTOR:Aircraft Scales References: Message-ID: <3E943CD8.6000404@tnstaafl.net> I rented a set of scales and hanger space to do the W&B at Bode Aviation at Double Eagle Airport(AEG). It took about 3 hours. I paid $100 for the scales, and space in their hanger. Most full service FBO's have them, Bode's were certified, and are glad to rent them as they don't get much use. Scott Velocity_AZ wrote: > How did you flying guys get your aircraft W&B done? I am trying to locate > aircraft scales, but none of the local EAA chapters have them. Any ideas? > > Kevin Steiner > Elite LWFG > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Wed Apr 9 14:17:46 2003 From: reflector@tvbf.org (Scott Derrick) Date: Wed, 09 Apr 2003 07:17:46 -0600 Subject: REFLECTOR:wiring diagram References: <410-2200343954756913@earthlink.net> Message-ID: <3E941D7A.30506@tnstaafl.net> Anybody know where I can get a wiring diagram of a GPS Annunciator/Switch for a Garmin GNC300XL? Scott From reflector@tvbf.org Wed Apr 9 20:26:02 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Wed, 9 Apr 2003 15:26:02 -0400 Subject: REFLECTOR:ENGINE MONITORING In-Reply-To: References: Message-ID: --============_-1162206130==_ma============ Content-Type: text/plain; charset="us-ascii" ; format="flowed" Your IO-540 is a big investment don't cut corners on the engine instrumentation. I use the Visionmicro VM 1000. I found the installation very easy since the wiring to the computer ( located on the rear cabin bulkhead) can all be done on the bench after you measure the lengths for each probe. Then it is simply connecting the plugs and the instrument display is connected with a single ribbon cable. You can get more info at http://www.visionmicrosystems.com/ I am really happy with the system but there are also other systems. I like the automatic monitor and fuel computer as well as the visibility of the readings. The system also replaces the Hobbs meter and provides recorded data for each flight. The computer calculated leaning function will pay for the system in fuel savings ( at least thats what i tell my wife) Jack N%%XL --============_-1162206130==_ma============ Content-Type: text/html; charset="us-ascii" Re: REFLECTOR:ENGINE MONITORING
Your IO-540 is a big investment don't cut corners on the engine instrumentation. I use the Visionmicro VM 1000. I found the installation very easy since the wiring to the computer ( located on the rear cabin bulkhead) can all be done on the bench after you measure the lengths for each probe. Then it is simply connecting the plugs and the instrument display is connected with a single ribbon cable. You can get more info at http://www.visionmicrosystems.com/ I am really happy with the system but there are also other systems. I like the automatic monitor and fuel computer as well as the visibility of the readings. The system also replaces the Hobbs meter and provides recorded data for each flight.
The computer calculated leaning function will pay for the system in fuel savings ( at least thats what i tell my wife)
Jack
N%%XL
--============_-1162206130==_ma============-- From reflector@tvbf.org Wed Apr 9 20:37:59 2003 From: reflector@tvbf.org (Jim Agnew) Date: Wed, 9 Apr 2003 12:37:59 -0700 (PDT) Subject: REFLECTOR:ENGINE MONITORING In-Reply-To: Message-ID: <20030409193759.21453.qmail@web41301.mail.yahoo.com> Tom, You will be amazed how much cylinder temperatures can vary especially during testing before balancing the air flow. After balancing you will find that during climbs the temperatures will also float around as the air flow changes. EGT & CHT probes are much cheaper than cylinders. Jim --- Tom Martino wrote: > I am one of those weirdos with an IO-540 on the standard > fuselage. When it comes to monitoring engine temps (CHT > &EGT), do you think it's necessary to probe every > cylinder? > > If I was to choose only one or two cylinders top probe, > which would you choose? Closest to the firewall? or aft > cylinders? > > Any info would really help! > > Tom Martino > ===== James F. Agnew Jim_Agnew_2@Yahoo.Com Tampa, FL Velocity 173 Elite Aircraft Completed From reflector@tvbf.org Wed Apr 9 20:39:45 2003 From: reflector@tvbf.org (Jim Agnew) Date: Wed, 9 Apr 2003 12:39:45 -0700 (PDT) Subject: REFLECTOR:wiring diagram In-Reply-To: <3E941D7A.30506@tnstaafl.net> Message-ID: <20030409193945.63813.qmail@web41312.mail.yahoo.com> Look on their web site and see if they have their manuals posted. Jim --- Scott Derrick wrote: > Anybody know where I can get a wiring diagram of a GPS > Annunciator/Switch for a Garmin GNC300XL? > > Scott > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose ===== James F. Agnew Jim_Agnew_2@Yahoo.Com Tampa, FL Velocity 173 Elite Aircraft Completed From reflector@tvbf.org Mon Apr 7 22:14:01 2003 From: reflector@tvbf.org (Dan Smalley) Date: Mon, 7 Apr 2003 17:14:01 -0400 Subject: REFLECTOR:Cheetah for sale Message-ID: <000e01c2fd4a$9d400160$97bc41d8@daniel> This is a multi-part message in MIME format. ------=_NextPart_000_000B_01C2FD29.156AEA50 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable My 1976 Cheetah N22BA is now up for sale at $33,000 Dan dan@acitraining.com ------=_NextPart_000_000B_01C2FD29.156AEA50 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
My 1976 Cheetah N22BA is now up for = sale at=20 $33,000
Dan
dan@acitraining.com
 
 
------=_NextPart_000_000B_01C2FD29.156AEA50-- From reflector@tvbf.org Wed Apr 9 22:41:22 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Wed, 9 Apr 2003 17:41:22 -0400 Subject: REFLECTOR:ENGINE MONITORING References: <3E9452E4.8050300@tnstaafl.net> Message-ID: <009801c2fee0$c3ba6fa0$d6424744@mrvlnc.adelphia.net> And the Grand Rapids Technologies EIS is a GREAT value in engine monitors. I have one and several of my homebuilder flying buddies who have more hours than I currently have in my Velocity -11 hours), swear by theirs. It only takes a small foot print on the precious little panel space there is in a Velocity, and for less than 2 grand has 6 CHT's, 6 EGT's, fuel flow, fuel pressure, oil temp and pressure, RPM's, volts, MAP, OAT, and what ever else you would like. And it is really like a smart idiot light - you can set limits on everything and then fly the airplane - it will alarm whatever is out of spec and automatically flash the culprit. Great little box for much less dollars!!! See http://www.hometown.aol.com/enginfosys and if you have to have the fancy color, bigger monitor then Greg has just introduced a fancier, (and bigger) display. Ronnie Brown ----- Original Message ----- From: "Scott Derrick" To: Sent: Wednesday, April 09, 2003 1:05 PM Subject: Re: REFLECTOR:ENGINE MONITORING > All cylinder EGT and CHT, absolutely! > > You'll thank your self over and over. > > There are so many scenarios where a multi-cyl egt/cht gauge will save > your bacon and your pocket book. Not to mention the numerous times when > you'll hear some engine burble or cough and you look at your egt-cht > gauge and see that all 4 or all 6 are marching along in formation as > they should... Or you see a low egt on cyl #4 and you know immediately > who's causing the problem, this is especially helpful during a runup. > > Scott > > > Tom Martino wrote: > > I am one of those weirdos with an IO-540 on the standard fuselage. When > > it comes to monitoring engine temps (CHT &EGT), do you think it's > > necessary to probe every cylinder? > > > > If I was to choose only one or two cylinders top probe, which would you > > choose? Closest to the firewall? or aft cylinders? > > > > Any info would really help! > > > > Tom Martino > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Thu Apr 10 00:18:48 2003 From: reflector@tvbf.org (Carlos Ibarra) Date: Wed, 9 Apr 2003 20:18:48 -0300 Subject: REFLECTOR:Aircraft Scales References: Message-ID: <008d01c2feef$e13ceb20$3b6bfea9@carlosib> Dear Kevin A month ago I was in W&B step and I used a racing car scales .Of course I used only three of four balance but all was done by a perfect computer systems. Was my experience Hope help you. Sincerely Carlos Ibarra SUV Argentina ----- Mensaje original ----- De: "Velocity_AZ" Para: Enviado: miércoles, 09 de abril de 2003 11:11 Asunto: REFLECTOR:Aircraft Scales > How did you flying guys get your aircraft W&B done? I am trying to locate > aircraft scales, but none of the local EAA chapters have them. Any ideas? > > Kevin Steiner > Elite LWFG > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Thu Apr 10 00:49:36 2003 From: reflector@tvbf.org (Wayne Owens) Date: Wed, 9 Apr 2003 19:49:36 -0400 Subject: REFLECTOR:ENGINE MONITORING References: <3E9452E4.8050300@tnstaafl.net> <009801c2fee0$c3ba6fa0$d6424744@mrvlnc.adelphia.net> Message-ID: <00bb01c2fef2$adeb1280$0100a8c0@mshome.net> I user his EIS to collect all my flight testing data into a laptop. The serial output dumped into a laptop and provided me with profiles of airspeed, altitude, fuel flow,and all the temps. They load easily into an Excel spreadsheet/graph and sure make it easy to determine Vx,Vy, etcetera. ----- Original Message ----- From: "Ronnie Brown" To: Sent: Wednesday, April 09, 2003 5:41 PM Subject: Re: REFLECTOR:ENGINE MONITORING > And the Grand Rapids Technologies EIS is a GREAT value in engine monitors. > I have one and several of my homebuilder flying buddies who have more hours > than I currently have in my Velocity -11 hours), swear by theirs. It only > takes a small foot print on the precious little panel space there is in a > Velocity, and for less than 2 grand has 6 CHT's, 6 EGT's, fuel flow, fuel > pressure, oil temp and pressure, RPM's, volts, MAP, OAT, and what ever else > you would like. And it is really like a smart idiot light - you can set > limits on everything and then fly the airplane - it will alarm whatever is > out of spec and automatically flash the culprit. Great little box for much > less dollars!!! See http://www.hometown.aol.com/enginfosys and if you have > to have the fancy color, bigger monitor then Greg has just introduced a > fancier, (and bigger) display. > > Ronnie Brown > > > ----- Original Message ----- > From: "Scott Derrick" > To: > Sent: Wednesday, April 09, 2003 1:05 PM > Subject: Re: REFLECTOR:ENGINE MONITORING > > > > All cylinder EGT and CHT, absolutely! > > > > You'll thank your self over and over. > > > > There are so many scenarios where a multi-cyl egt/cht gauge will save > > your bacon and your pocket book. Not to mention the numerous times when > > you'll hear some engine burble or cough and you look at your egt-cht > > gauge and see that all 4 or all 6 are marching along in formation as > > they should... Or you see a low egt on cyl #4 and you know immediately > > who's causing the problem, this is especially helpful during a runup. > > > > Scott > > > > > > Tom Martino wrote: > > > I am one of those weirdos with an IO-540 on the standard fuselage. When > > > it comes to monitoring engine temps (CHT &EGT), do you think it's > > > necessary to probe every cylinder? > > > > > > If I was to choose only one or two cylinders top probe, which would you > > > choose? Closest to the firewall? or aft cylinders? > > > > > > Any info would really help! > > > > > > Tom Martino > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Thu Apr 10 00:54:13 2003 From: reflector@tvbf.org (Wayne Owens) Date: Wed, 9 Apr 2003 19:54:13 -0400 Subject: REFLECTOR:Aircraft Scales References: <008d01c2feef$e13ceb20$3b6bfea9@carlosib> Message-ID: <00d601c2fef3$52db3180$0100a8c0@mshome.net> Rebco racing sells a set of scales like that for about $1000. If your chapter isn't a bunch of cheapskates like mine get them to buy a set. ----- Original Message ----- From: "Carlos Ibarra" To: Sent: Wednesday, April 09, 2003 7:18 PM Subject: Re: REFLECTOR:Aircraft Scales > Dear Kevin > > A month ago I was in W&B step and I used a racing car scales .Of course I > used only three of four balance but all > was done by a perfect computer systems. > > Was my experience > Hope help you. > Sincerely > Carlos Ibarra > SUV > Argentina > ----- Mensaje original ----- > De: "Velocity_AZ" > Para: > Enviado: miércoles, 09 de abril de 2003 11:11 > Asunto: REFLECTOR:Aircraft Scales > > > > How did you flying guys get your aircraft W&B done? I am trying to locate > > aircraft scales, but none of the local EAA chapters have them. Any ideas? > > > > Kevin Steiner > > Elite LWFG > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Thu Apr 10 01:05:07 2003 From: reflector@tvbf.org (Robin Ream) Date: Wed, 9 Apr 2003 19:05:07 -0500 Subject: REFLECTOR:Aircraft Scales References: <008d01c2feef$e13ceb20$3b6bfea9@carlosib> <00d601c2fef3$52db3180$0100a8c0@mshome.net> Message-ID: <003801c2fef4$d8969de0$9f7cce18@cj209446d> In my chapter I record who voted against spending chapter money on the product, then I buy it myself and charge everyone who voted no twice the price as those who voted for the expenditure when they want to use it... Works very well as an attitude adjuster :-) Robin ----- Original Message ----- From: "Wayne Owens" To: Sent: Wednesday, April 09, 2003 6:54 PM Subject: Re: REFLECTOR:Aircraft Scales > Rebco racing sells a set of scales like that for about $1000. If your > chapter isn't a bunch of cheapskates like mine get them to buy a set. > ----- Original Message ----- > From: "Carlos Ibarra" > To: > Sent: Wednesday, April 09, 2003 7:18 PM > Subject: Re: REFLECTOR:Aircraft Scales > > > > Dear Kevin > > > > A month ago I was in W&B step and I used a racing car scales .Of course I > > used only three of four balance but all > > was done by a perfect computer systems. > > > > Was my experience > > Hope help you. > > Sincerely > > Carlos Ibarra > > SUV > > Argentina > > ----- Mensaje original ----- > > De: "Velocity_AZ" > > Para: > > Enviado: miércoles, 09 de abril de 2003 11:11 > > Asunto: REFLECTOR:Aircraft Scales > > > > > > > How did you flying guys get your aircraft W&B done? I am trying to > locate > > > aircraft scales, but none of the local EAA chapters have them. Any > ideas? > > > > > > Kevin Steiner > > > Elite LWFG > > > > > > > > > _______________________________________________ > > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > > > Visit the gallery! tvbf:jamaicangoose > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Thu Apr 10 04:29:22 2003 From: reflector@tvbf.org (N.V.Frederick) Date: Wed, 9 Apr 2003 21:29:22 -0600 Subject: REFLECTOR:HID Landing lights Message-ID: <000801c2ff11$61c013a0$b7c262d8@bldrdoc.gov> This is a multi-part message in MIME format. ------=_NextPart_000_0005_01C2FEDF.168E93C0 Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable Velocityites, =20 Here's an address some of you may find useful: HIDs4less.com = This place is selling first rate HID lights for half the price I've = found them heretofore. Give it a look. Nolan. ------=_NextPart_000_0005_01C2FEDF.168E93C0 Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable
Velocityites, 
    Here's an address = some  of=20 you may find useful:  HIDs4less.com    This place is = selling=20 first rate HID lights for half the price I've found them heretofore. = Give it a=20 look.
Nolan.
 
------=_NextPart_000_0005_01C2FEDF.168E93C0-- From reflector@tvbf.org Thu Apr 10 06:56:29 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 09 Apr 2003 22:56:29 -0700 Subject: REFLECTOR:HID Landing lights In-Reply-To: <000801c2ff11$61c013a0$b7c262d8@bldrdoc.gov> Message-ID: <5.2.0.9.2.20030409225425.035dbd10@pop.charter.net> I sell PAR 36's, 3rd generation, for $325. Most other configurations are close in price. Lousy customer support because I'm only making $20 on them (selling them to homebuilders as a service to the community) but if anyone's interested, drop me a note. At 09:29 PM 4/9/03 -0600, you wrote: >Velocityites, > Here's an address some of you may find > useful: HIDs4less.com This place is selling first rate HID lights for > half the price I've found them heretofore. Give it a look. >Nolan. > From reflector@tvbf.org Thu Apr 10 16:34:55 2003 From: reflector@tvbf.org (Dennis Martin) Date: Thu, 10 Apr 2003 09:34:55 -0600 Subject: REFLECTOR:RE: Velocity Builder's Tapes & Bottle of Red In-Reply-To: <410-2200343954756913@earthlink.net> References: <410-2200343954756913@earthlink.net> Message-ID: Chris, Thanks for sharing a valuable piece of technology. I'm sure it took you a while to develop - I owe you lunch. Best, Dennis Martin N767DG Chevy Powered >Ed, > >I don't have a very good picture of my panel but I'll take one this week >and send it to you. I have attached a copy of my weight and balance spread >sheet. It is excell based. Just fill in the green boxes and it will >calculate the CG and show it on a graph. You can customize the program to >fit your plane by unlocking the locked cells and inserting your own data. > >I'll send you the picture later this week. > >Chris Martin > > >> [Original Message] >> From: Kearns, Ed >> To: >> Date: 4/8/2003 10:13:02 AM >> Subject: RE: Velocity Builder's Tapes & Bottle of Red >> >> Chris, >> >> I have continued to fly fairly frequently with my teaching but mostly to >the Bay Area. I'm building time in a Bonanza F-33A Debonair and getting >TAS in the 170 ktas area. This HP/Complex time should help with the >insurance issues of owning a Velocity someday. What kind of requirements >have you seen from insurance companies and Velocity RG XL owners? I'm just >under 300 hours. As we have had weather systems sweeping through these >past few months I have been fortunate the the heavy ppt was not on a day I >was looking to get back. I have started studying for the instrument and >flying some approaches on trips. I have seen some nice tailwinds every now >and then coming south down the valley. Saw 40kts and 202kts ground speed >one trip making the typical 2+50 trip a 2+20 trip! >> >> I watched the tapes ten times or more. One son would watch with me >often, my wife finds them very boring ... guy stuff. For a while there it >was my bed time snack to get a little time in with them. >> >> The Mexico trip sounds great. Is that a trip you take every so often? I >recall your picture of a similar trip. >> >> What kind of indications do you get on the TCAS about other aircraft? >This is reading their mode C transponds? Do they dispay on your Garmin as >traffic icons or something? >> >> Could I take a look at your spreadsheet you made up to do weight and >balance for your airplane? If you have a picture of your panel you would >send. I seem to remember you showing me your panel in an avionic magazines >ad that did a tiny bit of work on it. I seemed very nicely layed out. >> >> Best wishes, >> >> Ed Kearns >> >> >> >> >> >> -----Original Message----- >> From: Chris Martin [mailto:christophercmartin@earthlink.net] >> Sent: Monday, April 07, 2003 9:10 PM >> To: Kearns, Ed >> Cc: patrick.martin >> Subject: RE: Velocity Builder's Tapes & Bottle of Red >> >> >> Ed, >> >> What a nice surprise to find the tapes and bottle of red wine at FAST. I >> stopped by there on Friday. I was flying down to Ensenada, Mexico and >> drooped in to pick up a chart. One of my favorite red wines as well. We >had >> a great trip to Ensenada and then went on to San Felipe on the Gulf of >> California and back to El Monte on Sunday afternoon. Five hours of great >> flying in one of the most uncrowded places in the world, the backbone of >> Baha. And, one of the most crowded places in the world, San Diego. I put >in >> the new Garmin Mode S transponder with TCAS. A very nice addition to the >> panel and came in real handy in San Diego. >> >> Thanks again for the wine. Hope you enjoyed the tapes. >> >> Chris Martin >> >> >> > [Original Message] >> > From: Kearns, Ed >> > To: Chris C. Martin (E-mail) >> > Date: 4/4/2003 2:38:10 PM >> > Subject: Velocity Builder's Tapes & Bottle of Red >> > >> > Chris, >> > >> > I appologize for the delay in getting the tapes to you sooner. I have >> not had work in L.A. since Oct. I flew into El Monte and FAST a day ago >> and left them in a box with a thank you gift bottle of wine in a paper bag >> at the office. >> > >> > I would love to hear how the Palm Springs show went. > > > >> > I just subscribed to Velocity views to keep the momentum going. >> > >> > I've been flying out of Ramona (RNM) the folks at Cruiseair are building >> a very large new hangar to move and expand their mostly Bonanza work >> business and they are also building new T hangars. The pads, frames and >> sides are up. They will be building another phase of more T hangars as >> soon as they can get the financing worked. They have the land. Hmmmm a >> home for my future Velocity perhaps. >> > >> > Do you have a picture of your panel you could e-mail me? >> > >> > Regards, >> > >> > Ed > > >Content-Type: application/vnd.ms-excel; name="WB worksheet 1.1.02.xls" >Content-Description: WB worksheet 1.1.02.xls >Content-Disposition: attachment; filename="WB worksheet 1.1.02.xls" > >Attachment converted: Macintosh HD:WB worksheet 1.1.02.xls >(XLS4/XCEL) (0001DB4D) From reflector@tvbf.org Thu Apr 10 17:54:17 2003 From: reflector@tvbf.org (Tom Martino) Date: Thu, 10 Apr 2003 10:54:17 -0600 Subject: REFLECTOR:RUDDER AUTHORITY Message-ID: This is a multi-part message in MIME format. ------_=_NextPart_001_01C2FF81.D31802C0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I hope I don't win the "Stupid Question" award ... but here goes: =20 On all the auto pilot systems there are pitch and roll servos -- so what = about rudders? =20 I have been told by an experienced test pilot that Velocities need very = little to no rudder to be flown effectively. I've also been told that = "corss-controlling" the Velocity is a real "no-no". =20 So that brings me to my really stupid question? Has anyone ever = interconnected the Rudder with Ailerons for coordinated control (like on = the Ercoupe or some Tri-Pacers)? It could be a great option for those = who don't have use of their legs. Would that ruin the plane? =20 =20 ------_=_NextPart_001_01C2FF81.D31802C0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I hope = I don't win=20 the "Stupid Question" award ... but here goes:
 
On all = the auto=20 pilot systems there are pitch and roll servos -- so what about=20 rudders?
 
I have = been told by=20 an experienced test pilot that Velocities need very little to no rudder = to be=20 flown effectively.  I've also been told that "corss-controlling" = the=20 Velocity is a real "no-no".
 
So = that brings me to=20 my really stupid question?  Has anyone ever interconnected the = Rudder with=20 Ailerons for coordinated control (like on the Ercoupe or some = Tri-Pacers)? =20 It could be a great option for those who don't have use of their = legs. =20 Would that ruin the plane?
 
 
------_=_NextPart_001_01C2FF81.D31802C0-- From reflector@tvbf.org Thu Apr 10 19:47:22 2003 From: reflector@tvbf.org (Herb Sanders) Date: Thu, 10 Apr 2003 13:47:22 -0500 Subject: REFLECTOR:RUDDER AUTHORITY References: Message-ID: <003701c2ff91$9fadbf20$0800a8c0@boss> This is a multi-part message in MIME format. ------=_NextPart_000_0034_01C2FF67.B68CF280 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Tom, If this is a serious question and you have impaired use of your = legs, you will need to have hand control for the brakes. I would = develop a left hand lever for each rudder/brake that operates just as = the foot control - rudder first and then brake.=20 If you don't have a leg problem, you win the award. :-) Herb ----- Original Message -----=20 From: Tom Martino=20 To: reflector@tvbf.org=20 Sent: Thursday, April 10, 2003 11:54 AM Subject: REFLECTOR:RUDDER AUTHORITY I hope I don't win the "Stupid Question" award ... but here goes: On all the auto pilot systems there are pitch and roll servos -- so = what about rudders? I have been told by an experienced test pilot that Velocities need = very little to no rudder to be flown effectively. I've also been told = that "corss-controlling" the Velocity is a real "no-no". So that brings me to my really stupid question? Has anyone ever = interconnected the Rudder with Ailerons for coordinated control (like on = the Ercoupe or some Tri-Pacers)? It could be a great option for those = who don't have use of their legs. Would that ruin the plane? ------=_NextPart_000_0034_01C2FF67.B68CF280 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Tom, If this is a serious question and = you have=20 impaired use of your legs, you will need to have hand control for the=20 brakes.  I would develop a left hand lever for each rudder/brake = that=20 operates just as the foot control - rudder first and then brake. =
 
If you don't have a leg problem, you = win the award.=20 :-)  Herb
----- Original Message -----
From:=20 Tom Martino
Sent: Thursday, April 10, 2003 = 11:54=20 AM
Subject: REFLECTOR:RUDDER = AUTHORITY

I = hope I don't win=20 the "Stupid Question" award ... but here goes:
 
On = all the auto=20 pilot systems there are pitch and roll servos -- so what about=20 rudders?
 
I = have been told=20 by an experienced test pilot that Velocities need very little to no = rudder to=20 be flown effectively.  I've also been told that = "corss-controlling" the=20 Velocity is a real "no-no".
 
So = that brings me=20 to my really stupid question?  Has anyone ever interconnected the = Rudder=20 with Ailerons for coordinated control (like on the Ercoupe or some=20 Tri-Pacers)?  It could be a great option for those who don't have = use of=20 their legs.  Would that ruin the plane?
 
 
= ------=_NextPart_000_0034_01C2FF67.B68CF280-- From reflector@tvbf.org Thu Apr 10 20:17:13 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Thu, 10 Apr 2003 15:17:13 -0400 Subject: REFLECTOR:Torx Screws and Radio & Transponder for Sale Message-ID: <002501c2ff95$cb21dfc0$d6424744@mrvlnc.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_0022_01C2FF74.43B32BA0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Micro Fasteners is once again stocking Torx Flat Head Stainless Machine = Screws - 8-32 x 5/8" long - 100 for $14.50. These make wonderful cowl = screws. They don't strip out like a Phillips head screw. See Micro at = www.microfasteners.com These folks are #1!!! They offered a version of = these screws which had #20 torx which created a head which could be = broken off if over tightened. They sent EVERYBODY who had purchased = these a new set of #15 Torx head screws without asking!!! Now that's = customer focused!!!!!=20 Also, a dear friend who passed away before Christmas has this left from = his Fisher Dakota project: (The kit and Jabiru engine have already been = sold). For sale- New Icom 200A radio with built in intercom, Ant. Used King Xponder (K178) with encoder, Ant. $850 each both $1600 Call Andy at 704 664 3842 (Andy was helping Bob build the Dakota).=20 Ronnie Brown ------=_NextPart_000_0022_01C2FF74.43B32BA0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Micro Fasteners is once again stocking Torx Flat = Head=20 Stainless Machine Screws - 8-32 x 5/8" long - 100 for $14.50.  = These=20 make wonderful cowl screws.  They don't strip out like a Phillips = head=20 screw.  See Micro at www.microfasteners.com Th= ese folks=20 are #1!!!  They offered a version of these screws which had #20 = torx which=20 created a head which could be broken off if over tightened.  They = sent=20 EVERYBODY who had purchased these a new set of #15 Torx head screws = without=20 asking!!!  Now that's customer focused!!!!! 
 
Also, a dear friend who passed away before Christmas has this left = from his=20 Fisher Dakota project:  (The kit and Jabiru engine have already = been=20 sold).

For sale- New Icom 200A radio with built in intercom, = Ant.
Used King=20 Xponder (K178) with encoder, Ant. $850 each both $1600
Call Andy at = 704 664=20 3842 (Andy was helping Bob build the Dakota). 
 
Ronnie Brown

 ------=_NextPart_000_0022_01C2FF74.43B32BA0-- From reflector@tvbf.org Thu Apr 10 20:33:56 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Thu, 10 Apr 2003 15:33:56 -0400 Subject: REFLECTOR:Torx Screws Message-ID: <004f01c2ff98$20fda1c0$d6424744@mrvlnc.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_004C_01C2FF76.99999C00 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Here's a better link to the Cowl Screws http://www.microfasteners.com/catalog/standard.cfm?Category=3DSSC&SubCate= gory=3DFCMXS=20 You will need the 8-32 x 5/8 T-15 flat heads for the cowl. More than = twice as many as you will need, but they work very well. Ronnie ------=_NextPart_000_004C_01C2FF76.99999C00 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Here's a better link to the Cowl Screws
 
http://www.microfasteners.com/catalog/standard.= cfm?Category=3DSSC&SubCategory=3DFCMXS 
 
You will need the 8-32 x 5/8 T-15 flat heads for the = cowl.  More than twice as many as you will need, but they work very = well.
 
Ronnie
------=_NextPart_000_004C_01C2FF76.99999C00-- From reflector@tvbf.org Fri Apr 11 04:40:32 2003 From: reflector@tvbf.org (Tony Babb) Date: Thu, 10 Apr 2003 20:40:32 -0700 Subject: REFLECTOR:Air tools Message-ID: <001401c2ffdc$2de510f0$6501a8c0@pwcinternal.com> Folks, I have air powered angle and straight die grinders rated at 25 and 20K rpm. I need a grinding wheel - or two. When I look around my local Home Depot all I see are wheels rated at 15k rpm. Are 25k+ grinding wheels available or is that a "no load" speed and the 15K wheels will work just fine? I would just hate to see a piece of grinding wheel flying across my garage - and you never know where it will end up. Thanks all.. SEFG - top NACA scoops From reflector@tvbf.org Fri Apr 11 05:46:51 2003 From: reflector@tvbf.org (Noel Gattenby) Date: Thu, 10 Apr 2003 23:46:51 -0500 Subject: REFLECTOR:anntenas Message-ID: <001101c2ffe5$74e4caa0$174c0cd1@sugarridge> This is a multi-part message in MIME format. ------=_NextPart_000_000E_01C2FFBB.75937340 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Now that it's finally starting to warm up, I'm doing the planning for my = summer project... The wings / canard. I realize that antenna placement is variable, But... What do I really need? Do I need a Com and Nav in each wing?=20 Where's the best place for a glideslope antenna. The keel was already = down when I got the kit. I assume the transponder would be best on the floor, and the gps on the = ceiling. What about something for the am/fm? I've seen Don's elt antenna on the main wingspar shearweb, and it looked = pretty survivable. What's popular / what's practical Noel 3suv103 ------=_NextPart_000_000E_01C2FFBB.75937340 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
 
Now that it's finally starting to warm = up, I'm=20 doing the planning for my summer project... The wings / = canard.
I realize that antenna placement is = variable,=20 But...
What do I really need? Do I need a Com = and Nav in=20 each wing?
Where's the best place for a glideslope = antenna.=20 The keel was already down when I got the kit.
I assume the transponder would be best = on the=20 floor, and the gps on the ceiling.
What about something for the = am/fm?
I've seen Don's elt antenna on the main = wingspar=20 shearweb, and it looked pretty survivable.
 
What's popular / what's = practical
 
Noel 3suv103
------=_NextPart_000_000E_01C2FFBB.75937340-- From reflector@tvbf.org Fri Apr 11 11:37:30 2003 From: reflector@tvbf.org (Lynn Gallup) Date: Fri, 11 Apr 2003 05:37:30 -0500 Subject: REFLECTOR:anntenas In-Reply-To: <001101c2ffe5$74e4caa0$174c0cd1@sugarridge> Message-ID: <5.1.0.14.2.20030411050423.03552ad0@pop-server.mn.rr.com> Noel,
As near as possible, I followed the suggestions in the Velocity manual. After 185 hours flying my airplane in a wide variety of circumstances I can pronounce perfect operation of my nav & com radios, localizer & glideslope, marker beacon receiver and transponder. Even the ADF works acceptably although its range is a little short. The GPS would benefit from shielding or a slight relocation as it will blank out if one of the nav receivers is tuned to a particular VOR frequency. (Leakage of nav's IF frequency signal out of the localizer antenna overcomes the satellite signals.)

Mine is a hatch door, long wing, RG. The antenna locations are:

Com antennas - In the tip sails.
Nav antenna - One shared antenna on top of fuselage about four inches forward of engine bulkhead.
Marker beacon antenna - Along right side about two inches below windows.
Transponder antenna - Bottom of fuselage below right rear seat.
ADF antennna - Bottom of fuselage below left rear seat.
Localizer antenna - On canard top surface, center-line of fuselage.
GPS antenna - Front of canard top, centered. Forward of localizer antenna. It should be remounted under the top of the fuselage above the localizer antenna.

Regards,
Lynn
=====================
At 11:46 PM 4/10/2003 Thursday, you wrote:
 
Now that it's finally starting to warm up, I'm doing the planning for my summer project... The wings / canard.
I realize that antenna placement is variable, But...
What do I really need? Do I need a Com and Nav in each wing?
Where's the best place for a glideslope antenna. The keel was already down when I got the kit.
I assume the transponder would be best on the floor, and the gps on the ceiling.
What about something for the am/fm?
I've seen Don's elt antenna on the main wingspar shearweb, and it looked pretty survivable.
 
What's popular / what's practical
 
Noel 3suv103
From reflector@tvbf.org Fri Apr 11 13:48:04 2003 From: reflector@tvbf.org (Wayne Lanza) Date: Fri, 11 Apr 2003 08:48:04 -0400 Subject: REFLECTOR:anntenas In-Reply-To: <5.1.0.14.2.20030411050423.03552ad0@pop-server.mn.rr.com> Message-ID: --Apple-Mail-26-891123904 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=ISO-8859-1; format=flowed Regarding the antennas, our experience at the builders center points=20= to the following: > Transponder ANT =3D between the firewall and gear bulk head, on = center=20 line. DO NOT put this ANT out in the strake, many transponders don't like to=20 drive this much wire! > GPS =3D on top of the landing light or on top of the canard, keep = this=20 wire under 8' long. > Marker Beacon =3D Inside or outside of the keel, or on the floor near=20= the keel. Locate the foil such that you don't tear it up when upholstering or=20 mounting the seats... > Glide Slope =3D On the floor under the copilot front seat area. > AM/FM =3D Not too critical, string a 23" piece of the ANT wire = (center=20 conductor only) across the under side of the structure in front of the canopy. Make=20= sure that the pitch trim spring doesn't interfere. > ELT =3D Mount the ELT to the floor between the gear bulk head and the=20= keel bulk head on the copilot side. Run two 23" foils on a diagonal centered at the=20= fuselage joint, the angle of the foils is such that they are fairly straight (they might=20= wrap onto the ceiling). This is not super critical, but this antenna should be vertically=20 mounted not horizontal! Use the torroids and connect the coax braid to the lower foil.=20 Secure foils, torroids and the end of the lead in coax with 1 ply of bid. This needs to be=20 shock/impact secured. > ADF =3D I've heard of them :-) In general, use the correct type of coax (not TV wire or solid center=20= conductor), use the proper BNC terminals and appropriate tools. Keep the coax runs short=20 and secure. Fly Safe, Wayne Lanza Composite Design, Inc. (electrical weenie at the Velocity Builder's Center) ____________________________________________________________________ On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > Noel, > As near as possible, I followed the suggestions in the Velocity=20 > manual. After 185 hours flying my airplane in a wide variety of=20 > circumstances I can pronounce perfect operation of my nav & com=20 > radios, localizer & glideslope, marker beacon receiver and=20 > transponder. Even the ADF works acceptably although its range is a=20 > little short. The GPS would benefit from shielding or a slight=20 > relocation as it will blank out if one of the nav receivers is tuned=20= > to a particular VOR frequency. (Leakage of nav's IF frequency signal=20= > out of the localizer antenna overcomes the satellite signals.) > > Mine is a hatch door, long wing, RG. The antenna locations are: > > Com antennas - In the tip sails. > Nav antenna - One shared antenna on top of fuselage about four inches=20= > forward of engine bulkhead. > Marker beacon antenna - Along right side about two inches below=20 > windows. > Transponder antenna - Bottom of fuselage below right rear seat. > ADF antennna - Bottom of fuselage below left rear seat. > Localizer antenna - On canard top surface, center-line of fuselage. > GPS antenna - Front of canard top, centered. Forward of localizer=20 > antenna. It should be remounted under the top of the fuselage above=20 > the localizer antenna. > > Regards, > Lynn > =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D > At 11:46 PM 4/10/2003 Thursday, you wrote: > > =A0 > Now that it's finally starting to warm up, I'm doing the planning for=20= > my summer project... The wings / canard. > I realize that antenna placement is variable, But... > What do I really need? Do I need a Com and Nav in each wing? > Where's the best place for a glideslope antenna. The keel was already=20= > down when I got the kit. > I assume the transponder would be best on the floor, and the gps on=20 > the ceiling. > What about something for the am/fm? > I've seen Don's elt antenna on the main wingspar shearweb, and it=20 > looked pretty survivable. > =A0 > What's popular / what's practical > =A0 > Noel 3suv103 > --Apple-Mail-26-891123904 Content-Transfer-Encoding: quoted-printable Content-Type: text/enriched; charset=ISO-8859-1 Regarding the antennas, our experience at the builders center points to the following: > Transponder ANT =3D between the firewall and gear bulk head, on center line. DO NOT put this ANT out in the strake, many transponders don't like to drive this much wire! > GPS =3D on top of the landing light or on top of the canard, keep this wire under 8' long. > Marker Beacon =3D Inside or outside of the keel, or on the floor near the keel. Locate the foil such that you don't tear it up when upholstering or mounting the seats... > Glide Slope =3D On the floor under the copilot front seat area. > AM/FM =3D Not too critical, string a 23" piece of the ANT wire (center conductor only) across the under side of the structure in front of the canopy. Make sure that the pitch trim spring doesn't interfere. > ELT =3D Mount the ELT to the floor between the gear bulk head and the keel bulk head on the copilot side. Run two 23" foils on a diagonal centered at the fuselage joint, the angle of the foils is such that they are fairly straight (they might wrap onto the ceiling). This is not super critical, but this antenna should be vertically mounted not horizontal! Use the torroids and connect the coax braid to the lower foil. Secure foils, torroids and the end of the lead in coax with 1 ply of bid. This needs to be shock/impact secured. > ADF =3D I've heard of them :-) In general, use the correct type of coax (not TV wire or solid center conductor), use the proper BNC terminals and appropriate tools. Keep the coax runs short and secure. Fly Safe, Wayne Lanza Composite Design, Inc. (electrical weenie at the Velocity Builder's Center) ____________________________________________________________________ On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: Noel, As near as possible, I followed the suggestions in the Velocity manual. After 185 hours flying my airplane in a wide variety of circumstances I can pronounce perfect operation of my nav & com radios, localizer & glideslope, marker beacon receiver and transponder. Even the ADF works acceptably although its range is a little short. The GPS would benefit from shielding or a slight relocation as it will blank out if one of the nav receivers is tuned to a particular VOR frequency. (Leakage of nav's IF frequency signal out of the localizer antenna overcomes the satellite signals.) Mine is a hatch door, long wing, RG. The antenna locations are: Com antennas - In the tip sails. Nav antenna - One shared antenna on top of fuselage about four inches forward of engine bulkhead. Marker beacon antenna - Along right side about two inches below windows. Transponder antenna - Bottom of fuselage below right rear seat. ADF antennna - Bottom of fuselage below left rear seat. Localizer antenna - On canard top surface, center-line of fuselage. GPS antenna - Front of canard top, centered. Forward of localizer antenna. It should be remounted under the top of the fuselage above the localizer antenna. Regards, Lynn =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D At 11:46 PM 4/10/2003 Thursday, you wrote: =A0 ArialNow that it's finally starting to warm up, I'm doing the planning for my summer project... The wings / canard. I realize that antenna placement is variable, But... What do I really need? Do I need a Com and Nav in each wing? Where's the best place for a glideslope antenna. The keel was already down when I got the kit. I assume the transponder would be best on the floor, and the gps on the ceiling. What about something for the am/fm? I've seen Don's elt antenna on the main wingspar shearweb, and it looked pretty survivable. =A0 ArialWhat's popular / what's practical =A0 ArialNoel = 3suv103 = --Apple-Mail-26-891123904-- From reflector@tvbf.org Fri Apr 11 14:12:47 2003 From: reflector@tvbf.org (Scott Derrick) Date: Fri, 11 Apr 2003 07:12:47 -0600 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: Message-ID: <3E96BF4F.2040008@tnstaafl.net> I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake in the outside wing bolt hole space. I get periodic complaints from ATC about intermittent transponder. I think I'll purchase another antenna and try mounting one closer to the transmitter. I don't want it out side though, don't have any external antennas now, and don't want any. Where's a good spot in a standard RG? I was thinking about mounting it to the bottom of the rear seat? How big does the ground plane need to be? My GPS antenna is mounted to the inside of the nose access door, 4 feet of cable and works great. Scott Wayne Lanza wrote: > > > Regarding the antennas, our experience at the builders center points to > the following: > > Transponder ANT = between the firewall and gear bulk head, on center > line. DO NOT > put this ANT out in the strake, many transponders don't like to drive > this much wire! > > GPS = on top of the landing light or on top of the canard, keep this > wire under 8' long. > > Marker Beacon = Inside or outside of the keel, or on the floor near > the keel. Locate > the foil such that you don't tear it up when upholstering or mounting > the seats... > > Glide Slope = On the floor under the copilot front seat area. > > AM/FM = Not too critical, string a 23" piece of the ANT wire (center > conductor only) > across the under side of the structure in front of the canopy. Make sure > that the pitch > trim spring doesn't interfere. > > ELT = Mount the ELT to the floor between the gear bulk head and the > keel bulk head > on the copilot side. Run two 23" foils on a diagonal centered at the > fuselage joint, the > angle of the foils is such that they are fairly straight (they might > wrap onto the ceiling). > This is not super critical, but this antenna should be vertically > mounted not horizontal! > Use the torroids and connect the coax braid to the lower foil. Secure > foils, torroids and > the end of the lead in coax with 1 ply of bid. This needs to be > shock/impact secured. > > ADF = I've heard of them :-) > > In general, use the correct type of coax (not TV wire or solid center > conductor), use the > proper BNC terminals and appropriate tools. Keep the coax runs short and > secure. > > Fly Safe, > Wayne Lanza > Composite Design, Inc. > (electrical weenie at the Velocity Builder's Center) > ____________________________________________________________________ > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > > Noel, > As near as possible, I followed the suggestions in the Velocity > manual. After 185 hours flying my airplane in a wide variety of > circumstances I can pronounce perfect operation of my nav & com > radios, localizer & glideslope, marker beacon receiver and > transponder. Even the ADF works acceptably although its range is a > little short. The GPS would benefit from shielding or a slight > relocation as it will blank out if one of the nav receivers is tuned > to a particular VOR frequency. (Leakage of nav's IF frequency signal > out of the localizer antenna overcomes the satellite signals.) > > Mine is a hatch door, long wing, RG. The antenna locations are: > > Com antennas - In the tip sails. > Nav antenna - One shared antenna on top of fuselage about four > inches forward of engine bulkhead. > Marker beacon antenna - Along right side about two inches below > windows. > Transponder antenna - Bottom of fuselage below right rear seat. > ADF antennna - Bottom of fuselage below left rear seat. > Localizer antenna - On canard top surface, center-line of fuselage. > GPS antenna - Front of canard top, centered. Forward of localizer > antenna. It should be remounted under the top of the fuselage above > the localizer antenna. > > Regards, > Lynn > ===================== > At 11:46 PM 4/10/2003 Thursday, you wrote: > > > Now that it's finally starting to warm up, I'm doing the planning > for my summer project... The wings / canard. > I realize that antenna placement is variable, But... > What do I really need? Do I need a Com and Nav in each wing? > Where's the best place for a glideslope antenna. The keel was > already down when I got the kit. > I assume the transponder would be best on the floor, and the gps on > the ceiling. > What about something for the am/fm? > I've seen Don's elt antenna on the main wingspar shearweb, and it > looked pretty survivable. > > What's popular / what's practical > > Noel 3suv103 > > From reflector@tvbf.org Fri Apr 11 14:29:07 2003 From: reflector@tvbf.org (Fred Marconi) Date: Fri, 11 Apr 2003 09:29:07 -0400 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: <3E96BF4F.2040008@tnstaafl.net> Message-ID: <000601c3002e$545ecb20$6700a8c0@thebeach.net> 9" X 9" WOULD DO NICELY. FRED ----- Original Message ----- From: "Scott Derrick" To: Sent: Friday, April 11, 2003 9:12 AM Subject: Transponder Ant. was Re: REFLECTOR:anntenas > I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake > in the outside wing bolt hole space. I get periodic complaints from ATC > about intermittent transponder. I think I'll purchase another antenna > and try mounting one closer to the transmitter. > > I don't want it out side though, don't have any external antennas now, > and don't want any. > > Where's a good spot in a standard RG? I was thinking about mounting it > to the bottom of the rear seat? > > How big does the ground plane need to be? > > My GPS antenna is mounted to the inside of the nose access door, 4 feet > of cable and works great. > > Scott > > Wayne Lanza wrote: > > > > > > Regarding the antennas, our experience at the builders center points to > > the following: > > > Transponder ANT = between the firewall and gear bulk head, on center > > line. DO NOT > > put this ANT out in the strake, many transponders don't like to drive > > this much wire! > > > GPS = on top of the landing light or on top of the canard, keep this > > wire under 8' long. > > > Marker Beacon = Inside or outside of the keel, or on the floor near > > the keel. Locate > > the foil such that you don't tear it up when upholstering or mounting > > the seats... > > > Glide Slope = On the floor under the copilot front seat area. > > > AM/FM = Not too critical, string a 23" piece of the ANT wire (center > > conductor only) > > across the under side of the structure in front of the canopy. Make sure > > that the pitch > > trim spring doesn't interfere. > > > ELT = Mount the ELT to the floor between the gear bulk head and the > > keel bulk head > > on the copilot side. Run two 23" foils on a diagonal centered at the > > fuselage joint, the > > angle of the foils is such that they are fairly straight (they might > > wrap onto the ceiling). > > This is not super critical, but this antenna should be vertically > > mounted not horizontal! > > Use the torroids and connect the coax braid to the lower foil. Secure > > foils, torroids and > > the end of the lead in coax with 1 ply of bid. This needs to be > > shock/impact secured. > > > ADF = I've heard of them :-) > > > > In general, use the correct type of coax (not TV wire or solid center > > conductor), use the > > proper BNC terminals and appropriate tools. Keep the coax runs short and > > secure. > > > > Fly Safe, > > Wayne Lanza > > Composite Design, Inc. > > (electrical weenie at the Velocity Builder's Center) > > ____________________________________________________________________ > > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > > > > Noel, > > As near as possible, I followed the suggestions in the Velocity > > manual. After 185 hours flying my airplane in a wide variety of > > circumstances I can pronounce perfect operation of my nav & com > > radios, localizer & glideslope, marker beacon receiver and > > transponder. Even the ADF works acceptably although its range is a > > little short. The GPS would benefit from shielding or a slight > > relocation as it will blank out if one of the nav receivers is tuned > > to a particular VOR frequency. (Leakage of nav's IF frequency signal > > out of the localizer antenna overcomes the satellite signals.) > > > > Mine is a hatch door, long wing, RG. The antenna locations are: > > > > Com antennas - In the tip sails. > > Nav antenna - One shared antenna on top of fuselage about four > > inches forward of engine bulkhead. > > Marker beacon antenna - Along right side about two inches below > > windows. > > Transponder antenna - Bottom of fuselage below right rear seat. > > ADF antennna - Bottom of fuselage below left rear seat. > > Localizer antenna - On canard top surface, center-line of fuselage. > > GPS antenna - Front of canard top, centered. Forward of localizer > > antenna. It should be remounted under the top of the fuselage above > > the localizer antenna. > > > > Regards, > > Lynn > > ===================== > > At 11:46 PM 4/10/2003 Thursday, you wrote: > > > > > > Now that it's finally starting to warm up, I'm doing the planning > > for my summer project... The wings / canard. > > I realize that antenna placement is variable, But... > > What do I really need? Do I need a Com and Nav in each wing? > > Where's the best place for a glideslope antenna. The keel was > > already down when I got the kit. > > I assume the transponder would be best on the floor, and the gps on > > the ceiling. > > What about something for the am/fm? > > I've seen Don's elt antenna on the main wingspar shearweb, and it > > looked pretty survivable. > > > > What's popular / what's practical > > > > Noel 3suv103 > > > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Fri Apr 11 14:34:15 2003 From: reflector@tvbf.org (Jim Agnew) Date: Fri, 11 Apr 2003 06:34:15 -0700 (PDT) Subject: Transponder Ant. was Re: REFLECTOR:anntenas In-Reply-To: <3E96BF4F.2040008@tnstaafl.net> Message-ID: <20030411133415.22304.qmail@web41315.mail.yahoo.com> Your antenna placement is fine, it is the loss in the coax. The standard coax is good for 8-9 feet, for distances up to about 17 feet use RG-142 coax. It is much lower in loss but you might get sticker shock on cost. It is a special Mil Spec coax. Jim --- Scott Derrick wrote: > I'll second Wayne's "DO NOT" for the transponder. Mine is > in the strake > in the outside wing bolt hole space. I get periodic > complaints from ATC > about intermittent transponder. I think I'll purchase > another antenna > and try mounting one closer to the transmitter. > > I don't want it out side though, don't have any external > antennas now, > and don't want any. > > Where's a good spot in a standard RG? I was thinking > about mounting it > to the bottom of the rear seat? > > How big does the ground plane need to be? > > My GPS antenna is mounted to the inside of the nose > access door, 4 feet > of cable and works great. > > Scott > > Wayne Lanza wrote: > > > > > > Regarding the antennas, our experience at the builders > center points to > > the following: > > > Transponder ANT = between the firewall and gear bulk > head, on center > > line. DO NOT > > put this ANT out in the strake, many transponders don't > like to drive > > this much wire! > > > GPS = on top of the landing light or on top of the > canard, keep this > > wire under 8' long. > > > Marker Beacon = Inside or outside of the keel, or on > the floor near > > the keel. Locate > > the foil such that you don't tear it up when > upholstering or mounting > > the seats... > > > Glide Slope = On the floor under the copilot front > seat area. > > > AM/FM = Not too critical, string a 23" piece of the > ANT wire (center > > conductor only) > > across the under side of the structure in front of the > canopy. Make sure > > that the pitch > > trim spring doesn't interfere. > > > ELT = Mount the ELT to the floor between the gear > bulk head and the > > keel bulk head > > on the copilot side. Run two 23" foils on a diagonal > centered at the > > fuselage joint, the > > angle of the foils is such that they are fairly > straight (they might > > wrap onto the ceiling). > > This is not super critical, but this antenna should be > vertically > > mounted not horizontal! > > Use the torroids and connect the coax braid to the > lower foil. Secure > > foils, torroids and > > the end of the lead in coax with 1 ply of bid. This > needs to be > > shock/impact secured. > > > ADF = I've heard of them :-) > > > > In general, use the correct type of coax (not TV wire > or solid center > > conductor), use the > > proper BNC terminals and appropriate tools. Keep the > coax runs short and > > secure. > > > > Fly Safe, > > Wayne Lanza > > Composite Design, Inc. > > (electrical weenie at the Velocity Builder's Center) > > > ____________________________________________________________________ > > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup > wrote: > > > > Noel, > > As near as possible, I followed the suggestions in > the Velocity > > manual. After 185 hours flying my airplane in a > wide variety of > > circumstances I can pronounce perfect operation of > my nav & com > > radios, localizer & glideslope, marker beacon > receiver and > > transponder. Even the ADF works acceptably although > its range is a > > little short. The GPS would benefit from shielding > or a slight > > relocation as it will blank out if one of the nav > receivers is tuned > > to a particular VOR frequency. (Leakage of nav's IF > frequency signal > > out of the localizer antenna overcomes the > satellite signals.) > > > > Mine is a hatch door, long wing, RG. The antenna > locations are: > > > > Com antennas - In the tip sails. > > Nav antenna - One shared antenna on top of fuselage > about four > > inches forward of engine bulkhead. > > Marker beacon antenna - Along right side about two > inches below > > windows. > > Transponder antenna - Bottom of fuselage below > right rear seat. > > ADF antennna - Bottom of fuselage below left rear > seat. > > Localizer antenna - On canard top surface, > center-line of fuselage. > > GPS antenna - Front of canard top, centered. > Forward of localizer > > antenna. It should be remounted under the top of > the fuselage above > > the localizer antenna. > > > > Regards, > > Lynn > > ===================== > > At 11:46 PM 4/10/2003 Thursday, you wrote: > > > > > > Now that it's finally starting to warm up, I'm > doing the planning > > for my summer project... The wings / canard. > > I realize that antenna placement is variable, > But... > > What do I really need? Do I need a Com and Nav in > each wing? > > Where's the best place for a glideslope antenna. > The keel was > > already down when I got the kit. > > I assume the transponder would be best on the > floor, and the gps on > > the ceiling. > > What about something for the am/fm? > > I've seen Don's elt antenna on the main wingspar > shearweb, and it > > looked pretty survivable. > > > > What's popular / what's practical > > > > Noel 3suv103 > > > > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose ===== James F. Agnew Jim_Agnew_2@Yahoo.Com Tampa, FL Velocity 173 Elite Aircraft Completed From reflector@tvbf.org Fri Apr 11 14:35:48 2003 From: reflector@tvbf.org (Scott Derrick) Date: Fri, 11 Apr 2003 07:35:48 -0600 Subject: REFLECTOR:Alternator Woes. References: Message-ID: <3E96C4B4.9090705@tnstaafl.net> My alternator has been a constant pain in the ass since I bought the plane. 1.) Bolt came out that holds the adjusting arm bracket to the case. Why? It was not safety wired, no hole on the bolt head. It went through the prop on the way out, no major damage. 2.) The adjusting bracket cracked after 75 hours. This is the long bracket with the slot in it. I replaced it with another of same make thinking it must have had a flaw. No damage to plane. 3.) The new adjusting bracket cracked after 45 hours. This bracket is a universal replacement chromed bracket. It was crap. Poor grade of steel and chromed on top of that which weakened it even further. I questioned replacing it when I did it but didn't trust my instincts. I scavenged a junk yard for a good quality bracket. No damage to plane. 5.) After installing new bracket alternator still wiggled. The multiple mounting failures had caused the lower pivot mounts to wear elongation's in the mounting holes. I reamed them out on the mount and alternator installed 7/16 shoulder bolts. 4.) The alternator failed. Disassembled it and decided that this particular unit had seen 300,000 miles of service before installation on my airplane. Didn't know what the unit had come off of and my local alternator shop found a new replacement. No damge to plane. 5.) One of the 7/16 shoulder bolts failed. It was mislabeled in the store as a high alloy steel, it was garden variety. I probably over torque'd it thinking it was a better bolt but it should never have been used in that application anyway. It went through the prop on the way out and wholloped my Catto prop real good in 4 places(nut and 3 washers). My A&P buddy thinks it happened on the ground and the fourth whap near the tip was one of the pieces bouncing back up into the prop. I'm replacing the failed and remaining bolts with true 7/16 grade 8 bolts. Also repairing prop. All these failures can be attributed to "Pilot Error" in my opinion. No safety wire on a bolt. Using inferior bracket. Using junk yard alternator of unknown age. Using substandard hardware. Scott From reflector@tvbf.org Fri Apr 11 14:37:37 2003 From: reflector@tvbf.org (Scott Derrick) Date: Fri, 11 Apr 2003 07:37:37 -0600 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: <3E96BF4F.2040008@tnstaafl.net> <000601c3002e$545ecb20$6700a8c0@thebeach.net> Message-ID: <3E96C521.5050705@tnstaafl.net> Really that big? I think the one in the strake is 3x3 Scott Fred Marconi wrote: > 9" X 9" WOULD DO NICELY. > > FRED > ----- Original Message ----- > From: "Scott Derrick" > To: > Sent: Friday, April 11, 2003 9:12 AM > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > >>I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake >>in the outside wing bolt hole space. I get periodic complaints from ATC >>about intermittent transponder. I think I'll purchase another antenna >>and try mounting one closer to the transmitter. >> >>I don't want it out side though, don't have any external antennas now, >>and don't want any. >> >>Where's a good spot in a standard RG? I was thinking about mounting it >>to the bottom of the rear seat? >> >>How big does the ground plane need to be? >> >>My GPS antenna is mounted to the inside of the nose access door, 4 feet >>of cable and works great. >> >>Scott >> >>Wayne Lanza wrote: >> >>> >>>Regarding the antennas, our experience at the builders center points to >>>the following: >>> > Transponder ANT = between the firewall and gear bulk head, on center >>>line. DO NOT >>>put this ANT out in the strake, many transponders don't like to drive >>>this much wire! >>> > GPS = on top of the landing light or on top of the canard, keep this >>>wire under 8' long. >>> > Marker Beacon = Inside or outside of the keel, or on the floor near >>>the keel. Locate >>>the foil such that you don't tear it up when upholstering or mounting >>>the seats... >>> > Glide Slope = On the floor under the copilot front seat area. >>> > AM/FM = Not too critical, string a 23" piece of the ANT wire (center >>>conductor only) >>>across the under side of the structure in front of the canopy. Make sure >>>that the pitch >>>trim spring doesn't interfere. >>> > ELT = Mount the ELT to the floor between the gear bulk head and the >>>keel bulk head >>>on the copilot side. Run two 23" foils on a diagonal centered at the >>>fuselage joint, the >>>angle of the foils is such that they are fairly straight (they might >>>wrap onto the ceiling). >>>This is not super critical, but this antenna should be vertically >>>mounted not horizontal! >>>Use the torroids and connect the coax braid to the lower foil. Secure >>>foils, torroids and >>>the end of the lead in coax with 1 ply of bid. This needs to be >>>shock/impact secured. >>> > ADF = I've heard of them :-) >>> >>>In general, use the correct type of coax (not TV wire or solid center >>>conductor), use the >>>proper BNC terminals and appropriate tools. Keep the coax runs short and >>>secure. >>> >>>Fly Safe, >>>Wayne Lanza >>>Composite Design, Inc. >>>(electrical weenie at the Velocity Builder's Center) >>>____________________________________________________________________ >>>On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: >>> >>> Noel, >>> As near as possible, I followed the suggestions in the Velocity >>> manual. After 185 hours flying my airplane in a wide variety of >>> circumstances I can pronounce perfect operation of my nav & com >>> radios, localizer & glideslope, marker beacon receiver and >>> transponder. Even the ADF works acceptably although its range is a >>> little short. The GPS would benefit from shielding or a slight >>> relocation as it will blank out if one of the nav receivers is tuned >>> to a particular VOR frequency. (Leakage of nav's IF frequency signal >>> out of the localizer antenna overcomes the satellite signals.) >>> >>> Mine is a hatch door, long wing, RG. The antenna locations are: >>> >>> Com antennas - In the tip sails. >>> Nav antenna - One shared antenna on top of fuselage about four >>> inches forward of engine bulkhead. >>> Marker beacon antenna - Along right side about two inches below >>> windows. >>> Transponder antenna - Bottom of fuselage below right rear seat. >>> ADF antennna - Bottom of fuselage below left rear seat. >>> Localizer antenna - On canard top surface, center-line of fuselage. >>> GPS antenna - Front of canard top, centered. Forward of localizer >>> antenna. It should be remounted under the top of the fuselage above >>> the localizer antenna. >>> >>> Regards, >>> Lynn >>> ===================== >>> At 11:46 PM 4/10/2003 Thursday, you wrote: >>> >>> >>> Now that it's finally starting to warm up, I'm doing the planning >>> for my summer project... The wings / canard. >>> I realize that antenna placement is variable, But... >>> What do I really need? Do I need a Com and Nav in each wing? >>> Where's the best place for a glideslope antenna. The keel was >>> already down when I got the kit. >>> I assume the transponder would be best on the floor, and the gps on >>> the ceiling. >>> What about something for the am/fm? >>> I've seen Don's elt antenna on the main wingspar shearweb, and it >>> looked pretty survivable. >>> >>> What's popular / what's practical >>> >>> Noel 3suv103 >>> >>> >> >> >>_______________________________________________ >>To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > >>Visit the gallery! tvbf:jamaicangoose > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Fri Apr 11 14:37:38 2003 From: reflector@tvbf.org (Wayne Lanza) Date: Fri, 11 Apr 2003 09:37:38 -0400 Subject: REFLECTOR:Re: Transponder Ant. In-Reply-To: <3E96BF4F.2040008@tnstaafl.net> Message-ID: Scott, If you mount the XPD antenna under the rear seat, be sure to do a proper job with the wiring. Transponders put out 200+ watts of power when they transmit, this does not make them good for the health of extraneous living tissue that might be located low in the seats... The ground plane for the XPD need not be any larger than 5" across, round, square, hex, etc. If you put metal mounting legs on the ground plane make sure that they go UP not down, i.e. don't have the legs on the same side as the antenna stub. Good Luck, Wayne ________________________________________________________________________ __ On Friday, April 11, 2003, at 09:12 AM, Scott Derrick wrote: > I'll second Wayne's "DO NOT" for the transponder. Mine is in the > strake in the outside wing bolt hole space. I get periodic complaints > from ATC about intermittent transponder. I think I'll purchase > another antenna and try mounting one closer to the transmitter. > > I don't want it out side though, don't have any external antennas now, > and don't want any. > > Where's a good spot in a standard RG? I was thinking about mounting > it to the bottom of the rear seat? > > How big does the ground plane need to be? > > My GPS antenna is mounted to the inside of the nose access door, 4 > feet of cable and works great. > > Scott From reflector@tvbf.org Fri Apr 11 14:55:28 2003 From: reflector@tvbf.org (Scott Derrick) Date: Fri, 11 Apr 2003 07:55:28 -0600 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: <20030411133415.22304.qmail@web41315.mail.yahoo.com> Message-ID: <3E96C950.7010109@tnstaafl.net> I wonder which would be more difficult, pulling new coax through the very full conduit or mounting a new antenna. I'd prefer leaving it where it is. I think I'll price out the 142 stuff. I've also found two connectors in the transponders coax line, I have no idea why. Each of these contributes a bit to the loss. Scott Jim Agnew wrote: > Your antenna placement is fine, it is the loss in the coax. > The standard coax is good for 8-9 feet, for distances up > to about 17 feet use RG-142 coax. It is much lower in loss > but you might get sticker shock on cost. It is a special > Mil Spec coax. > > Jim > --- Scott Derrick wrote: > >>I'll second Wayne's "DO NOT" for the transponder. Mine is >>in the strake >>in the outside wing bolt hole space. I get periodic >>complaints from ATC >>about intermittent transponder. I think I'll purchase >>another antenna >>and try mounting one closer to the transmitter. >> >>I don't want it out side though, don't have any external >>antennas now, >>and don't want any. >> >>Where's a good spot in a standard RG? I was thinking >>about mounting it >>to the bottom of the rear seat? >> >>How big does the ground plane need to be? >> >>My GPS antenna is mounted to the inside of the nose >>access door, 4 feet >>of cable and works great. >> >>Scott >> >>Wayne Lanza wrote: >> >>> >>>Regarding the antennas, our experience at the builders >> >>center points to >> >>>the following: >>> > Transponder ANT = between the firewall and gear bulk >> >>head, on center >> >>>line. DO NOT >>>put this ANT out in the strake, many transponders don't >> >>like to drive >> >>>this much wire! >>> > GPS = on top of the landing light or on top of the >> >>canard, keep this >> >>>wire under 8' long. >>> > Marker Beacon = Inside or outside of the keel, or on >> >>the floor near >> >>>the keel. Locate >>>the foil such that you don't tear it up when >> >>upholstering or mounting >> >>>the seats... >>> > Glide Slope = On the floor under the copilot front >> >>seat area. >> >>> > AM/FM = Not too critical, string a 23" piece of the >> >>ANT wire (center >> >>>conductor only) >>>across the under side of the structure in front of the >> >>canopy. Make sure >> >>>that the pitch >>>trim spring doesn't interfere. >>> > ELT = Mount the ELT to the floor between the gear >> >>bulk head and the >> >>>keel bulk head >>>on the copilot side. Run two 23" foils on a diagonal >> >>centered at the >> >>>fuselage joint, the >>>angle of the foils is such that they are fairly >> >>straight (they might >> >>>wrap onto the ceiling). >>>This is not super critical, but this antenna should be >> >>vertically >> >>>mounted not horizontal! >>>Use the torroids and connect the coax braid to the >> >>lower foil. Secure >> >>>foils, torroids and >>>the end of the lead in coax with 1 ply of bid. This >> >>needs to be >> >>>shock/impact secured. >>> > ADF = I've heard of them :-) >>> >>>In general, use the correct type of coax (not TV wire >> >>or solid center >> >>>conductor), use the >>>proper BNC terminals and appropriate tools. Keep the >> >>coax runs short and >> >>>secure. >>> >>>Fly Safe, >>>Wayne Lanza >>>Composite Design, Inc. >>>(electrical weenie at the Velocity Builder's Center) >>> >> > ____________________________________________________________________ > >>>On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup >> >>wrote: >> >>> Noel, >>> As near as possible, I followed the suggestions in >> >>the Velocity >> >>> manual. After 185 hours flying my airplane in a >> >>wide variety of >> >>> circumstances I can pronounce perfect operation of >> >>my nav & com >> >>> radios, localizer & glideslope, marker beacon >> >>receiver and >> >>> transponder. Even the ADF works acceptably although >> >>its range is a >> >>> little short. The GPS would benefit from shielding >> >>or a slight >> >>> relocation as it will blank out if one of the nav >> >>receivers is tuned >> >>> to a particular VOR frequency. (Leakage of nav's IF >> >>frequency signal >> >>> out of the localizer antenna overcomes the >> >>satellite signals.) >> >>> Mine is a hatch door, long wing, RG. The antenna >> >>locations are: >> >>> Com antennas - In the tip sails. >>> Nav antenna - One shared antenna on top of fuselage >> >>about four >> >>> inches forward of engine bulkhead. >>> Marker beacon antenna - Along right side about two >> >>inches below >> >>> windows. >>> Transponder antenna - Bottom of fuselage below >> >>right rear seat. >> >>> ADF antennna - Bottom of fuselage below left rear >> >>seat. >> >>> Localizer antenna - On canard top surface, >> >>center-line of fuselage. >> >>> GPS antenna - Front of canard top, centered. >> >>Forward of localizer >> >>> antenna. It should be remounted under the top of >> >>the fuselage above >> >>> the localizer antenna. >>> >>> Regards, >>> Lynn >>> ===================== >>> At 11:46 PM 4/10/2003 Thursday, you wrote: >>> >>> >>> Now that it's finally starting to warm up, I'm >> >>doing the planning >> >>> for my summer project... The wings / canard. >>> I realize that antenna placement is variable, >> >>But... >> >>> What do I really need? Do I need a Com and Nav in >> >>each wing? >> >>> Where's the best place for a glideslope antenna. >> >>The keel was >> >>> already down when I got the kit. >>> I assume the transponder would be best on the >> >>floor, and the gps on >> >>> the ceiling. >>> What about something for the am/fm? >>> I've seen Don's elt antenna on the main wingspar >> >>shearweb, and it >> >>> looked pretty survivable. >>> >>> What's popular / what's practical >>> >>> Noel 3suv103 >>> >>> >> >> >>_______________________________________________ >>To change your email address, visit >>http://www.tvbf.org/mailman/listinfo/reflector >> >>Visit the gallery! tvbf:jamaicangoose > > > > ===== > James F. Agnew > Jim_Agnew_2@Yahoo.Com > Tampa, FL > Velocity 173 Elite Aircraft Completed > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Fri Apr 11 15:25:52 2003 From: reflector@tvbf.org (Alexander Balic) Date: Fri, 11 Apr 2003 09:25:52 -0500 Subject: REFLECTOR:Air tools In-Reply-To: <001401c2ffdc$2de510f0$6501a8c0@pwcinternal.com> Message-ID: You should use the flat sanding disks with the angle die grinder- I purchased a 2" pad. and a 3" pad from McMaster Carr Supply, and I have some 100, 50, and 36 grit resin bonded sanding disks that fit them- they are resistant to clogging, and really remove a lot of material, so you need to develop a touch with them to avoid removing too much, but this doesn't take too long. I think that the disks are rated to 20k rpm, but those numbers are conservative, and I have never had one come apart, even after snagging it, and having half of it tear off, and besides, they are only resin bonded paper, so they won't hurt you much if they hit you, and since we are all wearing eye protection (right?) that should not be a concern there. I really don't use the straight grinder too much, but when I do , I use the solid carbide burrs in them, and they are rated far above any speed that the grinder could produce. I have never even thought of them failing. I also, have a 2" dia drum sander, but the body is solid rubber (heavy) so the grinder doesn't swing it too well, and so I use that one in my air drill to keep the RPM down to a controllable level- works really well. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Tony Babb Sent: Thursday, April 10, 2003 9:41 PM To: reflector@tvbf.org Subject: REFLECTOR:Air tools Folks, I have air powered angle and straight die grinders rated at 25 and 20K rpm. I need a grinding wheel - or two. When I look around my local Home Depot all I see are wheels rated at 15k rpm. Are 25k+ grinding wheels available or is that a "no load" speed and the 15K wheels will work just fine? I would just hate to see a piece of grinding wheel flying across my garage - and you never know where it will end up. Thanks all.. SEFG - top NACA scoops _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Fri Apr 11 15:39:24 2003 From: reflector@tvbf.org (Jim Agnew) Date: Fri, 11 Apr 2003 07:39:24 -0700 (PDT) Subject: Transponder Ant. was Re: REFLECTOR:anntenas In-Reply-To: <3E96C950.7010109@tnstaafl.net> Message-ID: <20030411143924.64951.qmail@web41307.mail.yahoo.com> Scott, The connectors are very important and you should use high grade hex crimp connectors with gold pins for maximum signal. You can cut the connector off one cable end and connect the new cable with solder and tape wraps to make sure it is smooth and then lubricate the cable and pull it through then install the connector after cutting the cable and cleaning it. If you have an AMP Pro-Crimper with the HEX crimp jaws you can install the connectors in a few minutes. The ground plane plate should be larger in length and width than the antenna is long assuming that the antenna is the standard rod type and mount it with the antenna pointing DOWN. Jim --- Scott Derrick wrote: > I wonder which would be more difficult, pulling new coax > through the > very full conduit or mounting a new antenna. > > I'd prefer leaving it where it is. I think I'll price > out the 142 stuff. > > I've also found two connectors in the transponders coax > line, I have no > idea why. Each of these contributes a bit to the loss. > > Scott > > > Jim Agnew wrote: > > Your antenna placement is fine, it is the loss in the > coax. > > The standard coax is good for 8-9 feet, for distances > up > > to about 17 feet use RG-142 coax. It is much lower in > loss > > but you might get sticker shock on cost. It is a > special > > Mil Spec coax. > > > > Jim > > --- Scott Derrick wrote: > > > >>I'll second Wayne's "DO NOT" for the transponder. Mine > is > >>in the strake > >>in the outside wing bolt hole space. I get periodic > >>complaints from ATC > >>about intermittent transponder. I think I'll purchase > >>another antenna > >>and try mounting one closer to the transmitter. > >> > >>I don't want it out side though, don't have any > external > >>antennas now, > >>and don't want any. > >> > >>Where's a good spot in a standard RG? I was thinking > >>about mounting it > >>to the bottom of the rear seat? > >> > >>How big does the ground plane need to be? > >> > >>My GPS antenna is mounted to the inside of the nose > >>access door, 4 feet > >>of cable and works great. > >> > >>Scott > >> > >>Wayne Lanza wrote: > >> > >>> > >>>Regarding the antennas, our experience at the builders > >> > >>center points to > >> > >>>the following: > >>> > Transponder ANT = between the firewall and gear > bulk > >> > >>head, on center > >> > >>>line. DO NOT > >>>put this ANT out in the strake, many transponders > don't > >> > >>like to drive > >> > >>>this much wire! > >>> > GPS = on top of the landing light or on top of the > >> > >>canard, keep this > >> > >>>wire under 8' long. > >>> > Marker Beacon = Inside or outside of the keel, or > on > >> > >>the floor near > >> > >>>the keel. Locate > >>>the foil such that you don't tear it up when > >> > >>upholstering or mounting > >> > >>>the seats... > >>> > Glide Slope = On the floor under the copilot front > >> > >>seat area. > >> > >>> > AM/FM = Not too critical, string a 23" piece of the > >> > >>ANT wire (center > >> > >>>conductor only) > >>>across the under side of the structure in front of the > >> > >>canopy. Make sure > >> > >>>that the pitch > >>>trim spring doesn't interfere. > >>> > ELT = Mount the ELT to the floor between the gear > >> > >>bulk head and the > >> > >>>keel bulk head > >>>on the copilot side. Run two 23" foils on a diagonal > >> > >>centered at the > >> > >>>fuselage joint, the > >>>angle of the foils is such that they are fairly > >> > >>straight (they might > >> > >>>wrap onto the ceiling). > >>>This is not super critical, but this antenna should be > >> > >>vertically > >> > >>>mounted not horizontal! > >>>Use the torroids and connect the coax braid to the > >> > >>lower foil. Secure > >> > >>>foils, torroids and > >>>the end of the lead in coax with 1 ply of bid. This > >> > >>needs to be > >> > >>>shock/impact secured. > >>> > ADF = I've heard of them :-) > >>> > >>>In general, use the correct type of coax (not TV wire > >> > >>or solid center > >> > >>>conductor), use the > >>>proper BNC terminals and appropriate tools. Keep the > >> > >>coax runs short and > >> > >>>secure. > >>> > >>>Fly Safe, > >>>Wayne Lanza > >>>Composite Design, Inc. > >>>(electrical weenie at the Velocity Builder's Center) > >>> > >> > > > ____________________________________________________________________ > > > >>>On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup > >> > >>wrote: > >> > >>> Noel, > >>> As near as possible, I followed the suggestions in > >> > >>the Velocity > >> > >>> manual. After 185 hours flying my airplane in a > >> > >>wide variety of > >> > >>> circumstances I can pronounce perfect operation of > >> > >>my nav & com > >> > >>> radios, localizer & glideslope, marker beacon > >> > >>receiver and > >> > >>> transponder. Even the ADF works acceptably > although > >> > >>its range is a > >> > >>> little short. The GPS would benefit from shielding > >> > >>or a slight > >> > >>> relocation as it will blank out if one of the nav > >> > >>receivers is tuned > >> > >>> to a particular VOR frequency. (Leakage of nav's > IF > >> > >>frequency signal > >> > >>> out of the localizer antenna overcomes the > >> > >>satellite signals.) > >> > >>> Mine is a hatch door, long wing, RG. The antenna > >> > >>locations are: > >> > >>> Com antennas - In the tip sails. > >>> Nav antenna - One shared antenna on top of > fuselage > >> > >>about four > >> > >>> inches forward of engine bulkhead. > >>> Marker beacon antenna - Along right side about two > >> > >>inches below > >> > >>> windows. > >>> Transponder antenna - Bottom of fuselage below > >> > >>right rear seat. > >> > >>> ADF antennna - Bottom of fuselage below left rear > >> > >>seat. > >> > >>> Localizer antenna - On canard top surface, > >> > >>center-line of fuselage. > >> > >>> GPS antenna - Front of canard top, centered. > >> > >>Forward of localizer > >> > >>> antenna. It should be remounted under the top of > >> > >>the fuselage above > >> > >>> the localizer antenna. > >>> > >>> Regards, > >>> Lynn > >>> ===================== > >>> At 11:46 PM 4/10/2003 Thursday, you wrote: > >>> > >>> > >>> Now that it's finally starting to warm up, I'm > >> > >>doing the planning > >> > >>> for my summer project... The wings / canard. > >>> I realize that antenna placement is variable, > >> > >>But... > >> > >>> What do I really need? Do I need a Com and Nav in > >> > >>each wing? > >> > >>> Where's the best place for a glideslope antenna. > >> > >>The keel was > >> > >>> already down when I got the kit. > >>> I assume the transponder would be best on the > >> > >>floor, and the gps on > >> > >>> the ceiling. > >>> What about something for the am/fm? > >>> I've seen Don's elt antenna on the main wingspar > >> > >>shearweb, and it > >> > >>> looked pretty survivable. > >>> > >>> What's popular / what's practical > >>> > >>> Noel 3suv103 > >>> > >>> > >> > >> > >>_______________________________________________ > >>To change your email address, visit > >>http://www.tvbf.org/mailman/listinfo/reflector > >> > >>Visit the gallery! tvbf:jamaicangoose > > > > > > > > ===== > > James F. Agnew > > Jim_Agnew_2@Yahoo.Com > > Tampa, FL > > Velocity 173 Elite Aircraft Completed > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose ===== James F. Agnew Jim_Agnew_2@Yahoo.Com Tampa, FL Velocity 173 Elite Aircraft Completed From reflector@tvbf.org Fri Apr 11 15:39:51 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 11 Apr 2003 07:39:51 -0700 Subject: REFLECTOR:UPSAT stack for sale cheap In-Reply-To: <3E96C950.7010109@tnstaafl.net> References: <20030411133415.22304.qmail@web41315.mail.yahoo.com> Message-ID: <5.2.0.9.2.20030411070919.034f60c0@pop.charter.net> Due to some very complex changes in my life, I'm selling my radio stack. (not stopping the project, just putting it on hold for a few months.) These are all absolutely new, never unpacked with the full factory warrantee, well below dealer cost, less than 6 months old. I prefer to sell the whole stack but will part it out if need be. The GX-60 and MX-20 get a new database free when you register the warranty. GX-60 $3650 (list $5195) SL-30 $2925 (list $4155) MX-20 $5100 (list $7295) Microair Transponder $1250 (list $1391) From reflector@tvbf.org Fri Apr 11 15:39:42 2003 From: reflector@tvbf.org (Alexander Balic) Date: Fri, 11 Apr 2003 09:39:42 -0500 Subject: Transponder Ant. was Re: REFLECTOR:anntenas In-Reply-To: <3E96BF4F.2040008@tnstaafl.net> Message-ID: I placed my transponder antenna/ground plane under the battery (up front) barely fits between the bottom of the battery tray and the fuselage, but nothing is in the way of it there, and the coax run is really short I'm not quite flying yet, so I can't vouch for the reliability of signal there, but it should be good. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Derrick Sent: Friday, April 11, 2003 7:13 AM To: reflector@tvbf.org Subject: Transponder Ant. was Re: REFLECTOR:anntenas I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake in the outside wing bolt hole space. I get periodic complaints from ATC about intermittent transponder. I think I'll purchase another antenna and try mounting one closer to the transmitter. I don't want it out side though, don't have any external antennas now, and don't want any. Where's a good spot in a standard RG? I was thinking about mounting it to the bottom of the rear seat? How big does the ground plane need to be? My GPS antenna is mounted to the inside of the nose access door, 4 feet of cable and works great. Scott Wayne Lanza wrote: > > > Regarding the antennas, our experience at the builders center points to > the following: > > Transponder ANT = between the firewall and gear bulk head, on center > line. DO NOT > put this ANT out in the strake, many transponders don't like to drive > this much wire! > > GPS = on top of the landing light or on top of the canard, keep this > wire under 8' long. > > Marker Beacon = Inside or outside of the keel, or on the floor near > the keel. Locate > the foil such that you don't tear it up when upholstering or mounting > the seats... > > Glide Slope = On the floor under the copilot front seat area. > > AM/FM = Not too critical, string a 23" piece of the ANT wire (center > conductor only) > across the under side of the structure in front of the canopy. Make sure > that the pitch > trim spring doesn't interfere. > > ELT = Mount the ELT to the floor between the gear bulk head and the > keel bulk head > on the copilot side. Run two 23" foils on a diagonal centered at the > fuselage joint, the > angle of the foils is such that they are fairly straight (they might > wrap onto the ceiling). > This is not super critical, but this antenna should be vertically > mounted not horizontal! > Use the torroids and connect the coax braid to the lower foil. Secure > foils, torroids and > the end of the lead in coax with 1 ply of bid. This needs to be > shock/impact secured. > > ADF = I've heard of them :-) > > In general, use the correct type of coax (not TV wire or solid center > conductor), use the > proper BNC terminals and appropriate tools. Keep the coax runs short and > secure. > > Fly Safe, > Wayne Lanza > Composite Design, Inc. > (electrical weenie at the Velocity Builder's Center) > ____________________________________________________________________ > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > > Noel, > As near as possible, I followed the suggestions in the Velocity > manual. After 185 hours flying my airplane in a wide variety of > circumstances I can pronounce perfect operation of my nav & com > radios, localizer & glideslope, marker beacon receiver and > transponder. Even the ADF works acceptably although its range is a > little short. The GPS would benefit from shielding or a slight > relocation as it will blank out if one of the nav receivers is tuned > to a particular VOR frequency. (Leakage of nav's IF frequency signal > out of the localizer antenna overcomes the satellite signals.) > > Mine is a hatch door, long wing, RG. The antenna locations are: > > Com antennas - In the tip sails. > Nav antenna - One shared antenna on top of fuselage about four > inches forward of engine bulkhead. > Marker beacon antenna - Along right side about two inches below > windows. > Transponder antenna - Bottom of fuselage below right rear seat. > ADF antennna - Bottom of fuselage below left rear seat. > Localizer antenna - On canard top surface, center-line of fuselage. > GPS antenna - Front of canard top, centered. Forward of localizer > antenna. It should be remounted under the top of the fuselage above > the localizer antenna. > > Regards, > Lynn > ===================== > At 11:46 PM 4/10/2003 Thursday, you wrote: > > > Now that it's finally starting to warm up, I'm doing the planning > for my summer project... The wings / canard. > I realize that antenna placement is variable, But... > What do I really need? Do I need a Com and Nav in each wing? > Where's the best place for a glideslope antenna. The keel was > already down when I got the kit. > I assume the transponder would be best on the floor, and the gps on > the ceiling. > What about something for the am/fm? > I've seen Don's elt antenna on the main wingspar shearweb, and it > looked pretty survivable. > > What's popular / what's practical > > Noel 3suv103 > > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Fri Apr 11 15:43:16 2003 From: reflector@tvbf.org (Alexander Balic) Date: Fri, 11 Apr 2003 09:43:16 -0500 Subject: Transponder Ant. was Re: REFLECTOR:anntenas In-Reply-To: <3E96C521.5050705@tnstaafl.net> Message-ID: mine is 6" dia,with two small flats on it to fit under the battery tray -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Derrick Sent: Friday, April 11, 2003 7:38 AM To: reflector@tvbf.org Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas Really that big? I think the one in the strake is 3x3 Scott Fred Marconi wrote: > 9" X 9" WOULD DO NICELY. > > FRED > ----- Original Message ----- > From: "Scott Derrick" > To: > Sent: Friday, April 11, 2003 9:12 AM > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > >>I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake >>in the outside wing bolt hole space. I get periodic complaints from ATC >>about intermittent transponder. I think I'll purchase another antenna >>and try mounting one closer to the transmitter. >> >>I don't want it out side though, don't have any external antennas now, >>and don't want any. >> >>Where's a good spot in a standard RG? I was thinking about mounting it >>to the bottom of the rear seat? >> >>How big does the ground plane need to be? >> >>My GPS antenna is mounted to the inside of the nose access door, 4 feet >>of cable and works great. >> >>Scott >> >>Wayne Lanza wrote: >> >>> >>>Regarding the antennas, our experience at the builders center points to >>>the following: >>> > Transponder ANT = between the firewall and gear bulk head, on center >>>line. DO NOT >>>put this ANT out in the strake, many transponders don't like to drive >>>this much wire! >>> > GPS = on top of the landing light or on top of the canard, keep this >>>wire under 8' long. >>> > Marker Beacon = Inside or outside of the keel, or on the floor near >>>the keel. Locate >>>the foil such that you don't tear it up when upholstering or mounting >>>the seats... >>> > Glide Slope = On the floor under the copilot front seat area. >>> > AM/FM = Not too critical, string a 23" piece of the ANT wire (center >>>conductor only) >>>across the under side of the structure in front of the canopy. Make sure >>>that the pitch >>>trim spring doesn't interfere. >>> > ELT = Mount the ELT to the floor between the gear bulk head and the >>>keel bulk head >>>on the copilot side. Run two 23" foils on a diagonal centered at the >>>fuselage joint, the >>>angle of the foils is such that they are fairly straight (they might >>>wrap onto the ceiling). >>>This is not super critical, but this antenna should be vertically >>>mounted not horizontal! >>>Use the torroids and connect the coax braid to the lower foil. Secure >>>foils, torroids and >>>the end of the lead in coax with 1 ply of bid. This needs to be >>>shock/impact secured. >>> > ADF = I've heard of them :-) >>> >>>In general, use the correct type of coax (not TV wire or solid center >>>conductor), use the >>>proper BNC terminals and appropriate tools. Keep the coax runs short and >>>secure. >>> >>>Fly Safe, >>>Wayne Lanza >>>Composite Design, Inc. >>>(electrical weenie at the Velocity Builder's Center) >>>____________________________________________________________________ >>>On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: >>> >>> Noel, >>> As near as possible, I followed the suggestions in the Velocity >>> manual. After 185 hours flying my airplane in a wide variety of >>> circumstances I can pronounce perfect operation of my nav & com >>> radios, localizer & glideslope, marker beacon receiver and >>> transponder. Even the ADF works acceptably although its range is a >>> little short. The GPS would benefit from shielding or a slight >>> relocation as it will blank out if one of the nav receivers is tuned >>> to a particular VOR frequency. (Leakage of nav's IF frequency signal >>> out of the localizer antenna overcomes the satellite signals.) >>> >>> Mine is a hatch door, long wing, RG. The antenna locations are: >>> >>> Com antennas - In the tip sails. >>> Nav antenna - One shared antenna on top of fuselage about four >>> inches forward of engine bulkhead. >>> Marker beacon antenna - Along right side about two inches below >>> windows. >>> Transponder antenna - Bottom of fuselage below right rear seat. >>> ADF antennna - Bottom of fuselage below left rear seat. >>> Localizer antenna - On canard top surface, center-line of fuselage. >>> GPS antenna - Front of canard top, centered. Forward of localizer >>> antenna. It should be remounted under the top of the fuselage above >>> the localizer antenna. >>> >>> Regards, >>> Lynn >>> ===================== >>> At 11:46 PM 4/10/2003 Thursday, you wrote: >>> >>> >>> Now that it's finally starting to warm up, I'm doing the planning >>> for my summer project... The wings / canard. >>> I realize that antenna placement is variable, But... >>> What do I really need? Do I need a Com and Nav in each wing? >>> Where's the best place for a glideslope antenna. The keel was >>> already down when I got the kit. >>> I assume the transponder would be best on the floor, and the gps on >>> the ceiling. >>> What about something for the am/fm? >>> I've seen Don's elt antenna on the main wingspar shearweb, and it >>> looked pretty survivable. >>> >>> What's popular / what's practical >>> >>> Noel 3suv103 >>> >>> >> >> >>_______________________________________________ >>To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > >>Visit the gallery! tvbf:jamaicangoose > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Fri Apr 11 15:43:59 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 11 Apr 2003 10:43:59 -0400 Subject: REFLECTOR:Alternator Woes. Message-ID: <142E95AF.0EE2D2A4.0086622B@aol.com> Scott, Don't know what model engine, but I use a regular car alternator (identical to aircraft model) that came on the IO 360 C1C. When bolted on with bracket, it should not even come close to wiggling--its like its welded to the engine. Are you sure you have the main bolts and bracket to the engine secured properly. The adjusting bracket should not be carrying any load at all--its there for tension only for the belt. From reflector@tvbf.org Fri Apr 11 16:01:20 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 11 Apr 2003 11:01:20 EDT Subject: Transponder Ant. was Re: REFLECTOR:anntenas Message-ID: <1db.74ad910.2bc832c0@aol.com> --part1_1db.74ad910.2bc832c0_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Scott, I am pretty sure you can get the RG-142 Coax from Walker Electric in Albuquerque. They have good people & prices and don't mind helping you out on things. If you need me to check on that for you let me know, it's on the way to work. Kurt Winker. 173 FGE Luminum 4.3L Chev. (now building the special aileron Bel crank brackets I need since I don't have cowl flanges! It's always something :) --part1_1db.74ad910.2bc832c0_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Scott,

I am pretty sure you can get the RG-142 Coax from Walker Electric in Albuqu= erque.  They have good people & prices and don't mind helping you o= ut on things.  If you need me to check on that for you let me know, it'= s on the way to work.

Kurt Winker.

173 FGE  Luminum 4.3L Chev. (now building the special aileron Bel crank= brackets I need since I don't have cowl flanges!  It's always somethin= g :) --part1_1db.74ad910.2bc832c0_boundary-- From reflector@tvbf.org Fri Apr 11 16:28:46 2003 From: reflector@tvbf.org (Laurence Coen) Date: Fri, 11 Apr 2003 10:28:46 -0500 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: <3E96BF4F.2040008@tnstaafl.net> Message-ID: Scott, The ground plane needs to be a circle at least of a radius equal to the length of the antenna. It can be larger for purposes of shielding but will not improve antenna performance. One thing that will improve performance is not using RG 58 U coax. RG 8 mini is a low loss coax of the correct impendence (50 ohm). In fact it may fix your transponder problem at its current location. Something to think about the next time your wing falls off ;-). Larry Coen SE-RG/Franklin ----- Original Message ----- From: "Scott Derrick" To: Sent: Friday, April 11, 2003 8:12 AM Subject: Transponder Ant. was Re: REFLECTOR:anntenas > I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake > in the outside wing bolt hole space. I get periodic complaints from ATC > about intermittent transponder. I think I'll purchase another antenna > and try mounting one closer to the transmitter. > > I don't want it out side though, don't have any external antennas now, > and don't want any. > > Where's a good spot in a standard RG? I was thinking about mounting it > to the bottom of the rear seat? > > How big does the ground plane need to be? > > My GPS antenna is mounted to the inside of the nose access door, 4 feet > of cable and works great. > > Scott > > Wayne Lanza wrote: > > > > > > Regarding the antennas, our experience at the builders center points to > > the following: > > > Transponder ANT = between the firewall and gear bulk head, on center > > line. DO NOT > > put this ANT out in the strake, many transponders don't like to drive > > this much wire! > > > GPS = on top of the landing light or on top of the canard, keep this > > wire under 8' long. > > > Marker Beacon = Inside or outside of the keel, or on the floor near > > the keel. Locate > > the foil such that you don't tear it up when upholstering or mounting > > the seats... > > > Glide Slope = On the floor under the copilot front seat area. > > > AM/FM = Not too critical, string a 23" piece of the ANT wire (center > > conductor only) > > across the under side of the structure in front of the canopy. Make sure > > that the pitch > > trim spring doesn't interfere. > > > ELT = Mount the ELT to the floor between the gear bulk head and the > > keel bulk head > > on the copilot side. Run two 23" foils on a diagonal centered at the > > fuselage joint, the > > angle of the foils is such that they are fairly straight (they might > > wrap onto the ceiling). > > This is not super critical, but this antenna should be vertically > > mounted not horizontal! > > Use the torroids and connect the coax braid to the lower foil. Secure > > foils, torroids and > > the end of the lead in coax with 1 ply of bid. This needs to be > > shock/impact secured. > > > ADF = I've heard of them :-) > > > > In general, use the correct type of coax (not TV wire or solid center > > conductor), use the > > proper BNC terminals and appropriate tools. Keep the coax runs short and > > secure. > > > > Fly Safe, > > Wayne Lanza > > Composite Design, Inc. > > (electrical weenie at the Velocity Builder's Center) > > ____________________________________________________________________ > > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > > > > Noel, > > As near as possible, I followed the suggestions in the Velocity > > manual. After 185 hours flying my airplane in a wide variety of > > circumstances I can pronounce perfect operation of my nav & com > > radios, localizer & glideslope, marker beacon receiver and > > transponder. Even the ADF works acceptably although its range is a > > little short. The GPS would benefit from shielding or a slight > > relocation as it will blank out if one of the nav receivers is tuned > > to a particular VOR frequency. (Leakage of nav's IF frequency signal > > out of the localizer antenna overcomes the satellite signals.) > > > > Mine is a hatch door, long wing, RG. The antenna locations are: > > > > Com antennas - In the tip sails. > > Nav antenna - One shared antenna on top of fuselage about four > > inches forward of engine bulkhead. > > Marker beacon antenna - Along right side about two inches below > > windows. > > Transponder antenna - Bottom of fuselage below right rear seat. > > ADF antennna - Bottom of fuselage below left rear seat. > > Localizer antenna - On canard top surface, center-line of fuselage. > > GPS antenna - Front of canard top, centered. Forward of localizer > > antenna. It should be remounted under the top of the fuselage above > > the localizer antenna. > > > > Regards, > > Lynn > > ===================== > > At 11:46 PM 4/10/2003 Thursday, you wrote: > > > > > > Now that it's finally starting to warm up, I'm doing the planning > > for my summer project... The wings / canard. > > I realize that antenna placement is variable, But... > > What do I really need? Do I need a Com and Nav in each wing? > > Where's the best place for a glideslope antenna. The keel was > > already down when I got the kit. > > I assume the transponder would be best on the floor, and the gps on > > the ceiling. > > What about something for the am/fm? > > I've seen Don's elt antenna on the main wingspar shearweb, and it > > looked pretty survivable. > > > > What's popular / what's practical > > > > Noel 3suv103 > > > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Fri Apr 11 16:48:24 2003 From: reflector@tvbf.org (Wayne Owens) Date: Fri, 11 Apr 2003 11:48:24 -0400 Subject: REFLECTOR:Lower cowl Message-ID: <005401c30041$c9beba20$0100a8c0@mshome.net> This is a multi-part message in MIME format. ------=_NextPart_000_0051_01C30020.422E7440 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Next I plan to relocate my radiator so N33SV doesn't look as much like a = pregnant guppy. Looks like a closer copy of the P51 cooling scheme = Utilizing the space under my rear bench seat will help. So now that you have TMI (too much information) I'm looking for a lower = cowling . Anyone got an extra or damaged one? Wayne Owens 2009 Mercer Rd=20 Smyrna GA 30080 770 333 1578 ------=_NextPart_000_0051_01C30020.422E7440 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Next I plan to relocate my radiator so = N33SV=20 doesn't look as much like a pregnant guppy. Looks like a closer copy of = the P51=20 cooling scheme Utilizing the space under my rear bench seat will=20 help.
 So now that you have TMI (too = much=20 information) I'm looking for a lower cowling . Anyone got an extra or = damaged=20 one?
Wayne Owens
2009 Mercer Rd
Smyrna GA 30080
770 333 1578
------=_NextPart_000_0051_01C30020.422E7440-- From reflector@tvbf.org Fri Apr 11 18:51:46 2003 From: reflector@tvbf.org (Jack Sheehan) Date: Fri, 11 Apr 2003 13:51:46 -0400 Subject: Transponder Ant. was Re: REFLECTOR:anntenas In-Reply-To: <3E96BF4F.2040008@tnstaafl.net> References: <3E96BF4F.2040008@tnstaafl.net> Message-ID: I am not sure where I got the information/idea for my transponder antenna but it was not original. I located it in the nose compartment under the oil cooler by making a sheet metal shelf attached to the oil cooler duct/ heat plenum and the fuselage. the metal shelf is approximately 6 inches square which is about what you need for a ground plane and the coax length is short. Jack N55XL "Best Workmanship Award" Sun-N-Fun 2003 From reflector@tvbf.org Fri Apr 11 19:33:11 2003 From: reflector@tvbf.org (Fred Marconi) Date: Fri, 11 Apr 2003 14:33:11 -0400 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: Message-ID: <000901c30058$ced69fc0$6700a8c0@thebeach.net> That should do I erred on the more the better. 6" is minimum. Fred ----- Original Message ----- From: "Alexander Balic" To: Sent: Friday, April 11, 2003 10:43 AM Subject: RE: Transponder Ant. was Re: REFLECTOR:anntenas > mine is 6" dia,with two small flats on it to fit under the battery tray > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Scott Derrick > Sent: Friday, April 11, 2003 7:38 AM > To: reflector@tvbf.org > Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas > > > Really that big? > > I think the one in the strake is 3x3 > > Scott > > Fred Marconi wrote: > > 9" X 9" WOULD DO NICELY. > > > > FRED > > ----- Original Message ----- > > From: "Scott Derrick" > > To: > > Sent: Friday, April 11, 2003 9:12 AM > > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > > > > > >>I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake > >>in the outside wing bolt hole space. I get periodic complaints from ATC > >>about intermittent transponder. I think I'll purchase another antenna > >>and try mounting one closer to the transmitter. > >> > >>I don't want it out side though, don't have any external antennas now, > >>and don't want any. > >> > >>Where's a good spot in a standard RG? I was thinking about mounting it > >>to the bottom of the rear seat? > >> > >>How big does the ground plane need to be? > >> > >>My GPS antenna is mounted to the inside of the nose access door, 4 feet > >>of cable and works great. > >> > >>Scott > >> > >>Wayne Lanza wrote: > >> > >>> > >>>Regarding the antennas, our experience at the builders center points to > >>>the following: > >>> > Transponder ANT = between the firewall and gear bulk head, on center > >>>line. DO NOT > >>>put this ANT out in the strake, many transponders don't like to drive > >>>this much wire! > >>> > GPS = on top of the landing light or on top of the canard, keep this > >>>wire under 8' long. > >>> > Marker Beacon = Inside or outside of the keel, or on the floor near > >>>the keel. Locate > >>>the foil such that you don't tear it up when upholstering or mounting > >>>the seats... > >>> > Glide Slope = On the floor under the copilot front seat area. > >>> > AM/FM = Not too critical, string a 23" piece of the ANT wire (center > >>>conductor only) > >>>across the under side of the structure in front of the canopy. Make sure > >>>that the pitch > >>>trim spring doesn't interfere. > >>> > ELT = Mount the ELT to the floor between the gear bulk head and the > >>>keel bulk head > >>>on the copilot side. Run two 23" foils on a diagonal centered at the > >>>fuselage joint, the > >>>angle of the foils is such that they are fairly straight (they might > >>>wrap onto the ceiling). > >>>This is not super critical, but this antenna should be vertically > >>>mounted not horizontal! > >>>Use the torroids and connect the coax braid to the lower foil. Secure > >>>foils, torroids and > >>>the end of the lead in coax with 1 ply of bid. This needs to be > >>>shock/impact secured. > >>> > ADF = I've heard of them :-) > >>> > >>>In general, use the correct type of coax (not TV wire or solid center > >>>conductor), use the > >>>proper BNC terminals and appropriate tools. Keep the coax runs short and > >>>secure. > >>> > >>>Fly Safe, > >>>Wayne Lanza > >>>Composite Design, Inc. > >>>(electrical weenie at the Velocity Builder's Center) > >>>____________________________________________________________________ > >>>On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > >>> > >>> Noel, > >>> As near as possible, I followed the suggestions in the Velocity > >>> manual. After 185 hours flying my airplane in a wide variety of > >>> circumstances I can pronounce perfect operation of my nav & com > >>> radios, localizer & glideslope, marker beacon receiver and > >>> transponder. Even the ADF works acceptably although its range is a > >>> little short. The GPS would benefit from shielding or a slight > >>> relocation as it will blank out if one of the nav receivers is tuned > >>> to a particular VOR frequency. (Leakage of nav's IF frequency signal > >>> out of the localizer antenna overcomes the satellite signals.) > >>> > >>> Mine is a hatch door, long wing, RG. The antenna locations are: > >>> > >>> Com antennas - In the tip sails. > >>> Nav antenna - One shared antenna on top of fuselage about four > >>> inches forward of engine bulkhead. > >>> Marker beacon antenna - Along right side about two inches below > >>> windows. > >>> Transponder antenna - Bottom of fuselage below right rear seat. > >>> ADF antennna - Bottom of fuselage below left rear seat. > >>> Localizer antenna - On canard top surface, center-line of fuselage. > >>> GPS antenna - Front of canard top, centered. Forward of localizer > >>> antenna. It should be remounted under the top of the fuselage above > >>> the localizer antenna. > >>> > >>> Regards, > >>> Lynn > >>> ===================== > >>> At 11:46 PM 4/10/2003 Thursday, you wrote: > >>> > >>> > >>> Now that it's finally starting to warm up, I'm doing the planning > >>> for my summer project... The wings / canard. > >>> I realize that antenna placement is variable, But... > >>> What do I really need? Do I need a Com and Nav in each wing? > >>> Where's the best place for a glideslope antenna. The keel was > >>> already down when I got the kit. > >>> I assume the transponder would be best on the floor, and the gps on > >>> the ceiling. > >>> What about something for the am/fm? > >>> I've seen Don's elt antenna on the main wingspar shearweb, and it > >>> looked pretty survivable. > >>> > >>> What's popular / what's practical > >>> > >>> Noel 3suv103 > >>> > >>> > >> > >> > >>_______________________________________________ > >>To change your email address, visit > > > > http://www.tvbf.org/mailman/listinfo/reflector > > > >>Visit the gallery! tvbf:jamaicangoose > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Fri Apr 11 19:48:10 2003 From: reflector@tvbf.org (Fred Marconi) Date: Fri, 11 Apr 2003 14:48:10 -0400 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: <3E96BF4F.2040008@tnstaafl.net> <000601c3002e$545ecb20$6700a8c0@thebeach.net> <3E96C521.5050705@tnstaafl.net> Message-ID: <002301c3005a$e6a167a0$6700a8c0@thebeach.net> Scott: I believe that when I looked at the information in Bob Knuckoll's manual this is what he suggested I went a little larger since I had the space. I placed my antenna between the main gear bulkhead and the transverse piece that hold the bellcrank assembly for the ailerons. Plenty of room there. Fred www.aeroelectric.com ----- Original Message ----- From: "Scott Derrick" To: Sent: Friday, April 11, 2003 9:37 AM Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas > Really that big? > > I think the one in the strake is 3x3 > > Scott > > Fred Marconi wrote: > > 9" X 9" WOULD DO NICELY. > > > > FRED > > ----- Original Message ----- > > From: "Scott Derrick" > > To: > > Sent: Friday, April 11, 2003 9:12 AM > > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > > > > > >>I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake > >>in the outside wing bolt hole space. I get periodic complaints from ATC > >>about intermittent transponder. I think I'll purchase another antenna > >>and try mounting one closer to the transmitter. > >> > >>I don't want it out side though, don't have any external antennas now, > >>and don't want any. > >> > >>Where's a good spot in a standard RG? I was thinking about mounting it > >>to the bottom of the rear seat? > >> > >>How big does the ground plane need to be? > >> > >>My GPS antenna is mounted to the inside of the nose access door, 4 feet > >>of cable and works great. > >> > >>Scott > >> > >>Wayne Lanza wrote: > >> > >>> > >>>Regarding the antennas, our experience at the builders center points to > >>>the following: > >>> > Transponder ANT = between the firewall and gear bulk head, on center > >>>line. DO NOT > >>>put this ANT out in the strake, many transponders don't like to drive > >>>this much wire! > >>> > GPS = on top of the landing light or on top of the canard, keep this > >>>wire under 8' long. > >>> > Marker Beacon = Inside or outside of the keel, or on the floor near > >>>the keel. Locate > >>>the foil such that you don't tear it up when upholstering or mounting > >>>the seats... > >>> > Glide Slope = On the floor under the copilot front seat area. > >>> > AM/FM = Not too critical, string a 23" piece of the ANT wire (center > >>>conductor only) > >>>across the under side of the structure in front of the canopy. Make sure > >>>that the pitch > >>>trim spring doesn't interfere. > >>> > ELT = Mount the ELT to the floor between the gear bulk head and the > >>>keel bulk head > >>>on the copilot side. Run two 23" foils on a diagonal centered at the > >>>fuselage joint, the > >>>angle of the foils is such that they are fairly straight (they might > >>>wrap onto the ceiling). > >>>This is not super critical, but this antenna should be vertically > >>>mounted not horizontal! > >>>Use the torroids and connect the coax braid to the lower foil. Secure > >>>foils, torroids and > >>>the end of the lead in coax with 1 ply of bid. This needs to be > >>>shock/impact secured. > >>> > ADF = I've heard of them :-) > >>> > >>>In general, use the correct type of coax (not TV wire or solid center > >>>conductor), use the > >>>proper BNC terminals and appropriate tools. Keep the coax runs short and > >>>secure. > >>> > >>>Fly Safe, > >>>Wayne Lanza > >>>Composite Design, Inc. > >>>(electrical weenie at the Velocity Builder's Center) > >>>____________________________________________________________________ > >>>On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > >>> > >>> Noel, > >>> As near as possible, I followed the suggestions in the Velocity > >>> manual. After 185 hours flying my airplane in a wide variety of > >>> circumstances I can pronounce perfect operation of my nav & com > >>> radios, localizer & glideslope, marker beacon receiver and > >>> transponder. Even the ADF works acceptably although its range is a > >>> little short. The GPS would benefit from shielding or a slight > >>> relocation as it will blank out if one of the nav receivers is tuned > >>> to a particular VOR frequency. (Leakage of nav's IF frequency signal > >>> out of the localizer antenna overcomes the satellite signals.) > >>> > >>> Mine is a hatch door, long wing, RG. The antenna locations are: > >>> > >>> Com antennas - In the tip sails. > >>> Nav antenna - One shared antenna on top of fuselage about four > >>> inches forward of engine bulkhead. > >>> Marker beacon antenna - Along right side about two inches below > >>> windows. > >>> Transponder antenna - Bottom of fuselage below right rear seat. > >>> ADF antennna - Bottom of fuselage below left rear seat. > >>> Localizer antenna - On canard top surface, center-line of fuselage. > >>> GPS antenna - Front of canard top, centered. Forward of localizer > >>> antenna. It should be remounted under the top of the fuselage above > >>> the localizer antenna. > >>> > >>> Regards, > >>> Lynn > >>> ===================== > >>> At 11:46 PM 4/10/2003 Thursday, you wrote: > >>> > >>> > >>> Now that it's finally starting to warm up, I'm doing the planning > >>> for my summer project... The wings / canard. > >>> I realize that antenna placement is variable, But... > >>> What do I really need? Do I need a Com and Nav in each wing? > >>> Where's the best place for a glideslope antenna. The keel was > >>> already down when I got the kit. > >>> I assume the transponder would be best on the floor, and the gps on > >>> the ceiling. > >>> What about something for the am/fm? > >>> I've seen Don's elt antenna on the main wingspar shearweb, and it > >>> looked pretty survivable. > >>> > >>> What's popular / what's practical > >>> > >>> Noel 3suv103 > >>> > >>> > >> > >> > >>_______________________________________________ > >>To change your email address, visit > > > > http://www.tvbf.org/mailman/listinfo/reflector > > > >>Visit the gallery! tvbf:jamaicangoose > > > > > > _______________________________________________ > > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Fri Apr 11 21:13:30 2003 From: reflector@tvbf.org (Jim Agnew) Date: Fri, 11 Apr 2003 13:13:30 -0700 (PDT) Subject: REFLECTOR:UNAPPROVED PARTS Larry Good (Good Aviation) Message-ID: <20030411201330.66414.qmail@web41306.mail.yahoo.com> If any of you bought parts or engines from Larry Good (Good Aviation, 1705 Smoking Tree Street, Moore, OK 73160-5725) you better look at the UPN at the following address. http://www1.faa.gov/avr/sups/FN2002-0196.htm Jim ===== James F. Agnew Jim_Agnew_2@Yahoo.Com Tampa, FL Velocity 173 Elite Aircraft Completed From reflector@tvbf.org Fri Apr 11 21:27:20 2003 From: reflector@tvbf.org (Bob Kuc) Date: Fri, 11 Apr 2003 16:27:20 -0400 Subject: REFLECTOR:Transponder Ant , ground and family jewels References: <3E96BF4F.2040008@tnstaafl.net> <000601c3002e$545ecb20$6700a8c0@thebeach.net> <3E96C521.5050705@tnstaafl.net> <002301c3005a$e6a167a0$6700a8c0@thebeach.net> Message-ID: <003201c30068$c1380a60$0301a8c0@win2k> If you look at this site: http://www.matronics.com/digest/aeroelectric-list/ this has all the archives from there. There was lengthly discussions about "family jewels" on 3/10 and few days after. It starts talking about ground planes and such and naturally went to family jewels. Here is an exerpt from 3/10 and response frm Bob N. Time: 05:42:27 PM PST US From: "Robert L. Nuckolls, III" Subject: AeroElectric-List: Re: defending the "familiy jewels" . . . --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 08:54 PM 3/10/2003 -0400, you wrote: >--> AeroElectric-List message posted by: Rino > >A transponder antenna that close to your passengers "private parts" >might not be the best thing to do. The radiation may do some damage. > >Rino A hangar myth. Folks have looked at the peak output power rating of a transponder (100 to 250W) and tried to make a connection between a desire to make one's airplane visible to a distant radar receiver and cooking meat. When you buy a microwave, it too is rated in the hundreds of watts . . . but CONTINUOUS duty. A good 700W microwave will boil a cup of water in about 2 minutes. (Remember the traveler's immersion heaters in the hardware store? They're 300W heaters and take about 4 minutes to boil a cup of water). If you measure the current draw of this machine, it will be on the order of 8-9 amps or 1000W total input. Your transponder draws about 1.5 amps while being interrogated for a total input power of 18W. The output comes in the form of a series of 0.5 uSec pulses in respond to an interrogation that represent a string of binary numbers representing either your squawk code (mode A) or altitude (mode C). Assuming you are interrogated once per second (quite often) your average output power for a 250W transponder is on the order of 250W x 20 pulses x 0.0000005 seconds/1 second or 2.5 milliwatts per second. This isn't going even going to warm up much less cook anything. Another fallacy of the myth concerns body parts most sensitive to microwave radiation . . . turns out that your eyes are the most vulnerable . . . but the story isn't nearly so interesting to really macho pilots. None the less, there are folks who have armor-shielded their seat bottoms in deference to this myth. The story was REALLY popular about 15 years ago in the heyday of the Long-Ezs Here's a post I did on a canard pusher list server about 5 years ago: > Location away from the pilot/co-pilot is also >recommended but over ten feet requires a different cable. Yes?? I was >thinking about locating it aft of the pilot in the baggage area. Is that >distance safe? A totally bogus recommendation. A few years back, someone observed that their transponder was rated for 200 watts output . . . 1/3rd that of the family microwave. Our hero was immediately concerned for preservation of the family jewels and proceeded to line the bottom of his composite seat pan with aluminum foil. What he failed to understand was that his RF coffee warmer and popcorn popper was rated in continuous watts while the transponder was in peak watts. The average power output from a transponder is less than 1 watt . . . BTW, the eyes are about 100 times more sensitive to the effects of microwave heating than are any deep organs . . . you'll go blind you quit making babies. Bob . . . //// (o o) ===========o00o=(_)=o00o========= ----- Original Message ----- From: "Fred Marconi" To: Sent: Friday, April 11, 2003 2:48 PM Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas > Scott: > > I believe that when I looked at the information in Bob Knuckoll's manual > this is what he suggested I went a little larger since I had the space. I > placed my antenna between the main gear bulkhead and the transverse piece > that hold the bellcrank assembly for the ailerons. Plenty of room there. > > Fred > > www.aeroelectric.com > > From reflector@tvbf.org Fri Apr 11 21:31:50 2003 From: reflector@tvbf.org (Tom Martino) Date: Fri, 11 Apr 2003 14:31:50 -0600 Subject: REFLECTOR:UNAPPROVED PARTS Larry Good (Good Aviation) Message-ID: This is a multi-part message in MIME format. ------_=_NextPart_001_01C30069.61DC014C Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: base64 WW91IGhhdmUgdG8gbG92ZSBpdCB3aGVuIHRoZSBnb3Zlcm5tZW50IGlzIGFjdHVhbGx5IGRvaW5n IGl0cyBqb2IgYW5kIHByb3RlY3RpbmcgdXMhIA0KDQoJLS0tLS1PcmlnaW5hbCBNZXNzYWdlLS0t LS0gDQoJRnJvbTogSmltIEFnbmV3IFttYWlsdG86amltX2FnbmV3XzJAeWFob28uY29tXSANCglT ZW50OiBGcmkgNC8xMS8yMDAzIDI6MTMgUE0gDQoJVG86IFZlbG9jaXR5IFJlZmxlY3RvciANCglD YzogDQoJU3ViamVjdDogUkVGTEVDVE9SOlVOQVBQUk9WRUQgUEFSVFMgTGFycnkgR29vZCAoR29v ZCBBdmlhdGlvbikNCgkNCgkNCg0KCUlmIGFueSBvZiB5b3UgYm91Z2h0IHBhcnRzIG9yIGVuZ2lu ZXMgZnJvbSBMYXJyeSBHb29kIChHb29kDQoJQXZpYXRpb24sIDE3MDUgU21va2luZyBUcmVlIFN0 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REFLECTOR:anntenas (sorry I'm sending this through the admin instead of straight to the group, but where I am I don't have the ability so send from my normal account, so I'm figuring it will be bounced as from a non-subscriber) I had this conversation a couple of years ago with Jim Wier. More is not better. What you really want is a 1/4 wave. The size of a reflector for 1/4 wave is kind of odd, so what you do is make up a hex or a square reflector, with the distance to the points a little to long, and to the center of the flats a little too short. SOMEWHERE along the edge is the 1/4 wave distance. The shape I finally settled on is a hex with bent down edges. That shields more of the pattern from your butt, but because of the slant distance it makes the dimentions more complex: Cut a hexagon out of .025 aluminum. It's 5.9" across at the flats, 6.66 across at the points. Out of each point cut out a wedge, 90 degrees to the flats, .5" deep. Fold down a .5" wide lip at 90 degrees to the plate, all the way around, so it's an inverted hexagonal aluminum candy dish. The slant distance from the center of the dish to the lip is 2.5" at the center of a flat, and 2.87" at a point, so somewhere between the two is the real 1/4 wave distance. On Fri, 11 Apr 2003 14:33:11 -0400 "Fred Marconi" wrote: >That should do I erred on the more the better. 6" is >minimum. > >Fred > >----- Original Message ----- >From: "Alexander Balic" >To: >Sent: Friday, April 11, 2003 10:43 AM >Subject: RE: Transponder Ant. was Re: REFLECTOR:anntenas > > >> mine is 6" dia,with two small flats on it to fit under >>the battery tray >> >> -----Original Message----- >> From: reflector-admin@tvbf.org >>[mailto:reflector-admin@tvbf.org]On >> Behalf Of Scott Derrick >> Sent: Friday, April 11, 2003 7:38 AM >> To: reflector@tvbf.org >> Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas >> >> >> Really that big? >> >> I think the one in the strake is 3x3 >> >> Scott >> >> Fred Marconi wrote: >> > 9" X 9" WOULD DO NICELY. >> > >> > FRED >> > ----- Original Message ----- >> > From: "Scott Derrick" >> > To: >> > Sent: Friday, April 11, 2003 9:12 AM >> > Subject: Transponder Ant. was Re: REFLECTOR:anntenas >> > >> > >> > >> >>I'll second Wayne's "DO NOT" for the transponder. Mine >>is in the strake >> >>in the outside wing bolt hole space. I get periodic >>complaints from ATC >> >>about intermittent transponder. I think I'll purchase >>another antenna >> >>and try mounting one closer to the transmitter. >> >> >> >>I don't want it out side though, don't have any >>external antennas now, >> >>and don't want any. >> >> >> >>Where's a good spot in a standard RG? I was thinking >>about mounting it >> >>to the bottom of the rear seat? >> >> >> >>How big does the ground plane need to be? >> >> >> >>My GPS antenna is mounted to the inside of the nose >>access door, 4 feet >> >>of cable and works great. >> >> >> >>Scott >> >> >> >>Wayne Lanza wrote: >> >> >> >>> >> >>>Regarding the antennas, our experience at the >>builders center points to >> >>>the following: >> >>> > Transponder ANT = between the firewall and gear >>bulk head, on center >> >>>line. DO NOT >> >>>put this ANT out in the strake, many transponders >>don't like to drive >> >>>this much wire! >> >>> > GPS = on top of the landing light or on top of the >>canard, keep this >> >>>wire under 8' long. >> >>> > Marker Beacon = Inside or outside of the keel, or >>on the floor near >> >>>the keel. Locate >> >>>the foil such that you don't tear it up when >>upholstering or mounting >> >>>the seats... >> >>> > Glide Slope = On the floor under the copilot front >>seat area. >> >>> > AM/FM = Not too critical, string a 23" piece of >>the ANT wire (center >> >>>conductor only) >> >>>across the under side of the structure in front of >>the canopy. Make >sure >> >>>that the pitch >> >>>trim spring doesn't interfere. >> >>> > ELT = Mount the ELT to the floor between the gear >>bulk head and the >> >>>keel bulk head >> >>>on the copilot side. Run two 23" foils on a diagonal >>centered at the >> >>>fuselage joint, the >> >>>angle of the foils is such that they are fairly >>straight (they might >> >>>wrap onto the ceiling). >> >>>This is not super critical, but this antenna should >>be vertically >> >>>mounted not horizontal! >> >>>Use the torroids and connect the coax braid to the >>lower foil. Secure >> >>>foils, torroids and >> >>>the end of the lead in coax with 1 ply of bid. This >>needs to be >> >>>shock/impact secured. >> >>> > ADF = I've heard of them :-) >> >>> >> >>>In general, use the correct type of coax (not TV wire >>or solid center >> >>>conductor), use the >> >>>proper BNC terminals and appropriate tools. Keep the >>coax runs short >and >> >>>secure. >> >>> >> >>>Fly Safe, >> >>>Wayne Lanza >> >>>Composite Design, Inc. >> >>>(electrical weenie at the Velocity Builder's Center) >> >>>____________________________________________________________________ >> >>>On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup >>wrote: >> >>> >> >>> Noel, >> >>> As near as possible, I followed the suggestions >>in the Velocity >> >>> manual. After 185 hours flying my airplane in a >>wide variety of >> >>> circumstances I can pronounce perfect operation >>of my nav & com >> >>> radios, localizer & glideslope, marker beacon >>receiver and >> >>> transponder. Even the ADF works acceptably >>although its range is a >> >>> little short. The GPS would benefit from >>shielding or a slight >> >>> relocation as it will blank out if one of the nav >>receivers is >tuned >> >>> to a particular VOR frequency. (Leakage of nav's >>IF frequency >signal >> >>> out of the localizer antenna overcomes the >>satellite signals.) >> >>> >> >>> Mine is a hatch door, long wing, RG. The antenna >>locations are: >> >>> >> >>> Com antennas - In the tip sails. >> >>> Nav antenna - One shared antenna on top of >>fuselage about four >> >>> inches forward of engine bulkhead. >> >>> Marker beacon antenna - Along right side about >>two inches below >> >>> windows. >> >>> Transponder antenna - Bottom of fuselage below >>right rear seat. >> >>> ADF antennna - Bottom of fuselage below left rear >>seat. >> >>> Localizer antenna - On canard top surface, >>center-line of fuselage. >> >>> GPS antenna - Front of canard top, centered. >>Forward of localizer >> >>> antenna. It should be remounted under the top of >>the fuselage above >> >>> the localizer antenna. >> >>> >> >>> Regards, >> >>> Lynn >> >>> ===================== >> >>> At 11:46 PM 4/10/2003 Thursday, you wrote: >> >>> >> >>> >> >>> Now that it's finally starting to warm up, I'm >>doing the planning >> >>> for my summer project... The wings / canard. >> >>> I realize that antenna placement is variable, >>But... >> >>> What do I really need? Do I need a Com and Nav in >>each wing? >> >>> Where's the best place for a glideslope antenna. >>The keel was >> >>> already down when I got the kit. >> >>> I assume the transponder would be best on the >>floor, and the gps on >> >>> the ceiling. >> >>> What about something for the am/fm? >> >>> I've seen Don's elt antenna on the main wingspar >>shearweb, and it >> >>> looked pretty survivable. >> >>> >> >>> What's popular / what's practical >> >>> >> >>> Noel 3suv103 >> >>> >> >>> >> >> >> >> >> >>_______________________________________________ >> >>To change your email address, visit >> > >> > http://www.tvbf.org/mailman/listinfo/reflector >> > >> >>Visit the gallery! tvbf:jamaicangoose >> > >> > >> > _______________________________________________ >> > To change your email address, visit >> http://www.tvbf.org/mailman/listinfo/reflector >> > >> > Visit the gallery! tvbf:jamaicangoose >> > >> >> >> _______________________________________________ >> To change your email address, visit >> http://www.tvbf.org/mailman/listinfo/reflector >> >> Visit the gallery! tvbf:jamaicangoose >> >> >> _______________________________________________ >> To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector >> >> Visit the gallery! tvbf:jamaicangoose > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 12 01:12:30 2003 From: reflector@tvbf.org ( Chris Martin) Date: Fri, 11 Apr 2003 17:12:30 -0700 Subject: Transponder Ant. was Re: REFLECTOR:anntenas Message-ID: <410-2200346120123042@earthlink.net> Scott, I also had a transponder mounted inside of the outside strake. Poor reception by ATC. I moved it to the floor of the fuselage underneath the retract gear and offset to the co-pilot side. I used a small 3" Transponder antenna mounted on a 8" square aluminum plate. The antenna pokes through a hole in the floor of the fuselage and the backing plate is attached to the floor with 2 pop rivets. The cable attaches with a B & C connector. This is the only antenna I have that is visible outside the plane. Only 2" actually is visible. The ATC has no problem seeing this antenna transmission, really excellent results. I recentally added the Garmen GTX 330 Mode S Transponder with TIS (Traffic Information Service). This displays traffic on my Garmin 430 moving map. I can recieve the TIS information within 500 feet of the ground. So, this new antenna is not only transmitting well but is receiving well. For those of you that live in a high traffic area, (I live in one of the busyest, Los Angeles). This TIS information is a wonderful aid. I strongly recomend it. Chris Martin Velocity XL RG > [Original Message] > From: Scott Derrick > To: > Date: 4/11/2003 5:36:05 AM > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake > in the outside wing bolt hole space. I get periodic complaints from ATC > about intermittent transponder. I think I'll purchase another antenna > and try mounting one closer to the transmitter. > > I don't want it out side though, don't have any external antennas now, > and don't want any. > > Where's a good spot in a standard RG? I was thinking about mounting it > to the bottom of the rear seat? > > How big does the ground plane need to be? > > My GPS antenna is mounted to the inside of the nose access door, 4 feet > of cable and works great. > > Scott > > Wayne Lanza wrote: > > > > > > Regarding the antennas, our experience at the builders center points to > > the following: > > > Transponder ANT = between the firewall and gear bulk head, on center > > line. DO NOT > > put this ANT out in the strake, many transponders don't like to drive > > this much wire! > > > GPS = on top of the landing light or on top of the canard, keep this > > wire under 8' long. > > > Marker Beacon = Inside or outside of the keel, or on the floor near > > the keel. Locate > > the foil such that you don't tear it up when upholstering or mounting > > the seats... > > > Glide Slope = On the floor under the copilot front seat area. > > > AM/FM = Not too critical, string a 23" piece of the ANT wire (center > > conductor only) > > across the under side of the structure in front of the canopy. Make sure > > that the pitch > > trim spring doesn't interfere. > > > ELT = Mount the ELT to the floor between the gear bulk head and the > > keel bulk head > > on the copilot side. Run two 23" foils on a diagonal centered at the > > fuselage joint, the > > angle of the foils is such that they are fairly straight (they might > > wrap onto the ceiling). > > This is not super critical, but this antenna should be vertically > > mounted not horizontal! > > Use the torroids and connect the coax braid to the lower foil. Secure > > foils, torroids and > > the end of the lead in coax with 1 ply of bid. This needs to be > > shock/impact secured. > > > ADF = I've heard of them :-) > > > > In general, use the correct type of coax (not TV wire or solid center > > conductor), use the > > proper BNC terminals and appropriate tools. Keep the coax runs short and > > secure. > > > > Fly Safe, > > Wayne Lanza > > Composite Design, Inc. > > (electrical weenie at the Velocity Builder's Center) > > ____________________________________________________________________ > > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > > > > Noel, > > As near as possible, I followed the suggestions in the Velocity > > manual. After 185 hours flying my airplane in a wide variety of > > circumstances I can pronounce perfect operation of my nav & com > > radios, localizer & glideslope, marker beacon receiver and > > transponder. Even the ADF works acceptably although its range is a > > little short. The GPS would benefit from shielding or a slight > > relocation as it will blank out if one of the nav receivers is tuned > > to a particular VOR frequency. (Leakage of nav's IF frequency signal > > out of the localizer antenna overcomes the satellite signals.) > > > > Mine is a hatch door, long wing, RG. The antenna locations are: > > > > Com antennas - In the tip sails. > > Nav antenna - One shared antenna on top of fuselage about four > > inches forward of engine bulkhead. > > Marker beacon antenna - Along right side about two inches below > > windows. > > Transponder antenna - Bottom of fuselage below right rear seat. > > ADF antennna - Bottom of fuselage below left rear seat. > > Localizer antenna - On canard top surface, center-line of fuselage. > > GPS antenna - Front of canard top, centered. Forward of localizer > > antenna. It should be remounted under the top of the fuselage above > > the localizer antenna. > > > > Regards, > > Lynn > > ===================== > > At 11:46 PM 4/10/2003 Thursday, you wrote: > > > > > > Now that it's finally starting to warm up, I'm doing the planning > > for my summer project... The wings / canard. > > I realize that antenna placement is variable, But... > > What do I really need? Do I need a Com and Nav in each wing? > > Where's the best place for a glideslope antenna. The keel was > > already down when I got the kit. > > I assume the transponder would be best on the floor, and the gps on > > the ceiling. > > What about something for the am/fm? > > I've seen Don's elt antenna on the main wingspar shearweb, and it > > looked pretty survivable. > > > > What's popular / what's practical > > > > Noel 3suv103 > > > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 12 02:20:20 2003 From: reflector@tvbf.org (Kevin Baker) Date: Fri, 11 Apr 2003 20:20:20 -0500 Subject: REFLECTOR:Last Service Bulletin. for Franklin Engine In-Reply-To: <001001c37a39$3f232be0$e7c262d8@frederic> References: <137.14154b8d.2ab4da68@aol.com> Message-ID: <5.1.0.14.2.20030411201901.01edcea0@mail.attbi.com> Hey, I was wondering what the last service bulletin was for the Franklin? Thanks, Kevin Baker Std RG From reflector@tvbf.org Sat Apr 12 02:19:49 2003 From: reflector@tvbf.org (Dennis Martin) Date: Fri, 11 Apr 2003 19:19:49 -0600 Subject: REFLECTOR:Alternator Woes. In-Reply-To: <3E96C4B4.9090705@tnstaafl.net> References: <3E96C4B4.9090705@tnstaafl.net> Message-ID: Hi Scott, I bought my alternator adjusting bracket out of Summit catalog. It's also chromed. I wonder how I can tell if it's crappy metal. My friend Dennis Miller had to mill it a little to make it adjustable, so that weakened it. Thanks for sharing important information. If it would fit, I bought a super heavy duty alternator. Aluminum case, weighs just under 8 lbs and delivers 110 Amps. It's a Denso, but beefed up by aftermarket tech company. I've forgotten the brand, but if anyone wants to know, I'll get you the web site. All the best, Dennis Martin V-6 Chevy almost ready to roar >My alternator has been a constant pain in the ass since I bought the plane. > >1.) Bolt came out that holds the adjusting arm bracket to the case. >Why? It was not safety wired, no hole on the bolt head. It went >through the prop on the way out, no major damage. > >2.) The adjusting bracket cracked after 75 hours. This is the long >bracket with the slot in it. I replaced it with another of same >make thinking it must have had a flaw. No damage to plane. > >3.) The new adjusting bracket cracked after 45 hours. This bracket >is a universal replacement chromed bracket. It was crap. Poor >grade of steel and chromed on top of that which weakened it even >further. I questioned replacing it when I did it but didn't trust my >instincts. I scavenged a junk yard for a good quality bracket. No >damage to plane. > >5.) After installing new bracket alternator still wiggled. The >multiple mounting failures had caused the lower pivot mounts to wear >elongation's in the mounting holes. I reamed them out on the mount >and alternator installed 7/16 shoulder bolts. > >4.) The alternator failed. Disassembled it and decided that this >particular unit had seen 300,000 miles of service before >installation on my airplane. Didn't know what the unit had come off >of and my local alternator shop found a new replacement. No damge >to plane. > >5.) One of the 7/16 shoulder bolts failed. It was mislabeled in the >store as a high alloy steel, it was garden variety. I probably over >torque'd it thinking it was a better bolt but it should never have >been used in that application anyway. It went through the prop on >the way out and wholloped my Catto prop real good in 4 places(nut >and 3 washers). My A&P buddy thinks it happened on the ground and >the fourth whap near the tip was one of the pieces bouncing back up >into the prop. I'm replacing the failed and remaining bolts with >true 7/16 grade 8 bolts. Also repairing prop. > >All these failures can be attributed to "Pilot Error" in my opinion. > >No safety wire on a bolt. >Using inferior bracket. >Using junk yard alternator of unknown age. >Using substandard hardware. > >Scott > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 12 02:30:16 2003 From: reflector@tvbf.org (Dennis Martin) Date: Fri, 11 Apr 2003 19:30:16 -0600 Subject: REFLECTOR:Transponder Ant , ground and family jewels In-Reply-To: <003201c30068$c1380a60$0301a8c0@win2k> References: <3E96BF4F.2040008@tnstaafl.net> <000601c3002e$545ecb20$6700a8c0@thebeach.net> <3E96C521.5050705@tnstaafl.net> <002301c3005a$e6a167a0$6700a8c0@thebeach.net> <003201c30068$c1380a60$0301a8c0@win2k> Message-ID: --============_-1162011476==_ma============ Content-Type: text/plain; charset="us-ascii" ; format="flowed" Regarding transponder emissions, Bob wrote: "Assuming you are interrogated once per second (quite often) . . . This isn't going even going to warm up much less cook anything." Awe shucks! I was hoping I could substitute this technology when the time comes for a prostate tune up. Dennis Martin --============_-1162011476==_ma============ Content-Type: text/html; charset="us-ascii" Re: REFLECTOR:Transponder Ant , ground and family jewe
Regarding transponder emissions, Bob wrote:

"Assuming you are interrogated once per second (quite often) . . . This isn't going even going to warm up much less cook anything."

Awe shucks!  I was hoping I could substitute this technology when the time comes for a prostate tune up.

Dennis Martin
--============_-1162011476==_ma============-- From reflector@tvbf.org Sat Apr 12 03:21:36 2003 From: reflector@tvbf.org (Scott Derrick) Date: Fri, 11 Apr 2003 20:21:36 -0600 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: Message-ID: <3E977830.8060707@tnstaafl.net> I like that position!! Close to the radio, out of the way. The transponder in in the 2 GHz rangem whats the GPS signal in? Scott Alexander Balic wrote: > I placed my transponder antenna/ground plane under the battery (up front) > barely fits between the bottom of the battery tray and the fuselage, but > nothing is in the way of it there, and the coax run is really short I'm not > quite flying yet, so I can't vouch for the reliability of signal there, but > it should be good. > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Scott Derrick > Sent: Friday, April 11, 2003 7:13 AM > To: reflector@tvbf.org > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake > in the outside wing bolt hole space. I get periodic complaints from ATC > about intermittent transponder. I think I'll purchase another antenna > and try mounting one closer to the transmitter. > > I don't want it out side though, don't have any external antennas now, > and don't want any. > > Where's a good spot in a standard RG? I was thinking about mounting it > to the bottom of the rear seat? > > How big does the ground plane need to be? > > My GPS antenna is mounted to the inside of the nose access door, 4 feet > of cable and works great. > > Scott > > Wayne Lanza wrote: > >> >>Regarding the antennas, our experience at the builders center points to >>the following: >> > Transponder ANT = between the firewall and gear bulk head, on center >>line. DO NOT >>put this ANT out in the strake, many transponders don't like to drive >>this much wire! >> > GPS = on top of the landing light or on top of the canard, keep this >>wire under 8' long. >> > Marker Beacon = Inside or outside of the keel, or on the floor near >>the keel. Locate >>the foil such that you don't tear it up when upholstering or mounting >>the seats... >> > Glide Slope = On the floor under the copilot front seat area. >> > AM/FM = Not too critical, string a 23" piece of the ANT wire (center >>conductor only) >>across the under side of the structure in front of the canopy. Make sure >>that the pitch >>trim spring doesn't interfere. >> > ELT = Mount the ELT to the floor between the gear bulk head and the >>keel bulk head >>on the copilot side. Run two 23" foils on a diagonal centered at the >>fuselage joint, the >>angle of the foils is such that they are fairly straight (they might >>wrap onto the ceiling). >>This is not super critical, but this antenna should be vertically >>mounted not horizontal! >>Use the torroids and connect the coax braid to the lower foil. Secure >>foils, torroids and >>the end of the lead in coax with 1 ply of bid. This needs to be >>shock/impact secured. >> > ADF = I've heard of them :-) >> >>In general, use the correct type of coax (not TV wire or solid center >>conductor), use the >>proper BNC terminals and appropriate tools. Keep the coax runs short and >>secure. >> >>Fly Safe, >>Wayne Lanza >>Composite Design, Inc. >>(electrical weenie at the Velocity Builder's Center) >>____________________________________________________________________ >>On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: >> >> Noel, >> As near as possible, I followed the suggestions in the Velocity >> manual. After 185 hours flying my airplane in a wide variety of >> circumstances I can pronounce perfect operation of my nav & com >> radios, localizer & glideslope, marker beacon receiver and >> transponder. Even the ADF works acceptably although its range is a >> little short. The GPS would benefit from shielding or a slight >> relocation as it will blank out if one of the nav receivers is tuned >> to a particular VOR frequency. (Leakage of nav's IF frequency signal >> out of the localizer antenna overcomes the satellite signals.) >> >> Mine is a hatch door, long wing, RG. The antenna locations are: >> >> Com antennas - In the tip sails. >> Nav antenna - One shared antenna on top of fuselage about four >> inches forward of engine bulkhead. >> Marker beacon antenna - Along right side about two inches below >> windows. >> Transponder antenna - Bottom of fuselage below right rear seat. >> ADF antennna - Bottom of fuselage below left rear seat. >> Localizer antenna - On canard top surface, center-line of fuselage. >> GPS antenna - Front of canard top, centered. Forward of localizer >> antenna. It should be remounted under the top of the fuselage above >> the localizer antenna. >> >> Regards, >> Lynn >> ===================== >> At 11:46 PM 4/10/2003 Thursday, you wrote: >> >> >> Now that it's finally starting to warm up, I'm doing the planning >> for my summer project... The wings / canard. >> I realize that antenna placement is variable, But... >> What do I really need? Do I need a Com and Nav in each wing? >> Where's the best place for a glideslope antenna. The keel was >> already down when I got the kit. >> I assume the transponder would be best on the floor, and the gps on >> the ceiling. >> What about something for the am/fm? >> I've seen Don's elt antenna on the main wingspar shearweb, and it >> looked pretty survivable. >> >> What's popular / what's practical >> >> Noel 3suv103 >> >> > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Sat Apr 12 03:28:36 2003 From: reflector@tvbf.org (Scott Derrick) Date: Fri, 11 Apr 2003 20:28:36 -0600 Subject: REFLECTOR:Alternator Woes. References: <3E96C4B4.9090705@tnstaafl.net> Message-ID: <3E9779D4.8060808@tnstaafl.net> Dennis, The two that failed on my plane were flat and about 10 inches long and slightly curved. I had to cut it down to about 6 inches and drill a new hole for the bolt that attaches it to the case. That's not where it cracked. Both cases it cracked where it is slotted for tension adjustment. The junk yard bracket I got for free is angled like an "L" for strength and made of much harder steel. I had to grind off the end a little where it connects to the case, It had a locating tab on it that interfered. You can find these cheapos at autozone, checkers, etc.... Scott Dennis Martin wrote: > Hi Scott, > > I bought my alternator adjusting bracket out of Summit catalog. It's > also chromed. I wonder how I can tell if it's crappy metal. My friend > Dennis Miller had to mill it a little to make it adjustable, so that > weakened it. > > Thanks for sharing important information. If it would fit, I bought a > super heavy duty alternator. Aluminum case, weighs just under 8 lbs and > delivers 110 Amps. It's a Denso, but beefed up by aftermarket tech > company. I've forgotten the brand, but if anyone wants to know, I'll > get you the web site. > > All the best, > > Dennis Martin > V-6 Chevy almost ready to roar > > >> My alternator has been a constant pain in the ass since I bought the >> plane. >> >> 1.) Bolt came out that holds the adjusting arm bracket to the case. >> Why? It was not safety wired, no hole on the bolt head. It went >> through the prop on the way out, no major damage. >> >> 2.) The adjusting bracket cracked after 75 hours. This is the long >> bracket with the slot in it. I replaced it with another of same make >> thinking it must have had a flaw. No damage to plane. >> >> 3.) The new adjusting bracket cracked after 45 hours. This bracket is >> a universal replacement chromed bracket. It was crap. Poor grade of >> steel and chromed on top of that which weakened it even further. I >> questioned replacing it when I did it but didn't trust my instincts. I >> scavenged a junk yard for a good quality bracket. No damage to plane. >> >> 5.) After installing new bracket alternator still wiggled. The >> multiple mounting failures had caused the lower pivot mounts to wear >> elongation's in the mounting holes. I reamed them out on the mount >> and alternator installed 7/16 shoulder bolts. >> >> 4.) The alternator failed. Disassembled it and decided that this >> particular unit had seen 300,000 miles of service before installation >> on my airplane. Didn't know what the unit had come off of and my local >> alternator shop found a new replacement. No damge to plane. >> >> 5.) One of the 7/16 shoulder bolts failed. It was mislabeled in the >> store as a high alloy steel, it was garden variety. I probably over >> torque'd it thinking it was a better bolt but it should never have >> been used in that application anyway. It went through the prop on the >> way out and wholloped my Catto prop real good in 4 places(nut and 3 >> washers). My A&P buddy thinks it happened on the ground and the >> fourth whap near the tip was one of the pieces bouncing back up into >> the prop. I'm replacing the failed and remaining bolts with true >> 7/16 grade 8 bolts. Also repairing prop. >> >> All these failures can be attributed to "Pilot Error" in my opinion. >> >> No safety wire on a bolt. >> Using inferior bracket. >> Using junk yard alternator of unknown age. >> Using substandard hardware. >> >> Scott >> >> _______________________________________________ >> To change your email address, visit >> http://www.tvbf.org/mailman/listinfo/reflector >> >> Visit the gallery! tvbf:jamaicangoose > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Sat Apr 12 03:37:24 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Fri, 11 Apr 2003 22:37:24 -0400 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: <3E977830.8060707@tnstaafl.net> Message-ID: <000501c3009c$73befb20$d6424744@mrvlnc.adelphia.net> Scott, I put my transponder antenna under the battery and my GPS antenna is on top of the canard under the cover. All works well in 11 hours of flight testing. I have contacted approach and they are seeing me fine. And my GPS is working great too. Now if I can get my prop back from Catto, I'm ready to go fly some more! Ronnie ----- Original Message ----- From: "Scott Derrick" To: Sent: Friday, April 11, 2003 10:21 PM Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas > I like that position!! Close to the radio, out of the way. > > The transponder in in the 2 GHz rangem whats the GPS signal in? > > Scott > > Alexander Balic wrote: > > I placed my transponder antenna/ground plane under the battery (up front) > > barely fits between the bottom of the battery tray and the fuselage, but > > nothing is in the way of it there, and the coax run is really short I'm not > > quite flying yet, so I can't vouch for the reliability of signal there, but > > it should be good. > > > > -----Original Message----- > > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > > Behalf Of Scott Derrick > > Sent: Friday, April 11, 2003 7:13 AM > > To: reflector@tvbf.org > > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > > > > I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake > > in the outside wing bolt hole space. I get periodic complaints from ATC > > about intermittent transponder. I think I'll purchase another antenna > > and try mounting one closer to the transmitter. > > > > I don't want it out side though, don't have any external antennas now, > > and don't want any. > > > > Where's a good spot in a standard RG? I was thinking about mounting it > > to the bottom of the rear seat? > > > > How big does the ground plane need to be? > > > > My GPS antenna is mounted to the inside of the nose access door, 4 feet > > of cable and works great. > > > > Scott > > > > Wayne Lanza wrote: > > > >> > >>Regarding the antennas, our experience at the builders center points to > >>the following: > >> > Transponder ANT = between the firewall and gear bulk head, on center > >>line. DO NOT > >>put this ANT out in the strake, many transponders don't like to drive > >>this much wire! > >> > GPS = on top of the landing light or on top of the canard, keep this > >>wire under 8' long. > >> > Marker Beacon = Inside or outside of the keel, or on the floor near > >>the keel. Locate > >>the foil such that you don't tear it up when upholstering or mounting > >>the seats... > >> > Glide Slope = On the floor under the copilot front seat area. > >> > AM/FM = Not too critical, string a 23" piece of the ANT wire (center > >>conductor only) > >>across the under side of the structure in front of the canopy. Make sure > >>that the pitch > >>trim spring doesn't interfere. > >> > ELT = Mount the ELT to the floor between the gear bulk head and the > >>keel bulk head > >>on the copilot side. Run two 23" foils on a diagonal centered at the > >>fuselage joint, the > >>angle of the foils is such that they are fairly straight (they might > >>wrap onto the ceiling). > >>This is not super critical, but this antenna should be vertically > >>mounted not horizontal! > >>Use the torroids and connect the coax braid to the lower foil. Secure > >>foils, torroids and > >>the end of the lead in coax with 1 ply of bid. This needs to be > >>shock/impact secured. > >> > ADF = I've heard of them :-) > >> > >>In general, use the correct type of coax (not TV wire or solid center > >>conductor), use the > >>proper BNC terminals and appropriate tools. Keep the coax runs short and > >>secure. > >> > >>Fly Safe, > >>Wayne Lanza > >>Composite Design, Inc. > >>(electrical weenie at the Velocity Builder's Center) > >>____________________________________________________________________ > >>On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > >> > >> Noel, > >> As near as possible, I followed the suggestions in the Velocity > >> manual. After 185 hours flying my airplane in a wide variety of > >> circumstances I can pronounce perfect operation of my nav & com > >> radios, localizer & glideslope, marker beacon receiver and > >> transponder. Even the ADF works acceptably although its range is a > >> little short. The GPS would benefit from shielding or a slight > >> relocation as it will blank out if one of the nav receivers is tuned > >> to a particular VOR frequency. (Leakage of nav's IF frequency signal > >> out of the localizer antenna overcomes the satellite signals.) > >> > >> Mine is a hatch door, long wing, RG. The antenna locations are: > >> > >> Com antennas - In the tip sails. > >> Nav antenna - One shared antenna on top of fuselage about four > >> inches forward of engine bulkhead. > >> Marker beacon antenna - Along right side about two inches below > >> windows. > >> Transponder antenna - Bottom of fuselage below right rear seat. > >> ADF antennna - Bottom of fuselage below left rear seat. > >> Localizer antenna - On canard top surface, center-line of fuselage. > >> GPS antenna - Front of canard top, centered. Forward of localizer > >> antenna. It should be remounted under the top of the fuselage above > >> the localizer antenna. > >> > >> Regards, > >> Lynn > >> ===================== > >> At 11:46 PM 4/10/2003 Thursday, you wrote: > >> > >> > >> Now that it's finally starting to warm up, I'm doing the planning > >> for my summer project... The wings / canard. > >> I realize that antenna placement is variable, But... > >> What do I really need? Do I need a Com and Nav in each wing? > >> Where's the best place for a glideslope antenna. The keel was > >> already down when I got the kit. > >> I assume the transponder would be best on the floor, and the gps on > >> the ceiling. > >> What about something for the am/fm? > >> I've seen Don's elt antenna on the main wingspar shearweb, and it > >> looked pretty survivable. > >> > >> What's popular / what's practical > >> > >> Noel 3suv103 > >> > >> > > > > > > > > _______________________________________________ > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > > > _______________________________________________ > > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 12 03:44:25 2003 From: reflector@tvbf.org (jack davis) Date: Fri, 11 Apr 2003 22:44:25 -0400 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: <3E96BF4F.2040008@tnstaafl.net> Message-ID: I had my transponder antenna mounted in the outboard strake as the manual suggested and use to get the same complaints from ATC about intermittent response. I relocated the antenna to the center of the fuselage near the gear bulkhead (mounted externally) and have never had a problem with reception since. Jack ----- Original Message ----- From: "Scott Derrick" To: Sent: Friday, April 11, 2003 9:12 AM Subject: Transponder Ant. was Re: REFLECTOR:anntenas > I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake > in the outside wing bolt hole space. I get periodic complaints from ATC > about intermittent transponder. I think I'll purchase another antenna > and try mounting one closer to the transmitter. > > I don't want it out side though, don't have any external antennas now, > and don't want any. > > Where's a good spot in a standard RG? I was thinking about mounting it > to the bottom of the rear seat? > > How big does the ground plane need to be? > > My GPS antenna is mounted to the inside of the nose access door, 4 feet > of cable and works great. > > Scott > > Wayne Lanza wrote: > > > > > > Regarding the antennas, our experience at the builders center points to > > the following: > > > Transponder ANT = between the firewall and gear bulk head, on center > > line. DO NOT > > put this ANT out in the strake, many transponders don't like to drive > > this much wire! > > > GPS = on top of the landing light or on top of the canard, keep this > > wire under 8' long. > > > Marker Beacon = Inside or outside of the keel, or on the floor near > > the keel. Locate > > the foil such that you don't tear it up when upholstering or mounting > > the seats... > > > Glide Slope = On the floor under the copilot front seat area. > > > AM/FM = Not too critical, string a 23" piece of the ANT wire (center > > conductor only) > > across the under side of the structure in front of the canopy. Make sure > > that the pitch > > trim spring doesn't interfere. > > > ELT = Mount the ELT to the floor between the gear bulk head and the > > keel bulk head > > on the copilot side. Run two 23" foils on a diagonal centered at the > > fuselage joint, the > > angle of the foils is such that they are fairly straight (they might > > wrap onto the ceiling). > > This is not super critical, but this antenna should be vertically > > mounted not horizontal! > > Use the torroids and connect the coax braid to the lower foil. Secure > > foils, torroids and > > the end of the lead in coax with 1 ply of bid. This needs to be > > shock/impact secured. > > > ADF = I've heard of them :-) > > > > In general, use the correct type of coax (not TV wire or solid center > > conductor), use the > > proper BNC terminals and appropriate tools. Keep the coax runs short and > > secure. > > > > Fly Safe, > > Wayne Lanza > > Composite Design, Inc. > > (electrical weenie at the Velocity Builder's Center) > > ____________________________________________________________________ > > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > > > > Noel, > > As near as possible, I followed the suggestions in the Velocity > > manual. After 185 hours flying my airplane in a wide variety of > > circumstances I can pronounce perfect operation of my nav & com > > radios, localizer & glideslope, marker beacon receiver and > > transponder. Even the ADF works acceptably although its range is a > > little short. The GPS would benefit from shielding or a slight > > relocation as it will blank out if one of the nav receivers is tuned > > to a particular VOR frequency. (Leakage of nav's IF frequency signal > > out of the localizer antenna overcomes the satellite signals.) > > > > Mine is a hatch door, long wing, RG. The antenna locations are: > > > > Com antennas - In the tip sails. > > Nav antenna - One shared antenna on top of fuselage about four > > inches forward of engine bulkhead. > > Marker beacon antenna - Along right side about two inches below > > windows. > > Transponder antenna - Bottom of fuselage below right rear seat. > > ADF antennna - Bottom of fuselage below left rear seat. > > Localizer antenna - On canard top surface, center-line of fuselage. > > GPS antenna - Front of canard top, centered. Forward of localizer > > antenna. It should be remounted under the top of the fuselage above > > the localizer antenna. > > > > Regards, > > Lynn > > ===================== > > At 11:46 PM 4/10/2003 Thursday, you wrote: > > > > > > Now that it's finally starting to warm up, I'm doing the planning > > for my summer project... The wings / canard. > > I realize that antenna placement is variable, But... > > What do I really need? Do I need a Com and Nav in each wing? > > Where's the best place for a glideslope antenna. The keel was > > already down when I got the kit. > > I assume the transponder would be best on the floor, and the gps on > > the ceiling. > > What about something for the am/fm? > > I've seen Don's elt antenna on the main wingspar shearweb, and it > > looked pretty survivable. > > > > What's popular / what's practical > > > > Noel 3suv103 > > > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Sat Apr 12 09:52:21 2003 From: reflector@tvbf.org (Fred Marconi) Date: Sat, 12 Apr 2003 04:52:21 -0400 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: <410-2200346120123042@earthlink.net> Message-ID: <000501c300d0$d4ab4ea0$6700a8c0@thebeach.net> Chris: I have a similar set up as you, except that I have the UPS transponder mode C. Do we now have the ability to pick up the traffic around us through our transponder antennas, so we do not need and additional pick up system? Clue me in please. I'm not flying yet but I am getting there. Fred ----- Original Message ----- From: " Chris Martin" To: ; Sent: Friday, April 11, 2003 8:12 PM Subject: RE: Transponder Ant. was Re: REFLECTOR:anntenas > Scott, > > I also had a transponder mounted inside of the outside strake. Poor > reception by ATC. I moved it to the floor of the fuselage underneath the > retract gear and offset to the co-pilot side. I used a small 3" Transponder > antenna mounted on a 8" square aluminum plate. The antenna pokes through a > hole in the floor of the fuselage and the backing plate is attached to the > floor with 2 pop rivets. The cable attaches with a B & C connector. This is > the only antenna I have that is visible outside the plane. Only 2" actually > is visible. The ATC has no problem seeing this antenna transmission, really > excellent results. I recentally added the Garmen GTX 330 Mode S Transponder > with TIS (Traffic Information Service). This displays traffic on my Garmin > 430 moving map. I can recieve the TIS information within 500 feet of the > ground. So, this new antenna is not only transmitting well but is receiving > well. > > For those of you that live in a high traffic area, (I live in one of the > busyest, Los Angeles). This TIS information is a wonderful aid. I strongly > recomend it. > > Chris Martin > Velocity XL RG > > > > [Original Message] > > From: Scott Derrick > > To: > > Date: 4/11/2003 5:36:05 AM > > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > > I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake > > in the outside wing bolt hole space. I get periodic complaints from ATC > > about intermittent transponder. I think I'll purchase another antenna > > and try mounting one closer to the transmitter. > > > > I don't want it out side though, don't have any external antennas now, > > and don't want any. > > > > Where's a good spot in a standard RG? I was thinking about mounting it > > to the bottom of the rear seat? > > > > How big does the ground plane need to be? > > > > My GPS antenna is mounted to the inside of the nose access door, 4 feet > > of cable and works great. > > > > Scott > > > > Wayne Lanza wrote: > > > > > > > > > Regarding the antennas, our experience at the builders center points to > > > the following: > > > > Transponder ANT = between the firewall and gear bulk head, on center > > > line. DO NOT > > > put this ANT out in the strake, many transponders don't like to drive > > > this much wire! > > > > GPS = on top of the landing light or on top of the canard, keep this > > > wire under 8' long. > > > > Marker Beacon = Inside or outside of the keel, or on the floor near > > > the keel. Locate > > > the foil such that you don't tear it up when upholstering or mounting > > > the seats... > > > > Glide Slope = On the floor under the copilot front seat area. > > > > AM/FM = Not too critical, string a 23" piece of the ANT wire (center > > > conductor only) > > > across the under side of the structure in front of the canopy. Make > sure > > > that the pitch > > > trim spring doesn't interfere. > > > > ELT = Mount the ELT to the floor between the gear bulk head and the > > > keel bulk head > > > on the copilot side. Run two 23" foils on a diagonal centered at the > > > fuselage joint, the > > > angle of the foils is such that they are fairly straight (they might > > > wrap onto the ceiling). > > > This is not super critical, but this antenna should be vertically > > > mounted not horizontal! > > > Use the torroids and connect the coax braid to the lower foil. Secure > > > foils, torroids and > > > the end of the lead in coax with 1 ply of bid. This needs to be > > > shock/impact secured. > > > > ADF = I've heard of them :-) > > > > > > In general, use the correct type of coax (not TV wire or solid center > > > conductor), use the > > > proper BNC terminals and appropriate tools. Keep the coax runs short > and > > > secure. > > > > > > Fly Safe, > > > Wayne Lanza > > > Composite Design, Inc. > > > (electrical weenie at the Velocity Builder's Center) > > > ____________________________________________________________________ > > > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > > > > > > Noel, > > > As near as possible, I followed the suggestions in the Velocity > > > manual. After 185 hours flying my airplane in a wide variety of > > > circumstances I can pronounce perfect operation of my nav & com > > > radios, localizer & glideslope, marker beacon receiver and > > > transponder. Even the ADF works acceptably although its range is a > > > little short. The GPS would benefit from shielding or a slight > > > relocation as it will blank out if one of the nav receivers is tuned > > > to a particular VOR frequency. (Leakage of nav's IF frequency signal > > > out of the localizer antenna overcomes the satellite signals.) > > > > > > Mine is a hatch door, long wing, RG. The antenna locations are: > > > > > > Com antennas - In the tip sails. > > > Nav antenna - One shared antenna on top of fuselage about four > > > inches forward of engine bulkhead. > > > Marker beacon antenna - Along right side about two inches below > > > windows. > > > Transponder antenna - Bottom of fuselage below right rear seat. > > > ADF antennna - Bottom of fuselage below left rear seat. > > > Localizer antenna - On canard top surface, center-line of fuselage. > > > GPS antenna - Front of canard top, centered. Forward of localizer > > > antenna. It should be remounted under the top of the fuselage above > > > the localizer antenna. > > > > > > Regards, > > > Lynn > > > ===================== > > > At 11:46 PM 4/10/2003 Thursday, you wrote: > > > > > > > > > Now that it's finally starting to warm up, I'm doing the planning > > > for my summer project... The wings / canard. > > > I realize that antenna placement is variable, But... > > > What do I really need? Do I need a Com and Nav in each wing? > > > Where's the best place for a glideslope antenna. The keel was > > > already down when I got the kit. > > > I assume the transponder would be best on the floor, and the gps on > > > the ceiling. > > > What about something for the am/fm? > > > I've seen Don's elt antenna on the main wingspar shearweb, and it > > > looked pretty survivable. > > > > > > What's popular / what's practical > > > > > > Noel 3suv103 > > > > > > > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 12 13:06:26 2003 From: reflector@tvbf.org (steve) Date: Sat, 12 Apr 2003 20:06:26 +0800 Subject: Re[2]: Transponder Ant. was Re: REFLECTOR:anntenas In-Reply-To: References: <3E96BF4F.2040008@tnstaafl.net> Message-ID: <9736094953.20030412200626@yahoo.com.au> Hi jack, Saturday, April 12, 2003, 10:44:25 AM, you wrote: jd> I had my transponder antenna mounted in the outboard strake as the manual jd> suggested and use to get the same complaints from ATC about intermittent jd> response. I relocated the antenna to the center of the fuselage near the jd> gear bulkhead (mounted externally) and have never had a problem with jd> reception since. jd> Jack jd> ----- Original Message ----- jd> From: "Scott Derrick" jd> To: jd> Sent: Friday, April 11, 2003 9:12 AM jd> Subject: Transponder Ant. was Re: REFLECTOR:anntenas >> I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake >> in the outside wing bolt hole space. I get periodic complaints from ATC >> about intermittent transponder. I think I'll purchase another antenna >> and try mounting one closer to the transmitter. >> >> I don't want it out side though, don't have any external antennas now, >> and don't want any. >> >> Where's a good spot in a standard RG? I was thinking about mounting it >> to the bottom of the rear seat? >> >> How big does the ground plane need to be? >> >> My GPS antenna is mounted to the inside of the nose access door, 4 feet >> of cable and works great. >> >> Scott >> >> Wayne Lanza wrote: >> > >> > >> > Regarding the antennas, our experience at the builders center points to >> > the following: >> > > Transponder ANT = between the firewall and gear bulk head, on center >> > line. DO NOT >> > put this ANT out in the strake, many transponders don't like to drive >> > this much wire! >> > > GPS = on top of the landing light or on top of the canard, keep this >> > wire under 8' long. >> > > Marker Beacon = Inside or outside of the keel, or on the floor near >> > the keel. Locate >> > the foil such that you don't tear it up when upholstering or mounting >> > the seats... >> > > Glide Slope = On the floor under the copilot front seat area. >> > > AM/FM = Not too critical, string a 23" piece of the ANT wire (center >> > conductor only) >> > across the under side of the structure in front of the canopy. Make sure >> > that the pitch >> > trim spring doesn't interfere. >> > > ELT = Mount the ELT to the floor between the gear bulk head and the >> > keel bulk head >> > on the copilot side. Run two 23" foils on a diagonal centered at the >> > fuselage joint, the >> > angle of the foils is such that they are fairly straight (they might >> > wrap onto the ceiling). >> > This is not super critical, but this antenna should be vertically >> > mounted not horizontal! >> > Use the torroids and connect the coax braid to the lower foil. Secure >> > foils, torroids and >> > the end of the lead in coax with 1 ply of bid. This needs to be >> > shock/impact secured. >> > > ADF = I've heard of them :-) >> > >> > In general, use the correct type of coax (not TV wire or solid center >> > conductor), use the >> > proper BNC terminals and appropriate tools. Keep the coax runs short and >> > secure. >> > >> > Fly Safe, >> > Wayne Lanza >> > Composite Design, Inc. >> > (electrical weenie at the Velocity Builder's Center) >> > ____________________________________________________________________ >> > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: >> > >> > Noel, >> > As near as possible, I followed the suggestions in the Velocity >> > manual. After 185 hours flying my airplane in a wide variety of >> > circumstances I can pronounce perfect operation of my nav & com >> > radios, localizer & glideslope, marker beacon receiver and >> > transponder. Even the ADF works acceptably although its range is a >> > little short. The GPS would benefit from shielding or a slight >> > relocation as it will blank out if one of the nav receivers is tuned >> > to a particular VOR frequency. (Leakage of nav's IF frequency signal >> > out of the localizer antenna overcomes the satellite signals.) >> > >> > Mine is a hatch door, long wing, RG. The antenna locations are: >> > >> > Com antennas - In the tip sails. >> > Nav antenna - One shared antenna on top of fuselage about four >> > inches forward of engine bulkhead. >> > Marker beacon antenna - Along right side about two inches below >> > windows. >> > Transponder antenna - Bottom of fuselage below right rear seat. >> > ADF antennna - Bottom of fuselage below left rear seat. >> > Localizer antenna - On canard top surface, center-line of fuselage. >> > GPS antenna - Front of canard top, centered. Forward of localizer >> > antenna. It should be remounted under the top of the fuselage above >> > the localizer antenna. >> > >> > Regards, >> > Lynn >> > ===================== >> > At 11:46 PM 4/10/2003 Thursday, you wrote: >> > >> > >> > Now that it's finally starting to warm up, I'm doing the planning >> > for my summer project... The wings / canard. >> > I realize that antenna placement is variable, But... >> > What do I really need? Do I need a Com and Nav in each wing? >> > Where's the best place for a glideslope antenna. The keel was >> > already down when I got the kit. >> > I assume the transponder would be best on the floor, and the gps on >> > the ceiling. >> > What about something for the am/fm? >> > I've seen Don's elt antenna on the main wingspar shearweb, and it >> > looked pretty survivable. >> > >> > What's popular / what's practical >> > >> > Noel 3suv103 >> > >> > >> >> >> _______________________________________________ >> To change your email address, visit jd> http://www.tvbf.org/mailman/listinfo/reflector >> >> Visit the gallery! tvbf:jamaicangoose >> jd> _______________________________________________ jd> To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector jd> Visit the gallery! tvbf:jamaicangoose Thinking about weak/intermittent transponder replies to the ground radar..... Anyone know what distance from the ground station is considered normal before ATC expects some degradation ??? -- Best regards, steve mailto:steve_beilby@yahoo.com.au From reflector@tvbf.org Sat Apr 12 13:12:45 2003 From: reflector@tvbf.org (Wayne Owens) Date: Sat, 12 Apr 2003 08:12:45 -0400 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: <410-2200346120123042@earthlink.net> <000501c300d0$d4ab4ea0$6700a8c0@thebeach.net> Message-ID: <000401c300ec$d4191000$0100a8c0@mshome.net> Mode S transponders have the datalink capability. ----- Original Message ----- From: "Fred Marconi" To: Sent: Saturday, April 12, 2003 4:52 AM Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas > Chris: > > I have a similar set up as you, except that I have the UPS transponder mode > C. Do we now have the ability to pick up the traffic around us through our > transponder antennas, so we do not need and additional pick up system? > Clue me in please. I'm not flying yet but I am getting there. > > Fred > > ----- Original Message ----- > From: " Chris Martin" > To: ; > Sent: Friday, April 11, 2003 8:12 PM > Subject: RE: Transponder Ant. was Re: REFLECTOR:anntenas > > > > Scott, > > > > I also had a transponder mounted inside of the outside strake. Poor > > reception by ATC. I moved it to the floor of the fuselage underneath the > > retract gear and offset to the co-pilot side. I used a small 3" > Transponder > > antenna mounted on a 8" square aluminum plate. The antenna pokes through a > > hole in the floor of the fuselage and the backing plate is attached to the > > floor with 2 pop rivets. The cable attaches with a B & C connector. This > is > > the only antenna I have that is visible outside the plane. Only 2" > actually > > is visible. The ATC has no problem seeing this antenna transmission, > really > > excellent results. I recentally added the Garmen GTX 330 Mode S > Transponder > > with TIS (Traffic Information Service). This displays traffic on my Garmin > > 430 moving map. I can recieve the TIS information within 500 feet of the > > ground. So, this new antenna is not only transmitting well but is > receiving > > well. > > > > For those of you that live in a high traffic area, (I live in one of the > > busyest, Los Angeles). This TIS information is a wonderful aid. I strongly > > recomend it. > > > > Chris Martin > > Velocity XL RG > > > > > > > [Original Message] > > > From: Scott Derrick > > > To: > > > Date: 4/11/2003 5:36:05 AM > > > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > > > > I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake > > > in the outside wing bolt hole space. I get periodic complaints from ATC > > > about intermittent transponder. I think I'll purchase another antenna > > > and try mounting one closer to the transmitter. > > > > > > I don't want it out side though, don't have any external antennas now, > > > and don't want any. > > > > > > Where's a good spot in a standard RG? I was thinking about mounting it > > > to the bottom of the rear seat? > > > > > > How big does the ground plane need to be? > > > > > > My GPS antenna is mounted to the inside of the nose access door, 4 feet > > > of cable and works great. > > > > > > Scott > > > > > > Wayne Lanza wrote: > > > > > > > > > > > > Regarding the antennas, our experience at the builders center points > to > > > > the following: > > > > > Transponder ANT = between the firewall and gear bulk head, on > center > > > > line. DO NOT > > > > put this ANT out in the strake, many transponders don't like to drive > > > > this much wire! > > > > > GPS = on top of the landing light or on top of the canard, keep > this > > > > wire under 8' long. > > > > > Marker Beacon = Inside or outside of the keel, or on the floor near > > > > the keel. Locate > > > > the foil such that you don't tear it up when upholstering or mounting > > > > the seats... > > > > > Glide Slope = On the floor under the copilot front seat area. > > > > > AM/FM = Not too critical, string a 23" piece of the ANT wire > (center > > > > conductor only) > > > > across the under side of the structure in front of the canopy. Make > > sure > > > > that the pitch > > > > trim spring doesn't interfere. > > > > > ELT = Mount the ELT to the floor between the gear bulk head and the > > > > keel bulk head > > > > on the copilot side. Run two 23" foils on a diagonal centered at the > > > > fuselage joint, the > > > > angle of the foils is such that they are fairly straight (they might > > > > wrap onto the ceiling). > > > > This is not super critical, but this antenna should be vertically > > > > mounted not horizontal! > > > > Use the torroids and connect the coax braid to the lower foil. Secure > > > > foils, torroids and > > > > the end of the lead in coax with 1 ply of bid. This needs to be > > > > shock/impact secured. > > > > > ADF = I've heard of them :-) > > > > > > > > In general, use the correct type of coax (not TV wire or solid center > > > > conductor), use the > > > > proper BNC terminals and appropriate tools. Keep the coax runs short > > and > > > > secure. > > > > > > > > Fly Safe, > > > > Wayne Lanza > > > > Composite Design, Inc. > > > > (electrical weenie at the Velocity Builder's Center) > > > > ____________________________________________________________________ > > > > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > > > > > > > > Noel, > > > > As near as possible, I followed the suggestions in the Velocity > > > > manual. After 185 hours flying my airplane in a wide variety of > > > > circumstances I can pronounce perfect operation of my nav & com > > > > radios, localizer & glideslope, marker beacon receiver and > > > > transponder. Even the ADF works acceptably although its range is a > > > > little short. The GPS would benefit from shielding or a slight > > > > relocation as it will blank out if one of the nav receivers is > tuned > > > > to a particular VOR frequency. (Leakage of nav's IF frequency > signal > > > > out of the localizer antenna overcomes the satellite signals.) > > > > > > > > Mine is a hatch door, long wing, RG. The antenna locations are: > > > > > > > > Com antennas - In the tip sails. > > > > Nav antenna - One shared antenna on top of fuselage about four > > > > inches forward of engine bulkhead. > > > > Marker beacon antenna - Along right side about two inches below > > > > windows. > > > > Transponder antenna - Bottom of fuselage below right rear seat. > > > > ADF antennna - Bottom of fuselage below left rear seat. > > > > Localizer antenna - On canard top surface, center-line of > fuselage. > > > > GPS antenna - Front of canard top, centered. Forward of localizer > > > > antenna. It should be remounted under the top of the fuselage > above > > > > the localizer antenna. > > > > > > > > Regards, > > > > Lynn > > > > ===================== > > > > At 11:46 PM 4/10/2003 Thursday, you wrote: > > > > > > > > > > > > Now that it's finally starting to warm up, I'm doing the planning > > > > for my summer project... The wings / canard. > > > > I realize that antenna placement is variable, But... > > > > What do I really need? Do I need a Com and Nav in each wing? > > > > Where's the best place for a glideslope antenna. The keel was > > > > already down when I got the kit. > > > > I assume the transponder would be best on the floor, and the gps > on > > > > the ceiling. > > > > What about something for the am/fm? > > > > I've seen Don's elt antenna on the main wingspar shearweb, and it > > > > looked pretty survivable. > > > > > > > > What's popular / what's practical > > > > > > > > Noel 3suv103 > > > > > > > > > > > > > > > > > _______________________________________________ > > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > > > Visit the gallery! tvbf:jamaicangoose > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 12 13:14:58 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Sat, 12 Apr 2003 08:14:58 -0400 Subject: REFLECTOR:CONGRATULATIONS!!! Message-ID: <001801c300ed$2306c040$d6424744@mrvlnc.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_0015_01C300CB.9B88C9E0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Congratulations, Jack on receiving this award at the 2003 Sun-n-Fun = event! Best Workmanship N55XL - Velocity XLRG - Jack Sheehan, Seaford, = Virginia=20 Got pictures???? Ronnie Brown ------=_NextPart_000_0015_01C300CB.9B88C9E0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Congratulations, Jack on receiving this award at the = 2003=20 Sun-n-Fun event!
 
Best = Workmanship N55XL - Velocity XLRG - Jack = Sheehan, Seaford,=20 Virginia
 
Got pictures????
 
Ronnie Brown
------=_NextPart_000_0015_01C300CB.9B88C9E0-- From reflector@tvbf.org Sat Apr 12 13:26:38 2003 From: reflector@tvbf.org ( Chris Martin) Date: Sat, 12 Apr 2003 05:26:38 -0700 Subject: Transponder Ant. was Re: REFLECTOR:anntenas Message-ID: <410-220034612122638980@earthlink.net> Fred, The new Mode S transponder that is made by Garmin both transmits and receives. As far as I know it's is currently the only one that does. When it transmits it broadcasts both the transponder code, pressure altitude and your N number. When it receives it reads from the radar signal an embedded data stream of information. The data contains location, speed, altitude, course and rate of vertical speed of all traffic. That information is passed over to the Garmin 430 or 530 and is displayed on the moving map. It shows up to 8 traffic targets in your area. THe indication on the moving map shows an open diamond for non alert traffic with a 2 digit number for hundreds of feet of separation. It also shows either an up or down arrow for a ascending or descending target along with a vector line showing target course. If the computer detects that there is a possible collision between your aircraft vector and one of the targets, then that target is depicted as a yellow solid circle. It also annunciates with a sexy female voice, "Traffic" and automatically switches your display to a page showing the traffic. I'm unsure of this being offered by UPS. Currently Garmin is the only one offering the information. And, the information is only displayed in certain locations in the USA. The locations do correspond with the areas with the highest traffic. For me, it is available in most all of the Southern California area that I fly. Last week I went to Mexico and the service drooped off about 10 miles below the Mexican border. Chris > [Original Message] > From: Fred Marconi > To: > Date: 4/12/2003 1:09:11 AM > Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas > > Chris: > > I have a similar set up as you, except that I have the UPS transponder mode > C. Do we now have the ability to pick up the traffic around us through our > transponder antennas, so we do not need and additional pick up system? > Clue me in please. I'm not flying yet but I am getting there. > > Fred > > ----- Original Message ----- > From: " Chris Martin" > To: ; > Sent: Friday, April 11, 2003 8:12 PM > Subject: RE: Transponder Ant. was Re: REFLECTOR:anntenas > > > > Scott, > > > > I also had a transponder mounted inside of the outside strake. Poor > > reception by ATC. I moved it to the floor of the fuselage underneath the > > retract gear and offset to the co-pilot side. I used a small 3" > Transponder > > antenna mounted on a 8" square aluminum plate. The antenna pokes through a > > hole in the floor of the fuselage and the backing plate is attached to the > > floor with 2 pop rivets. The cable attaches with a B & C connector. This > is > > the only antenna I have that is visible outside the plane. Only 2" > actually > > is visible. The ATC has no problem seeing this antenna transmission, > really > > excellent results. I recentally added the Garmen GTX 330 Mode S > Transponder > > with TIS (Traffic Information Service). This displays traffic on my Garmin > > 430 moving map. I can recieve the TIS information within 500 feet of the > > ground. So, this new antenna is not only transmitting well but is > receiving > > well. > > > > For those of you that live in a high traffic area, (I live in one of the > > busyest, Los Angeles). This TIS information is a wonderful aid. I strongly > > recomend it. > > > > Chris Martin > > Velocity XL RG > > > > > > > [Original Message] > > > From: Scott Derrick > > > To: > > > Date: 4/11/2003 5:36:05 AM > > > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > > > > I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake > > > in the outside wing bolt hole space. I get periodic complaints from ATC > > > about intermittent transponder. I think I'll purchase another antenna > > > and try mounting one closer to the transmitter. > > > > > > I don't want it out side though, don't have any external antennas now, > > > and don't want any. > > > > > > Where's a good spot in a standard RG? I was thinking about mounting it > > > to the bottom of the rear seat? > > > > > > How big does the ground plane need to be? > > > > > > My GPS antenna is mounted to the inside of the nose access door, 4 feet > > > of cable and works great. > > > > > > Scott > > > > > > Wayne Lanza wrote: > > > > > > > > > > > > Regarding the antennas, our experience at the builders center points > to > > > > the following: > > > > > Transponder ANT = between the firewall and gear bulk head, on > center > > > > line. DO NOT > > > > put this ANT out in the strake, many transponders don't like to drive > > > > this much wire! > > > > > GPS = on top of the landing light or on top of the canard, keep > this > > > > wire under 8' long. > > > > > Marker Beacon = Inside or outside of the keel, or on the floor near > > > > the keel. Locate > > > > the foil such that you don't tear it up when upholstering or mounting > > > > the seats... > > > > > Glide Slope = On the floor under the copilot front seat area. > > > > > AM/FM = Not too critical, string a 23" piece of the ANT wire > (center > > > > conductor only) > > > > across the under side of the structure in front of the canopy. Make > > sure > > > > that the pitch > > > > trim spring doesn't interfere. > > > > > ELT = Mount the ELT to the floor between the gear bulk head and the > > > > keel bulk head > > > > on the copilot side. Run two 23" foils on a diagonal centered at the > > > > fuselage joint, the > > > > angle of the foils is such that they are fairly straight (they might > > > > wrap onto the ceiling). > > > > This is not super critical, but this antenna should be vertically > > > > mounted not horizontal! > > > > Use the torroids and connect the coax braid to the lower foil. Secure > > > > foils, torroids and > > > > the end of the lead in coax with 1 ply of bid. This needs to be > > > > shock/impact secured. > > > > > ADF = I've heard of them :-) > > > > > > > > In general, use the correct type of coax (not TV wire or solid center > > > > conductor), use the > > > > proper BNC terminals and appropriate tools. Keep the coax runs short > > and > > > > secure. > > > > > > > > Fly Safe, > > > > Wayne Lanza > > > > Composite Design, Inc. > > > > (electrical weenie at the Velocity Builder's Center) > > > > ____________________________________________________________________ > > > > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > > > > > > > > Noel, > > > > As near as possible, I followed the suggestions in the Velocity > > > > manual. After 185 hours flying my airplane in a wide variety of > > > > circumstances I can pronounce perfect operation of my nav & com > > > > radios, localizer & glideslope, marker beacon receiver and > > > > transponder. Even the ADF works acceptably although its range is a > > > > little short. The GPS would benefit from shielding or a slight > > > > relocation as it will blank out if one of the nav receivers is > tuned > > > > to a particular VOR frequency. (Leakage of nav's IF frequency > signal > > > > out of the localizer antenna overcomes the satellite signals.) > > > > > > > > Mine is a hatch door, long wing, RG. The antenna locations are: > > > > > > > > Com antennas - In the tip sails. > > > > Nav antenna - One shared antenna on top of fuselage about four > > > > inches forward of engine bulkhead. > > > > Marker beacon antenna - Along right side about two inches below > > > > windows. > > > > Transponder antenna - Bottom of fuselage below right rear seat. > > > > ADF antennna - Bottom of fuselage below left rear seat. > > > > Localizer antenna - On canard top surface, center-line of > fuselage. > > > > GPS antenna - Front of canard top, centered. Forward of localizer > > > > antenna. It should be remounted under the top of the fuselage > above > > > > the localizer antenna. > > > > > > > > Regards, > > > > Lynn > > > > ===================== > > > > At 11:46 PM 4/10/2003 Thursday, you wrote: > > > > > > > > > > > > Now that it's finally starting to warm up, I'm doing the planning > > > > for my summer project... The wings / canard. > > > > I realize that antenna placement is variable, But... > > > > What do I really need? Do I need a Com and Nav in each wing? > > > > Where's the best place for a glideslope antenna. The keel was > > > > already down when I got the kit. > > > > I assume the transponder would be best on the floor, and the gps > on > > > > the ceiling. > > > > What about something for the am/fm? > > > > I've seen Don's elt antenna on the main wingspar shearweb, and it > > > > looked pretty survivable. > > > > > > > > What's popular / what's practical > > > > > > > > Noel 3suv103 > > > > > > > > > > > > > > > > > _______________________________________________ > > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > > > Visit the gallery! tvbf:jamaicangoose > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 12 13:32:55 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Sat, 12 Apr 2003 08:32:55 -0400 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: <410-2200346120123042@earthlink.net> <000501c300d0$d4ab4ea0$6700a8c0@thebeach.net> Message-ID: <001e01c300ef$a4f4db80$d6424744@mrvlnc.adelphia.net> This is a new capability included in Garmin's 330 Transponders. See http://www.garmin.com/products/gtx330/ There are some articles in the latest issue of Flying magazine. The TIS is uplinked data from some of the newer ATC systems that provides traffic as seen by their radar systems. A great low cost alterative to the Ryan TCAD systems. I read an article (but can't remember where it was) about UPSAT's Capstone project in Alaska that referred to the capability to receive the FAA TIS (FAA Traffic Information Services) including location, direction, altitude, and climb/descent information of nearby aircraft. See http://www.upsat.com/uat_datalink_air.shtml Ronnie ----- Original Message ----- From: "Fred Marconi" To: Sent: Saturday, April 12, 2003 4:52 AM Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas > Chris: > > I have a similar set up as you, except that I have the UPS transponder mode > C. Do we now have the ability to pick up the traffic around us through our > transponder antennas, so we do not need and additional pick up system? > Clue me in please. I'm not flying yet but I am getting there. > > Fred > > ----- Original Message ----- > From: " Chris Martin" > To: ; > Sent: Friday, April 11, 2003 8:12 PM > Subject: RE: Transponder Ant. was Re: REFLECTOR:anntenas > > > > Scott, > > > > I also had a transponder mounted inside of the outside strake. Poor > > reception by ATC. I moved it to the floor of the fuselage underneath the > > retract gear and offset to the co-pilot side. I used a small 3" > Transponder > > antenna mounted on a 8" square aluminum plate. The antenna pokes through a > > hole in the floor of the fuselage and the backing plate is attached to the > > floor with 2 pop rivets. The cable attaches with a B & C connector. This > is > > the only antenna I have that is visible outside the plane. Only 2" > actually > > is visible. The ATC has no problem seeing this antenna transmission, > really > > excellent results. I recentally added the Garmen GTX 330 Mode S > Transponder > > with TIS (Traffic Information Service). This displays traffic on my Garmin > > 430 moving map. I can recieve the TIS information within 500 feet of the > > ground. So, this new antenna is not only transmitting well but is > receiving > > well. > > > > For those of you that live in a high traffic area, (I live in one of the > > busyest, Los Angeles). This TIS information is a wonderful aid. I strongly > > recomend it. > > > > Chris Martin > > Velocity XL RG > > > > > > > [Original Message] > > > From: Scott Derrick > > > To: > > > Date: 4/11/2003 5:36:05 AM > > > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > > > > I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake > > > in the outside wing bolt hole space. I get periodic complaints from ATC > > > about intermittent transponder. I think I'll purchase another antenna > > > and try mounting one closer to the transmitter. > > > > > > I don't want it out side though, don't have any external antennas now, > > > and don't want any. > > > > > > Where's a good spot in a standard RG? I was thinking about mounting it > > > to the bottom of the rear seat? > > > > > > How big does the ground plane need to be? > > > > > > My GPS antenna is mounted to the inside of the nose access door, 4 feet > > > of cable and works great. > > > > > > Scott > > > > > > Wayne Lanza wrote: > > > > > > > > > > > > Regarding the antennas, our experience at the builders center points > to > > > > the following: > > > > > Transponder ANT = between the firewall and gear bulk head, on > center > > > > line. DO NOT > > > > put this ANT out in the strake, many transponders don't like to drive > > > > this much wire! > > > > > GPS = on top of the landing light or on top of the canard, keep > this > > > > wire under 8' long. > > > > > Marker Beacon = Inside or outside of the keel, or on the floor near > > > > the keel. Locate > > > > the foil such that you don't tear it up when upholstering or mounting > > > > the seats... > > > > > Glide Slope = On the floor under the copilot front seat area. > > > > > AM/FM = Not too critical, string a 23" piece of the ANT wire > (center > > > > conductor only) > > > > across the under side of the structure in front of the canopy. Make > > sure > > > > that the pitch > > > > trim spring doesn't interfere. > > > > > ELT = Mount the ELT to the floor between the gear bulk head and the > > > > keel bulk head > > > > on the copilot side. Run two 23" foils on a diagonal centered at the > > > > fuselage joint, the > > > > angle of the foils is such that they are fairly straight (they might > > > > wrap onto the ceiling). > > > > This is not super critical, but this antenna should be vertically > > > > mounted not horizontal! > > > > Use the torroids and connect the coax braid to the lower foil. Secure > > > > foils, torroids and > > > > the end of the lead in coax with 1 ply of bid. This needs to be > > > > shock/impact secured. > > > > > ADF = I've heard of them :-) > > > > > > > > In general, use the correct type of coax (not TV wire or solid center > > > > conductor), use the > > > > proper BNC terminals and appropriate tools. Keep the coax runs short > > and > > > > secure. > > > > > > > > Fly Safe, > > > > Wayne Lanza > > > > Composite Design, Inc. > > > > (electrical weenie at the Velocity Builder's Center) > > > > ____________________________________________________________________ > > > > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > > > > > > > > Noel, > > > > As near as possible, I followed the suggestions in the Velocity > > > > manual. After 185 hours flying my airplane in a wide variety of > > > > circumstances I can pronounce perfect operation of my nav & com > > > > radios, localizer & glideslope, marker beacon receiver and > > > > transponder. Even the ADF works acceptably although its range is a > > > > little short. The GPS would benefit from shielding or a slight > > > > relocation as it will blank out if one of the nav receivers is > tuned > > > > to a particular VOR frequency. (Leakage of nav's IF frequency > signal > > > > out of the localizer antenna overcomes the satellite signals.) > > > > > > > > Mine is a hatch door, long wing, RG. The antenna locations are: > > > > > > > > Com antennas - In the tip sails. > > > > Nav antenna - One shared antenna on top of fuselage about four > > > > inches forward of engine bulkhead. > > > > Marker beacon antenna - Along right side about two inches below > > > > windows. > > > > Transponder antenna - Bottom of fuselage below right rear seat. > > > > ADF antennna - Bottom of fuselage below left rear seat. > > > > Localizer antenna - On canard top surface, center-line of > fuselage. > > > > GPS antenna - Front of canard top, centered. Forward of localizer > > > > antenna. It should be remounted under the top of the fuselage > above > > > > the localizer antenna. > > > > > > > > Regards, > > > > Lynn > > > > ===================== > > > > At 11:46 PM 4/10/2003 Thursday, you wrote: > > > > > > > > > > > > Now that it's finally starting to warm up, I'm doing the planning > > > > for my summer project... The wings / canard. > > > > I realize that antenna placement is variable, But... > > > > What do I really need? Do I need a Com and Nav in each wing? > > > > Where's the best place for a glideslope antenna. The keel was > > > > already down when I got the kit. > > > > I assume the transponder would be best on the floor, and the gps > on > > > > the ceiling. > > > > What about something for the am/fm? > > > > I've seen Don's elt antenna on the main wingspar shearweb, and it > > > > looked pretty survivable. > > > > > > > > What's popular / what's practical > > > > > > > > Noel 3suv103 > > > > > > > > > > > > > > > > > _______________________________________________ > > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > > > Visit the gallery! tvbf:jamaicangoose > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Sat Apr 12 14:05:57 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sat, 12 Apr 2003 09:05:57 -0400 Subject: REFLECTOR:UNAPPROVED PARTS Larry Good (Good Aviation) Message-ID: <357FBD36.2A67F11F.0BE7D1EB@aol.com> In a message dated 4/11/2003 3:31:50 PM Eastern Standard Time, tmartino@troubleshooter.com writes: > You have to love it when the government is actually doing > its job and protecting us! On the other hand you have to wonder if this is as totally bogus as the 2 year witch hunt conducted againt B&C Electric or the infamous Hoover affair. Rob From reflector@tvbf.org Sat Apr 12 14:44:48 2003 From: reflector@tvbf.org (Glenn Babcock) Date: Sat, 12 Apr 2003 09:44:48 -0400 Subject: Transponder Ant. was Re: REFLECTOR:anntenas In-Reply-To: <001e01c300ef$a4f4db80$d6424744@mrvlnc.adelphia.net> Message-ID: See http://www.alaska.faa.gov/capstone/. Glenn -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Ronnie Brown Sent: Saturday, April 12, 2003 7:33 AM To: reflector@tvbf.org Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas This is a new capability included in Garmin's 330 Transponders. See http://www.garmin.com/products/gtx330/ There are some articles in the latest issue of Flying magazine. The TIS is uplinked data from some of the newer ATC systems that provides traffic as seen by their radar systems. A great low cost alterative to the Ryan TCAD systems. I read an article (but can't remember where it was) about UPSAT's Capstone project in Alaska that referred to the capability to receive the FAA TIS (FAA Traffic Information Services) including location, direction, altitude, and climb/descent information of nearby aircraft. See http://www.upsat.com/uat_datalink_air.shtml Ronnie ----- Original Message ----- From: "Fred Marconi" To: Sent: Saturday, April 12, 2003 4:52 AM Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas > Chris: > > I have a similar set up as you, except that I have the UPS transponder mode > C. Do we now have the ability to pick up the traffic around us through our > transponder antennas, so we do not need and additional pick up system? > Clue me in please. I'm not flying yet but I am getting there. > > Fred > > ----- Original Message ----- > From: " Chris Martin" > To: ; > Sent: Friday, April 11, 2003 8:12 PM > Subject: RE: Transponder Ant. was Re: REFLECTOR:anntenas > > > > Scott, > > > > I also had a transponder mounted inside of the outside strake. Poor > > reception by ATC. I moved it to the floor of the fuselage underneath the > > retract gear and offset to the co-pilot side. I used a small 3" > Transponder > > antenna mounted on a 8" square aluminum plate. The antenna pokes through a > > hole in the floor of the fuselage and the backing plate is attached to the > > floor with 2 pop rivets. The cable attaches with a B & C connector. This > is > > the only antenna I have that is visible outside the plane. Only 2" > actually > > is visible. The ATC has no problem seeing this antenna transmission, > really > > excellent results. I recentally added the Garmen GTX 330 Mode S > Transponder > > with TIS (Traffic Information Service). This displays traffic on my Garmin > > 430 moving map. I can recieve the TIS information within 500 feet of the > > ground. So, this new antenna is not only transmitting well but is > receiving > > well. > > > > For those of you that live in a high traffic area, (I live in one of the > > busyest, Los Angeles). This TIS information is a wonderful aid. I strongly > > recomend it. > > > > Chris Martin > > Velocity XL RG > > > > > > > [Original Message] > > > From: Scott Derrick > > > To: > > > Date: 4/11/2003 5:36:05 AM > > > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > > > > I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake > > > in the outside wing bolt hole space. I get periodic complaints from ATC > > > about intermittent transponder. I think I'll purchase another antenna > > > and try mounting one closer to the transmitter. > > > > > > I don't want it out side though, don't have any external antennas now, > > > and don't want any. > > > > > > Where's a good spot in a standard RG? I was thinking about mounting it > > > to the bottom of the rear seat? > > > > > > How big does the ground plane need to be? > > > > > > My GPS antenna is mounted to the inside of the nose access door, 4 feet > > > of cable and works great. > > > > > > Scott > > > > > > Wayne Lanza wrote: > > > > > > > > > > > > Regarding the antennas, our experience at the builders center points > to > > > > the following: > > > > > Transponder ANT = between the firewall and gear bulk head, on > center > > > > line. DO NOT > > > > put this ANT out in the strake, many transponders don't like to drive > > > > this much wire! > > > > > GPS = on top of the landing light or on top of the canard, keep > this > > > > wire under 8' long. > > > > > Marker Beacon = Inside or outside of the keel, or on the floor near > > > > the keel. Locate > > > > the foil such that you don't tear it up when upholstering or mounting > > > > the seats... > > > > > Glide Slope = On the floor under the copilot front seat area. > > > > > AM/FM = Not too critical, string a 23" piece of the ANT wire > (center > > > > conductor only) > > > > across the under side of the structure in front of the canopy. Make > > sure > > > > that the pitch > > > > trim spring doesn't interfere. > > > > > ELT = Mount the ELT to the floor between the gear bulk head and the > > > > keel bulk head > > > > on the copilot side. Run two 23" foils on a diagonal centered at the > > > > fuselage joint, the > > > > angle of the foils is such that they are fairly straight (they might > > > > wrap onto the ceiling). > > > > This is not super critical, but this antenna should be vertically > > > > mounted not horizontal! > > > > Use the torroids and connect the coax braid to the lower foil. Secure > > > > foils, torroids and > > > > the end of the lead in coax with 1 ply of bid. This needs to be > > > > shock/impact secured. > > > > > ADF = I've heard of them :-) > > > > > > > > In general, use the correct type of coax (not TV wire or solid center > > > > conductor), use the > > > > proper BNC terminals and appropriate tools. Keep the coax runs short > > and > > > > secure. > > > > > > > > Fly Safe, > > > > Wayne Lanza > > > > Composite Design, Inc. > > > > (electrical weenie at the Velocity Builder's Center) > > > > ____________________________________________________________________ > > > > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > > > > > > > > Noel, > > > > As near as possible, I followed the suggestions in the Velocity > > > > manual. After 185 hours flying my airplane in a wide variety of > > > > circumstances I can pronounce perfect operation of my nav & com > > > > radios, localizer & glideslope, marker beacon receiver and > > > > transponder. Even the ADF works acceptably although its range is a > > > > little short. The GPS would benefit from shielding or a slight > > > > relocation as it will blank out if one of the nav receivers is > tuned > > > > to a particular VOR frequency. (Leakage of nav's IF frequency > signal > > > > out of the localizer antenna overcomes the satellite signals.) > > > > > > > > Mine is a hatch door, long wing, RG. The antenna locations are: > > > > > > > > Com antennas - In the tip sails. > > > > Nav antenna - One shared antenna on top of fuselage about four > > > > inches forward of engine bulkhead. > > > > Marker beacon antenna - Along right side about two inches below > > > > windows. > > > > Transponder antenna - Bottom of fuselage below right rear seat. > > > > ADF antennna - Bottom of fuselage below left rear seat. > > > > Localizer antenna - On canard top surface, center-line of > fuselage. > > > > GPS antenna - Front of canard top, centered. Forward of localizer > > > > antenna. It should be remounted under the top of the fuselage > above > > > > the localizer antenna. > > > > > > > > Regards, > > > > Lynn > > > > ===================== > > > > At 11:46 PM 4/10/2003 Thursday, you wrote: > > > > > > > > > > > > Now that it's finally starting to warm up, I'm doing the planning > > > > for my summer project... The wings / canard. > > > > I realize that antenna placement is variable, But... > > > > What do I really need? Do I need a Com and Nav in each wing? > > > > Where's the best place for a glideslope antenna. The keel was > > > > already down when I got the kit. > > > > I assume the transponder would be best on the floor, and the gps > on > > > > the ceiling. > > > > What about something for the am/fm? > > > > I've seen Don's elt antenna on the main wingspar shearweb, and it > > > > looked pretty survivable. > > > > > > > > What's popular / what's practical > > > > > > > > Noel 3suv103 > > > > > > > > > > > > > > > > > _______________________________________________ > > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > > > Visit the gallery! tvbf:jamaicangoose > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 12 16:46:07 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sat, 12 Apr 2003 08:46:07 -0700 Subject: REFLECTOR:two of every email References: Message-ID: I have been receiving two copies of every reflector email. Second time I have had this problem. Anyone else? Johnny Thompson From reflector@tvbf.org Sat Apr 12 17:43:53 2003 From: reflector@tvbf.org (Fred Marconi) Date: Sat, 12 Apr 2003 12:43:53 -0400 Subject: Transponder Ant. was Re: REFLECTOR:anntenas References: <410-220034612122638980@earthlink.net> Message-ID: <000501c30112$b4056f40$6700a8c0@thebeach.net> Thanks Chris: The sexy voice sold me. Technology is getting better and better for us. I have the full UPS stack, I will have to talk to them. Grrrrrr!!!!! What next? Fred ----- Original Message ----- From: " Chris Martin" To: ; Sent: Saturday, April 12, 2003 8:26 AM Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas > Fred, > > The new Mode S transponder that is made by Garmin both transmits and > receives. As far as I know it's is currently the only one that does. When > it transmits it broadcasts both the transponder code, pressure altitude and > your N number. When it receives it reads from the radar signal an embedded > data stream of information. The data contains location, speed, altitude, > course and rate of vertical speed of all traffic. That information is > passed over to the Garmin 430 or 530 and is displayed on the moving map. It > shows up to 8 traffic targets in your area. THe indication on the moving > map shows an open diamond for non alert traffic with a 2 digit number for > hundreds of feet of separation. It also shows either an up or down arrow > for a ascending or descending target along with a vector line showing > target course. If the computer detects that there is a possible collision > between your aircraft vector and one of the targets, then that target is > depicted as a yellow solid circle. It also annunciates with a sexy female > voice, "Traffic" and automatically switches your display to a page showing > the traffic. > > I'm unsure of this being offered by UPS. Currently Garmin is the only one > offering the information. And, the information is only displayed in certain > locations in the USA. The locations do correspond with the areas with the > highest traffic. For me, it is available in most all of the Southern > California area that I fly. Last week I went to Mexico and the service > drooped off about 10 miles below the Mexican border. > > Chris > > > > [Original Message] > > From: Fred Marconi > > To: > > Date: 4/12/2003 1:09:11 AM > > Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas > > > > Chris: > > > > I have a similar set up as you, except that I have the UPS transponder > mode > > C. Do we now have the ability to pick up the traffic around us through > our > > transponder antennas, so we do not need and additional pick up system? > > Clue me in please. I'm not flying yet but I am getting there. > > > > Fred > > > > ----- Original Message ----- > > From: " Chris Martin" > > To: ; > > Sent: Friday, April 11, 2003 8:12 PM > > Subject: RE: Transponder Ant. was Re: REFLECTOR:anntenas > > > > > > > Scott, > > > > > > I also had a transponder mounted inside of the outside strake. Poor > > > reception by ATC. I moved it to the floor of the fuselage underneath the > > > retract gear and offset to the co-pilot side. I used a small 3" > > Transponder > > > antenna mounted on a 8" square aluminum plate. The antenna pokes > through a > > > hole in the floor of the fuselage and the backing plate is attached to > the > > > floor with 2 pop rivets. The cable attaches with a B & C connector. This > > is > > > the only antenna I have that is visible outside the plane. Only 2" > > actually > > > is visible. The ATC has no problem seeing this antenna transmission, > > really > > > excellent results. I recentally added the Garmen GTX 330 Mode S > > Transponder > > > with TIS (Traffic Information Service). This displays traffic on my > Garmin > > > 430 moving map. I can recieve the TIS information within 500 feet of the > > > ground. So, this new antenna is not only transmitting well but is > > receiving > > > well. > > > > > > For those of you that live in a high traffic area, (I live in one of the > > > busyest, Los Angeles). This TIS information is a wonderful aid. I > strongly > > > recomend it. > > > > > > Chris Martin > > > Velocity XL RG > > > > > > > > > > [Original Message] > > > > From: Scott Derrick > > > > To: > > > > Date: 4/11/2003 5:36:05 AM > > > > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > > > > > > I'll second Wayne's "DO NOT" for the transponder. Mine is in the > strake > > > > in the outside wing bolt hole space. I get periodic complaints from > ATC > > > > about intermittent transponder. I think I'll purchase another antenna > > > > and try mounting one closer to the transmitter. > > > > > > > > I don't want it out side though, don't have any external antennas now, > > > > and don't want any. > > > > > > > > Where's a good spot in a standard RG? I was thinking about mounting > it > > > > to the bottom of the rear seat? > > > > > > > > How big does the ground plane need to be? > > > > > > > > My GPS antenna is mounted to the inside of the nose access door, 4 > feet > > > > of cable and works great. > > > > > > > > Scott > > > > > > > > Wayne Lanza wrote: > > > > > > > > > > > > > > > Regarding the antennas, our experience at the builders center points > > to > > > > > the following: > > > > > > Transponder ANT = between the firewall and gear bulk head, on > > center > > > > > line. DO NOT > > > > > put this ANT out in the strake, many transponders don't like to > drive > > > > > this much wire! > > > > > > GPS = on top of the landing light or on top of the canard, keep > > this > > > > > wire under 8' long. > > > > > > Marker Beacon = Inside or outside of the keel, or on the floor > near > > > > > the keel. Locate > > > > > the foil such that you don't tear it up when upholstering or > mounting > > > > > the seats... > > > > > > Glide Slope = On the floor under the copilot front seat area. > > > > > > AM/FM = Not too critical, string a 23" piece of the ANT wire > > (center > > > > > conductor only) > > > > > across the under side of the structure in front of the canopy. Make > > > sure > > > > > that the pitch > > > > > trim spring doesn't interfere. > > > > > > ELT = Mount the ELT to the floor between the gear bulk head and > the > > > > > keel bulk head > > > > > on the copilot side. Run two 23" foils on a diagonal centered at the > > > > > fuselage joint, the > > > > > angle of the foils is such that they are fairly straight (they might > > > > > wrap onto the ceiling). > > > > > This is not super critical, but this antenna should be vertically > > > > > mounted not horizontal! > > > > > Use the torroids and connect the coax braid to the lower foil. > Secure > > > > > foils, torroids and > > > > > the end of the lead in coax with 1 ply of bid. This needs to be > > > > > shock/impact secured. > > > > > > ADF = I've heard of them :-) > > > > > > > > > > In general, use the correct type of coax (not TV wire or solid > center > > > > > conductor), use the > > > > > proper BNC terminals and appropriate tools. Keep the coax runs short > > > and > > > > > secure. > > > > > > > > > > Fly Safe, > > > > > Wayne Lanza > > > > > Composite Design, Inc. > > > > > (electrical weenie at the Velocity Builder's Center) > > > > > ____________________________________________________________________ > > > > > On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: > > > > > > > > > > Noel, > > > > > As near as possible, I followed the suggestions in the Velocity > > > > > manual. After 185 hours flying my airplane in a wide variety of > > > > > circumstances I can pronounce perfect operation of my nav & com > > > > > radios, localizer & glideslope, marker beacon receiver and > > > > > transponder. Even the ADF works acceptably although its range > is a > > > > > little short. The GPS would benefit from shielding or a slight > > > > > relocation as it will blank out if one of the nav receivers is > > tuned > > > > > to a particular VOR frequency. (Leakage of nav's IF frequency > > signal > > > > > out of the localizer antenna overcomes the satellite signals.) > > > > > > > > > > Mine is a hatch door, long wing, RG. The antenna locations are: > > > > > > > > > > Com antennas - In the tip sails. > > > > > Nav antenna - One shared antenna on top of fuselage about four > > > > > inches forward of engine bulkhead. > > > > > Marker beacon antenna - Along right side about two inches below > > > > > windows. > > > > > Transponder antenna - Bottom of fuselage below right rear seat. > > > > > ADF antennna - Bottom of fuselage below left rear seat. > > > > > Localizer antenna - On canard top surface, center-line of > > fuselage. > > > > > GPS antenna - Front of canard top, centered. Forward of > localizer > > > > > antenna. It should be remounted under the top of the fuselage > > above > > > > > the localizer antenna. > > > > > > > > > > Regards, > > > > > Lynn > > > > > ===================== > > > > > At 11:46 PM 4/10/2003 Thursday, you wrote: > > > > > > > > > > > > > > > Now that it's finally starting to warm up, I'm doing the > planning > > > > > for my summer project... The wings / canard. > > > > > I realize that antenna placement is variable, But... > > > > > What do I really need? Do I need a Com and Nav in each wing? > > > > > Where's the best place for a glideslope antenna. The keel was > > > > > already down when I got the kit. > > > > > I assume the transponder would be best on the floor, and the gps > > on > > > > > the ceiling. > > > > > What about something for the am/fm? > > > > > I've seen Don's elt antenna on the main wingspar shearweb, and > it > > > > > looked pretty survivable. > > > > > > > > > > What's popular / what's practical > > > > > > > > > > Noel 3suv103 > > > > > > > > > > > > > > > > > > > > > > _______________________________________________ > > > > To change your email address, visit > > > http://www.tvbf.org/mailman/listinfo/reflector > > > > > > > > Visit the gallery! tvbf:jamaicangoose > > > > > > > > > _______________________________________________ > > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > > > Visit the gallery! tvbf:jamaicangoose > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Sat Apr 12 17:51:11 2003 From: reflector@tvbf.org (Dean May) Date: Sat, 12 Apr 2003 11:51:11 -0500 Subject: REFLECTOR:Test Message-ID: <002e01c30113$b9ef9b00$bbff7fd8@owc.net> This is a multi-part message in MIME format. ------=_NextPart_000_002B_01C300E9.D00E8BA0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I haven't received any positings to reflector in the past two weeks. = I'm just testing to see if I receive this. Dean May ------=_NextPart_000_002B_01C300E9.D00E8BA0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I haven't received any positings to = reflector in=20 the past two weeks.  I'm just testing to see if I receive=20 this.
 
Dean May
------=_NextPart_000_002B_01C300E9.D00E8BA0-- From reflector@tvbf.org Sat Apr 12 21:39:43 2003 From: reflector@tvbf.org (Brian Michalk) Date: Sat, 12 Apr 2003 15:39:43 -0500 Subject: REFLECTOR:two of every email In-Reply-To: Message-ID: You are subscribed twice. I deleted one account and they both went away. Go ahead and re-subscribe with your correct email account. Brian Michalk Life is what you make of it ... never wish you had done something. Aviator, experimental aircraft builder, motorcyclist, SCUBA diver musician, home-brewer, entrepreneur and mostly single > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of testpilotjt@msn.com > Sent: Saturday, April 12, 2003 10:46 AM > To: reflector@tvbf.org > Subject: REFLECTOR:two of every email > > > I have been receiving two copies of every reflector email. Second time I > have had this problem. Anyone else? > > Johnny Thompson > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Sat Apr 12 21:43:15 2003 From: reflector@tvbf.org (Brian Michalk) Date: Sat, 12 Apr 2003 15:43:15 -0500 Subject: REFLECTOR:Test In-Reply-To: <002e01c30113$b9ef9b00$bbff7fd8@owc.net> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0020_01C3010A.3B8C3150 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit In your preferences, you have "nomail" checked. You can change this at http://www.tvbf.org/mailman/listinfo/reflector Brian Michalk Life is what you make of it ... never wish you had done something. Aviator, experimental aircraft builder, motorcyclist, SCUBA diver musician, home-brewer, entrepreneur and mostly single -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Dean May Sent: Saturday, April 12, 2003 11:51 AM To: reflector@tvbf.org Subject: REFLECTOR:Test I haven't received any positings to reflector in the past two weeks. I'm just testing to see if I receive this. Dean May ------=_NextPart_000_0020_01C3010A.3B8C3150 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
In=20 your preferences, you have "nomail" checked.
 
You=20 can change this at http://www.tvbf.org/mail= man/listinfo/reflector
 

 Brian Michalk  <http://www.michalk.com>
Life is what you make = of it ...=20 never wish you had done something.
Aviator, experimental aircraft = builder,=20 motorcyclist, SCUBA diver
musician, home-brewer, entrepreneur and = mostly=20 single
 

-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Dean = May
Sent:=20 Saturday, April 12, 2003 11:51 AM
To:=20 reflector@tvbf.org
Subject: = REFLECTOR:Test

I haven't received any positings to = reflector in=20 the past two weeks.  I'm just testing to see if I receive=20 this.
 
Dean = May
------=_NextPart_000_0020_01C3010A.3B8C3150-- From reflector@tvbf.org Sat Apr 12 21:41:51 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Sat, 12 Apr 2003 16:41:51 -0400 Subject: REFLECTOR:UNAPPROVED PARTS Larry Good (Good Aviation) References: <357FBD36.2A67F11F.0BE7D1EB@aol.com> Message-ID: <001501c30133$f2e416a0$d6424744@mrvlnc.adelphia.net> Or the recent hatchet job of a Flight School head which lead to his death and several of his passengers . Ugh!!! ----- Original Message ----- From: To: Sent: Saturday, April 12, 2003 9:05 AM Subject: Re: REFLECTOR:UNAPPROVED PARTS Larry Good (Good Aviation) > In a message dated 4/11/2003 3:31:50 PM Eastern Standard Time, tmartino@troubleshooter.com writes: > > > You have to love it when the government is actually doing > > its job and protecting us! > > On the other hand you have to wonder if this is as totally bogus as the 2 year witch hunt conducted againt B&C Electric or the infamous Hoover affair. > > Rob > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sun Apr 13 02:55:22 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sat, 12 Apr 2003 21:55:22 -0400 Subject: REFLECTOR:Alternator Woes. Message-ID: <00D6504F.6002958D.00002FBC@aol.com> I have been using Nippondensu alternators for years with no problem. I think the ones I favor are from a Honda Accord, but am not certain. From reflector@tvbf.org Sun Apr 13 05:03:49 2003 From: reflector@tvbf.org (texasattorney.net) Date: Sat, 12 Apr 2003 23:03:49 -0500 Subject: REFLECTOR:Manual confusion and baffle template....shocking! Message-ID: I started to cut out my baffles today using the provided templates. There is VERY little info in both the old and the new manuals. Well, my templates use one template being used for both baffle 3 & 4. (meaning, the template is clearly marked 3&4) This makes them both pretty long, 50 inches or longer. However, the drawings in the manual (both) show Baffle 3 as 30 inches long and no dimension for baffle 4, but it is shorter than baffle 3, so less than 30". Of course, since templates seems SO obvious, I noticed the discrepancies after I cut the baffles. This resulted in me not having quite enough blue foam (one baffle short). Since these are too long, it should not be a problem cutting the last baffle out of the extra length of baffle 4. What did I miss? I reviewed and re-REviewed the manual and there is no notation about this template issue....that I could find. I spoke to the factory Friday before I was ready to cut and asked if there was anything I should know. I was assured it should be fine (I had a question since I had two templates for my rear bulkhead, but seem to only need one, while everything else only provides one template and I have to make two, one for each wing). I am not ready to start my strakes yet, but, due to my fear that I would trash my blue foam if it were not glassed (and to bring it down from being suspended from one of our vaulted ceilings), I went ahead and glassed it last weekend and cut them for storage this weekend. It was a snap to cut with a jigsaw, I just am confused about the templates. I have not had success trying to get factory personnel on the weekends, so I toss the question to y'all. Thoughts? As always, thanks. All the best, Chris Houston www.LoneStarVelocity.com Christopher Barber Attorney and Counselor at Law 11930 S Sam Houston Pkwy E Suite 103 Houston, Texas 770894755 281-464-LAWS (5297) 281-754-4168 (fax) CBarber@TexasAttorney.net www.TexasAttorney.net From reflector@tvbf.org Sun Apr 13 05:15:25 2003 From: reflector@tvbf.org (Noel Gattenby) Date: Sat, 12 Apr 2003 23:15:25 -0500 Subject: REFLECTOR:Canard foam Message-ID: <012301c30173$4f7c7850$0a4c0cd1@sugarridge> This is a multi-part message in MIME format. ------=_NextPart_000_0120_01C30149.65FAC700 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Ok it's 11:00 at night, so maybe I'm not seeing something... I just spent most of the evening bonding the blue foam to the leading = and trailing edges of the canard spar. It's for an SUV with the 173 wings... =20 The book says to add another 34 inches of foam to each end of the asm = (114 inches long), for a total of 178 inches. If you allow for trimming later that adds up... My problem is the billet of foam that contains the extension foam is = only 57 inches long.... =20 I can't get two pieces 34 long out of 57. What am I missing here??? Do I need more foam? Am I building the wrong = canard? Do I just need to go to sleep and try again tomorrow??? Noel 3suv103 ------=_NextPart_000_0120_01C30149.65FAC700 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Ok it's 11:00 at night, so maybe I'm = not seeing=20 something...
 
I just spent most of the evening = bonding the blue=20 foam to the leading and trailing edges of the canard spar.
It's for an SUV with the 173 = wings... =20
The book says to add another 34 inches = of foam to=20 each end of the asm (114 inches long), for a total of 178 = inches.
If you allow for trimming later that = adds=20 up...
 
My problem is the billet of foam that = contains the=20 extension foam is only 57 inches long.... 
I can't get two pieces 34 long out of=20 57.
 
What am I missing here???  Do I = need more=20 foam? Am I building the wrong canard?  Do I just need to go to = sleep and=20 try again tomorrow???
 
Noel
3suv103
 
------=_NextPart_000_0120_01C30149.65FAC700-- From reflector@tvbf.org Sun Apr 13 05:41:35 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sun, 13 Apr 2003 00:41:35 EDT Subject: REFLECTOR:Canard foam Message-ID: --part1_bd.31194977.2bca447f_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Noel, It could be that you received an incorrect billet of foam. I had the same thing happen with my aileron counterweight rod. The company said no problem, just buy some and send us the bill (since it would cost more to ship than to buy). I didn't bother, I just bought it.. but if you did get the wrong stuff I am sure the factory will make it right. Give them a call. Kurt Winker --part1_bd.31194977.2bca447f_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Noel, 

It could be that you received an incorrect billet of foam.  I had the=20= same thing happen with my aileron counterweight rod.  The company said=20= no problem, just buy some and send us the bill (since it would cost more to=20= ship than to buy). I didn't bother, I just bought it.. but if you did get th= e wrong stuff I am sure the factory will make it right.  Give them a ca= ll. 

Kurt Winker 
--part1_bd.31194977.2bca447f_boundary-- From reflector@tvbf.org Sun Apr 13 05:45:37 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sun, 13 Apr 2003 00:45:37 EDT Subject: REFLECTOR:Canard foam Message-ID: <141.f16b714.2bca4571@aol.com> --part1_141.f16b714.2bca4571_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Noel, It could be that you received an incorrect billet of foam. I had the same thing happen with my aileron counterweight rod. The company said no problem, just buy some and send us the bill (since it would cost more to ship than to buy). I didn't bother, I just bought it.. but if you did get the wrong stuff I am sure the factory will make it right. Give them a call. Kurt Winker --part1_141.f16b714.2bca4571_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Noel, 

It could be that you received an incorrect billet of foam.  I had the=20= same thing happen with my aileron counterweight rod.  The company said=20= no problem, just buy some and send us the bill (since it would cost more to=20= ship than to buy). I didn't bother, I just bought it.. but if you did get th= e wrong stuff I am sure the factory will make it right.  Give them a ca= ll. 

Kurt Winker  --part1_141.f16b714.2bca4571_boundary-- From reflector@tvbf.org Sun Apr 13 08:40:34 2003 From: reflector@tvbf.org (Tom Martino) Date: Sun, 13 Apr 2003 01:40:34 -0600 Subject: REFLECTOR:BLUE MOUNTAIN AVIONICS Message-ID: This is a multi-part message in MIME format. ------_=_NextPart_001_01C3018F.F7B90173 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable If anyone is installing the EFIS One with the auto pilot interface ... I need advice! =20 Where are you installing the servo for roll trim? Photos would help. =20 The servos come in a roll cage with a cannon plug and they are bulky! =20 I already modified the servo (putting the plug on the side) which cut down on the length. I was hoping to install in facing forward, near the floor under the roll trim motor ... with a push rod connecting to the push pull cables. =20 Any feedback? =20 =20 =20 ------_=_NextPart_001_01C3018F.F7B90173 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

If anyone is installing the EFIS One with the auto = pilot interface ... I need advice!

 

Where are you installing the servo for roll = trim?  Photos would = help.

 

The servos come in a roll cage with a cannon plug and = they are bulky!

 

 I = already modified the servo (putting the plug on the side) which cut down on the length. =  I was hoping to install in = facing forward, near the floor under the roll trim motor ... with a push rod connecting to = the push pull cables.

 

Any feedback?

 

 

 

=00 ------_=_NextPart_001_01C3018F.F7B90173-- From reflector@tvbf.org Sun Apr 13 14:45:13 2003 From: reflector@tvbf.org (Scott Derrick) Date: Sun, 13 Apr 2003 07:45:13 -0600 Subject: REFLECTOR:BLUE MOUNTAIN AVIONICS References: Message-ID: <3E9969E9.5000900@tnstaafl.net> I have a Century Autopilot. My roll servo is mounted in the engine compartment on the firewall, left side as your facing forward, just above the level of the wing surface. I have a push rod that connects to the aileron bell crank. Scott Tom Martino wrote: > If anyone is installing the EFIS One with the auto pilot interface ... I > need advice! > > > > Where are you installing the servo for roll trim? Photos would help. > > > > The servos come in a roll cage with a cannon plug and they are bulky! > > > > I already modified the servo (putting the plug on the side) which cut > down on the length. I was hoping to install in facing forward, near the > floor under the roll trim motor ... with a push rod connecting to the > push pull cables. > > > > Any feedback? > > > > > > > From reflector@tvbf.org Sun Apr 13 23:36:28 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sun, 13 Apr 2003 18:36:28 EDT Subject: REFLECTOR:What's first, paint or upholstery? Message-ID: <11f.208e65bb.2bcb406c@wmconnect.com> --part1_11f.208e65bb.2bcb406c_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I had an upholsterer stop by to talk about doing my airplane and the question arose as to what's first, paint or upholstery. The issue was the door (old unidoor). The headliner material would come up to the edge of the channel that mates with the gasket on the fuselage. I assume that the channel would be painted so it would be best to paint first. Comments please, there are probably other issues. Thank You, Mel Bina STD RG --part1_11f.208e65bb.2bcb406c_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable I had an upholsterer stop= by to talk about doing my airplane and the question arose as to what's firs= t, paint or upholstery.  The issue was the door (old unidoor).  Th= e headliner material would come up to the edge of the channel that mates wit= h the gasket on the fuselage.  I assume that the channel would be paint= ed so it would be best to paint first.  Comments please, there are prob= ably other issues.

Thank You,
Mel Bina   STD RG --part1_11f.208e65bb.2bcb406c_boundary-- From reflector@tvbf.org Sun Apr 13 23:52:23 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Sun, 13 Apr 2003 18:52:23 -0400 Subject: REFLECTOR:What's first, paint or upholstery? References: <11f.208e65bb.2bcb406c@wmconnect.com> Message-ID: <002501c3020f$5934bfa0$d6424744@mrvlnc.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_0022_01C301ED.D1ADA180 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable If you are planning to paint before you fly, I'd suggest doing the paint = first. I'm flying in primer so my upholstery is done already. I plan to paint = after the 40 hours is done. I did this because I figured I'd have to = put a shim in to fix a heavy wing, but luckily, mine is flying straight! Course you could fly without finish both interior and out - I've seen = several done this way. Ronnie ----- Original Message -----=20 From: PUSHERPILOT@wmconnect.com=20 To: reflector@awpi.com=20 Sent: Sunday, April 13, 2003 6:36 PM Subject: REFLECTOR:What's first, paint or upholstery? I had an upholsterer stop by to talk about doing my airplane and the = question arose as to what's first, paint or upholstery. The issue was = the door (old unidoor). The headliner material would come up to the = edge of the channel that mates with the gasket on the fuselage. I = assume that the channel would be painted so it would be best to paint = first. Comments please, there are probably other issues.=20 Thank You,=20 Mel Bina STD RG=20 ------=_NextPart_000_0022_01C301ED.D1ADA180 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
If you are planning to paint before you fly, I'd = suggest doing=20 the paint first.
 
I'm flying in primer so my upholstery is done = already.  I=20 plan to paint after the 40 hours is done.  I did this because I = figured I'd=20 have to put a shim in to fix a heavy wing, but luckily, mine is flying=20 straight!
 
Course you could fly without finish both interior = and out -=20 I've seen several done this way.
 
Ronnie
 
 
----- Original Message -----=20
From: PUSHERPILOT@wmconnect.com =
Sent: Sunday, April 13, 2003 6:36 PM
Subject: REFLECTOR:What's first, paint or = upholstery?

I had an = upholsterer stop=20 by to talk about doing my airplane and the question arose as to what's = first,=20 paint or upholstery.  The issue was the door (old unidoor). =  The=20 headliner material would come up to the edge of the channel that mates = with the=20 gasket on the fuselage.  I assume that the channel would be painted = so it=20 would be best to paint first.  Comments please, there are probably = other=20 issues.

Thank You,
Mel Bina   STD RG=20 ------=_NextPart_000_0022_01C301ED.D1ADA180-- From reflector@tvbf.org Mon Apr 14 00:54:06 2003 From: reflector@tvbf.org (Andy Millin) Date: Sun, 13 Apr 2003 19:54:06 -0400 Subject: REFLECTOR:Canard foam In-Reply-To: <012301c30173$4f7c7850$0a4c0cd1@sugarridge> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0029_01C301F6.713AB000 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Noel, Mine came as two separate extensions. Not one piece. I would talk with the factory before doing anything. You might be missing a piece. Best, Andy -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Noel Gattenby Sent: Sunday, April 13, 2003 12:15 AM To: reflector@tvbf.org Subject: REFLECTOR:Canard foam Ok it's 11:00 at night, so maybe I'm not seeing something... I just spent most of the evening bonding the blue foam to the leading and trailing edges of the canard spar. It's for an SUV with the 173 wings... The book says to add another 34 inches of foam to each end of the asm (114 inches long), for a total of 178 inches. If you allow for trimming later that adds up... My problem is the billet of foam that contains the extension foam is only 57 inches long.... I can't get two pieces 34 long out of 57. What am I missing here??? Do I need more foam? Am I building the wrong canard? Do I just need to go to sleep and try again tomorrow??? Noel 3suv103 ------=_NextPart_000_0029_01C301F6.713AB000 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Noel,
 
Mine=20 came as two separate extensions.  Not one piece.  I would talk = with=20 the factory before doing anything.  You might be missing a=20 piece.
 
Best,
 
Andy
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Noel=20 Gattenby
Sent: Sunday, April 13, 2003 12:15 AM
To: = reflector@tvbf.org
Subject: REFLECTOR:Canard=20 foam

Ok it's 11:00 at night, so maybe I'm = not seeing=20 something...
 
I just spent most of the evening = bonding the blue=20 foam to the leading and trailing edges of the canard = spar.
It's for an SUV with the 173 = wings... =20
The book says to add another 34 = inches of foam to=20 each end of the asm (114 inches long), for a total of 178 = inches.
If you allow for trimming later that = adds=20 up...
 
My problem is the billet of foam that = contains=20 the extension foam is only 57 inches long.... 
I can't get two pieces 34 long out of = 57.
 
What am I missing here???  Do I = need more=20 foam? Am I building the wrong canard?  Do I just need to go to = sleep and=20 try again tomorrow???
 
Noel
3suv103
 
------=_NextPart_000_0029_01C301F6.713AB000-- From reflector@tvbf.org Mon Apr 14 02:02:08 2003 From: reflector@tvbf.org (Scott Derrick) Date: Sun, 13 Apr 2003 19:02:08 -0600 Subject: REFLECTOR:KNI 520 Pinout References: Message-ID: <3E9A0890.7070103@tnstaafl.net> Anybody have or know where I can get the pinout for a KNI 520? Scott From reflector@tvbf.org Mon Apr 14 13:41:56 2003 From: reflector@tvbf.org (Brett Ferrell) Date: Mon, 14 Apr 2003 05:41:56 -0700 Subject: REFLECTOR:Manual confusion and baffle template....shocking! In-Reply-To: References: Message-ID: <1050324116.3e9aac9451e2d@webmail.123mail.net> You probably got the answer by now, but you cut baffle 3/4 at that ~30 mark where it intersects the other baffles (since you do a double BID seal on all of the external bulkhead joings). It's tight, but you should be able to get all of the baffles out of one sheet, though I'm going to have to get some more foam to make the false rear wall bulkhead to hide the fuel plumbing and things. Brett Quoting "texasattorney.net" : > I started to cut out my baffles today using the > provided templates. There > is VERY little info in both the old and the new > manuals. Well, my templates > use one template being used for both baffle 3 & 4. > (meaning, the template is > clearly marked 3&4) This makes them both pretty long, > 50 inches or longer. > However, the drawings in the manual (both) show Baffle > 3 as 30 inches long > and no dimension for baffle 4, but it is shorter than > baffle 3, so less than > 30". > > Of course, since templates seems SO obvious, I noticed > the discrepancies > after I cut the baffles. This resulted in me not > having quite enough blue > foam (one baffle short). Since these are too long, it > should not be a > problem cutting the last baffle out of the extra > length of baffle 4. > > What did I miss? I reviewed and re-REviewed the > manual and there is no > notation about this template issue....that I could > find. I spoke to the > factory Friday before I was ready to cut and asked if > there was anything I > should know. I was assured it should be fine (I had a > question since I had > two templates for my rear bulkhead, but seem to only > need one, while > everything else only provides one template and I have > to make two, one for > each wing). > > I am not ready to start my strakes yet, but, due to my > fear that I would > trash my blue foam if it were not glassed (and to > bring it down from being > suspended from one of our vaulted ceilings), I went > ahead and glassed it > last weekend and cut them for storage this weekend. > It was a snap to cut > with a jigsaw, I just am confused about the templates. > > I have not had success trying to get factory personnel > on the weekends, so I > toss the question to y'all. > > Thoughts? As always, thanks. > > All the best, > > Chris > Houston > www.LoneStarVelocity.com > > Christopher Barber > Attorney and Counselor at Law > 11930 S Sam Houston Pkwy E > Suite 103 > Houston, Texas 770894755 > 281-464-LAWS (5297) > 281-754-4168 (fax) > > CBarber@TexasAttorney.net > www.TexasAttorney.net > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Fri Apr 11 17:48:25 2003 From: reflector@tvbf.org (Rodney Brim) Date: Fri, 11 Apr 2003 09:48:25 -0700 Subject: Transponder Ant. was Re: REFLECTOR:anntenas In-Reply-To: Message-ID: <002801c3004a$2c1b9190$1101a8c0@pst.local> Alexander, I found that building a flat anntena plane, underneath the battery wasn't effective about 10% of the time. Since having Center not suddenly see you in the soup in a busy area, even once, is an experience you don't want to repeat, I added a shark fin (underneath the flat plane which was still glassed in to the inside of the cowl below the battery). I haven't had any disconnects with Center since. Rodney Brim, -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alexander Balic Sent: Friday, April 11, 2003 7:43 AM To: reflector@tvbf.org Subject: RE: Transponder Ant. was Re: REFLECTOR:anntenas mine is 6" dia,with two small flats on it to fit under the battery tray -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Derrick Sent: Friday, April 11, 2003 7:38 AM To: reflector@tvbf.org Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas Really that big? I think the one in the strake is 3x3 Scott Fred Marconi wrote: > 9" X 9" WOULD DO NICELY. > > FRED > ----- Original Message ----- > From: "Scott Derrick" > To: > Sent: Friday, April 11, 2003 9:12 AM > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > >>I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake >>in the outside wing bolt hole space. I get periodic complaints from ATC >>about intermittent transponder. I think I'll purchase another antenna >>and try mounting one closer to the transmitter. >> >>I don't want it out side though, don't have any external antennas now, >>and don't want any. >> >>Where's a good spot in a standard RG? I was thinking about mounting it >>to the bottom of the rear seat? >> >>How big does the ground plane need to be? >> >>My GPS antenna is mounted to the inside of the nose access door, 4 feet >>of cable and works great. >> >>Scott >> >>Wayne Lanza wrote: >> >>> >>>Regarding the antennas, our experience at the builders center points to >>>the following: >>> > Transponder ANT = between the firewall and gear bulk head, on center >>>line. DO NOT >>>put this ANT out in the strake, many transponders don't like to drive >>>this much wire! >>> > GPS = on top of the landing light or on top of the canard, keep this >>>wire under 8' long. >>> > Marker Beacon = Inside or outside of the keel, or on the floor near >>>the keel. Locate >>>the foil such that you don't tear it up when upholstering or mounting >>>the seats... >>> > Glide Slope = On the floor under the copilot front seat area. >>> > AM/FM = Not too critical, string a 23" piece of the ANT wire (center >>>conductor only) >>>across the under side of the structure in front of the canopy. Make sure >>>that the pitch >>>trim spring doesn't interfere. >>> > ELT = Mount the ELT to the floor between the gear bulk head and the >>>keel bulk head >>>on the copilot side. Run two 23" foils on a diagonal centered at the >>>fuselage joint, the >>>angle of the foils is such that they are fairly straight (they might >>>wrap onto the ceiling). >>>This is not super critical, but this antenna should be vertically >>>mounted not horizontal! >>>Use the torroids and connect the coax braid to the lower foil. Secure >>>foils, torroids and >>>the end of the lead in coax with 1 ply of bid. This needs to be >>>shock/impact secured. >>> > ADF = I've heard of them :-) >>> >>>In general, use the correct type of coax (not TV wire or solid center >>>conductor), use the >>>proper BNC terminals and appropriate tools. Keep the coax runs short and >>>secure. >>> >>>Fly Safe, >>>Wayne Lanza >>>Composite Design, Inc. >>>(electrical weenie at the Velocity Builder's Center) >>>____________________________________________________________________ >>>On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: >>> >>> Noel, >>> As near as possible, I followed the suggestions in the Velocity >>> manual. After 185 hours flying my airplane in a wide variety of >>> circumstances I can pronounce perfect operation of my nav & com >>> radios, localizer & glideslope, marker beacon receiver and >>> transponder. Even the ADF works acceptably although its range is a >>> little short. The GPS would benefit from shielding or a slight >>> relocation as it will blank out if one of the nav receivers is tuned >>> to a particular VOR frequency. (Leakage of nav's IF frequency signal >>> out of the localizer antenna overcomes the satellite signals.) >>> >>> Mine is a hatch door, long wing, RG. The antenna locations are: >>> >>> Com antennas - In the tip sails. >>> Nav antenna - One shared antenna on top of fuselage about four >>> inches forward of engine bulkhead. >>> Marker beacon antenna - Along right side about two inches below >>> windows. >>> Transponder antenna - Bottom of fuselage below right rear seat. >>> ADF antennna - Bottom of fuselage below left rear seat. >>> Localizer antenna - On canard top surface, center-line of fuselage. >>> GPS antenna - Front of canard top, centered. Forward of localizer >>> antenna. It should be remounted under the top of the fuselage above >>> the localizer antenna. >>> >>> Regards, >>> Lynn >>> ===================== >>> At 11:46 PM 4/10/2003 Thursday, you wrote: >>> >>> >>> Now that it's finally starting to warm up, I'm doing the planning >>> for my summer project... The wings / canard. >>> I realize that antenna placement is variable, But... >>> What do I really need? Do I need a Com and Nav in each wing? >>> Where's the best place for a glideslope antenna. The keel was >>> already down when I got the kit. >>> I assume the transponder would be best on the floor, and the gps on >>> the ceiling. >>> What about something for the am/fm? >>> I've seen Don's elt antenna on the main wingspar shearweb, and it >>> looked pretty survivable. >>> >>> What's popular / what's practical >>> >>> Noel 3suv103 >>> >>> >> >> >>_______________________________________________ >>To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > >>Visit the gallery! tvbf:jamaicangoose > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 14 16:17:35 2003 From: reflector@tvbf.org (Scott Derrick) Date: Mon, 14 Apr 2003 09:17:35 -0600 Subject: REFLECTOR:KNI 520 Pinout References: <3E9A0890.7070103@tnstaafl.net> Message-ID: <3E9AD10F.4090602@tnstaafl.net> I got it Scott Derrick wrote: > Anybody have or know where I can get the pinout for a KNI 520? > > Scott > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Mon Apr 14 17:26:20 2003 From: reflector@tvbf.org (Alexander Balic) Date: Mon, 14 Apr 2003 11:26:20 -0500 Subject: Transponder Ant. was Re: REFLECTOR:anntenas In-Reply-To: <002801c3004a$2c1b9190$1101a8c0@pst.local> Message-ID: Rodney, Could you elaborate on this design a little bit? do you have a picture or a drawing of it that you could send me - it would be greatly appreciated. Thanks Alex Balic -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Rodney Brim Sent: Friday, April 11, 2003 10:48 AM To: reflector@tvbf.org Subject: RE: Transponder Ant. was Re: REFLECTOR:anntenas Alexander, I found that building a flat anntena plane, underneath the battery wasn't effective about 10% of the time. Since having Center not suddenly see you in the soup in a busy area, even once, is an experience you don't want to repeat, I added a shark fin (underneath the flat plane which was still glassed in to the inside of the cowl below the battery). I haven't had any disconnects with Center since. Rodney Brim, -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alexander Balic Sent: Friday, April 11, 2003 7:43 AM To: reflector@tvbf.org Subject: RE: Transponder Ant. was Re: REFLECTOR:anntenas mine is 6" dia,with two small flats on it to fit under the battery tray -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Derrick Sent: Friday, April 11, 2003 7:38 AM To: reflector@tvbf.org Subject: Re: Transponder Ant. was Re: REFLECTOR:anntenas Really that big? I think the one in the strake is 3x3 Scott Fred Marconi wrote: > 9" X 9" WOULD DO NICELY. > > FRED > ----- Original Message ----- > From: "Scott Derrick" > To: > Sent: Friday, April 11, 2003 9:12 AM > Subject: Transponder Ant. was Re: REFLECTOR:anntenas > > > >>I'll second Wayne's "DO NOT" for the transponder. Mine is in the strake >>in the outside wing bolt hole space. I get periodic complaints from ATC >>about intermittent transponder. I think I'll purchase another antenna >>and try mounting one closer to the transmitter. >> >>I don't want it out side though, don't have any external antennas now, >>and don't want any. >> >>Where's a good spot in a standard RG? I was thinking about mounting it >>to the bottom of the rear seat? >> >>How big does the ground plane need to be? >> >>My GPS antenna is mounted to the inside of the nose access door, 4 feet >>of cable and works great. >> >>Scott >> >>Wayne Lanza wrote: >> >>> >>>Regarding the antennas, our experience at the builders center points to >>>the following: >>> > Transponder ANT = between the firewall and gear bulk head, on center >>>line. DO NOT >>>put this ANT out in the strake, many transponders don't like to drive >>>this much wire! >>> > GPS = on top of the landing light or on top of the canard, keep this >>>wire under 8' long. >>> > Marker Beacon = Inside or outside of the keel, or on the floor near >>>the keel. Locate >>>the foil such that you don't tear it up when upholstering or mounting >>>the seats... >>> > Glide Slope = On the floor under the copilot front seat area. >>> > AM/FM = Not too critical, string a 23" piece of the ANT wire (center >>>conductor only) >>>across the under side of the structure in front of the canopy. Make sure >>>that the pitch >>>trim spring doesn't interfere. >>> > ELT = Mount the ELT to the floor between the gear bulk head and the >>>keel bulk head >>>on the copilot side. Run two 23" foils on a diagonal centered at the >>>fuselage joint, the >>>angle of the foils is such that they are fairly straight (they might >>>wrap onto the ceiling). >>>This is not super critical, but this antenna should be vertically >>>mounted not horizontal! >>>Use the torroids and connect the coax braid to the lower foil. Secure >>>foils, torroids and >>>the end of the lead in coax with 1 ply of bid. This needs to be >>>shock/impact secured. >>> > ADF = I've heard of them :-) >>> >>>In general, use the correct type of coax (not TV wire or solid center >>>conductor), use the >>>proper BNC terminals and appropriate tools. Keep the coax runs short and >>>secure. >>> >>>Fly Safe, >>>Wayne Lanza >>>Composite Design, Inc. >>>(electrical weenie at the Velocity Builder's Center) >>>____________________________________________________________________ >>>On Friday, April 11, 2003, at 06:37 AM, Lynn Gallup wrote: >>> >>> Noel, >>> As near as possible, I followed the suggestions in the Velocity >>> manual. After 185 hours flying my airplane in a wide variety of >>> circumstances I can pronounce perfect operation of my nav & com >>> radios, localizer & glideslope, marker beacon receiver and >>> transponder. Even the ADF works acceptably although its range is a >>> little short. The GPS would benefit from shielding or a slight >>> relocation as it will blank out if one of the nav receivers is tuned >>> to a particular VOR frequency. (Leakage of nav's IF frequency signal >>> out of the localizer antenna overcomes the satellite signals.) >>> >>> Mine is a hatch door, long wing, RG. The antenna locations are: >>> >>> Com antennas - In the tip sails. >>> Nav antenna - One shared antenna on top of fuselage about four >>> inches forward of engine bulkhead. >>> Marker beacon antenna - Along right side about two inches below >>> windows. >>> Transponder antenna - Bottom of fuselage below right rear seat. >>> ADF antennna - Bottom of fuselage below left rear seat. >>> Localizer antenna - On canard top surface, center-line of fuselage. >>> GPS antenna - Front of canard top, centered. Forward of localizer >>> antenna. It should be remounted under the top of the fuselage above >>> the localizer antenna. >>> >>> Regards, >>> Lynn >>> ===================== >>> At 11:46 PM 4/10/2003 Thursday, you wrote: >>> >>> >>> Now that it's finally starting to warm up, I'm doing the planning >>> for my summer project... The wings / canard. >>> I realize that antenna placement is variable, But... >>> What do I really need? Do I need a Com and Nav in each wing? >>> Where's the best place for a glideslope antenna. The keel was >>> already down when I got the kit. >>> I assume the transponder would be best on the floor, and the gps on >>> the ceiling. >>> What about something for the am/fm? >>> I've seen Don's elt antenna on the main wingspar shearweb, and it >>> looked pretty survivable. >>> >>> What's popular / what's practical >>> >>> Noel 3suv103 >>> >>> >> >> >>_______________________________________________ >>To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > >>Visit the gallery! tvbf:jamaicangoose > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 14 20:59:17 2003 From: reflector@tvbf.org (Michael Lester) Date: Mon, 14 Apr 2003 14:59:17 -0500 Subject: REFLECTOR:Velocity For Sale Message-ID: This is a multi-part message in MIME format. ------_=_NextPart_001_01C302C0.5477BF76 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable I guess all good things must come to an end... =20 My wife and I are in the unfortunate position of still being part of the high tech community. She lost her job, so we are down to 50%, and a review of expenses says the plane has to go. =20 If anyone knows of someone looking for a Velocity, let me know. I'm even thinking of putting it on EBay. In know someone did that in the past with a Velocity. =20 Info on the plane can be found at http://staff.magenic.com/michaell/velocity.htm. In short, it was certified in 1995 (N116GT), has 266 hours on it, and is hangared in Atlanta, Georgia (KLZU).=20 =20 I am asking $95,000 right now, but need to sell it and am dropping the price every month until it sells. =20 Thanks. Michael Lester Mobile: 404-983-6152 =20 ------_=_NextPart_001_01C302C0.5477BF76 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

I guess all good things must come to an = end…

 

My wife and I are in the unfortunate position of = still being part of the high tech community.  She lost her job, so we are down = to 50%, and a review of expenses says the plane has to = go.

 

If anyone knows of someone looking for a Velocity, = let me know.  I’m even thinking of putting it on EBay.  In know = someone did that in the past with a Velocity.

 

Info on the plane can be found at http://staff.mage= nic.com/michaell/velocity.htm.  In short, it was certified in 1995 (N116GT), has 266 hours on it, and is hangared in Atlanta, Georgia (KLZU). =

 

I am asking $95,000 right now, but need to sell it = and am dropping the price every month until it = sells.

 

Thanks.

Michael = Lester
Mobile: = 404-983-6152

 

------_=_NextPart_001_01C302C0.5477BF76-- From reflector@tvbf.org Mon Apr 14 22:53:19 2003 From: reflector@tvbf.org (Steve Wooden Sr.) Date: Mon, 14 Apr 2003 16:53:19 -0500 Subject: REFLECTOR:Material Message-ID: <00e301c302d0$43ad4d70$0100a8c0@computer> This is a multi-part message in MIME format. ------=_NextPart_000_00E4_01C302A6.5AD74570 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Does anyone have an estimate of how much material it takes to finish off the inside excluding the seats. Such as , carpet, material for the walls and ceiling. Also some description of what material you used at what location and some ideas for finishing out the windows. Steve Wooden LW Elite ------=_NextPart_000_00E4_01C302A6.5AD74570 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Does anyone have an estimate of how much material it = takes to finish off the inside excluding the seats.  Such as , carpet, = material for the walls and ceiling.  Also some description of what material you = used at what location and some ideas for finishing out the windows.

 

Steve Wooden

LW Elite

------=_NextPart_000_00E4_01C302A6.5AD74570-- From reflector@tvbf.org Tue Apr 15 00:45:08 2003 From: reflector@tvbf.org (Ronnie Brown) Date: Mon, 14 Apr 2003 19:45:08 -0400 Subject: REFLECTOR:Material References: <00e301c302d0$43ad4d70$0100a8c0@computer> Message-ID: <002d01c302df$e2c798c0$d6424744@mrvlnc.adelphia.net> This is a multi-part message in MIME format. ------=_NextPart_000_0029_01C302BE.5B0E2000 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit I too have a long wing Elite. I bought 15 yards of carpet which was more than I estimated but I miscut the keel and wound up using about all of it. My carpet covers the floor, goes up the sides in the rear seat area and into the luggage area and up the sides of the luggage area. It also covers the foot area for pilot and co pilot, up the sides under the instrument panel. It also goes half way up the cover I made for the back of the cabin. I got the carpet from a nearby carpet distributor who handles indoor/outdoor carpet made for boats (we live near a large lake and there are lots of boats around here). It is a rugged, rubber backed carpet which is equal to the foam backed carpet that came with our Airtex Cessna kit. I purchased 4 leather office chairs from Wal-Mart and stripped the leather and foam off the seats. Then cut and trimmed the sides of the seats and backs to make them fit the Velocity seat pans. Turned out pretty nice for 280 bucks! I found a nice, soft, thick pleather that covers the carbon door beams and the door panels as well as the area above the luggage. I think I bought 4 yards of this and we didn't have quite enough for everything. It covers part of the rear cabin. It also covers the over head vent duct. The head liner material is similar to what is in new cars, foam backed with a fuzzy surface. I found it and the pleather at cloth outlet store. I believe I got three yards of it (60" wide). Pictures at http://home.sprintmail.com/~rolandbrown/page50.html Ronnie Brown ----- Original Message ----- From: Steve Wooden Sr. To: Velocity Sent: Monday, April 14, 2003 5:53 PM Subject: REFLECTOR:Material Does anyone have an estimate of how much material it takes to finish off the inside excluding the seats. Such as , carpet, material for the walls and ceiling. Also some description of what material you used at what location and some ideas for finishing out the windows. Steve Wooden LW Elite ------=_NextPart_000_0029_01C302BE.5B0E2000 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I too have a long wing Elite.
 
I bought 15 yards of carpet which was more than I = estimated=20 but I miscut the keel and wound up using about all of it.  My = carpet=20 covers the floor, goes up the sides in the rear seat area and = into the=20 luggage area and up the sides of the luggage area.  It also covers = the foot=20 area for pilot and co pilot, up the sides under the instrument = panel.  It=20 also goes half way up the cover I made for the back of the cabin.  = I got=20 the carpet from a nearby carpet distributor who handles indoor/outdoor = carpet=20 made for boats (we live near a large lake and there are lots of boats = around=20 here).  It is a rugged, rubber backed carpet which is equal to the = foam=20 backed carpet that came with our Airtex Cessna kit.
 
I purchased 4 leather office chairs from Wal-Mart = and stripped=20 the leather and foam off the seats.  Then cut and trimmed the sides = of the=20 seats and backs to make them fit the Velocity seat pans.  Turned = out pretty=20 nice for 280 bucks! 
 
I found a nice, soft, thick pleather that=20 covers the carbon door beams and the door panels as well as the = area above=20 the luggage.  I think I bought 4 yards of this = and we didn't have=20 quite enough for everything.  It covers part of the rear = cabin.  It=20 also covers the over head vent duct.  
 
The head liner material is similar to what is in new = cars,=20 foam backed with a fuzzy surface.  I found it and the pleather at = cloth=20 outlet store.  I believe I got three yards of it (60" = wide).
 
Pictures at http://home.= sprintmail.com/~rolandbrown/page50.html 
Ronnie Brown
 
----- Original Message -----=20
From: Steve Wooden = Sr.=20
Sent: Monday, April 14, 2003 5:53 PM
Subject: REFLECTOR:Material

Does anyone have an = estimate of how=20 much material it takes to finish off the inside excluding the = seats.  Such=20 as , carpet, material for the walls and ceiling.  Also some = description of=20 what material you used at what location and some ideas for finishing out = the=20 windows.

 

Steve = Wooden

LW Elite=20

------=_NextPart_000_0029_01C302BE.5B0E2000-- From reflector@tvbf.org Tue Apr 15 19:07:15 2003 From: reflector@tvbf.org (velocityxlfg) Date: Tue, 15 Apr 2003 13:07:15 -0500 Subject: REFLECTOR:Email dump References: <003701c2ff91$9fadbf20$0800a8c0@boss> Message-ID: <00b301c30379$d90c8b70$9865fea9@tungsten.com> This is a multi-part message in MIME format. ------=_NextPart_000_00B0_01C3034F.EFAE8EC0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Did Any one else just get 70 emails from the reflector . I have not seen anything from the reflector for about a week and now I get 70 messages. Is it my email or is it the=20 reflector system? Ron ----- Original Message -----=20 From: Herb Sanders=20 To: reflector@tvbf.org=20 Sent: Thursday, April 10, 2003 1:47 PM Subject: Re: REFLECTOR:RUDDER AUTHORITY Tom, If this is a serious question and you have impaired use of your = legs, you will need to have hand control for the brakes. I would = develop a left hand lever for each rudder/brake that operates just as = the foot control - rudder first and then brake.=20 If you don't have a leg problem, you win the award. :-) Herb ----- Original Message -----=20 From: Tom Martino=20 To: reflector@tvbf.org=20 Sent: Thursday, April 10, 2003 11:54 AM Subject: REFLECTOR:RUDDER AUTHORITY I hope I don't win the "Stupid Question" award ... but here goes: On all the auto pilot systems there are pitch and roll servos -- so = what about rudders? I have been told by an experienced test pilot that Velocities need = very little to no rudder to be flown effectively. I've also been told = that "corss-controlling" the Velocity is a real "no-no". So that brings me to my really stupid question? Has anyone ever = interconnected the Rudder with Ailerons for coordinated control (like on = the Ercoupe or some Tri-Pacers)? It could be a great option for those = who don't have use of their legs. Would that ruin the plane? ------=_NextPart_000_00B0_01C3034F.EFAE8EC0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Did Any one else just get 70 = emails  from the=20 reflector .
I have not seen anything from the = reflector for=20 about a week
and now I get 70 messages. Is it my = email or is it=20 the
reflector system?
Ron
----- Original Message -----
From:=20 Herb=20 Sanders
Sent: Thursday, April 10, 2003 = 1:47=20 PM
Subject: Re: REFLECTOR:RUDDER=20 AUTHORITY

Tom, If this is a serious question = and you have=20 impaired use of your legs, you will need to have hand control for the=20 brakes.  I would develop a left hand lever for each rudder/brake = that=20 operates just as the foot control - rudder first and then brake. =
 
If you don't have a leg problem, you = win the=20 award. :-)  Herb
----- Original Message -----
From:=20 Tom Martino
Sent: Thursday, April 10, = 2003 11:54=20 AM
Subject: REFLECTOR:RUDDER=20 AUTHORITY

I = hope I don't=20 win the "Stupid Question" award ... but here = goes:
 
On = all the auto=20 pilot systems there are pitch and roll servos -- so what about=20 rudders?
 
I = have been told=20 by an experienced test pilot that Velocities need very little to no = rudder=20 to be flown effectively.  I've also been told that = "corss-controlling"=20 the Velocity is a real "no-no".
 
So = that brings=20 me to my really stupid question?  Has anyone ever = interconnected the=20 Rudder with Ailerons for coordinated control (like on the Ercoupe or = some=20 Tri-Pacers)?  It could be a great option for those who don't = have use=20 of their legs.  Would that ruin the plane?
 
 
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Subject: REFLECTOR:Email dump References: <003701c2ff91$9fadbf20$0800a8c0@boss> <00b301c30379$d90c8b70$9865fea9@tungsten.com> Message-ID: <3E9C4FD4.9060107@tnstaafl.net> its your server. velocityxlfg wrote: > Did Any one else just get 70 emails from the reflector . > I have not seen anything from the reflector for about a week > and now I get 70 messages. Is it my email or is it the > reflector system? > Ron > > ----- Original Message ----- > From: Herb Sanders > To: reflector@tvbf.org > Sent: Thursday, April 10, 2003 1:47 PM > Subject: Re: REFLECTOR:RUDDER AUTHORITY > > Tom, If this is a serious question and you have impaired use of your > legs, you will need to have hand control for the brakes. I would > develop a left hand lever for each rudder/brake that operates just > as the foot control - rudder first and then brake. > > If you don't have a leg problem, you win the award. :-) Herb > > ----- Original Message ----- > From: Tom Martino > To: reflector@tvbf.org > Sent: Thursday, April 10, 2003 11:54 AM > Subject: REFLECTOR:RUDDER AUTHORITY > > I hope I don't win the "Stupid Question" award ... but here goes: > > On all the auto pilot systems there are pitch and roll servos -- > so what about rudders? > > I have been told by an experienced test pilot that Velocities > need very little to no rudder to be flown effectively. I've > also been told that "corss-controlling" the Velocity is a real > "no-no". > > So that brings me to my really stupid question? Has anyone ever > interconnected the Rudder with Ailerons for coordinated control > (like on the Ercoupe or some Tri-Pacers)? It could be a great > option for those who don't have use of their legs. Would that > ruin the plane? > > > From reflector@tvbf.org Tue Apr 15 19:41:58 2003 From: reflector@tvbf.org (velocityxlfg) Date: Tue, 15 Apr 2003 13:41:58 -0500 Subject: REFLECTOR:Email dump References: <003701c2ff91$9fadbf20$0800a8c0@boss> <00b301c30379$d90c8b70$9865fea9@tungsten.com> <3E9C4FD4.9060107@tnstaafl.net> Message-ID: <00f401c3037e$b28a3330$9865fea9@tungsten.com> How could it be my server. If the email does not go thru the reflector I get it on a timely basis . I have been getting all my other emails so I think. Ron ----- Original Message ----- From: "Scott Derrick" To: Sent: Tuesday, April 15, 2003 1:30 PM Subject: Re: REFLECTOR:Email dump > its your server. > > velocityxlfg wrote: > > Did Any one else just get 70 emails from the reflector . > > I have not seen anything from the reflector for about a week > > and now I get 70 messages. Is it my email or is it the > > reflector system? > > Ron > > > > ----- Original Message ----- > > From: Herb Sanders > > To: reflector@tvbf.org > > Sent: Thursday, April 10, 2003 1:47 PM > > Subject: Re: REFLECTOR:RUDDER AUTHORITY > > > > Tom, If this is a serious question and you have impaired use of your > > legs, you will need to have hand control for the brakes. I would > > develop a left hand lever for each rudder/brake that operates just > > as the foot control - rudder first and then brake. > > > > If you don't have a leg problem, you win the award. :-) Herb > > > > ----- Original Message ----- > > From: Tom Martino > > To: reflector@tvbf.org > > Sent: Thursday, April 10, 2003 11:54 AM > > Subject: REFLECTOR:RUDDER AUTHORITY > > > > I hope I don't win the "Stupid Question" award ... but here goes: > > > > On all the auto pilot systems there are pitch and roll servos -- > > so what about rudders? > > > > I have been told by an experienced test pilot that Velocities > > need very little to no rudder to be flown effectively. I've > > also been told that "corss-controlling" the Velocity is a real > > "no-no". > > > > So that brings me to my really stupid question? Has anyone ever > > interconnected the Rudder with Ailerons for coordinated control > > (like on the Ercoupe or some Tri-Pacers)? It could be a great > > option for those who don't have use of their legs. Would that > > ruin the plane? > > > > > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > From reflector@tvbf.org Tue Apr 15 19:57:07 2003 From: reflector@tvbf.org (David Doyle) Date: Tue, 15 Apr 2003 12:57:07 -0600 Subject: REFLECTOR:Message Dump Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_005A_01C3034E.857FE630 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I had not received any reflector emails for about 10 days. I too just got a dump of over 70 messages. David Doyle ------=_NextPart_000_005A_01C3034E.857FE630 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Message
I had = not received=20 any reflector emails for about 10 days.  I too just got a dump of = over 70=20 messages.
 
David=20 Doyle
------=_NextPart_000_005A_01C3034E.857FE630-- From reflector@tvbf.org Tue Apr 15 20:28:56 2003 From: reflector@tvbf.org (Scott Derrick) Date: Tue, 15 Apr 2003 13:28:56 -0600 Subject: REFLECTOR:Email dump References: <003701c2ff91$9fadbf20$0800a8c0@boss> <00b301c30379$d90c8b70$9865fea9@tungsten.com> <3E9C4FD4.9060107@tnstaafl.net> <00f401c3037e$b28a3330$9865fea9@tungsten.com> Message-ID: <3E9C5D78.30601@tnstaafl.net> This is really off topic... I'm speaking from the point of view of a email server admin, not the reflector though, so I don't have any first hand knowledge of what's happening on Brian's end. It may not be your server. It may be. Since most of us have been getting email I would guess the reflector email server has been trying to send you email and it has bounced because of something wrong between it and you. What that is I have no idea but the most logical is your SMNP server. If others have been having the same problem and you all are on different mail servers it may be the reflector's server. Maybe the address's got munged when the server software was changed? Scott velocityxlfg wrote: > How could it be my server. If the email does not go thru the reflector I get > it on a timely basis . I have been getting all my other emails so I think. > Ron > ----- Original Message ----- > From: "Scott Derrick" > To: > Sent: Tuesday, April 15, 2003 1:30 PM > Subject: Re: REFLECTOR:Email dump > > > >>its your server. >> >>velocityxlfg wrote: >> >>>Did Any one else just get 70 emails from the reflector . >>>I have not seen anything from the reflector for about a week >>>and now I get 70 messages. Is it my email or is it the >>>reflector system? >>>Ron >>> >>> ----- Original Message ----- >>> From: Herb Sanders >>> To: reflector@tvbf.org >>> Sent: Thursday, April 10, 2003 1:47 PM >>> Subject: Re: REFLECTOR:RUDDER AUTHORITY >>> >>> Tom, If this is a serious question and you have impaired use of your >>> legs, you will need to have hand control for the brakes. I would >>> develop a left hand lever for each rudder/brake that operates just >>> as the foot control - rudder first and then brake. >>> >>> If you don't have a leg problem, you win the award. :-) Herb >>> >>> ----- Original Message ----- >>> From: Tom Martino >>> To: reflector@tvbf.org >>> Sent: Thursday, April 10, 2003 11:54 AM >>> Subject: REFLECTOR:RUDDER AUTHORITY >>> >>> I hope I don't win the "Stupid Question" award ... but here >> > goes: > >>> On all the auto pilot systems there are pitch and roll servos -- >>> so what about rudders? >>> >>> I have been told by an experienced test pilot that Velocities >>> need very little to no rudder to be flown effectively. I've >>> also been told that "corss-controlling" the Velocity is a real >>> "no-no". >>> >>> So that brings me to my really stupid question? Has anyone ever >>> interconnected the Rudder with Ailerons for coordinated control >>> (like on the Ercoupe or some Tri-Pacers)? It could be a great >>> option for those who don't have use of their legs. Would that >>> ruin the plane? >>> >>> >>> >> >> >>_______________________________________________ >>To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > >>Visit the gallery! tvbf:jamaicangoose >> >> > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Tue Apr 15 20:34:19 2003 From: reflector@tvbf.org (Brian Michalk) Date: Tue, 15 Apr 2003 14:34:19 -0500 Subject: REFLECTOR:Email dump In-Reply-To: <3E9C5D78.30601@tnstaafl.net> Message-ID: Yup. I had a bad route on the server. Everyone on 66.*.*.* was on a local route, so nothing for them went out. > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Scott Derrick > Sent: Tuesday, April 15, 2003 2:29 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR:Email dump > > > This is really off topic... > > I'm speaking from the point of view of a email server admin, not the > reflector though, so I don't have any first hand knowledge of what's > happening on Brian's end. > > It may not be your server. It may be. Since most of us have been > getting email I would guess the reflector email server has been trying > to send you email and it has bounced because of something wrong between > it and you. What that is I have no idea but the most logical is your > SMNP server. > > If others have been having the same problem and you all are on different > mail servers it may be the reflector's server. Maybe the address's got > munged when the server software was changed? > > Scott > > > > velocityxlfg wrote: > > How could it be my server. If the email does not go thru the > reflector I get > > it on a timely basis . I have been getting all my other emails > so I think. > > Ron > > ----- Original Message ----- > > From: "Scott Derrick" > > To: > > Sent: Tuesday, April 15, 2003 1:30 PM > > Subject: Re: REFLECTOR:Email dump > > > > > > > >>its your server. > >> > >>velocityxlfg wrote: > >> > >>>Did Any one else just get 70 emails from the reflector . > >>>I have not seen anything from the reflector for about a week > >>>and now I get 70 messages. Is it my email or is it the > >>>reflector system? > >>>Ron > >>> > >>> ----- Original Message ----- > >>> From: Herb Sanders > >>> To: reflector@tvbf.org > >>> Sent: Thursday, April 10, 2003 1:47 PM > >>> Subject: Re: REFLECTOR:RUDDER AUTHORITY > >>> > >>> Tom, If this is a serious question and you have impaired > use of your > >>> legs, you will need to have hand control for the brakes. I would > >>> develop a left hand lever for each rudder/brake that operates just > >>> as the foot control - rudder first and then brake. > >>> > >>> If you don't have a leg problem, you win the award. :-) Herb > >>> > >>> ----- Original Message ----- > >>> From: Tom Martino > >>> To: reflector@tvbf.org > >>> Sent: Thursday, April 10, 2003 11:54 AM > >>> Subject: REFLECTOR:RUDDER AUTHORITY > >>> > >>> I hope I don't win the "Stupid Question" award ... but here > >> > > goes: > > > >>> On all the auto pilot systems there are pitch and roll > servos -- > >>> so what about rudders? > >>> > >>> I have been told by an experienced test pilot that Velocities > >>> need very little to no rudder to be flown effectively. I've > >>> also been told that "corss-controlling" the Velocity is a real > >>> "no-no". > >>> > >>> So that brings me to my really stupid question? Has > anyone ever > >>> interconnected the Rudder with Ailerons for coordinated control > >>> (like on the Ercoupe or some Tri-Pacers)? It could be a great > >>> option for those who don't have use of their legs. Would that > >>> ruin the plane? > >>> > >>> > >>> > >> > >> > >>_______________________________________________ > >>To change your email address, visit > > > > http://www.tvbf.org/mailman/listinfo/reflector > > > >>Visit the gallery! tvbf:jamaicangoose > >> > >> > > > > > > _______________________________________________ > > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Wed Apr 16 14:54:49 2003 From: reflector@tvbf.org (Tom Martino) Date: Wed, 16 Apr 2003 07:54:49 -0600 Subject: REFLECTOR:EFIS One Message-ID: This is a multi-part message in MIME format. ------_=_NextPart_001_01C3041F.BF6C5EA1 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Any one using the Blue Mountain Avionics EFIS One system in their Velocity? If so, where did you (or are you planning to) put the processor? Magnetometer? And have you figured out where to put the roll and pitch servos? Any photos? =20 =20 =20 ------_=_NextPart_001_01C3041F.BF6C5EA1 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Any one using the Blue Mountain Avionics EFIS One = system in their Velocity?  If so, where did you (or are you = planning to) put the processor?  Magnetometer? And have you figured out where to put the roll and pitch servos?  Any = photos?

 

 

 

=00 ------_=_NextPart_001_01C3041F.BF6C5EA1-- From reflector@tvbf.org Wed Apr 16 15:01:07 2003 From: reflector@tvbf.org (Andy Millin) Date: Wed, 16 Apr 2003 10:01:07 -0400 Subject: REFLECTOR:EFIS One In-Reply-To: Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0002_01C303FF.19A8E9F0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit The factory installed it in the new demonstrator. You might want to ask them. Andy -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Tom Martino Sent: Wednesday, April 16, 2003 9:55 AM To: reflector@www.tvbf.org Subject: REFLECTOR:EFIS One Any one using the Blue Mountain Avionics EFIS One system in their Velocity? If so, where did you (or are you planning to) put the processor? Magnetometer? And have you figured out where to put the roll and pitch servos? Any photos? ------=_NextPart_000_0002_01C303FF.19A8E9F0 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
The=20 factory installed it in the new demonstrator.  You might want to = ask=20 them.
 
Andy
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Tom=20 Martino
Sent: Wednesday, April 16, 2003 9:55 = AM
To:=20 reflector@www.tvbf.org
Subject: REFLECTOR:EFIS=20 One

Any one using the Blue = Mountain=20 Avionics EFIS One system in their Velocity?  If so, where did you (or are = you=20 planning to) put the processor?  Magnetometer? And have you = figured out=20 where to put the roll and pitch servos? =20 Any photos?

 

 

 

------=_NextPart_000_0002_01C303FF.19A8E9F0-- From reflector@tvbf.org Wed Apr 16 21:25:55 2003 From: reflector@tvbf.org (Craig and/or Denise Woolston) Date: Wed, 16 Apr 2003 13:25:55 -0700 Subject: REFLECTOR:Elite Door Help Message-ID: We are in the early stages of mounting our doors to our XL. I was wondering if anyone who has been there already has any helpful suggestions. I cut the doors and sanded to the reference lines and I was going to mount the hinges to the door using a straight edge b/t them but the curvature of the door (in the fore-aft direction) means the hinge pins really line up. I mean I can still rotate the hinges but they are binding slightly. Also, I started on the door handle assemblies and the old manual ('00) says to pop rivet the AN960-4 washer to the Al. plate. This is the washer that the spring rod pivots on. The new instructions don't say that but I see the pop rivets are still in the drawing. I guess I don't understand why this washer needs to be pop riveted to the Al. plate. Another thing, the door handles are a little "rough". What have people done to dress them up a little? On a different what-if question, most aircraft manuals say that prior to crashing ("off-airport landing") that the doors should be unlatched. What is the opinions about doing the same thing with a Velocity? I can't imagine trying to fly the airport and hold one hand on the door so it didn't blow open. I would think the pins through the door would help the structural integrity of the aircraft in that stressful situation, but are you going to be able to get the doors open? Craig Top's on and man does it look better! !----------------------------! ! Craig Woolston ! ! XL-FG in Palmdale, CA ! ! cdwoolston@earthlink.net ! !----------------------------! From reflector@tvbf.org Wed Apr 16 21:46:38 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 16 Apr 2003 16:46:38 EDT Subject: REFLECTOR:Elite Door Help Message-ID: <60.2fd197fc.2bcf1b2e@aol.com> --part1_60.2fd197fc.2bcf1b2e_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Once you have the doors completely mounted you can loosen the hinge screws and let them "set" into place. Then retighten. It will take some trial and error to get them to fit well. Once they hinge well and can close, a bit of heat from a heatlamp or leaving the plane in the sun for a few hours will cause the doors to take the correct "set". I just sanded the handles a bit and painted them black. I do not recall the washer and rivet deal. I do not think that one would open the doors a bit in an emergency. I suppose if one were at altitude and making an emergency landing he could unlock the door and hold it, but I also think that he has a lot to do at that time and that would be too much distraction. Yes, the doors latched would add a bit of structural rigidity to the plane on impact. When Bob I went in it managed to come down on the roof. The carbon beams functioned well, but the top still depressed about 6 inches. The doors compressed and popped out on impact. Neither door was still with the plane when it stopped. But remember, this was an impact on the top. Bob Wood N658SE XL FG Bob II --part1_60.2fd197fc.2bcf1b2e_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Once you have the doors completely mounted you can loo= sen the hinge screws and let them "set" into place. Then retighten. It will=20= take some trial and error to get them to fit well. Once they hinge well and=20= can close, a bit of heat from a heatlamp or leaving the plane in the sun for= a few hours will cause the doors to take the correct "set".

I just sanded the handles a bit and painted them black. I do not recall the=20= washer and rivet deal.

I do not think that one would open the doors a bit in an emergency. I suppos= e if one were at altitude and making an emergency landing he could unlock th= e door and hold it, but I also think that he has a lot to do at that time an= d that would be too much distraction. Yes, the doors latched would add a bit= of structural rigidity to the plane on impact.

When Bob I went in it managed to come down on the roof. The carbon beams fun= ctioned well, but the top still depressed about 6 inches. The doors compress= ed and popped out on impact. Neither door was still with the plane when it s= topped. But remember, this was an impact on the top.

Bob Wood
N658SE XL FG
Bob II --part1_60.2fd197fc.2bcf1b2e_boundary-- From reflector@tvbf.org Thu Apr 17 00:36:29 2003 From: reflector@tvbf.org (Milton Mersky) Date: Wed, 16 Apr 2003 18:36:29 -0500 Subject: REFLECTOR:Elite Door Help References: Message-ID: <3E9DE8FD.7080409@airmail.net> Do not fit your doors untill the engine & prop are mounted. The weight of the engine/prop can alter the fit . Milt Craig and/or Denise Woolston wrote: >We are in the early stages of mounting our doors to our XL. I was wondering >if anyone who has been there already has any helpful suggestions. I cut the >doors and sanded to the reference lines and I was going to mount the hinges >to the door using a straight edge b/t them but the curvature of the door (in >the fore-aft direction) means the hinge pins really line up. I mean I can >still rotate the hinges but they are binding slightly. > >Also, I started on the door handle assemblies and the old manual ('00) says >to pop rivet the AN960-4 washer to the Al. plate. This is the washer that >the spring rod pivots on. The new instructions don't say that but I see >the pop rivets are still in the drawing. I guess I don't understand why >this washer needs to be pop riveted to the Al. plate. > >Another thing, the door handles are a little "rough". What have people done >to dress them up a little? > >On a different what-if question, most aircraft manuals say that prior to >crashing ("off-airport landing") that the doors should be unlatched. What >is the opinions about doing the same thing with a Velocity? I can't imagine >trying to fly the airport and hold one hand on the door so it didn't blow >open. I would think the pins through the door would help the structural >integrity of the aircraft in that stressful situation, but are you going to >be able to get the doors open? > >Craig >Top's on and man does it look better! >!----------------------------! >! Craig Woolston ! >! XL-FG in Palmdale, CA ! >! cdwoolston@earthlink.net ! >!----------------------------! > >_______________________________________________ >To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! tvbf:jamaicangoose > > > From reflector@tvbf.org Thu Apr 17 00:40:57 2003 From: reflector@tvbf.org (Greg Poole) Date: Thu, 17 Apr 2003 09:40:57 +1000 Subject: REFLECTOR:Elite Door Help References: <3E9DE8FD.7080409@airmail.net> Message-ID: <00b901c30471$a17ac8e0$4deb64cb@greg> Aaah! ...as always; you remain entirely consistent and correct Milt! Greg in Sydney SE RG "Down Under" From: "Milton Mersky" To: Sent: Thursday, April 17, 2003 9:36 AM Subject: Re: REFLECTOR:Elite Door Help > Do not fit your doors untill the engine & prop are mounted. The weight > of the engine/prop can alter the fit > . > > Milt From reflector@tvbf.org Thu Apr 17 02:36:51 2003 From: reflector@tvbf.org (Scott Derrick) Date: Wed, 16 Apr 2003 19:36:51 -0600 Subject: REFLECTOR:cowling screws. References: <3E9DE8FD.7080409@airmail.net> <00b901c30471$a17ac8e0$4deb64cb@greg> Message-ID: <3E9E0533.3050109@tnstaafl.net> Having beat up my prop a few times from cowl screws and washers coming loose in flight I'd like to install some type of captured fastener. But our cowls aren't like the spam can cowls. The forward edge of the top and bottom cowl slide under a lip connected to the fuselage and the rear sections of the top and bottom cowl on mine slide together. This requires fasteners that retract all the way out but stay captured. Make sense? Somebody must have done this by now. How did you do it? Any pictures? Type of fastener? Scott From reflector@tvbf.org Thu Apr 17 02:44:46 2003 From: reflector@tvbf.org (Alexander Balic) Date: Wed, 16 Apr 2003 20:44:46 -0500 Subject: REFLECTOR:Elite Door Help In-Reply-To: <00b901c30471$a17ac8e0$4deb64cb@greg> Message-ID: I can attest to that- I roughed in the doors, but didn't form the lip until I had the engine hung, it changed the shape of the opening at least 1/8" , and now I am waiting until I have my NACA's glassed until I do the final-final fitting of the doors, just in case......... and it isn't a matter of re-curving the doors with a heat gun either, the shape of the opening changed, so the doors or the opening needed to be re-sanded- mostly in the upper corners....... -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Greg Poole Sent: Wednesday, April 16, 2003 5:41 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Elite Door Help Aaah! ...as always; you remain entirely consistent and correct Milt! Greg in Sydney SE RG "Down Under" From: "Milton Mersky" To: Sent: Thursday, April 17, 2003 9:36 AM Subject: Re: REFLECTOR:Elite Door Help > Do not fit your doors untill the engine & prop are mounted. The weight > of the engine/prop can alter the fit > . > > Milt _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Thu Apr 17 13:44:31 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Thu, 17 Apr 2003 08:44:31 -0400 Subject: REFLECTOR:Elite Door Help Message-ID: If you can't finish the doors until the engine is hung, what about the strakes? Can you finish them before you finish the doors? From reflector@tvbf.org Thu Apr 17 14:54:21 2003 From: reflector@tvbf.org (Alexander Balic) Date: Thu, 17 Apr 2003 08:54:21 -0500 Subject: REFLECTOR:Elite Door Help In-Reply-To: Message-ID: Jerry, Yes, I got the strakes/tanks done a while back, but one word of significant caution on that- DO NOT USE the factory aluminum templates to set the strake outboard angle of attack - use your wings for this - I used the aluminum templates, because I was at the point of doing the strakes and I wasn't at my hanger yet- the alignment wasn't even close- fortunately, I hadn't closed the tops yet, but unfortunately, I had to cut out all of the baffles to allow a realignment. I know another builder who had this problem also, but he closed his strakes, so now he has a LOT of filling to do to make it look right. I appreciate the factory for trying to help us with the templates, but really, you'll be upset if you don't fit the strakes to the actual wing. Even if you need to just push the project outside for a couple of days to do the alignment. I made some oversized strake extensions for my XLRG - I think Malcolm at hanger 18 has something similar, because you loose the nice elbow room that is available with the small fuselage since the strakes come to the center of the door not the front, so now I have strakes that come to the front, but I have to re-design the door latching system to allow it to go around the enlarged opening- I have it in ACAD - looks like it works, but I am waiting on some short push/pull cables to get the setup done. About the alignment of the strake tips on the doors, either way, I would wait until the engine is done before adding the tips that go on the doors. Alex -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Jerry.Brainard@anthem.com Sent: Thursday, April 17, 2003 6:45 AM To: reflector@tvbf.org Cc: reflector@tvbf.org; reflector-admin@tvbf.org Subject: RE: REFLECTOR:Elite Door Help If you can't finish the doors until the engine is hung, what about the strakes? Can you finish them before you finish the doors? _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Thu Apr 17 18:00:24 2003 From: reflector@tvbf.org (v350tx) Date: Thu, 17 Apr 2003 12:00:24 -0500 Subject: REFLECTOR:EFIS One References: Message-ID: <001b01c30502$d6e60c60$8deded0c@1uj21> This is a multi-part message in MIME format. ------=_NextPart_000_0018_01C304D8.EDB8E3B0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I have put the CPU on a set of angle aluminum bars that extend from side = to side across the cockpit in front of the instrument panel. The front = bar is close to the canard and about the level of the bottom of the = panel. My CPU is on the left side due to my putting the prewired CB = panel on the right side as per Wayne Lanza. It will be about an inch = from the back of the display. I plan on putting the magnetometer under = the left rear seat. This is as far from any interference ass I can = find. Call me if you need or want to talk further. =20 Dave Bertram 972-5625967 N 350TX =20 383 V-8 ----- Original Message -----=20 From: Tom Martino=20 To: reflector@www.tvbf.org=20 Sent: Wednesday, April 16, 2003 8:54 AM Subject: REFLECTOR:EFIS One Any one using the Blue Mountain Avionics EFIS One system in their = Velocity? If so, where did you (or are you planning to) put the = processor? Magnetometer? And have you figured out where to put the roll = and pitch servos? Any photos? =20 =20 =20 ------=_NextPart_000_0018_01C304D8.EDB8E3B0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I have put the CPU on a set of angle = aluminum bars=20 that extend from side to side across the cockpit in front of the = instrument=20 panel.  The front bar is close to the canard and about the level of = the=20 bottom of the panel.  My CPU is on the left side due to my putting = the=20 prewired CB panel on the right side as per Wayne Lanza.  It will be = about=20 an inch from the back of the display.  I plan on putting the = magnetometer=20 under the left rear seat.  This is as far from any interference ass = I can=20 find.  Call me if you need or want to talk further.  =
Dave Bertram
 
972-5625967
N 350TX 
383 V-8
----- Original Message -----
From:=20 Tom Martino
Sent: Wednesday, April 16, 2003 = 8:54=20 AM
Subject: REFLECTOR:EFIS = One

Any one using the Blue = Mountain=20 Avionics EFIS One system in their Velocity?  If so, where did you (or are = you=20 planning to) put the processor?  Magnetometer? And have you = figured out=20 where to put the roll and pitch servos? =20 Any photos?

 

 

 

------=_NextPart_000_0018_01C304D8.EDB8E3B0-- From reflector@tvbf.org Fri Apr 18 22:58:49 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 18 Apr 2003 17:58:49 EDT Subject: REFLECTOR:Considering alternate engines Message-ID: <1f1.6f0f95d.2bd1cf19@aol.com> --part1_1f1.6f0f95d.2bd1cf19_boundary Content-Type: text/plain; charset="ISO-8859-1" Content-Transfer-Encoding: quoted-printable Hi folks..... thinking about options to the Lycosarus and Continental.=A0= =A0=A0 I=20 am in a very good spot in my build to go either way.....finished with the RG= =20 and starting the fuel strakes in a XL/RG. Is there a list of builders working with the rotary engines? I would like to= =20 discuss the option off reflector with you. Please e-mail directly at=20 milehitaz@aol.com=A0=A0=A0=A0 Thanx in advance for your time and input. Larry Lambert=20 --part1_1f1.6f0f95d.2bd1cf19_boundary Content-Type: text/html; charset="ISO-8859-1" Content-Transfer-Encoding: quoted-printable

Hi folks..... thinking abou= t options to the Lycosarus and Continental.=A0=A0=A0 I am in a very good spo= t in my build to go either way.....finished with the RG and starting the fue= l strakes in a XL/RG.

Is there a list of builders working with the rotary engines? I would like to= discuss the option off reflector with you. Please e-mail directly at milehi= taz@aol.com=A0=A0=A0=A0 Thanx in advance for your time and input.
Larry Lambert
--part1_1f1.6f0f95d.2bd1cf19_boundary-- From reflector@tvbf.org Sat Apr 19 00:01:06 2003 From: reflector@tvbf.org (Al Gietzen) Date: Fri, 18 Apr 2003 16:01:06 -0700 Subject: REFLECTOR:Alternate engines - Rotary In-Reply-To: <1f1.6f0f95d.2bd1cf19@aol.com> Message-ID: <000001c305fe$67e21e10$6400a8c0@BigAl> This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C305C3.BB834610 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Hi folks..... thinking about options to the Lycosarus and Continental. I am in a very good spot in my build to go either way.....finished with the RG and starting the fuel strakes in a XL/RG. Is there a list of builders working with the rotary engines? I would like to discuss the option off reflector with you. Please e-mail directly at milehitaz@aol.com Thanx in advance for your time and input. Larry Lambert We've done the first runs on my NA 20B (3-rotor rotary) on the dynamometer this week, and overall the results so far are good. In any case it is exciting. You may recall my custom installation I sent some pictures of some weeks ago. The engine starts right up; 3-4 seconds of cranking when cold; and almost instantly when warm. Runs so far have gotten up to 5000 rpm and maximum MAP of 24.5". EGT's are very close; max range of 45 F, sometimes as close as 10F. Runs smooth and seemingly strong, 195 hp at cruise setting of 5000 rpm (2300 prop) and 24" MAP, however we have not yet done any higher power operation. That is planned for tomorrow. A couple of issues to resolve. More later. Larry, I'd be happy to discuss the installation with you. alventures@msn.com . Al Gietzen ------=_NextPart_000_0001_01C305C3.BB834610 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable


Hi folks..... = thinking about options to the Lycosarus and Continental.    I am = in a very good spot in my build to go either way.....finished with the RG and starting the fuel strakes in a XL/RG.

Is there a list of builders working with the rotary engines? I would = like to discuss the option off reflector with you. Please e-mail directly at milehitaz@aol.com     Thanx in advance for your time = and input.
Larry Lambert =

 

We've done the first runs = on my NA 20B (3-rotor rotary) on the dynamometer this week, and overall the = results so far are good.  In any case it is exciting.  You may recall my = custom installation I sent some pictures of some weeks ago.  =

 

The engine starts right = up; 3-4 seconds of cranking when cold; and almost instantly when warm.  = Runs so far have gotten up to 5000 rpm and maximum MAP of 24.5".  = EGT's are very close; max range of 45 F, sometimes as close as 10F.  Runs = smooth and seemingly strong, 195 hp at cruise setting of 5000 rpm (2300 prop) and = 24” MAP, however we have not yet done any higher power operation.  That = is planned for tomorrow.  A couple of  issues to resolve.  = More later.

 

Larry, I’d be happy = to discuss the installation with you.  alventures@msn.com.<= /p>

 

Al = Gietzen

 

------=_NextPart_000_0001_01C305C3.BB834610-- From reflector@tvbf.org Sat Apr 19 01:07:08 2003 From: reflector@tvbf.org (texasattorney.net) Date: Fri, 18 Apr 2003 19:07:08 -0500 Subject: REFLECTOR:Considering alternate engines In-Reply-To: <1f1.6f0f95d.2bd1cf19@aol.com> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_00A1_01C305DD.B55B80D0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Al is further along than me. Also, he is using the bigger and heavier 20b. I plan on using the 13b. I should be able to get pretty good hp and even approach the same power of the 3 rotor 20b NA (normal aspiration) if I turbo the 13b. Mazda has just introduced a new 13b which is rated at about 240 hp before you sip off the emission stuff. It is called the Renesis and is only available in the new RX-8. New, out of the box it may cost about $6500. A guy in Australia says he can get them now, but they are not available in the US yet. Hopefully before I need one for my SE, they will be available. I bought a 13b core yesterday for $100.00 so I could strip it down and play/learn from it. You can get a rebuilt 13b (which, btw is all new parts) for aviation use for about $4k. There is a very good video available on rebuilding the rotary. Cost for a complete overall is about $900, if you do the work. The smaller 13b should be able to produce from about 160 hp to 210 hp NA or about 250 turbo. The 20b about 250 NA. There are only three moving parts in the 13b and I think 4 moving parts in the 20b. Of course this does not include accessories such as the alternator. I really like this option. Rob Johnson, a former Velo builder/owner was going to use a 20b in his XL, but decided on a Lycosarus for an easier/know installation....but, Rob is a fan of the Rotary and has a nice commentary on his Velo builders page at www.robjohnson.com. Finally, if you go to the links page on my website, www.LoneStarVelocity.com ,you will find most of the really good links for rotaries in aviation use. Be sure to visit Tracy Crooks company site, Real World Solutions at www.rotaryaviation.com. Tracy has 1300 hrs on his RV and sells ECU and reduction drives. I got my engine mount for www.conversionconcepts.com. Nice work. Please feel free to give me a call if you want to discuss it more. Home is 713-991-0333, Office is 281-464-5297 and cell is 832-818-2355. Or email, you know the address . All the best, Chris [texasattorney.net] -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Milehitaz@aol.com Sent: Friday, April 18, 2003 4:59 PM To: reflector@tvbf.org Subject: REFLECTOR:Considering alternate engines Hi folks..... thinking about options to the Lycosarus and Continental. I am in a very good spot in my build to go either way.....finished with the RG and starting the fuel strakes in a XL/RG. Is there a list of builders working with the rotary engines? I would like to discuss the option off reflector with you. Please e-mail directly at milehitaz@aol.com Thanx in advance for your time and input. Larry Lambert ------=_NextPart_000_00A1_01C305DD.B55B80D0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Al is=20 further along than me. Also, he is using the bigger and heavier = 20b.  I=20 plan on using the 13b. I should be able to get pretty good hp and even = approach=20 the same power of the 3 rotor 20b NA (normal aspiration) if I turbo the=20 13b.  Mazda has just introduced a new 13b which is rated at about = 240 hp=20 before you sip off the emission stuff.  It is called the Renesis = and is=20 only available in the new RX-8. New, out of the box it may cost about=20 $6500.  A guy in Australia says he can get them now, but they are = not=20 available in the US yet.  Hopefully before I need one for my SE, = they will=20 be available.
 
I=20 bought a 13b core yesterday for $100.00 so I could strip it down and = play/learn=20 from it.  You can get a rebuilt 13b (which, btw is all new parts) = for=20 aviation use for about $4k.  There is a very good video = available on=20 rebuilding the rotary.  Cost for a complete overall is about $900, = if you=20 do the work.  The smaller 13b should be able to produce from about = 160 hp=20 to 210 hp NA or about 250 turbo.  The 20b about 250 NA.  There = are=20 only three moving parts in the 13b and I think 4 moving parts in the = 20b. =20 Of course this does not include accessories such as the = alternator.  I=20 really like this option.  Rob Johnson, a former Velo builder/owner = was=20 going to use a 20b in his XL, but decided on a Lycosarus for an = easier/know=20 installation....but, Rob is a fan of the Rotary and has a nice = commentary on his=20 Velo builders page at www.robjohnson.com.  = Finally, if you=20 go to the links page on my website, www.LoneStarVelocity.com = ,you will=20 find most of the really good links for rotaries in aviation use.  = Be sure=20 to visit Tracy Crooks company site, Real World Solutions at www.rotaryaviation.com.  = Tracy has=20 1300 hrs on his RV and sells ECU and reduction drives.  I got my = engine=20 mount for www.conversionconcepts.com= . =20 Nice work.
 
Please=20 feel free to give me a call if you want to discuss it more.  Home = is=20 713-991-0333, Office is 281-464-5297 and cell is 832-818-2355.  Or = email,=20 you know the address <g>.
 
All=20 the best,
 
Chris

[texasattorney.net] 
 -----Original=20 Message-----
From: reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of=20 Milehitaz@aol.com
Sent: Friday, April 18, 2003 4:59=20 PM
To: reflector@tvbf.org
Subject: = REFLECTOR:Considering=20 alternate engines


Hi folks..... thinking about options to the = Lycosarus and=20 Continental.    I am in a very good spot in my build to = go=20 either way.....finished with the RG and starting the fuel strakes in a = XL/RG.

Is there a list of builders working with the rotary = engines? I=20 would like to discuss the option off reflector with you. Please e-mail = directly at milehitaz@aol.com     Thanx in advance = for=20 your time and input.
Larry Lambert
------=_NextPart_000_00A1_01C305DD.B55B80D0-- From reflector@tvbf.org Sat Apr 19 01:14:38 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 18 Apr 2003 20:14:38 EDT Subject: REFLECTOR:Considering alternate engines Message-ID: <1d1.7a660cd.2bd1eeee@aol.com> --part1_1d1.7a660cd.2bd1eeee_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit WOW....Hi Chris.....Thanx for your input and info...Time for me to head to work, but will be in touch more later. Thanx again, All the best, Larry Lambert --part1_1d1.7a660cd.2bd1eeee_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable WOW....Hi Chris.....Thanx for your= input and info...Time for me to head to work, but will be in touch more lat= er. Thanx again,
All the best,
Larry Lambert --part1_1d1.7a660cd.2bd1eeee_boundary-- From reflector@tvbf.org Sat Apr 19 02:58:57 2003 From: reflector@tvbf.org (Scott Derrick) Date: Fri, 18 Apr 2003 19:58:57 -0600 Subject: REFLECTOR:Considering alternate engines References: Message-ID: <3EA0AD61.5020709@tnstaafl.net> How about insurance? Seems like it is tough enough to insure these fast glass homebuilts with certified engines. How are people doing it with rotary's, V6's, etc... Scott texasattorney.net wrote: > Al is further along than me. Also, he is using the bigger and heavier > 20b. I plan on using the 13b. I should be able to get pretty good hp > and even approach the same power of the 3 rotor 20b NA (normal > aspiration) if I turbo the 13b. Mazda has just introduced a new 13b > which is rated at about 240 hp before you sip off the emission stuff. > It is called the Renesis and is only available in the new RX-8. New, out > of the box it may cost about $6500. A guy in Australia says he can get > them now, but they are not available in the US yet. Hopefully before I > need one for my SE, they will be available. > > I bought a 13b core yesterday for $100.00 so I could strip it down and > play/learn from it. You can get a rebuilt 13b (which, btw is all new > parts) for aviation use for about $4k. There is a very good video > available on rebuilding the rotary. Cost for a complete overall is > about $900, if you do the work. The smaller 13b should be able to > produce from about 160 hp to 210 hp NA or about 250 turbo. The 20b > about 250 NA. There are only three moving parts in the 13b and I think > 4 moving parts in the 20b. Of course this does not include accessories > such as the alternator. I really like this option. Rob Johnson, a > former Velo builder/owner was going to use a 20b in his XL, but decided > on a Lycosarus for an easier/know installation....but, Rob is a fan of > the Rotary and has a nice commentary on his Velo builders page at > www.robjohnson.com . Finally, if you go to > the links page on my website, www.LoneStarVelocity.com > ,you will find most of the really good > links for rotaries in aviation use. Be sure to visit Tracy Crooks > company site, Real World Solutions at www.rotaryaviation.com > . Tracy has 1300 hrs on his RV and sells > ECU and reduction drives. I got my engine mount for > www.conversionconcepts.com . Nice work. > > Please feel free to give me a call if you want to discuss it more. Home > is 713-991-0333, Office is 281-464-5297 and cell is 832-818-2355. Or > email, you know the address . > > All the best, > > Chris > > [texasattorney.net] > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Milehitaz@aol.com > Sent: Friday, April 18, 2003 4:59 PM > To: reflector@tvbf.org > Subject: REFLECTOR:Considering alternate engines > > > > Hi folks..... thinking about options to the Lycosarus and > Continental. I am in a very good spot in my build to go either > way.....finished with the RG and starting the fuel strakes in a XL/RG. > > Is there a list of builders working with the rotary engines? I would > like to discuss the option off reflector with you. Please e-mail > directly at milehitaz@aol.com Thanx in advance for your time and > input. > Larry Lambert > From reflector@tvbf.org Sat Apr 19 03:13:17 2003 From: reflector@tvbf.org (Scott Derrick) Date: Fri, 18 Apr 2003 20:13:17 -0600 Subject: REFLECTOR:Cowl Fasteners References: <3EA0AD61.5020709@tnstaafl.net> Message-ID: <3EA0B0BD.3070108@tnstaafl.net> Can I surmise from the deafening silence in regards to my question about captive fasteners used to hole on our rear cowls that nobody has figured out a way to use them? Everybody using regular screws and washers? I found some fully retractable 1/4 turn fasteners but the head sticks way up, almost 1/2 an inch. Scott From reflector@tvbf.org Sat Apr 19 03:52:26 2003 From: reflector@tvbf.org (texasattorney.net) Date: Fri, 18 Apr 2003 21:52:26 -0500 Subject: REFLECTOR:Considering alternate engines In-Reply-To: <3EA0AD61.5020709@tnstaafl.net> Message-ID: Donno yet, but from what I have read on the net it is a problem. If you think there is a bias against experimental, try an even "more" experimental with an auto conversion. Even though I am disappointed by this narrow scope of thinking, it is a reality. So, we must work harder and take alternate steps. FWIW. All the best, Chris -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Derrick Sent: Friday, April 18, 2003 8:59 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Considering alternate engines How about insurance? Seems like it is tough enough to insure these fast glass homebuilts with certified engines. How are people doing it with rotary's, V6's, etc... Scott texasattorney.net wrote: > Al is further along than me. Also, he is using the bigger and heavier > 20b. I plan on using the 13b. I should be able to get pretty good hp > and even approach the same power of the 3 rotor 20b NA (normal > aspiration) if I turbo the 13b. Mazda has just introduced a new 13b > which is rated at about 240 hp before you sip off the emission stuff. > It is called the Renesis and is only available in the new RX-8. New, out > of the box it may cost about $6500. A guy in Australia says he can get > them now, but they are not available in the US yet. Hopefully before I > need one for my SE, they will be available. > > I bought a 13b core yesterday for $100.00 so I could strip it down and > play/learn from it. You can get a rebuilt 13b (which, btw is all new > parts) for aviation use for about $4k. There is a very good video > available on rebuilding the rotary. Cost for a complete overall is > about $900, if you do the work. The smaller 13b should be able to > produce from about 160 hp to 210 hp NA or about 250 turbo. The 20b > about 250 NA. There are only three moving parts in the 13b and I think > 4 moving parts in the 20b. Of course this does not include accessories > such as the alternator. I really like this option. Rob Johnson, a > former Velo builder/owner was going to use a 20b in his XL, but decided > on a Lycosarus for an easier/know installation....but, Rob is a fan of > the Rotary and has a nice commentary on his Velo builders page at > www.robjohnson.com . Finally, if you go to > the links page on my website, www.LoneStarVelocity.com > ,you will find most of the really good > links for rotaries in aviation use. Be sure to visit Tracy Crooks > company site, Real World Solutions at www.rotaryaviation.com > . Tracy has 1300 hrs on his RV and sells > ECU and reduction drives. I got my engine mount for > www.conversionconcepts.com . Nice work. > > Please feel free to give me a call if you want to discuss it more. Home > is 713-991-0333, Office is 281-464-5297 and cell is 832-818-2355. Or > email, you know the address . > > All the best, > > Chris > > [texasattorney.net] > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Milehitaz@aol.com > Sent: Friday, April 18, 2003 4:59 PM > To: reflector@tvbf.org > Subject: REFLECTOR:Considering alternate engines > > > > Hi folks..... thinking about options to the Lycosarus and > Continental. I am in a very good spot in my build to go either > way.....finished with the RG and starting the fuel strakes in a XL/RG. > > Is there a list of builders working with the rotary engines? I would > like to discuss the option off reflector with you. Please e-mail > directly at milehitaz@aol.com Thanx in advance for your time and > input. > Larry Lambert > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 19 04:06:33 2003 From: reflector@tvbf.org (steve korney) Date: Sat, 19 Apr 2003 03:06:33 +0000 Subject: REFLECTOR:Cowl Fasteners Message-ID: ACS has them...I use them to hold my cowl down...A snap ring and a washer hold them from coming out when the cowl is removed... Best... Steve _________________________________________________________________ MSN 8 with e-mail virus protection service: 2 months FREE* http://join.msn.com/?page=features/virus From reflector@tvbf.org Sat Apr 19 04:40:35 2003 From: reflector@tvbf.org (Scott Derrick) Date: Fri, 18 Apr 2003 21:40:35 -0600 Subject: REFLECTOR:Cowl Fasteners References: Message-ID: <3EA0C533.6030806@tnstaafl.net> Steve, Why so secretive?? What "KIND" are you using? What size? How are you dealing with the forward lip of the cowls where they slide under the fuselage lip? Scott steve korney wrote: > ACS has them...I use them to hold my cowl down...A snap ring and a > washer hold them from coming out when the cowl is removed... > > > > Best... Steve > > > > > _________________________________________________________________ > MSN 8 with e-mail virus protection service: 2 months FREE* > http://join.msn.com/?page=features/virus > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Sat Apr 19 05:50:30 2003 From: reflector@tvbf.org (Tony Babb) Date: Fri, 18 Apr 2003 21:50:30 -0700 Subject: REFLECTOR:Considering alternate engines References: Message-ID: <002201c3062f$472ac240$6501a8c0@pwcinternal.com> Chris, I'm building a SEFG and also thinking about rotary, the cost savings are significant. My initial concerns about availability of an installation kit seem to be being addressed and with a bit of luck there'll be more experience and options out there when I come to actually buy the engine. Insurance is the only hurdle/ brick wall I can see left, I was wondering what you meant by "alternate steps" - do you have something in mind? Self insurance/ no insurance/ your own company.... Have you had any thoughts on the prop for a rotary? I'd like an adjustable pitch prop but can't/won't afford an MT. Could an IVO be run on a rotary? Thanks, ----- Original Message ----- From: "texasattorney.net" To: Sent: Friday, April 18, 2003 7:52 PM Subject: RE: REFLECTOR:Considering alternate engines > Donno yet, but from what I have read on the net it is a problem. If you > think there is a bias against experimental, try an even "more" experimental > with an auto conversion. Even though I am disappointed by this narrow scope > of thinking, it is a reality. So, we must work harder and take alternate > steps. FWIW. > > All the best, > > Chris > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Scott Derrick > Sent: Friday, April 18, 2003 8:59 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR:Considering alternate engines > > > How about insurance? Seems like it is tough enough to insure these fast > glass homebuilts with certified engines. How are people doing it with > rotary's, V6's, etc... > > Scott > > texasattorney.net wrote: > > Al is further along than me. Also, he is using the bigger and heavier > > 20b. I plan on using the 13b. I should be able to get pretty good hp > > and even approach the same power of the 3 rotor 20b NA (normal > > aspiration) if I turbo the 13b. Mazda has just introduced a new 13b > > which is rated at about 240 hp before you sip off the emission stuff. > > It is called the Renesis and is only available in the new RX-8. New, out > > of the box it may cost about $6500. A guy in Australia says he can get > > them now, but they are not available in the US yet. Hopefully before I > > need one for my SE, they will be available. > > > > I bought a 13b core yesterday for $100.00 so I could strip it down and > > play/learn from it. You can get a rebuilt 13b (which, btw is all new > > parts) for aviation use for about $4k. There is a very good video > > available on rebuilding the rotary. Cost for a complete overall is > > about $900, if you do the work. The smaller 13b should be able to > > produce from about 160 hp to 210 hp NA or about 250 turbo. The 20b > > about 250 NA. There are only three moving parts in the 13b and I think > > 4 moving parts in the 20b. Of course this does not include accessories > > such as the alternator. I really like this option. Rob Johnson, a > > former Velo builder/owner was going to use a 20b in his XL, but decided > > on a Lycosarus for an easier/know installation....but, Rob is a fan of > > the Rotary and has a nice commentary on his Velo builders page at > > www.robjohnson.com . Finally, if you go to > > the links page on my website, www.LoneStarVelocity.com > > ,you will find most of the really good > > links for rotaries in aviation use. Be sure to visit Tracy Crooks > > company site, Real World Solutions at www.rotaryaviation.com > > . Tracy has 1300 hrs on his RV and sells > > ECU and reduction drives. I got my engine mount for > > www.conversionconcepts.com . Nice > work. > > > > Please feel free to give me a call if you want to discuss it more. Home > > is 713-991-0333, Office is 281-464-5297 and cell is 832-818-2355. Or > > email, you know the address . > > > > All the best, > > > > Chris > > > > [texasattorney.net] > > -----Original Message----- > > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > > Behalf Of Milehitaz@aol.com > > Sent: Friday, April 18, 2003 4:59 PM > > To: reflector@tvbf.org > > Subject: REFLECTOR:Considering alternate engines > > > > > > > > Hi folks..... thinking about options to the Lycosarus and > > Continental. I am in a very good spot in my build to go either > > way.....finished with the RG and starting the fuel strakes in a XL/RG. > > > > Is there a list of builders working with the rotary engines? I would > > like to discuss the option off reflector with you. Please e-mail > > directly at milehitaz@aol.com Thanx in advance for your time and > > input. > > Larry Lambert > > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 19 06:34:32 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sat, 19 Apr 2003 01:34:32 EDT Subject: REFLECTOR:Cowl Fasteners Message-ID: <97.377778c6.2bd239e8@aol.com> --part1_97.377778c6.2bd239e8_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Scott, I have seen quite a few Velocities that look great, until you get to the cowl line. It seems like the heat from the engine and sun cause some warping (although minimal) along the wing/cowl joint line. I just didn't like that so I changed it. My cowls are held on with hidden piano hinge (similar to Lancairs & RVs). It was a pain to do, but I am thrilled with the results. The only place I need fasteners is along the bottom fuselage to cowl joint. The rest is completely hidden. There is probably an easier way.... but I tend to be, umm, different. Kurt Winker. 173 FGE Aluminum V-6 Chevy --part1_97.377778c6.2bd239e8_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Scott, 

I have seen quite a few Velocities that look great, until you get to the co= wl line. 
It seems like the heat from the engine and sun cause some warping (although=20= minimal) along the wing/cowl joint line.  I just didn't like that so I=20= changed it.  My cowls are held on with hidden piano hinge (similar to L= ancairs & RVs).  It was a pain to do, but I am thrilled with the re= sults.  The only place I need fasteners is along the bottom fuselage to= cowl joint.  The rest is completely hidden. 

There is probably an easier way.... but I tend to be,  umm,  diffe= rent. 

Kurt Winker.
173 FGE  Aluminum V-6 Chevy --part1_97.377778c6.2bd239e8_boundary-- From reflector@tvbf.org Sat Apr 19 06:37:16 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sat, 19 Apr 2003 01:37:16 EDT Subject: REFLECTOR:Cowl Fasteners Message-ID: --part1_b2.1bad502d.2bd23a8c_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Scott, I have seen quite a few Velocities that look great, until you get to the cowl line. It seems like the heat from the engine and sun cause some warping (although minimal) along the wing/cowl joint line. I just didn't like that so I changed it. My cowls are held on with hidden piano hinge (similar to Lancairs & RVs). It was a pain to do, but I am thrilled with the results. The only place I need fasteners is along the bottom fuselage to cowl joint. The rest is completely hidden. There is probably an easier way.... but I tend to be, umm, different. Kurt Winker. 173 FGE Aluminum V-6 Chevy --part1_b2.1bad502d.2bd23a8c_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Scott, 

I have seen quite a few Velocities that look great, until you get to the co= wl line. 
It seems like the heat from the engine and sun cause some warping (although=20= minimal) along the wing/cowl joint line.  I just didn't like that so I=20= changed it.  My cowls are held on with hidden piano hinge (similar to L= ancairs & RVs).  It was a pain to do, but I am thrilled with the re= sults.  The only place I need fasteners is along the bottom fuselage to= cowl joint.  The rest is completely hidden. 

There is probably an easier way.... but I tend to be,  umm,  diffe= rent. 

Kurt Winker.
173 FGE  Aluminum V-6 Chevy --part1_b2.1bad502d.2bd23a8c_boundary-- From reflector@tvbf.org Sat Apr 19 06:45:48 2003 From: reflector@tvbf.org (steve korney) Date: Sat, 19 Apr 2003 05:45:48 +0000 Subject: REFLECTOR:Cowl Fasteners Message-ID: Scott... I don't use anything to hold the cowl on where it slides under the top of the fuselage forward lip...and I don't have a ACS catalog handy but I'm sure you can look them up...There 1/4 inch in diameter. Best... Steve _________________________________________________________________ Help STOP SPAM with the new MSN 8 and get 2 months FREE* http://join.msn.com/?page=features/junkmail From reflector@tvbf.org Sat Apr 19 07:38:35 2003 From: reflector@tvbf.org (John Overman) Date: Fri, 18 Apr 2003 23:38:35 -0700 (PDT) Subject: REFLECTOR:Considering alternate engines In-Reply-To: <002201c3062f$472ac240$6501a8c0@pwcinternal.com> Message-ID: <20030419063835.54583.qmail@web41306.mail.yahoo.com> --- Tony Babb wrote: > Chris, > > I'm building a SEFG and also thinking about rotary, > the cost savings are > significant. My initial concerns about availability > of an installation kit > seem to be being addressed and with a bit of luck > there'll be more > experience and options out there when I come to > actually buy the engine. > Insurance is the only hurdle/ brick wall I can see > left, I was wondering > what you meant by "alternate steps" - do you have > something in mind? Self > insurance/ no insurance/ your own company.... > > Have you had any thoughts on the prop for a rotary? > I'd like an adjustable > pitch prop but can't/won't afford an MT. Could an > IVO be run on a rotary? > > Thanks, > Hi Tony; I just put an IVO magnum electric adjustable with a constant speed governor on my 13b turbo rotary. Its a beautiful prop. My only concern was how to mount the brush holder for the commutator. as it's a long way from the back of the engine to the prop flange but I called Tracy and he said I can drill and mount a bracket on one of the webs of his redrive. Problem solved. Don't ask me how it flies. I'm not in the air yet. John __________________________________________________ Do you Yahoo!? The New Yahoo! Search - Faster. Easier. Bingo http://search.yahoo.com From reflector@tvbf.org Sat Apr 19 14:26:27 2003 From: reflector@tvbf.org (Scott Derrick) Date: Sat, 19 Apr 2003 07:26:27 -0600 Subject: REFLECTOR:Electrical Wire References: <3EA0C533.6030806@tnstaafl.net> Message-ID: <3EA14E83.9000109@tnstaafl.net> Whats a good source for two conductor(pair) 24 awg shielded avaition wire? Scott From reflector@tvbf.org Sat Apr 19 15:03:27 2003 From: reflector@tvbf.org (KeithHallsten) Date: Sat, 19 Apr 2003 07:03:27 -0700 Subject: REFLECTOR:Electrical Wire References: <3EA0C533.6030806@tnstaafl.net> <3EA14E83.9000109@tnstaafl.net> Message-ID: <002301c3067c$73740300$835ee7cf@quiknet.com> Scott, Why not 22 AWG? I think 24 Ga is a bit too small for making good terminations anyway, and the weight difference can't be significant. Probably for this reason, 22 Ga is much more available (for example, Aircraft Spruce has single, pair and triple with shield in their online catalog). Keith ----- Original Message ----- From: "Scott Derrick" To: Sent: Saturday, April 19, 2003 6:26 AM Subject: REFLECTOR:Electrical Wire > > > Whats a good source for two conductor(pair) 24 awg shielded avaition wire? > > Scott > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 19 15:52:40 2003 From: reflector@tvbf.org (Dale W. Thomas) Date: Sat, 19 Apr 2003 10:52:40 -0400 (EDT) Subject: REFLECTOR:Considering alternate engines In-Reply-To: References: <1f1.6f0f95d.2bd1cf19@aol.com> Message-ID: <2886.216.28.65.170.1050763960.squirrel@email.web2e.com> Chris, Just curious.... My thinking is that one of the biggest benefits of the Mazda rotary was the reliability inherent in a design with only 3 or 4 moving parts. Adding a turbo would seem to be adding complexity into the package that could offset the benefits inherent in the design. Then when you look at the fact that there is (or soon will be) available a NA version which will give you pretty much the same power as the more complex smaller version, it makes me wonder why one would choose the small turbo over the larger NA. What am I missing? Dale PS. Thanks for the links.... PPS. When you post a link, if you include the 'http://' in front of it, it should come across in most email clients as being a clickable link right in the email. Something like.... http://www.LoneStarVelocity.com > Al is further along than me. Also, he is using the bigger and heavier > 20b. I plan on using the 13b. I should be able to get pretty good hp and > even approach the same power of the 3 rotor 20b NA (normal aspiration) > if I turbo the 13b. Mazda has just introduced a new 13b which is rated > at about 240 hp before you sip off the emission stuff. It is called the > Renesis and is only available in the new RX-8. New, out of the box it > may cost about $6500. A guy in Australia says he can get them now, but > they are not available in the US yet. Hopefully before I need one for > my SE, they will be available. > > I bought a 13b core yesterday for $100.00 so I could strip it down and > play/learn from it. You can get a rebuilt 13b (which, btw is all new > parts) for aviation use for about $4k. There is a very good video > available on rebuilding the rotary. Cost for a complete overall is > about $900, if you do the work. The smaller 13b should be able to > produce from about 160 hp to 210 hp NA or about 250 turbo. The 20b > about 250 NA. There are only three moving parts in the 13b and I think > 4 moving parts in the 20b. Of course this does not include accessories > such as the alternator. I really like this option. Rob Johnson, a > former Velo builder/owner was going to use a 20b in his XL, but decided > on a Lycosarus for an easier/know > installation....but, Rob is a fan of the Rotary and has a nice > commentary on his Velo builders page at www.robjohnson.com. Finally, if > you go to the links page on my website, www.LoneStarVelocity.com ,you > will find most of the really good links for rotaries in aviation use. > Be sure to visit Tracy Crooks company site, Real World Solutions at > www.rotaryaviation.com. Tracy has 1300 hrs on his RV and sells ECU and > reduction drives. I got my engine mount for www.conversionconcepts.com. > Nice work. > > Please feel free to give me a call if you want to discuss it more. Home > is 713-991-0333, Office is 281-464-5297 and cell is 832-818-2355. Or > email, you know the address . > > All the best, > > Chris From reflector@tvbf.org Sat Apr 19 16:08:51 2003 From: reflector@tvbf.org (texasattorney.net) Date: Sat, 19 Apr 2003 10:08:51 -0500 Subject: REFLECTOR:Considering alternate engines In-Reply-To: <002201c3062f$472ac240$6501a8c0@pwcinternal.com> Message-ID: I am not sure about the prop, but I THINK the IVO will work. I have only seriously researched and made a decision on the rotary in the last few months. So there are still specifics I need to work out once the specific engine choice is made...such as the best prop for the 13b N/A, or turbo or Renesis. The Reduction drive may be different for the Renesis (Tracy Crooks site mentions he is developing a different reduction drive for the Renesis). >From what I understand there have been some issues with the IVO at higher sustained RPM's. But I also saw discussion that they may have been worked out. I am still quite a way from needing an engine (even though I bought a core for "research/play"). I am hoping the Renesis will become available. The guy at the Mazda place I got the engine was surprised I wanted the Renesis, since it was sooooooo expensive new (I have been told about $6500.00 US$). Until I enlightened him on the cost of a new...or used aircraft engine. "Oh". As to alternates to insurance. In a typical lawyer fashion.....it depends. There are steps you can take that limit your liability (depending on state and your specific needs, desires and circumstances, please contact local counsel). This does not replace your plane (different theories exist on having funds to repair damage, of which I am not yet well schooled) and if you hurt someone or something, it does not help the party injured (actually, with certain planning, the injured party may be SOL). But these steps require planning and follow through and have cost. Insurance is the easy way, but becoming such a pain/expensive or just not available. This planning would not be as viable if insurance was not becoming unobtainable. So if you only want to limit your personal liability and any one you hurt may be screwed, there are things that can do this. They are not perfect, but neither is insurance. Liability insurance is there to HELP those you hurt...some of this planning is to help you avoid financial loss. Hopefully, frivolous actions from others can be avoided and/or minimized. Some feel since you have a plane you must be rich and can afford to pay for perceived wrongs. States vary...in Texas there is a VERY strong homestead exemption....unless you don't re-pay your purchase money, aka, mortgage you can almost never loose you home in Texas...also, statutes prevent the loss of one car...a couple of oxen, and some other livestock, your dog, your cloths, a gun (we are in Texas), etc....you get the idea. This is worse case scenario protection and, again, vary per state. More advanced planning can be used. THESE STEPS MAY NOT SOLVE ALL YOUR CONCERNS OR NEEDS, they are just some options to the lack of available LIABILITY insurance and may not work perfectly or as you had hoped. Asset protection techniques may be much better than nothing, but those folks you really did injure due to your mistake or accident, may be left out in the cold. Some of this planning is better with insurance and is used as a backup when insurance is inadequate or denied after the fact (not all that uncommon) This is a much more complex topic than can be competently discussed via email. Sorry about that. Some of the planning may not have been economically feasible compared to cheap insurance. When you find cheap insurance, let us know. FWIW. YMMV. All the best, Chris Houston SE/FG with Yoke -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Tony Babb Sent: Friday, April 18, 2003 11:51 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Considering alternate engines Chris, I'm building a SEFG and also thinking about rotary, the cost savings are significant. My initial concerns about availability of an installation kit seem to be being addressed and with a bit of luck there'll be more experience and options out there when I come to actually buy the engine. Insurance is the only hurdle/ brick wall I can see left, I was wondering what you meant by "alternate steps" - do you have something in mind? Self insurance/ no insurance/ your own company.... Have you had any thoughts on the prop for a rotary? I'd like an adjustable pitch prop but can't/won't afford an MT. Could an IVO be run on a rotary? Thanks, ----- Original Message ----- From: "texasattorney.net" To: Sent: Friday, April 18, 2003 7:52 PM Subject: RE: REFLECTOR:Considering alternate engines > Donno yet, but from what I have read on the net it is a problem. If you > think there is a bias against experimental, try an even "more" experimental > with an auto conversion. Even though I am disappointed by this narrow scope > of thinking, it is a reality. So, we must work harder and take alternate > steps. FWIW. > > All the best, > > Chris > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Scott Derrick > Sent: Friday, April 18, 2003 8:59 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR:Considering alternate engines > > > How about insurance? Seems like it is tough enough to insure these fast > glass homebuilts with certified engines. How are people doing it with > rotary's, V6's, etc... > > Scott > > texasattorney.net wrote: > > Al is further along than me. Also, he is using the bigger and heavier > > 20b. I plan on using the 13b. I should be able to get pretty good hp > > and even approach the same power of the 3 rotor 20b NA (normal > > aspiration) if I turbo the 13b. Mazda has just introduced a new 13b > > which is rated at about 240 hp before you sip off the emission stuff. > > It is called the Renesis and is only available in the new RX-8. New, out > > of the box it may cost about $6500. A guy in Australia says he can get > > them now, but they are not available in the US yet. Hopefully before I > > need one for my SE, they will be available. > > > > I bought a 13b core yesterday for $100.00 so I could strip it down and > > play/learn from it. You can get a rebuilt 13b (which, btw is all new > > parts) for aviation use for about $4k. There is a very good video > > available on rebuilding the rotary. Cost for a complete overall is > > about $900, if you do the work. The smaller 13b should be able to > > produce from about 160 hp to 210 hp NA or about 250 turbo. The 20b > > about 250 NA. There are only three moving parts in the 13b and I think > > 4 moving parts in the 20b. Of course this does not include accessories > > such as the alternator. I really like this option. Rob Johnson, a > > former Velo builder/owner was going to use a 20b in his XL, but decided > > on a Lycosarus for an easier/know installation....but, Rob is a fan of > > the Rotary and has a nice commentary on his Velo builders page at > > www.robjohnson.com . Finally, if you go to > > the links page on my website, www.LoneStarVelocity.com > > ,you will find most of the really good > > links for rotaries in aviation use. Be sure to visit Tracy Crooks > > company site, Real World Solutions at www.rotaryaviation.com > > . Tracy has 1300 hrs on his RV and sells > > ECU and reduction drives. I got my engine mount for > > www.conversionconcepts.com . Nice > work. > > > > Please feel free to give me a call if you want to discuss it more. Home > > is 713-991-0333, Office is 281-464-5297 and cell is 832-818-2355. Or > > email, you know the address . > > > > All the best, > > > > Chris > > > > [texasattorney.net] > > -----Original Message----- > > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > > Behalf Of Milehitaz@aol.com > > Sent: Friday, April 18, 2003 4:59 PM > > To: reflector@tvbf.org > > Subject: REFLECTOR:Considering alternate engines > > > > > > > > Hi folks..... thinking about options to the Lycosarus and > > Continental. I am in a very good spot in my build to go either > > way.....finished with the RG and starting the fuel strakes in a XL/RG. > > > > Is there a list of builders working with the rotary engines? I would > > like to discuss the option off reflector with you. Please e-mail > > directly at milehitaz@aol.com Thanx in advance for your time and > > input. > > Larry Lambert > > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 19 16:10:53 2003 From: reflector@tvbf.org (John Overman) Date: Sat, 19 Apr 2003 08:10:53 -0700 (PDT) Subject: REFLECTOR:Considering alternate engines In-Reply-To: <2886.216.28.65.170.1050763960.squirrel@email.web2e.com> Message-ID: <20030419151053.49570.qmail@web41314.mail.yahoo.com> --- "Dale W. Thomas" wrote: > Chris, > Just curious.... > My thinking is that one of the biggest benefits of > the Mazda rotary was > the reliability inherent in a design with only 3 or > 4 moving parts. > Adding a turbo would seem to be adding complexity > into the package that > could offset the benefits inherent in the design. > Then when you look at the fact that there is (or > soon will be) available > a NA version which will give you pretty much the > same power as the more > complex smaller version, it makes me wonder why one > would choose the > small turbo over the larger NA. > What am I missing? How many moving parts are there in a turbo? One. One of the main drawbacks to a rotary is the exhaust noise. Installing a turbo eliminates that drawback. a turbo allows you to attain more power at a much higher altitude, therefore density altitude is less of a problem. Imagine being able to get 100% power at 7000 feet. It keeps the engine package shorter than the 20b. Just one man's opinion. John __________________________________________________ Do you Yahoo!? The New Yahoo! Search - Faster. Easier. Bingo http://search.yahoo.com From reflector@tvbf.org Sat Apr 19 16:19:18 2003 From: reflector@tvbf.org (Alexander Balic) Date: Sat, 19 Apr 2003 10:19:18 -0500 Subject: REFLECTOR:Considering alternate engines In-Reply-To: <2886.216.28.65.170.1050763960.squirrel@email.web2e.com> Message-ID: Dale, The turbocharger is not really that complicated (1 moving part) plus of course some way to manually or automatically control the discharge pressure, but the big advantage that I see, and the reason that I have one on my SVX, is that you can get full power at altitude- according to the compressor map for my unit, I will have full boost (a conservative 6#) to 9,000' and then it will drop off from there, but that is a big advantage over NA -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Dale W. Thomas Sent: Saturday, April 19, 2003 8:53 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Considering alternate engines Chris, Just curious.... My thinking is that one of the biggest benefits of the Mazda rotary was the reliability inherent in a design with only 3 or 4 moving parts. Adding a turbo would seem to be adding complexity into the package that could offset the benefits inherent in the design. Then when you look at the fact that there is (or soon will be) available a NA version which will give you pretty much the same power as the more complex smaller version, it makes me wonder why one would choose the small turbo over the larger NA. What am I missing? Dale PS. Thanks for the links.... PPS. When you post a link, if you include the 'http://' in front of it, it should come across in most email clients as being a clickable link right in the email. Something like.... http://www.LoneStarVelocity.com > Al is further along than me. Also, he is using the bigger and heavier > 20b. I plan on using the 13b. I should be able to get pretty good hp and > even approach the same power of the 3 rotor 20b NA (normal aspiration) > if I turbo the 13b. Mazda has just introduced a new 13b which is rated > at about 240 hp before you sip off the emission stuff. It is called the > Renesis and is only available in the new RX-8. New, out of the box it > may cost about $6500. A guy in Australia says he can get them now, but > they are not available in the US yet. Hopefully before I need one for > my SE, they will be available. > > I bought a 13b core yesterday for $100.00 so I could strip it down and > play/learn from it. You can get a rebuilt 13b (which, btw is all new > parts) for aviation use for about $4k. There is a very good video > available on rebuilding the rotary. Cost for a complete overall is > about $900, if you do the work. The smaller 13b should be able to > produce from about 160 hp to 210 hp NA or about 250 turbo. The 20b > about 250 NA. There are only three moving parts in the 13b and I think > 4 moving parts in the 20b. Of course this does not include accessories > such as the alternator. I really like this option. Rob Johnson, a > former Velo builder/owner was going to use a 20b in his XL, but decided > on a Lycosarus for an easier/know > installation....but, Rob is a fan of the Rotary and has a nice > commentary on his Velo builders page at www.robjohnson.com. Finally, if > you go to the links page on my website, www.LoneStarVelocity.com ,you > will find most of the really good links for rotaries in aviation use. > Be sure to visit Tracy Crooks company site, Real World Solutions at > www.rotaryaviation.com. Tracy has 1300 hrs on his RV and sells ECU and > reduction drives. I got my engine mount for www.conversionconcepts.com. > Nice work. > > Please feel free to give me a call if you want to discuss it more. Home > is 713-991-0333, Office is 281-464-5297 and cell is 832-818-2355. Or > email, you know the address . > > All the best, > > Chris _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 19 16:27:29 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sat, 19 Apr 2003 11:27:29 EDT Subject: REFLECTOR:Considering alternate engines Message-ID: <19a.13a7c2cc.2bd2c4e1@aol.com> --part1_19a.13a7c2cc.2bd2c4e1_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Actually, there are a lot more moving parts in a turbo than "1." All the rollers in the bearings are moving parts and subject to failure. It is much less likely that the actual boost vane will fail, than a bearing or seal, or wastegate. The extra heat involved in the turbo installation also increases heat near other parts and therefor increases their "possible" failure rate. Don't get me wrong.. I think turbos are great... just keep all the little details in perspective. Kurt Winker --part1_19a.13a7c2cc.2bd2c4e1_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Actually, there are a lot more moving parts in a turbo= than "1." 
All the rollers in the bearings are moving parts and subject to failure. It=20= is much less likely that the actual boost vane will fail, than a bearing or=20= seal, or wastegate.  The extra heat involved in the turbo installation=20= also increases heat near other parts and therefor increases their "possible"= failure rate. 

Don't get me wrong.. I think turbos are great... just keep all the little d= etails in perspective. 

Kurt Winker --part1_19a.13a7c2cc.2bd2c4e1_boundary-- From reflector@tvbf.org Sat Apr 19 17:19:28 2003 From: reflector@tvbf.org (Brian Michalk) Date: Sat, 19 Apr 2003 11:19:28 -0500 Subject: REFLECTOR:Considering alternate engines In-Reply-To: <19a.13a7c2cc.2bd2c4e1@aol.com> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_000B_01C30665.8AF65990 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Hey, Kurt. Yep, you are right if you have one of those "Tuff Turbo" kits with ball bearing core. Most Av turbos are oil bearings, like mine. The wastegate is also optional, but never worked very well ... I think Mooney had one with a fixed wastegate position. Too much throttle at low altitude on takeoff and bad things could/would happen. However, yes, the turbo does add complexity. Just look at the plumbing required. A year or two ago I tallied up the total time I spent on my turbo, and was amazed at the fact that it took six months to fabricate the exhaust manifold. I still tinker with it, because it has a wart or two that I just don't like, I'll cut that part off and redo it, or find a hydroformed tube from some speed shop that would work sooo much better. If I were to do it over again, I'd send it out to a professional, but I didn't really know what it needed to look like until I finished it. Now that it's finished, it would be simple for a shop to make. All of the dimensions are known. Then there's the intercoolers. That took another bit of brainwaves to get the engineering/ducting all worked out. It's like an unscripted ballet except with metal. You sit under that engine thinking all the angles, scenarios, temperature, vibration and serviceability problems through. Most likely it's not right on the first time, but I get lucky once in a while. Brian Michalk Life is what you make of it ... never wish you had done something. Aviator, experimental aircraft builder, motorcyclist, SCUBA diver musician, home-brewer, entrepreneur and mostly single -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of NMFlyer1@aol.com Sent: Saturday, April 19, 2003 10:27 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:Considering alternate engines Actually, there are a lot more moving parts in a turbo than "1." All the rollers in the bearings are moving parts and subject to failure. It is much less likely that the actual boost vane will fail, than a bearing or seal, or wastegate. The extra heat involved in the turbo installation also increases heat near other parts and therefor increases their "possible" failure rate. Don't get me wrong.. I think turbos are great... just keep all the little details in perspective. Kurt Winker ------=_NextPart_000_000B_01C30665.8AF65990 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Hey,=20 Kurt.
 
Yep,=20 you are right if you have one of those "Tuff Turbo" kits with ball = bearing=20 core.  Most Av turbos are oil bearings, like mine.  The = wastegate is=20 also optional, but never worked very well ... I think Mooney had one = with a=20 fixed wastegate position.  Too much throttle at low altitude on = takeoff and=20 bad things could/would happen.
 
However, yes, the turbo does add complexity.  Just look at = the=20 plumbing required.  A year or two ago I tallied up the total time I = spent=20 on my turbo, and was amazed at the fact that it took six months to = fabricate the=20 exhaust manifold.  I still tinker with it, because it has a wart or = two=20 that I just don't like, I'll cut that part off and redo it, or find a=20 hydroformed tube from some speed shop that would work sooo much=20 better.
 
If I=20 were to do it over again, I'd send it out to a professional, but I = didn't really=20 know what it needed to look like until I finished it.  Now that = it's=20 finished, it would be simple for a shop to make.  All of the = dimensions are=20 known.
 
Then=20 there's the intercoolers.  That took another bit of brainwaves to = get the=20 engineering/ducting all worked out.  It's like an = unscripted ballet=20 except with metal.  You sit under that engine thinking all the = angles,=20 scenarios, temperature, vibration and serviceability problems = through. =20 Most likely it's not right on the first time, but I get lucky once in a=20 while.
 

 Brian Michalk  <http://www.michalk.com>
Life is what you make = of it ...=20 never wish you had done something.
Aviator, experimental aircraft = builder,=20 motorcyclist, SCUBA diver
musician, home-brewer, entrepreneur and = mostly=20 single
 

-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of=20 NMFlyer1@aol.com
Sent: Saturday, April 19, 2003 10:27=20 AM
To: reflector@tvbf.org
Subject: Re:=20 REFLECTOR:Considering alternate engines

Actually, there are a lot more moving parts in a = turbo than=20 "1." 
All the rollers in the bearings are moving parts and = subject to=20 failure. It is much less likely that the actual boost vane will fail, = than a=20 bearing or seal, or wastegate.  The extra heat involved in the = turbo=20 installation also increases heat near other parts and therefor = increases their=20 "possible" failure rate. 

Don't get me wrong.. I think = turbos are=20 great... just keep all the little details in perspective.  =

Kurt=20 Winker
------=_NextPart_000_000B_01C30665.8AF65990-- From reflector@tvbf.org Sat Apr 19 17:30:38 2003 From: reflector@tvbf.org (texasattorney.net) Date: Sat, 19 Apr 2003 11:30:38 -0500 Subject: REFLECTOR:Considering alternate engines In-Reply-To: <2886.216.28.65.170.1050763960.squirrel@email.web2e.com> Message-ID: Dale, I completely agree. I hope the Renesis becomes available. My comments are somewhat limited by what is actually available now. But, as most things in aviation, it is a compromise. More power and ability to fly higher (if you want to) as a trade off for more complexity and weight (about 30lbs, I think). I think it is relative. The three moving parts on the 13b is simple, but even with the turbo, it still should be more simple and reliable than a piston engine. I personally do not think this additional complexity offsets the benefits. Any more so the reduction drive complexity is a deal breaker (but it does add complexity). I will strive for as simple a design as my desires/needs allow. A turbo is simple, but due to the extremely high temps and RPM's is somewhat more prone to failure. It has only one moving part, of course it is moving around bearings. One of the complaints of the rotary is the noise. The turbo reduces the noise and puts the exhaust to good use. The high exhaust temps of the rotary trash normal metal mufflers. Stainless steel helps (also inconel...I don't know anything about inconel though), but a turbo can replace the muffler. >From what I understand, as often is the case with piston engines, many failures are due to supporting systems such as the alternator, etc. You do not have to have an alternator, but if you don't want to hand prop, etc, it is handy. I want the extra power if needed. Again, hopefully, with my current knowledge, available with a Renesis. My readings say the Renesis is the same size as the other 13b's (I can't believe how small the core I bought Friday is), but is lighter and more powerful due to better technology. For example, the older 13b's did not vent all of the exhaust gases before the intake stroke began. The Renesis has been improved that the exhaust gas is gone before the intake begins, and from what I understand, this add power. Thus even though the weight to power ratio on the original 13b's is impressive, the Renesis is even more so. With some work all these options should weigh about the same or even less then a Lyc 360. I wish the RX-8 was a car with wider appeal (I don't think it will do well, IMHO) This would make the Renesis more available. Velocity Inc, says I do not need this much power for the SE, but it is nice to know 250 hp is there if I want. Velocity Inc, states that 200hp should give me about 200 mph cruise with fixed gear. So a constant 200 hp would be sweet. The Renesis should provide this without taxing the engine too much...so should a turbo. The N/A 13b will work too, but not at a constant 200hp.....it would be 200hp for take off or other full out operation. The SUV was advertised to use a 160hp (320 Lycosaurous) engine, so it would seem all these options are useable. This is one of the benefits, IMHO, of the Rotary. Options (esp. in comparison to price of these options). The N/A version can be modified reliable to about 200hp max with some minor effort (also, a turbo can be added). The turbo, may give 250 hp. The 20b three rotor with four moving parts may provide 250 hp N/A or 300 hp turbo, but is heavier and longer and a little more complex. Heck, some 13b's have been modified for race use to something like 800 hp, but reliability drops big time . To me, it is great that all this is available at a MUCH better price than a certified a/c engine. For a do it yourself rebuild, parts are abut $900. A professional rebuild is $4000 for aviation use. The Renesis is reported to be about $6500.00 new. Heck, at this price I can almost have an extra engine sitting around to use if I need it . FWIW. All the best, Chris -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Dale W. Thomas Sent: Saturday, April 19, 2003 9:53 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:Considering alternate engines Chris, Just curious.... My thinking is that one of the biggest benefits of the Mazda rotary was the reliability inherent in a design with only 3 or 4 moving parts. Adding a turbo would seem to be adding complexity into the package that could offset the benefits inherent in the design. Then when you look at the fact that there is (or soon will be) available a NA version which will give you pretty much the same power as the more complex smaller version, it makes me wonder why one would choose the small turbo over the larger NA. What am I missing? Dale PS. Thanks for the links.... PPS. When you post a link, if you include the 'http://' in front of it, it should come across in most email clients as being a clickable link right in the email. Something like.... http://www.LoneStarVelocity.com > Al is further along than me. Also, he is using the bigger and heavier > 20b. I plan on using the 13b. I should be able to get pretty good hp and > even approach the same power of the 3 rotor 20b NA (normal aspiration) > if I turbo the 13b. Mazda has just introduced a new 13b which is rated > at about 240 hp before you sip off the emission stuff. It is called the > Renesis and is only available in the new RX-8. New, out of the box it > may cost about $6500. A guy in Australia says he can get them now, but > they are not available in the US yet. Hopefully before I need one for > my SE, they will be available. > > I bought a 13b core yesterday for $100.00 so I could strip it down and > play/learn from it. You can get a rebuilt 13b (which, btw is all new > parts) for aviation use for about $4k. There is a very good video > available on rebuilding the rotary. Cost for a complete overall is > about $900, if you do the work. The smaller 13b should be able to > produce from about 160 hp to 210 hp NA or about 250 turbo. The 20b > about 250 NA. There are only three moving parts in the 13b and I think > 4 moving parts in the 20b. Of course this does not include accessories > such as the alternator. I really like this option. Rob Johnson, a > former Velo builder/owner was going to use a 20b in his XL, but decided > on a Lycosarus for an easier/know > installation....but, Rob is a fan of the Rotary and has a nice > commentary on his Velo builders page at www.robjohnson.com. Finally, if > you go to the links page on my website, www.LoneStarVelocity.com ,you > will find most of the really good links for rotaries in aviation use. > Be sure to visit Tracy Crooks company site, Real World Solutions at > www.rotaryaviation.com. Tracy has 1300 hrs on his RV and sells ECU and > reduction drives. I got my engine mount for www.conversionconcepts.com. > Nice work. > > Please feel free to give me a call if you want to discuss it more. Home > is 713-991-0333, Office is 281-464-5297 and cell is 832-818-2355. Or > email, you know the address . > > All the best, > > Chris _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 19 18:59:30 2003 From: reflector@tvbf.org ( Chris Martin) Date: Sat, 19 Apr 2003 10:59:30 -0700 Subject: REFLECTOR:RE: main wheel/brake shutter Message-ID: <410-220034619175930153@earthlink.net> Pat, Try tightening the through bolts at the main pivot points for the nose gear and the mains. This was my biggest problem and solved almost all of my shimmy. Put the plane up on jacks and cycle the gear up. Place a box or some sort of 6 inch high block on the ground where the wheels come down. Then dump the emergency hydraulic release and let the gear down. The gear will stop on the blocks allowing you to lift them and feel the side to side play. I think you will find that use has loosened it up considerably. Lubricate the pivot points and tighten them up as much as you can without binding the gear. That should fix most of the shimmy. Let me know if it helps. Chris > [Original Message] > From: Pat Shea > To: Chris Martin > Date: 4/17/2003 11:32:51 AM > Subject: main wheel/brake shutter > > Hi Chris, > > Just thought I'd drop you a note to let you know > you're not the only one having brake shutter problems. > Although I had taxied my plane in the past up to about > 40mph w/ no problems, now if I hit the brakes around > 40mph I get a pretty bad main wheel/gear shutter until > the speed drops below 20mph. There is no problem until > I touch the brakes or after I release them. It > definitely won't pass the 'friends and family' test. > Of course, I've made a few changes since those initial > successful taxi tests: upgraded to the 600XT's > calipers, upgraded to the steel discs, upgraded to the > bi-metal pads, replaced my tires/tubes, changed the > brake lines, adjusted the toe-in, replaced my nose > wheel, painted the plane... How's that for a few > variables?? > Anyway, Scott Swing thinks the problem may be a > variation in the disc thickness - George at Matco > doesn't... I need to measure it. I still have my old > disc which I plan on re-installing to see if that > makes any difference. I did have a some pretty good > disc run-out (more than 1/16") which I shimmed away - > that fix had zero affect on the shutter. George has > offered to check my brake/disc/wheel setup. My wife is > due to deliver #2 in 2 weeks so I probably won't miss > those parts too much for a while... > > Best of luck, Pat > > > > __________________________________________________ > Do you Yahoo!? > The New Yahoo! Search - Faster. Easier. Bingo > http://search.yahoo.com From reflector@tvbf.org Sat Apr 19 19:01:45 2003 From: reflector@tvbf.org (Dale W. Thomas) Date: Sat, 19 Apr 2003 14:01:45 -0400 (EDT) Subject: REFLECTOR:Considering alternate engines In-Reply-To: References: <2886.216.28.65.170.1050763960.squirrel@email.web2e.com> Message-ID: <2973.216.28.64.125.1050775305.squirrel@email.web2e.com> > To me, it is great that all this is available at a MUCH better price > than a certified a/c engine. For a do it yourself rebuild, parts are > abut $900. A professional rebuild is $4000 for aviation use. The > Renesis is reported to be about $6500.00 new. Heck, at this price I can > almost have an extra engine sitting around to use if I need it . > Chris, et.al., Thanks for the input. My only complaint is that now I have to think some more.... I hate it when that happens. :-) A friend of mine recently had his Lyc IO-540-K overhauled and it was close to 20K for the work. You can go a long way with a rotary for that. And I think I remember seeing the 13B was TBO'd at about 3000 hrs? Is that right? I'm beginning to like the idea of a 20B Turbo..... Sheesh.... there I go thinking again .... I gotta stop this..... Dale From reflector@tvbf.org Sat Apr 19 19:28:52 2003 From: reflector@tvbf.org (Scott Derrick) Date: Sat, 19 Apr 2003 12:28:52 -0600 Subject: REFLECTOR:RE: main wheel/brake shutter References: <410-220034619175930153@earthlink.net> Message-ID: <3EA19564.1060206@tnstaafl.net> I put large washers in between the bulkheads and the leg bushing to eliminate any sliding movement on the pivot bolts. This was recommended by the factory A&P. This also allows you to keep the two legs in alignment so there is no binding in the gear mechanism as the legs retract. My through bolts are just tight enough so their is no play in the bolt, but there is very little squeezing pressure being applied to the forward and rear bulkheads. Scott Chris Martin wrote: > Pat, > > Try tightening the through bolts at the main pivot points for the nose gear > and the mains. This was my biggest problem and solved almost all of my > shimmy. Put the plane up on jacks and cycle the gear up. Place a box or > some sort of 6 inch high block on the ground where the wheels come down. > Then dump the emergency hydraulic release and let the gear down. The gear > will stop on the blocks allowing you to lift them and feel the side to side > play. I think you will find that use has loosened it up considerably. > Lubricate the pivot points and tighten them up as much as you can without > binding the gear. That should fix most of the shimmy. > > Let me know if it helps. > > Chris > > > >>[Original Message] >>From: Pat Shea >>To: Chris Martin >>Date: 4/17/2003 11:32:51 AM >>Subject: main wheel/brake shutter >> >>Hi Chris, >> >> Just thought I'd drop you a note to let you know >>you're not the only one having brake shutter problems. >>Although I had taxied my plane in the past up to about >>40mph w/ no problems, now if I hit the brakes around >>40mph I get a pretty bad main wheel/gear shutter until >>the speed drops below 20mph. There is no problem until >>I touch the brakes or after I release them. It >>definitely won't pass the 'friends and family' test. >>Of course, I've made a few changes since those initial >>successful taxi tests: upgraded to the 600XT's >>calipers, upgraded to the steel discs, upgraded to the >>bi-metal pads, replaced my tires/tubes, changed the >>brake lines, adjusted the toe-in, replaced my nose >>wheel, painted the plane... How's that for a few >>variables?? >> Anyway, Scott Swing thinks the problem may be a >>variation in the disc thickness - George at Matco >>doesn't... I need to measure it. I still have my old >>disc which I plan on re-installing to see if that >>makes any difference. I did have a some pretty good >>disc run-out (more than 1/16") which I shimmed away - >>that fix had zero affect on the shutter. George has >>offered to check my brake/disc/wheel setup. My wife is >>due to deliver #2 in 2 weeks so I probably won't miss >>those parts too much for a while... >> >>Best of luck, Pat >> >> >> >>__________________________________________________ >>Do you Yahoo!? >>The New Yahoo! Search - Faster. Easier. Bingo >>http://search.yahoo.com > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Sat Apr 19 19:45:02 2003 From: reflector@tvbf.org (Tom Martino) Date: Sat, 19 Apr 2003 12:45:02 -0600 Subject: REFLECTOR:RE: main wheel/brake shutter Message-ID: Why don't they use castle type nuts on the main gear pivots (with cotter pins)? Wouldn't this be a better arrangement for holding the right amount of torque and taking away the worry of them coming loose? -----Original Message----- From: Scott Derrick [mailto:scott@tnstaafl.net] Sent: Saturday, April 19, 2003 12:29 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:RE: main wheel/brake shutter I put large washers in between the bulkheads and the leg bushing to eliminate any sliding movement on the pivot bolts. This was recommended by the factory A&P. This also allows you to keep the two legs in alignment so there is no binding in the gear mechanism as the legs retract. My through bolts are just tight enough so their is no play in the bolt, but there is very little squeezing pressure being applied to the forward and rear bulkheads. Scott Chris Martin wrote: > Pat, > > Try tightening the through bolts at the main pivot points for the nose gear > and the mains. This was my biggest problem and solved almost all of my > shimmy. Put the plane up on jacks and cycle the gear up. Place a box or > some sort of 6 inch high block on the ground where the wheels come down. > Then dump the emergency hydraulic release and let the gear down. The gear > will stop on the blocks allowing you to lift them and feel the side to side > play. I think you will find that use has loosened it up considerably. > Lubricate the pivot points and tighten them up as much as you can without > binding the gear. That should fix most of the shimmy. > > Let me know if it helps. > > Chris > > > >>[Original Message] >>From: Pat Shea >>To: Chris Martin >>Date: 4/17/2003 11:32:51 AM >>Subject: main wheel/brake shutter >> >>Hi Chris, >> >> Just thought I'd drop you a note to let you know >>you're not the only one having brake shutter problems. >>Although I had taxied my plane in the past up to about >>40mph w/ no problems, now if I hit the brakes around >>40mph I get a pretty bad main wheel/gear shutter until >>the speed drops below 20mph. There is no problem until >>I touch the brakes or after I release them. It >>definitely won't pass the 'friends and family' test. >>Of course, I've made a few changes since those initial >>successful taxi tests: upgraded to the 600XT's >>calipers, upgraded to the steel discs, upgraded to the >>bi-metal pads, replaced my tires/tubes, changed the >>brake lines, adjusted the toe-in, replaced my nose >>wheel, painted the plane... How's that for a few >>variables?? >> Anyway, Scott Swing thinks the problem may be a >>variation in the disc thickness - George at Matco >>doesn't... I need to measure it. I still have my old >>disc which I plan on re-installing to see if that >>makes any difference. I did have a some pretty good >>disc run-out (more than 1/16") which I shimmed away - >>that fix had zero affect on the shutter. George has >>offered to check my brake/disc/wheel setup. My wife is >>due to deliver #2 in 2 weeks so I probably won't miss >>those parts too much for a while... >> >>Best of luck, Pat >> >> >> >>__________________________________________________ >>Do you Yahoo!? >>The New Yahoo! Search - Faster. Easier. Bingo >>http://search.yahoo.com > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 19 20:50:08 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Sat, 19 Apr 2003 15:50:08 EDT Subject: REFLECTOR:Here we go again agian Message-ID: --part1_bd.315b5a4f.2bd30270_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I knew I was opening a can of worms again...SORRY Folks. This is a thread I hadn't paid a lot of attention to until lately. Economy and financial changes added to discussion's with several people, some A & P's and a look at price tags and reliability.... Well, the club finally hit me over the head that I need to give the rotary and SVX a real look. I own 2 Subee's and the are great, but have always been highly impressed by the rotary. The wife really liked the idea that Dodge brought back the Hemi.....Hummmm.....Thanx to everyone for your valuable information, ideas and direction. Much appreciated. Best wishes to all, Larry --part1_bd.315b5a4f.2bd30270_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable I knew I was opening a can of worm= s again...SORRY Folks.    This is a thread I hadn't pa= id a lot of attention to until lately. Economy and financial changes added t= o discussion's with several people, some A & P's and a look at price tag= s and reliability.... Well, the club finally hit me over the head that I nee= d to give the rotary and SVX a real look.

I own 2 Subee's and the are great, but have always been highly impressed by=20= the rotary. The wife really liked the idea that Dodge brought back the Hemi.= ....Hummmm.....Thanx to everyone for your valuable information, ideas and di= rection. Much appreciated.
Best wishes to all,
Larry --part1_bd.315b5a4f.2bd30270_boundary-- From reflector@tvbf.org Sat Apr 19 22:55:27 2003 From: reflector@tvbf.org (Fred Vandeman) Date: Sat, 19 Apr 2003 16:55:27 -0500 Subject: REFLECTOR:Considering alternate engines In-Reply-To: <2973.216.28.64.125.1050775305.squirrel@email.web2e.com> Message-ID: Chris, I'm going to use a NA 20B in my XLFG. Have rebuilt the engine, looks great. My costs are about $4800 (cost of engine and parts for rebuild). When I get the PSRU, engine management system, manifolds and cooling systems.....I'll probably be +$10,000. I expect plenty of power, reliability and very smooth operation. Issues with aviation use of the rotary that are not turnkey still include: cooling, manifolds and exhaust (temp and durability). These are still some significant issues, but there are some very talented people working on these. For the most part, solutions for each application include considerable custom work.....if you're going rotary, you must be willing and able to work on these custom projects. Some excellent options coming for intake manifolds and engine mounts. Several great chat groups out there. Best Fred On Saturday, April 19, 2003, at 01:01 PM, Dale W. Thomas wrote: > >> To me, it is great that all this is available at a MUCH better price >> than a certified a/c engine. For a do it yourself rebuild, parts are >> abut $900. A professional rebuild is $4000 for aviation use. The >> Renesis is reported to be about $6500.00 new. Heck, at this price I >> can >> almost have an extra engine sitting around to use if I need it . >> > > Chris, et.al., > Thanks for the input. > My only complaint is that now I have to think some more.... I hate it > when that happens. :-) > A friend of mine recently had his Lyc IO-540-K overhauled and it was > close to 20K for the work. You can go a long way with a rotary for > that. And I think I remember seeing the 13B was TBO'd at about 3000 > hrs? Is that right? > I'm beginning to like the idea of a 20B Turbo..... > > Sheesh.... there I go thinking again .... I gotta stop this..... > > > Dale > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Sat Apr 19 21:59:24 2003 From: reflector@tvbf.org ( Chris Martin) Date: Sat, 19 Apr 2003 13:59:24 -0700 Subject: REFLECTOR:RE: main wheel/brake shutter Message-ID: <410-220034619205924725@earthlink.net> Tom, This is a periodic adjustment that should be made due to creep and use of the retract gear. A castle nut would not give you the fine tune adjustment required. I prefer to use a jamb nut on top of the main nut of the two main gear bolt. For the nose gear bolt I use a plastic insert type of lock nut. Chris Martin > [Original Message] > From: Tom Martino > To: > Date: 4/19/2003 10:46:10 AM > Subject: RE: REFLECTOR:RE: main wheel/brake shutter > > Why don't they use castle type nuts on the main gear pivots (with cotter > pins)? Wouldn't this be a better arrangement for holding the right > amount of torque and taking away the worry of them coming loose? > > > -----Original Message----- > From: Scott Derrick [mailto:scott@tnstaafl.net] > Sent: Saturday, April 19, 2003 12:29 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR:RE: main wheel/brake shutter > > I put large washers in between the bulkheads and the leg bushing to > eliminate any sliding movement on the pivot bolts. This was recommended > > by the factory A&P. > > This also allows you to keep the two legs in alignment so there is no > binding in the gear mechanism as the legs retract. > > My through bolts are just tight enough so their is no play in the bolt, > but there is very little squeezing pressure being applied to the forward > > and rear bulkheads. > > Scott > > Chris Martin wrote: > > Pat, > > > > Try tightening the through bolts at the main pivot points for the nose > gear > > and the mains. This was my biggest problem and solved almost all of my > > shimmy. Put the plane up on jacks and cycle the gear up. Place a box > or > > some sort of 6 inch high block on the ground where the wheels come > down. > > Then dump the emergency hydraulic release and let the gear down. The > gear > > will stop on the blocks allowing you to lift them and feel the side to > side > > play. I think you will find that use has loosened it up considerably. > > Lubricate the pivot points and tighten them up as much as you can > without > > binding the gear. That should fix most of the shimmy. > > > > Let me know if it helps. > > > > Chris > > > > > > > >>[Original Message] > >>From: Pat Shea > >>To: Chris Martin > >>Date: 4/17/2003 11:32:51 AM > >>Subject: main wheel/brake shutter > >> > >>Hi Chris, > >> > >> Just thought I'd drop you a note to let you know > >>you're not the only one having brake shutter problems. > >>Although I had taxied my plane in the past up to about > >>40mph w/ no problems, now if I hit the brakes around > >>40mph I get a pretty bad main wheel/gear shutter until > >>the speed drops below 20mph. There is no problem until > >>I touch the brakes or after I release them. It > >>definitely won't pass the 'friends and family' test. > >>Of course, I've made a few changes since those initial > >>successful taxi tests: upgraded to the 600XT's > >>calipers, upgraded to the steel discs, upgraded to the > >>bi-metal pads, replaced my tires/tubes, changed the > >>brake lines, adjusted the toe-in, replaced my nose > >>wheel, painted the plane... How's that for a few > >>variables?? > >> Anyway, Scott Swing thinks the problem may be a > >>variation in the disc thickness - George at Matco > >>doesn't... I need to measure it. I still have my old > >>disc which I plan on re-installing to see if that > >>makes any difference. I did have a some pretty good > >>disc run-out (more than 1/16") which I shimmed away - > >>that fix had zero affect on the shutter. George has > >>offered to check my brake/disc/wheel setup. My wife is > >>due to deliver #2 in 2 weeks so I probably won't miss > >>those parts too much for a while... > >> > >>Best of luck, Pat > >> > >> > >> > >>__________________________________________________ > >>Do you Yahoo!? > >>The New Yahoo! Search - Faster. Easier. Bingo > >>http://search.yahoo.com > > > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 19 22:07:42 2003 From: reflector@tvbf.org (Scott Derrick) Date: Sat, 19 Apr 2003 15:07:42 -0600 Subject: REFLECTOR:RE: main wheel/brake shutter References: <410-220034619205924725@earthlink.net> Message-ID: <3EA1BA9E.1080306@tnstaafl.net> When I installed new gear bolts(ordered from the factory) I got a plastic insert lock nut with each bolt. I put a dab of fingernail polish on the nut to verify it hasn't moved since I last tightened it. Scott Chris Martin wrote: > Tom, > > This is a periodic adjustment that should be made due to creep and use of > the retract gear. A castle nut would not give you the fine tune adjustment > required. I prefer to use a jamb nut on top of the main nut of the two main > gear bolt. For the nose gear bolt I use a plastic insert type of lock nut. > > Chris Martin > > > >>[Original Message] >>From: Tom Martino >>To: >>Date: 4/19/2003 10:46:10 AM >>Subject: RE: REFLECTOR:RE: main wheel/brake shutter >> >>Why don't they use castle type nuts on the main gear pivots (with cotter >>pins)? Wouldn't this be a better arrangement for holding the right >>amount of torque and taking away the worry of them coming loose? >> >> >>-----Original Message----- >>From: Scott Derrick [mailto:scott@tnstaafl.net] >>Sent: Saturday, April 19, 2003 12:29 PM >>To: reflector@tvbf.org >>Subject: Re: REFLECTOR:RE: main wheel/brake shutter >> >>I put large washers in between the bulkheads and the leg bushing to >>eliminate any sliding movement on the pivot bolts. This was recommended >> >>by the factory A&P. >> >>This also allows you to keep the two legs in alignment so there is no >>binding in the gear mechanism as the legs retract. >> >>My through bolts are just tight enough so their is no play in the bolt, >>but there is very little squeezing pressure being applied to the forward >> >> and rear bulkheads. >> >>Scott >> >>Chris Martin wrote: >> >>>Pat, >>> >>>Try tightening the through bolts at the main pivot points for the nose >> >>gear >> >>>and the mains. This was my biggest problem and solved almost all of my >>>shimmy. Put the plane up on jacks and cycle the gear up. Place a box >> >>or >> >>>some sort of 6 inch high block on the ground where the wheels come >> >>down. >> >>>Then dump the emergency hydraulic release and let the gear down. The >> >>gear >> >>>will stop on the blocks allowing you to lift them and feel the side to >> >>side >> >>>play. I think you will find that use has loosened it up considerably. >>>Lubricate the pivot points and tighten them up as much as you can >> >>without >> >>>binding the gear. That should fix most of the shimmy. >>> >>>Let me know if it helps. >>> >>>Chris >>> >>> >>> >>> >>>>[Original Message] >>>>From: Pat Shea >>>>To: Chris Martin >>>>Date: 4/17/2003 11:32:51 AM >>>>Subject: main wheel/brake shutter >>>> >>>>Hi Chris, >>>> >>>>Just thought I'd drop you a note to let you know >>>>you're not the only one having brake shutter problems. >>>>Although I had taxied my plane in the past up to about >>>>40mph w/ no problems, now if I hit the brakes around >>>>40mph I get a pretty bad main wheel/gear shutter until >>>>the speed drops below 20mph. There is no problem until >>>>I touch the brakes or after I release them. It >>>>definitely won't pass the 'friends and family' test. >>>>Of course, I've made a few changes since those initial >>>>successful taxi tests: upgraded to the 600XT's >>>>calipers, upgraded to the steel discs, upgraded to the >>>>bi-metal pads, replaced my tires/tubes, changed the >>>>brake lines, adjusted the toe-in, replaced my nose >>>>wheel, painted the plane... How's that for a few >>>>variables?? >>>>Anyway, Scott Swing thinks the problem may be a >>>>variation in the disc thickness - George at Matco >>>>doesn't... I need to measure it. I still have my old >>>>disc which I plan on re-installing to see if that >>>>makes any difference. I did have a some pretty good >>>>disc run-out (more than 1/16") which I shimmed away - >>>>that fix had zero affect on the shutter. George has >>>>offered to check my brake/disc/wheel setup. My wife is >>>>due to deliver #2 in 2 weeks so I probably won't miss >>>>those parts too much for a while... >>>> >>>>Best of luck, Pat >>>> >>>> >>>> >>>>__________________________________________________ >>>>Do you Yahoo!? >>>>The New Yahoo! Search - Faster. Easier. Bingo >>>>http://search.yahoo.com >>> >>> >>> >>>_______________________________________________ >>>To change your email address, visit >> >>http://www.tvbf.org/mailman/listinfo/reflector >> >>>Visit the gallery! tvbf:jamaicangoose >>> >> >> >>_______________________________________________ >>To change your email address, visit >>http://www.tvbf.org/mailman/listinfo/reflector >> >>Visit the gallery! tvbf:jamaicangoose >> >>_______________________________________________ >>To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > >>Visit the gallery! tvbf:jamaicangoose > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Sun Apr 20 20:47:41 2003 From: reflector@tvbf.org (SANCHEZ, MERRI J., PHD (JSC-OC) (NASA)) Date: Sun, 20 Apr 2003 14:47:41 -0500 Subject: REFLECTOR:Cowl Fasteners Message-ID: <1848CABD3587A84DAC6B3F82FE01D9FC0A49E35F@jsc-mail08.jsc.nasa.gov> I'm still building, but plan on using flush mounted 1/4 turn camlocs. I use them on the LongEZ I fly and have never had any problems with them. I've also modified how the cowl fits to the fuselage by laying up a "u" on the fuselage side that the cowl slides into to be more secure. Merri Sanchez -----Original Message----- From: Scott Derrick [mailto:scott@tnstaafl.net] Sent: Friday, April 18, 2003 9:13 PM To: reflector@tvbf.org Subject: REFLECTOR:Cowl Fasteners Can I surmise from the deafening silence in regards to my question about captive fasteners used to hole on our rear cowls that nobody has figured out a way to use them? Everybody using regular screws and washers? I found some fully retractable 1/4 turn fasteners but the head sticks way up, almost 1/2 an inch. Scott _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 21 03:35:13 2003 From: reflector@tvbf.org (Phil Hooper) Date: Sun, 20 Apr 2003 19:35:13 -0700 Subject: REFLECTOR:Cowl Fasteners In-Reply-To: <1848CABD3587A84DAC6B3F82FE01D9FC0A49E35F@jsc-mail08.jsc.nasa.gov> Message-ID: <000801c307ae$a4589ac0$6701a8c0@HOOPGATEWAY> Merri, got any photos of the "u-joint?" -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of SANCHEZ, MERRI J., PHD (JSC-OC) (NASA) Sent: Sunday, April 20, 2003 12:48 PM To: 'reflector@tvbf.org' Subject: RE: REFLECTOR:Cowl Fasteners I'm still building, but plan on using flush mounted 1/4 turn camlocs. I use them on the LongEZ I fly and have never had any problems with them. I've also modified how the cowl fits to the fuselage by laying up a "u" on the fuselage side that the cowl slides into to be more secure. Merri Sanchez -----Original Message----- From: Scott Derrick [mailto:scott@tnstaafl.net] Sent: Friday, April 18, 2003 9:13 PM To: reflector@tvbf.org Subject: REFLECTOR:Cowl Fasteners Can I surmise from the deafening silence in regards to my question about captive fasteners used to hole on our rear cowls that nobody has figured out a way to use them? Everybody using regular screws and washers? I found some fully retractable 1/4 turn fasteners but the head sticks way up, almost 1/2 an inch. Scott _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 21 03:27:55 2003 From: reflector@tvbf.org (Scott Derrick) Date: Sun, 20 Apr 2003 20:27:55 -0600 Subject: REFLECTOR:Cowl Fasteners References: Message-ID: <3EA3572B.5040903@tnstaafl.net> Steve, Are you flying this way? What keeps the cowl from flapping? Scott steve korney wrote: > Scott... > > I don't use anything to hold the cowl on where it slides under the top > of the fuselage forward lip...and I don't have a ACS catalog handy but > I'm sure you can look them up...There 1/4 inch in diameter. > > > > Best... Steve > > > > > _________________________________________________________________ > Help STOP SPAM with the new MSN 8 and get 2 months FREE* > http://join.msn.com/?page=features/junkmail > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Mon Apr 21 03:30:41 2003 From: reflector@tvbf.org (Scott Derrick) Date: Sun, 20 Apr 2003 20:30:41 -0600 Subject: REFLECTOR:Cowl Fasteners References: <1848CABD3587A84DAC6B3F82FE01D9FC0A49E35F@jsc-mail08.jsc.nasa.gov> Message-ID: <3EA357D1.2040105@tnstaafl.net> Hmmm... Good thought I could put put short doublers where the screws are to make small U shaped grooves for the cowl to fit in...... Anybody who is flying do this with success? That would eliminate 90% of the cowl screws! Scott SANCHEZ, MERRI J., PHD (JSC-OC) (NASA) wrote: > I'm still building, but plan on using flush mounted 1/4 turn camlocs. I use > them on the LongEZ I fly and have never had any problems with them. I've > also modified how the cowl fits to the fuselage by laying up a "u" on the > fuselage side that the cowl slides into to be more secure. > > Merri Sanchez > > > > -----Original Message----- > From: Scott Derrick [mailto:scott@tnstaafl.net] > Sent: Friday, April 18, 2003 9:13 PM > To: reflector@tvbf.org > Subject: REFLECTOR:Cowl Fasteners > > > Can I surmise from the deafening silence in regards to my question about > captive fasteners used to hole on our rear cowls that nobody has figured > out a way to use them? > > Everybody using regular screws and washers? > > I found some fully retractable 1/4 turn fasteners but the head sticks > way up, almost 1/2 an inch. > > Scott > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Mon Apr 21 05:43:21 2003 From: reflector@tvbf.org (steve korney) Date: Mon, 21 Apr 2003 04:43:21 +0000 Subject: REFLECTOR:Cowl Fasteners Message-ID: Scott... The bottom of the cowl is screwed on ... I only use the camlocks on the top cowl... Best... Steve _________________________________________________________________ Help STOP SPAM with the new MSN 8 and get 2 months FREE* http://join.msn.com/?page=features/junkmail From reflector@tvbf.org Mon Apr 21 15:31:53 2003 From: reflector@tvbf.org (Scott Derrick) Date: Mon, 21 Apr 2003 08:31:53 -0600 Subject: REFLECTOR:Flying without Cowl Fasteners References: Message-ID: <3EA400D9.5030507@tnstaafl.net> Is anybody actually flying without cowl fasteners where the cowl meets the fuselage? The plans call for a lip extended rearward from the fuselage that the cowl slides inside of. Screws(through the fuselage lip) and captured nuts(on the cowl) are then installed about every 6 inches along this overlap. Some ,all non-flying or not-tested I guess, say they are not using any screws? Merri says he has built a U shaped slot instead of just a lip for he cowls to slid into so he doesn't have to use screws. This sounds doable and secure. I'd really like to reduce the number of screws(uncaptured) used to hold the cowl on since they have a tendency to come un screwed during flight and put large nicks in the prop. I'd also like to use something that has some flight hours on it. Scott From reflector@tvbf.org Mon Apr 21 15:48:21 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Mon, 21 Apr 2003 07:48:21 -0700 Subject: REFLECTOR:Flying without Cowl Fasteners In-Reply-To: <3EA400D9.5030507@tnstaafl.net> References: Message-ID: <5.2.0.9.2.20030421074409.02ed4ec0@pop.charter.net> I know this is only slightly applicable, but it's a datapoint. At one time we were flying the Berkut prototype this way. We were using very stiff carbon cowls and thought the wing interface camlocks were all we needed. At speed, the lower cowl (pressure side) balooned up significantly, and cracked in many places. Fortunately the forward edge didn't come all the way out from under the fuselage lip, or it would have become a scoop, increased pressure and departed. I know the non-pressure side doesn't have the same amount of force on it - but as it tapers toward the spinner, there's significant lift on it, trying to pull it outward. I'd stick with screws and nutplates. At 08:31 AM 4/21/03 -0600, Scott Derrick wrote: >Is anybody actually flying without cowl fasteners where the cowl meets the >fuselage? > >The plans call for a lip extended rearward from the fuselage that the cowl >slides inside of. Screws(through the fuselage lip) and captured nuts(on >the cowl) are then installed about every 6 inches along this overlap. > >Some ,all non-flying or not-tested I guess, say they are not using any >screws? Merri says he has built a U shaped slot instead of just a lip for >he cowls to slid into so he doesn't have to use screws. This >sounds doable and secure. > >I'd really like to reduce the number of screws(uncaptured) used to hold >the cowl on since they have a tendency to come un screwed during flight >and put large nicks in the prop. > >I'd also like to use something that has some flight hours on it. > >Scott > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 21 16:32:26 2003 From: reflector@tvbf.org (Laurence Coen) Date: Mon, 21 Apr 2003 10:32:26 -0500 Subject: REFLECTOR:Flying without Cowl Fasteners References: <3EA400D9.5030507@tnstaafl.net> Message-ID: Scott, I don't understand why your cowl screws are coming unscrewed. I have been flying a Cherokee 180 for 16 years and have yet to lose any of the lower cowl screws. These screws pass through the cowl and into a nut plate mounted to the fuselage which is the same arrangement that is used on the Velocity. Is it possible that you have 10-32 nut plates and 8-32 screws? Just a thought but I can't think of any good reason you are having this problem. Larry Coen SE-RG/Franklin ----- Original Message ----- From: "Scott Derrick" To: Sent: Monday, April 21, 2003 9:31 AM Subject: REFLECTOR:Flying without Cowl Fasteners > Is anybody actually flying without cowl fasteners where the cowl meets > the fuselage? > > The plans call for a lip extended rearward from the fuselage that the > cowl slides inside of. Screws(through the fuselage lip) and captured > nuts(on the cowl) are then installed about every 6 inches along this > overlap. > > Some ,all non-flying or not-tested I guess, say they are not using any > screws? Merri says he has built a U shaped slot instead of just a lip > for he cowls to slid into so he doesn't have to use screws. This sounds > doable and secure. > > I'd really like to reduce the number of screws(uncaptured) used to hold > the cowl on since they have a tendency to come un screwed during flight > and put large nicks in the prop. > > I'd also like to use something that has some flight hours on it. > > Scott > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Mon Apr 21 15:52:08 2003 From: reflector@tvbf.org (Scott Derrick) Date: Mon, 21 Apr 2003 08:52:08 -0600 Subject: REFLECTOR:NOS References: Message-ID: <3EA40598.9060207@tnstaafl.net> Summer is approaching and once again I am considering ways to decrease the inordinately long takeoff runs at high density altitudes. Density altitudes are rising past 8,000 ft around here during the day and will approach or exceed 10,000 fairly regularly in July/August. Most of the problem is during takeoff though go arounds can be interesting. My engine is a 200HP B2B IO360 Lycoming. My options as I see them in order of expected initial cost. 1.) N2O System. This is at the top of my list. Only to be used for high altitude takeoffs. Controlled to maintain less than 100% of rated horse power, kinduv a NOS Normalized System. The only moving parts being two solenoids to control N2O and gasoline flow. The lowest cost of all the solutions, though there is a continuing cost of N2O replenishment. 2.) TurboCharger. The good news about this modification is it is usable in all flight modes. The bad news is its a major modification with many additions of high wear parts. I would only be really interested in a Turbo Normalized installation, is there one for a 360 Lyc? 3.) Constant Speed or Inflight Adjustable Pitch Prop. This was at the top of my list but cost is outrageous for a CS prop on a 4 banger Lyc pusher. I think MT is the only option and that means about $8000. Good news is its a proven prop, and no ongoing costs like N2O. 4.) Bigger engine. This is last and not really being considered. Any comments? Been there done that? Scott From reflector@tvbf.org Mon Apr 21 16:50:55 2003 From: reflector@tvbf.org (Andy Millin) Date: Mon, 21 Apr 2003 11:50:55 -0400 Subject: REFLECTOR:NOS In-Reply-To: <3EA40598.9060207@tnstaafl.net> Message-ID: JATO :) -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Derrick Sent: Monday, April 21, 2003 10:52 AM To: reflector@tvbf.org Subject: REFLECTOR:NOS Summer is approaching and once again I am considering ways to decrease the inordinately long takeoff runs at high density altitudes. Density altitudes are rising past 8,000 ft around here during the day and will approach or exceed 10,000 fairly regularly in July/August. Most of the problem is during takeoff though go arounds can be interesting. My engine is a 200HP B2B IO360 Lycoming. My options as I see them in order of expected initial cost. 1.) N2O System. This is at the top of my list. Only to be used for high altitude takeoffs. Controlled to maintain less than 100% of rated horse power, kinduv a NOS Normalized System. The only moving parts being two solenoids to control N2O and gasoline flow. The lowest cost of all the solutions, though there is a continuing cost of N2O replenishment. 2.) TurboCharger. The good news about this modification is it is usable in all flight modes. The bad news is its a major modification with many additions of high wear parts. I would only be really interested in a Turbo Normalized installation, is there one for a 360 Lyc? 3.) Constant Speed or Inflight Adjustable Pitch Prop. This was at the top of my list but cost is outrageous for a CS prop on a 4 banger Lyc pusher. I think MT is the only option and that means about $8000. Good news is its a proven prop, and no ongoing costs like N2O. 4.) Bigger engine. This is last and not really being considered. Any comments? Been there done that? Scott _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 21 17:26:51 2003 From: reflector@tvbf.org (Tom Martino) Date: Mon, 21 Apr 2003 10:26:51 -0600 Subject: REFLECTOR:NOS Message-ID: I don't know where you live ... but I am in Colorado ... where we always take off at a mile high or more. The sad fact is ... 200 horsepower on a Canard (because of increased ground roll)is underpowered for higher elevations ... unless you are solo with not much fuel. A constant speed prop will definitely help. After hearing all of the complaints around here, I decided to go with an IO-540. Hope things work out. -----Original Message----- From: Andy Millin [mailto:amillin@net-link.net] Sent: Monday, April 21, 2003 9:51 AM To: reflector@tvbf.org Subject: RE: REFLECTOR:NOS JATO :) -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Derrick Sent: Monday, April 21, 2003 10:52 AM To: reflector@tvbf.org Subject: REFLECTOR:NOS Summer is approaching and once again I am considering ways to decrease the inordinately long takeoff runs at high density altitudes. Density altitudes are rising past 8,000 ft around here during the day and will approach or exceed 10,000 fairly regularly in July/August. Most of the problem is during takeoff though go arounds can be interesting. My engine is a 200HP B2B IO360 Lycoming. My options as I see them in order of expected initial cost. 1.) N2O System. This is at the top of my list. Only to be used for high altitude takeoffs. Controlled to maintain less than 100% of rated horse power, kinduv a NOS Normalized System. The only moving parts being two solenoids to control N2O and gasoline flow. The lowest cost of all the solutions, though there is a continuing cost of N2O replenishment. 2.) TurboCharger. The good news about this modification is it is usable in all flight modes. The bad news is its a major modification with many additions of high wear parts. I would only be really interested in a Turbo Normalized installation, is there one for a 360 Lyc? 3.) Constant Speed or Inflight Adjustable Pitch Prop. This was at the top of my list but cost is outrageous for a CS prop on a 4 banger Lyc pusher. I think MT is the only option and that means about $8000. Good news is its a proven prop, and no ongoing costs like N2O. 4.) Bigger engine. This is last and not really being considered. Any comments? Been there done that? Scott _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 21 16:54:56 2003 From: reflector@tvbf.org (Scott Derrick) Date: Mon, 21 Apr 2003 09:54:56 -0600 Subject: REFLECTOR:Flying without Cowl Fasteners References: <3EA400D9.5030507@tnstaafl.net> Message-ID: <3EA41450.8030704@tnstaafl.net> I dunno? It happens. I've lost two in 125 hours. The screws and nut plates are the same size. I'd hazard a guess its the compression of the fiberglass when its vibrating that allows the screw to back out. Metal doesn't compress as much(or at all) so once its tight it stays that way. Maybe I'm not torqueing them down enough? I've also had the cowls off numerous times working out cooling issues, ignition installation, working out the bugs.... How many hours on your SE? Lost any cowl screws yet? I don't know how valid a comparison is between a Cherokee and a Velocity? Scott Laurence Coen wrote: > Scott, > > I don't understand why your cowl screws are coming unscrewed. I have been > flying a Cherokee 180 for 16 years and have yet to lose any of the lower > cowl screws. These screws pass through the cowl and into a nut plate > mounted to the fuselage which is the same arrangement that is used on the > Velocity. Is it possible that you have 10-32 nut plates and 8-32 screws? > Just a thought but I can't think of any good reason you are having this > problem. > > Larry Coen > SE-RG/Franklin > > ----- Original Message ----- > From: "Scott Derrick" > To: > Sent: Monday, April 21, 2003 9:31 AM > Subject: REFLECTOR:Flying without Cowl Fasteners > > > >>Is anybody actually flying without cowl fasteners where the cowl meets >>the fuselage? >> >>The plans call for a lip extended rearward from the fuselage that the >>cowl slides inside of. Screws(through the fuselage lip) and captured >>nuts(on the cowl) are then installed about every 6 inches along this >>overlap. >> >>Some ,all non-flying or not-tested I guess, say they are not using any >>screws? Merri says he has built a U shaped slot instead of just a lip >>for he cowls to slid into so he doesn't have to use screws. This sounds >> doable and secure. >> >>I'd really like to reduce the number of screws(uncaptured) used to hold >>the cowl on since they have a tendency to come un screwed during flight >>and put large nicks in the prop. >> >>I'd also like to use something that has some flight hours on it. >> >>Scott >> >>_______________________________________________ >>To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > >>Visit the gallery! tvbf:jamaicangoose >> > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Mon Apr 21 17:25:16 2003 From: reflector@tvbf.org (Scott Derrick) Date: Mon, 21 Apr 2003 10:25:16 -0600 Subject: REFLECTOR:News Message-ID: <3EA41B6C.2090400@tnstaafl.net> It certainly has been rough going for the bleeding edge of experimental aircraft lately. Allan Shaw crashes the Atlantica prototype a few months back and now the prototype Carter Copter does a hard gear up landing. Scott From reflector@tvbf.org Mon Apr 21 17:40:53 2003 From: reflector@tvbf.org (Scott Derrick) Date: Mon, 21 Apr 2003 10:40:53 -0600 Subject: REFLECTOR:NOS References: Message-ID: <3EA41F15.7020203@tnstaafl.net> Well, it would be a tight fit to get a 540 in a Standard RG! If I considered a engine change it would probably have to be a rotary.. Scott Tom Martino wrote: > I don't know where you live ... but I am in Colorado ... where we always take off at a mile high or more. The sad fact is ... 200 horsepower on a Canard (because of increased ground roll)is underpowered for higher elevations ... unless you are solo with not much fuel. > > A constant speed prop will definitely help. > > After hearing all of the complaints around here, I decided to go with an IO-540. > > Hope things work out. > > -----Original Message----- > From: Andy Millin [mailto:amillin@net-link.net] > Sent: Monday, April 21, 2003 9:51 AM > To: reflector@tvbf.org > Subject: RE: REFLECTOR:NOS > > > JATO :) > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Scott Derrick > Sent: Monday, April 21, 2003 10:52 AM > To: reflector@tvbf.org > Subject: REFLECTOR:NOS > > > Summer is approaching and once again I am considering ways to decrease > the inordinately long takeoff runs at high density altitudes. Density > altitudes are rising past 8,000 ft around here during the day and will > approach or exceed 10,000 fairly regularly in July/August. > > Most of the problem is during takeoff though go arounds can be interesting. > > My engine is a 200HP B2B IO360 Lycoming. > > My options as I see them in order of expected initial cost. > > > 1.) N2O System. This is at the top of my list. Only to be used for > high altitude takeoffs. Controlled to maintain less than 100% of rated > horse power, kinduv a NOS Normalized System. The only moving parts being > two solenoids to control N2O and gasoline flow. The lowest cost of all > the solutions, though there is a continuing cost of N2O replenishment. > > 2.) TurboCharger. The good news about this modification is it is usable > in all flight modes. The bad news is its a major modification with many > additions of high wear parts. I would only be really interested in a > Turbo Normalized installation, is there one for a 360 Lyc? > > 3.) Constant Speed or Inflight Adjustable Pitch Prop. This was at the > top of my list but cost is outrageous for a CS prop on a 4 banger Lyc > pusher. I think MT is the only option and that means about $8000. Good > news is its a proven prop, and no ongoing costs like N2O. > > > 4.) Bigger engine. This is last and not really being considered. > > > Any comments? Been there done that? > > Scott > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Mon Apr 21 19:00:05 2003 From: reflector@tvbf.org (Tom Martino) Date: Mon, 21 Apr 2003 12:00:05 -0600 Subject: REFLECTOR:NOS Message-ID: This is a multi-part message in MIME format. ------_=_NextPart_001_01C3082F.D6A47549 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: base64 QWxhbiBTaGF3IGRlc2lnbmVkIGEgc3BlY2lhbCBlbmdpbmUgbW91bnQgYW5kIGNvd2xpbmcuICBJ 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I wanted to say it first, but decided to hold my typing fingers..... The 20b can be turbo'ed (is that a word?) somewhat easily and can give you 300 hp. The new Renesis is about 250 hp before you take off all the emission stuff. I know, I know...it is an auto conversion, HERESY to some. (Esp. to insurance companies). But it is an option...that is gaining popularity somewhat well. FWIW. All the best, Chris the one from Houston -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Derrick Sent: Monday, April 21, 2003 11:41 AM To: reflector@tvbf.org Subject: Re: REFLECTOR:NOS Well, it would be a tight fit to get a 540 in a Standard RG! If I considered a engine change it would probably have to be a rotary.. Scott Tom Martino wrote: > I don't know where you live ... but I am in Colorado ... where we always take off at a mile high or more. The sad fact is ... 200 horsepower on a Canard (because of increased ground roll)is underpowered for higher elevations ... unless you are solo with not much fuel. > > A constant speed prop will definitely help. > > After hearing all of the complaints around here, I decided to go with an IO-540. > > Hope things work out. > > -----Original Message----- > From: Andy Millin [mailto:amillin@net-link.net] > Sent: Monday, April 21, 2003 9:51 AM > To: reflector@tvbf.org > Subject: RE: REFLECTOR:NOS > > > JATO :) > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Scott Derrick > Sent: Monday, April 21, 2003 10:52 AM > To: reflector@tvbf.org > Subject: REFLECTOR:NOS > > > Summer is approaching and once again I am considering ways to decrease > the inordinately long takeoff runs at high density altitudes. Density > altitudes are rising past 8,000 ft around here during the day and will > approach or exceed 10,000 fairly regularly in July/August. > > Most of the problem is during takeoff though go arounds can be interesting. > > My engine is a 200HP B2B IO360 Lycoming. > > My options as I see them in order of expected initial cost. > > > 1.) N2O System. This is at the top of my list. Only to be used for > high altitude takeoffs. Controlled to maintain less than 100% of rated > horse power, kinduv a NOS Normalized System. The only moving parts being > two solenoids to control N2O and gasoline flow. The lowest cost of all > the solutions, though there is a continuing cost of N2O replenishment. > > 2.) TurboCharger. The good news about this modification is it is usable > in all flight modes. The bad news is its a major modification with many > additions of high wear parts. I would only be really interested in a > Turbo Normalized installation, is there one for a 360 Lyc? > > 3.) Constant Speed or Inflight Adjustable Pitch Prop. This was at the > top of my list but cost is outrageous for a CS prop on a 4 banger Lyc > pusher. I think MT is the only option and that means about $8000. Good > news is its a proven prop, and no ongoing costs like N2O. > > > 4.) Bigger engine. This is last and not really being considered. > > > Any comments? Been there done that? > > Scott > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 21 19:04:05 2003 From: reflector@tvbf.org (Bob Kuc) Date: Mon, 21 Apr 2003 14:04:05 -0400 Subject: REFLECTOR:Flying without Cowl Fasteners References: <3EA400D9.5030507@tnstaafl.net> <3EA41450.8030704@tnstaafl.net> Message-ID: <0a3301c30830$66d78a80$0301a8c0@win2k> > Maybe I'm not torqueing them down enough? I've also had the cowls off > numerous times working out cooling issues, ignition installation, > working out the bugs.... > The locknuts will loose its compression after a few tighten /loosen iterations. Those nutplates should be replaced every so often. You could try using longer screws so that you could check them out during preflight. You could also use loctite blue to keep them secure also. From reflector@tvbf.org Mon Apr 21 19:38:35 2003 From: reflector@tvbf.org (Bob Hugel) Date: Mon, 21 Apr 2003 14:38:35 -0400 Subject: REFLECTOR:UPDATE: Velocity Owners Database... Message-ID: <000401c30835$37cc2340$1a03a8c0@server01> I have good news for everyone! After months of 'domestic' projects, I have finally had the chance to update the website to include a feature that allows owners add pictures to go along with their plane information. You can add as many pictures as you like, and as big or small as you like. An interesting feature is that you can also create categories to put those pictures into. When someone views your aircraft information, they are shown all the pictures (in thumbnail form initially) grouped by category to make it easier to find. When the thumbnail is clicked on, the full size image is displayed. When the cursor hovers over a thumbnail a user provided description is shown. Pleas feel free to give it a try and make any suggestions. Bob Hugel p.s. The site can be found at www.lehightechnology.com/velocity From reflector@tvbf.org Mon Apr 21 19:41:45 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Mon, 21 Apr 2003 14:41:45 EDT Subject: REFLECTOR:Flying without Cowl Fasteners Message-ID: <55.3e08e08d.2bd59569@aol.com> In a message dated 4/21/03 9:45:39 AM Pacific Daylight Time, scott@tnstaafl.net writes: << Maybe I'm not torqueing them down enough? I've also had the cowls off numerous times working out cooling issues, ignition installation, working out the bugs.... How many hours on your SE? Lost any cowl screws yet? I don't know how valid a comparison is between a Cherokee and a Velocity? >> I have over 600hrs on my STG-RG and have never lost a cowl screw. Are you screws lone enough to pass through the nut plate? The nut plate should be a locking type where the thread is crushed slightly oval. This will provide enough friction to prevent the screw from backing out as long as the screw passes through it by a few threads. TEC From reflector@tvbf.org Mon Apr 21 19:31:48 2003 From: reflector@tvbf.org (SANCHEZ, MERRI J., PHD (JSC-OC) (NASA)) Date: Mon, 21 Apr 2003 13:31:48 -0500 Subject: REFLECTOR:Flying without Cowl Fasteners Message-ID: <1848CABD3587A84DAC6B3F82FE01D9FC0A49E371@jsc-mail08.jsc.nasa.gov> Actually, I (she, not he) have the "U" slot and camlocs. I'll try to do a sketch and send out this weekend. The slot is probably strong enough to hold, but I still have camlocs about every 9 inches since I hate to take chances. Have never had a camloc come loose in the LongEZ I fly now, and since they are captive I prefer them to screws. Merri Sanchez -----Original Message----- From: Scott Derrick [mailto:scott@tnstaafl.net] Sent: Monday, April 21, 2003 9:32 AM To: reflector@tvbf.org Subject: REFLECTOR:Flying without Cowl Fasteners Is anybody actually flying without cowl fasteners where the cowl meets the fuselage? The plans call for a lip extended rearward from the fuselage that the cowl slides inside of. Screws(through the fuselage lip) and captured nuts(on the cowl) are then installed about every 6 inches along this overlap. Some ,all non-flying or not-tested I guess, say they are not using any screws? Merri says he has built a U shaped slot instead of just a lip for he cowls to slid into so he doesn't have to use screws. This sounds doable and secure. I'd really like to reduce the number of screws(uncaptured) used to hold the cowl on since they have a tendency to come un screwed during flight and put large nicks in the prop. I'd also like to use something that has some flight hours on it. Scott _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 21 22:31:02 2003 From: reflector@tvbf.org (Robin Ream) Date: Mon, 21 Apr 2003 16:31:02 -0500 Subject: REFLECTOR:UPDATE: Velocity Owners Database... References: <000401c30835$37cc2340$1a03a8c0@server01> Message-ID: <00aa01c3084d$4f12ec10$9f7cce18@cj209446d> Thanks for the hard work Bob, we all appreciate it. Robin ----- Original Message ----- From: "Bob Hugel" To: Sent: Monday, April 21, 2003 1:38 PM Subject: REFLECTOR:UPDATE: Velocity Owners Database... > I have good news for everyone! > > After months of 'domestic' projects, I have finally had the chance to update > the website to include a feature that allows owners add pictures to go along > with their plane information. You can add as many pictures as you like, and > as big or small as you like. An interesting feature is that you can also > create categories to put those pictures into. When someone views your > aircraft information, they are shown all the pictures (in thumbnail form > initially) grouped by category to make it easier to find. When the > thumbnail is clicked on, the full size image is displayed. When the cursor > hovers over a thumbnail a user provided description is shown. > > Pleas feel free to give it a try and make any suggestions. > > Bob Hugel > > p.s. The site can be found at www.lehightechnology.com/velocity > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Mon Apr 21 22:48:50 2003 From: reflector@tvbf.org (Dave Scharfenberg) Date: Mon, 21 Apr 2003 16:48:50 -0500 Subject: REFLECTOR:NOS In-Reply-To: <3EA40598.9060207@tnstaafl.net> Message-ID: Scott, Keep in mind that there is a major RPM restriction on the MT prop with an non counterbalanced Lycoming IO360. Operating within the restricted range can cause the leading edge metal to crack. Dave Scharfenberg > > 3.) Constant Speed or Inflight Adjustable Pitch Prop. This was at the > top of my list but cost is outrageous for a CS prop on a 4 banger Lyc > pusher. I think MT is the only option and that means about $8000. Good > news is its a proven prop, and no ongoing costs like N2O. > > > 4.) Bigger engine. This is last and not really being considered. > > > Any comments? Been there done that? > > Scott > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Tue Apr 22 01:40:30 2003 From: reflector@tvbf.org (N.V.Frederick) Date: Mon, 21 Apr 2003 18:40:30 -0600 Subject: REFLECTOR:Flying without Cowl Fasteners References: <3EA400D9.5030507@tnstaafl.net> <3EA41450.8030704@tnstaafl.net> Message-ID: <001001c30867$c765d820$65c262d8@bldrdoc.gov> Scott, what would be wrong with using a little loctite? nolan. ----- Original Message ----- From: "Scott Derrick" To: Sent: Monday, April 21, 2003 9:54 AM Subject: Re: REFLECTOR:Flying without Cowl Fasteners > I dunno? It happens. I've lost two in 125 hours. The screws and nut > plates are the same size. I'd hazard a guess its the compression of the > fiberglass when its vibrating that allows the screw to back out. Metal > doesn't compress as much(or at all) so once its tight it stays that way. > > Maybe I'm not torqueing them down enough? I've also had the cowls off > numerous times working out cooling issues, ignition installation, > working out the bugs.... > > How many hours on your SE? Lost any cowl screws yet? I don't know how > valid a comparison is between a Cherokee and a Velocity? > > Scott > > Laurence Coen wrote: > > Scott, > > > > I don't understand why your cowl screws are coming unscrewed. I have been > > flying a Cherokee 180 for 16 years and have yet to lose any of the lower > > cowl screws. These screws pass through the cowl and into a nut plate > > mounted to the fuselage which is the same arrangement that is used on the > > Velocity. Is it possible that you have 10-32 nut plates and 8-32 screws? > > Just a thought but I can't think of any good reason you are having this > > problem. > > > > Larry Coen > > SE-RG/Franklin > > > > ----- Original Message ----- > > From: "Scott Derrick" > > To: > > Sent: Monday, April 21, 2003 9:31 AM > > Subject: REFLECTOR:Flying without Cowl Fasteners > > > > > > > >>Is anybody actually flying without cowl fasteners where the cowl meets > >>the fuselage? > >> > >>The plans call for a lip extended rearward from the fuselage that the > >>cowl slides inside of. Screws(through the fuselage lip) and captured > >>nuts(on the cowl) are then installed about every 6 inches along this > >>overlap. > >> > >>Some ,all non-flying or not-tested I guess, say they are not using any > >>screws? Merri says he has built a U shaped slot instead of just a lip > >>for he cowls to slid into so he doesn't have to use screws. This sounds > >> doable and secure. > >> > >>I'd really like to reduce the number of screws(uncaptured) used to hold > >>the cowl on since they have a tendency to come un screwed during flight > >>and put large nicks in the prop. > >> > >>I'd also like to use something that has some flight hours on it. > >> > >>Scott > >> > >>_______________________________________________ > >>To change your email address, visit > > > > http://www.tvbf.org/mailman/listinfo/reflector > > > >>Visit the gallery! tvbf:jamaicangoose > >> > > > > _______________________________________________ > > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Tue Apr 22 03:16:21 2003 From: reflector@tvbf.org (Scott Derrick) Date: Mon, 21 Apr 2003 20:16:21 -0600 Subject: REFLECTOR:Flying without Cowl Fasteners References: <3EA400D9.5030507@tnstaafl.net> <3EA41450.8030704@tnstaafl.net> <001001c30867$c765d820$65c262d8@bldrdoc.gov> Message-ID: <3EA4A5F5.9080106@tnstaafl.net> I may resort to that temporarily. Locktite is not an ideal choice for a fastener that is R&R regularly. It builds up and you end up with a gummy mess on the nut and screw after awhile. I'm thinking about changing to longer screws and possibly attempting to replace the nuts in the nut plates. quite a few of them do not squeeze the screws very tight. Or figure out a way to use captured 1/4 turn fasteners as it should have been designed in the first place. Having the propeller behind the aircraft requires a different approach to fasteners because any that come loose will most certainly go through the prop. With a tractor configuration you just want enough to stay fastened so major components donut depart the airframe! Scott N.V.Frederick wrote: > Scott, what would be wrong with using a little loctite? > nolan. > > ----- Original Message ----- > From: "Scott Derrick" > To: > Sent: Monday, April 21, 2003 9:54 AM > Subject: Re: REFLECTOR:Flying without Cowl Fasteners > > > >>I dunno? It happens. I've lost two in 125 hours. The screws and nut >>plates are the same size. I'd hazard a guess its the compression of the >>fiberglass when its vibrating that allows the screw to back out. Metal >>doesn't compress as much(or at all) so once its tight it stays that way. >> >>Maybe I'm not torqueing them down enough? I've also had the cowls off >>numerous times working out cooling issues, ignition installation, >>working out the bugs.... >> >>How many hours on your SE? Lost any cowl screws yet? I don't know how >>valid a comparison is between a Cherokee and a Velocity? >> >>Scott >> >>Laurence Coen wrote: >> >>>Scott, >>> >>>I don't understand why your cowl screws are coming unscrewed. I have >> > been > >>>flying a Cherokee 180 for 16 years and have yet to lose any of the lower >>>cowl screws. These screws pass through the cowl and into a nut plate >>>mounted to the fuselage which is the same arrangement that is used on >> > the > >>>Velocity. Is it possible that you have 10-32 nut plates and 8-32 >> > screws? > >>>Just a thought but I can't think of any good reason you are having this >>>problem. >>> >>>Larry Coen >>>SE-RG/Franklin >>> >>>----- Original Message ----- >>>From: "Scott Derrick" >>>To: >>>Sent: Monday, April 21, 2003 9:31 AM >>>Subject: REFLECTOR:Flying without Cowl Fasteners >>> >>> >>> >>> >>>>Is anybody actually flying without cowl fasteners where the cowl meets >>>>the fuselage? >>>> >>>>The plans call for a lip extended rearward from the fuselage that the >>>>cowl slides inside of. Screws(through the fuselage lip) and captured >>>>nuts(on the cowl) are then installed about every 6 inches along this >>>>overlap. >>>> >>>>Some ,all non-flying or not-tested I guess, say they are not using any >>>>screws? Merri says he has built a U shaped slot instead of just a lip >>>>for he cowls to slid into so he doesn't have to use screws. This sounds >>>> doable and secure. >>>> >>>>I'd really like to reduce the number of screws(uncaptured) used to hold >>>>the cowl on since they have a tendency to come un screwed during flight >>>>and put large nicks in the prop. >>>> >>>>I'd also like to use something that has some flight hours on it. >>>> >>>>Scott >>>> >>>>_______________________________________________ >>>>To change your email address, visit >>> >>>http://www.tvbf.org/mailman/listinfo/reflector >>> >>> >>>>Visit the gallery! tvbf:jamaicangoose >>>> >>> >>>_______________________________________________ >>>To change your email address, visit >> > http://www.tvbf.org/mailman/listinfo/reflector > >>>Visit the gallery! tvbf:jamaicangoose >>> >> >> >>_______________________________________________ >>To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > >>Visit the gallery! tvbf:jamaicangoose >> > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Tue Apr 22 03:25:44 2003 From: reflector@tvbf.org (Phil Hooper) Date: Mon, 21 Apr 2003 19:25:44 -0700 Subject: REFLECTOR:UPDATE: Velocity Owners Database... In-Reply-To: <000401c30835$37cc2340$1a03a8c0@server01> Message-ID: <001001c30876$7b46da70$6701a8c0@HOOPGATEWAY> Thanks Bob. As one who tinkers with database-driven web pages I know how much work this is. One comment that you know about already. The page and photos are noticeably slow to download. Is it your host? Thanks much. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Bob Hugel Sent: Monday, April 21, 2003 11:39 AM To: reflector@tvbf.org Subject: REFLECTOR:UPDATE: Velocity Owners Database... I have good news for everyone! After months of 'domestic' projects, I have finally had the chance to update the website to include a feature that allows owners add pictures to go along with their plane information. You can add as many pictures as you like, and as big or small as you like. An interesting feature is that you can also create categories to put those pictures into. When someone views your aircraft information, they are shown all the pictures (in thumbnail form initially) grouped by category to make it easier to find. When the thumbnail is clicked on, the full size image is displayed. When the cursor hovers over a thumbnail a user provided description is shown. Pleas feel free to give it a try and make any suggestions. Bob Hugel p.s. The site can be found at www.lehightechnology.com/velocity _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Wed Apr 23 04:58:09 2003 From: reflector@tvbf.org (dm) Date: Tue, 22 Apr 2003 20:58:09 -0700 Subject: REFLECTOR:UPDATE: First Flight References: <001001c30876$7b46da70$6701a8c0@HOOPGATEWAY> Message-ID: <002901c3094c$8e950080$4eb3fea9@computer> Exactly two years ago, Dan Fast delivered my SUV 114 fixed gear fastbuild on a foggy April day in 2001. And then on a sunny Saturday, April 19, 2003, N62AL took to the skies under the watchful eyes and skillful hands of test pilot Steve Murphree from Nevada.. Performance, temps etc of the Franklin turning a Catto prop were as good as could be. Now I'm just waiting for clear weather to fly off the required hours and to do performance checks and other incidentals. Dietrich From reflector@tvbf.org Tue Apr 22 05:43:09 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Mon, 21 Apr 2003 21:43:09 -0700 Subject: REFLECTOR:Flying without Cowl Fasteners In-Reply-To: <3EA4A5F5.9080106@tnstaafl.net> References: <3EA400D9.5030507@tnstaafl.net> <3EA41450.8030704@tnstaafl.net> <001001c30867$c765d820$65c262d8@bldrdoc.gov> Message-ID: <5.2.0.9.2.20030421213719.02b36ec0@pop.charter.net> At 08:16 PM 4/21/03 -0600, you wrote: >I'm thinking about changing to longer screws and possibly attempting to >replace the nuts in the nut plates. quite a few of them do not squeeze >the screws very tight. You can re-ovalize them with a pair of vice grips once or twice before you replace them, if you are gentle about it. >Or figure out a way to use captured 1/4 turn fasteners as it should have >been designed in the first place. There is a (very expensive) way to do it. They make adjustable camlock receptacles - but they are $$$$. Use them on the inside of the cowl lip. Use camloc studs that are all the same length and are not captured - you don't put the split washer on the inside. When you undo them with the 1/4 turn, you remove the grommet and camloc stud from the fuselage lip entirely, and put them in your pocket. Then pull the cowl. If you put one in and DON'T turn it, it will depart the airplane - but so will a regular, "captured" camloc if you don't turn it and lock it down. From reflector@tvbf.org Tue Apr 22 06:52:03 2003 From: reflector@tvbf.org ( Chris Martin) Date: Mon, 21 Apr 2003 22:52:03 -0700 Subject: REFLECTOR:Flying a Velocity in Icing Conditions Message-ID: <410-2200342225523295@earthlink.net>

I had an interesting IFR flight today  that I thought you all would be interested in hearing about.
 
I needed to fly from Los Angeles to San Luis Obispo, CA and there was marginal VFR. Clouds were reported with bases at 3,500 and tops at 7,000. I asked a CFI friend to make the trip with me because I knew it would require IFR and I am not rated. To make a long story short. We did some serious cloud burrowing.
 
The icing level was 7,000 and we were at 8,000. After about 15 minutes, as we poked in and out of the clouds, I noticed some minor build up of ice was occurring. The first sign of it showed up at the tips of the vortelons, on the sharpest edges. Within 30 minutes the rime ice was becoming 1/4 inch thick on the leading edges of the winglets. Clear ice was beginning to show just aft of the leading edge of the wing and on top of the carnard. At this point I noticed the plane was loosing 20 knts of forward speed. We penetrated a few more clouds and the buildup seemed to accelerate. The speed of the plane was now reduced by 40 knts and the engine was beginning to heat up. The cylinder head temps had risen from 370 F to 415F. This was undoubtedly due to the arm pit scoops loading up with ice. I thought it was time to call it quits and head for a lower elevation. We dropped to 7,000 and came out of the clouds. Canceled the IFR and squawked 1200 and dropped further to 5,500 as the air temp rose from the low of 32 the ice began to melt. As a few chunks came off, I lifted the nose and dropped the speed to 130knts to allow the ice to fall away as opposed to flying back into the prop. Within 3 minutes we were clear of all the ice and resumed a normal VFR cruise at 3,500 feet on to our destination.
 
I don't know how many of you have flown into real icing conditions. I didn't think I ever would. But, given the right conditions, as I had today, and the opportunity to drop out of it at anytime. I thought it was a worthwhile opportunity to test the effects. The most interesting result was the increased engine temps.
 
Just thought I would share the experience. I don't expect it to happen again.
 
Now back to the continuing saga of "THE CAM LOCKS"
 
Chris Martin
Velocity XL RG
 
 
---
--- EarthLink: It's your Internet.
 

From reflector@tvbf.org Tue Apr 22 13:28:06 2003 From: reflector@tvbf.org (Andy Millin) Date: Tue, 22 Apr 2003 08:28:06 -0400 Subject: REFLECTOR:UPDATE: First Flight In-Reply-To: <002901c3094c$8e950080$4eb3fea9@computer> Message-ID: Congratulations!!! Do you have any pictures you can share of your new baby? Andy -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of dm Sent: Tuesday, April 22, 2003 11:58 PM To: reflector@tvbf.org Subject: REFLECTOR:UPDATE: First Flight Exactly two years ago, Dan Fast delivered my SUV 114 fixed gear fastbuild on a foggy April day in 2001. And then on a sunny Saturday, April 19, 2003, N62AL took to the skies under the watchful eyes and skillful hands of test pilot Steve Murphree from Nevada.. Performance, temps etc of the Franklin turning a Catto prop were as good as could be. Now I'm just waiting for clear weather to fly off the required hours and to do performance checks and other incidentals. Dietrich _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Tue Apr 22 15:44:30 2003 From: reflector@tvbf.org (Scott Derrick) Date: Tue, 22 Apr 2003 08:44:30 -0600 Subject: REFLECTOR:Flying without Cowl Fasteners References: <3EA400D9.5030507@tnstaafl.net> <3EA41450.8030704@tnstaafl.net> <001001c30867$c765d820$65c262d8@bldrdoc.gov> <5.2.0.9.2.20030421213719.02b36ec0@pop.charter.net> Message-ID: <3EA5554E.4030607@tnstaafl.net> This seams a lot like using screws. I think just changing to long screws, tightening up the captured nuts and verifying the screws torque more often will get me by for awhile. Using an inner lip where the cowl meets the fuselage sounds like the best idea to eliminate the screws. I think you would still need a couple fasteners for rigidity but I could use the fully retractable Southcos if it was just a couple. Scott richard@riley.net wrote: > At 08:16 PM 4/21/03 -0600, you wrote: > >> I'm thinking about changing to longer screws and possibly attempting >> to replace the nuts in the nut plates. quite a few of them do not >> squeeze the screws very tight. > > > You can re-ovalize them with a pair of vice grips once or twice before > you replace them, if you are gentle about it. > > >> Or figure out a way to use captured 1/4 turn fasteners as it should >> have been designed in the first place. > > > There is a (very expensive) way to do it. They make adjustable camlock > receptacles - but they are $$$$. Use them on the inside of the cowl > lip. Use camloc studs that are all the same length and are not captured > - you don't put the split washer on the inside. When you undo them with > the 1/4 turn, you remove the grommet and camloc stud from the fuselage > lip entirely, and put them in your pocket. Then pull the cowl. > > If you put one in and DON'T turn it, it will depart the airplane - but > so will a regular, "captured" camloc if you don't turn it and lock it > down. > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Tue Apr 22 15:47:59 2003 From: reflector@tvbf.org (Scott Derrick) Date: Tue, 22 Apr 2003 08:47:59 -0600 Subject: REFLECTOR:UPDATE: First Flight References: <001001c30876$7b46da70$6701a8c0@HOOPGATEWAY> <002901c3094c$8e950080$4eb3fea9@computer> Message-ID: <3EA5561F.1040709@tnstaafl.net> Excellent!! Where abouts in NV? dm wrote: > Exactly two years ago, Dan Fast delivered my SUV 114 fixed gear fastbuild on > a foggy April day in 2001. > And then on a sunny Saturday, April 19, 2003, N62AL took to the skies under > the watchful eyes and skillful hands of test pilot Steve Murphree from > Nevada.. > Performance, temps etc of the Franklin turning a Catto prop were as good as > could be. > Now I'm just waiting for clear weather to fly off the required hours and to > do performance checks and other incidentals. > > Dietrich > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Tue Apr 22 16:28:12 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Tue, 22 Apr 2003 08:28:12 -0700 Subject: REFLECTOR:Flying without Cowl Fasteners In-Reply-To: <3EA5554E.4030607@tnstaafl.net> References: <3EA400D9.5030507@tnstaafl.net> <3EA41450.8030704@tnstaafl.net> <001001c30867$c765d820$65c262d8@bldrdoc.gov> <5.2.0.9.2.20030421213719.02b36ec0@pop.charter.net> Message-ID: <5.2.0.9.2.20030422082415.0237d340@pop.charter.net> At 08:44 AM 4/22/03 -0600, you wrote: >This seams a lot like using screws. It is. Just, REALLY expensive screws. The good part is they only take a 1/4 turn to put in, and, unlike the nutplate, they don't wear out over time. The bad part is, did I mention they're really expensive? Like $25 each. I don't recommend it, but thought I'd pass it along. It might spark a much better idea from someone else. I saw someone using it to hold on the back end of a Long EZ baggage pod, but it made more sense there. You have to get it on and off more often than the cowls, and there are only three of the things. From reflector@tvbf.org Tue Apr 22 16:58:13 2003 From: reflector@tvbf.org (Hiroo Umeno) Date: Tue, 22 Apr 2003 08:58:13 -0700 Subject: REFLECTOR:UPDATE: First Flight Message-ID: Congrats! You are making me look like a slacker. Got my kit (SUV 103) a year before you did and nowhere near flying. I'd be interested in hearing your numbers since your plane is very close to mine. (SUV, Franklin, IVO). Hiroo -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of dm Sent: Tuesday, April 22, 2003 8:58 PM To: reflector@tvbf.org Subject: REFLECTOR:UPDATE: First Flight Exactly two years ago, Dan Fast delivered my SUV 114 fixed gear fastbuild on a foggy April day in 2001. And then on a sunny Saturday, April 19, 2003, N62AL took to the skies under the watchful eyes and skillful hands of test pilot Steve Murphree from Nevada.. Performance, temps etc of the Franklin turning a Catto prop were as good as could be. Now I'm just waiting for clear weather to fly off the required hours and to do performance checks and other incidentals. Dietrich _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Tue Apr 22 22:20:01 2003 From: reflector@tvbf.org (Dennis Martin) Date: Tue, 22 Apr 2003 15:20:01 -0600 Subject: REFLECTOR:UPDATE: First Flight In-Reply-To: <002901c3094c$8e950080$4eb3fea9@computer> References: <001001c30876$7b46da70$6701a8c0@HOOPGATEWAY> <002901c3094c$8e950080$4eb3fea9@computer> Message-ID: Dietrich, Great job. Congrats & keep peddling. I hope to get taxi testing by end of summer. Dennis Martin >Exactly two years ago, Dan Fast delivered my SUV 114 fixed gear fastbuild on >a foggy April day in 2001. >And then on a sunny Saturday, April 19, 2003, N62AL took to the skies under >the watchful eyes and skillful hands of test pilot Steve Murphree from >Nevada.. >Performance, temps etc of the Franklin turning a Catto prop were as good as >could be. >Now I'm just waiting for clear weather to fly off the required hours and to >do performance checks and other incidentals. > >Dietrich > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Tue Apr 22 23:09:10 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Tue, 22 Apr 2003 22:09:10 +0000 Subject: REFLECTOR:UPDATE: First Flight Message-ID: <200304222209.h3MM9Jwj027921@dax.awpi.com> Congrats !! What is your catto prop specifications? I'll be interested in the takeoff and cruise performance as I also have a Franklin. Thanks and Congrats... Kevin Baker Std RG > Excellent!! Where abouts in NV? > > dm wrote: > > Exactly two years ago, Dan Fast delivered my SUV 114 fixed gear fastbuild on > > a foggy April day in 2001. > > And then on a sunny Saturday, April 19, 2003, N62AL took to the skies under > > the watchful eyes and skillful hands of test pilot Steve Murphree from > > Nevada.. > > Performance, temps etc of the Franklin turning a Catto prop were as good as > > could be. > > Now I'm just waiting for clear weather to fly off the required hours and to > > do performance checks and other incidentals. > > > > Dietrich > > > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Wed Apr 23 00:33:42 2003 From: reflector@tvbf.org (S Baker) Date: Tue, 22 Apr 2003 19:33:42 -0400 Subject: REFLECTOR:UPDATE: First Flight References: <001001c30876$7b46da70$6701a8c0@HOOPGATEWAY> <002901c3094c$8e950080$4eb3fea9@computer> Message-ID: <004101c30927$9c550d20$bab92243@mshome.net> Outstanding! Congratulations, Dietrich! Hope to see you at Golden West in June with your new flying machine! Scott B. ----- Original Message ----- From: "dm" To: Sent: Tuesday, April 22, 2003 11:58 PM Subject: REFLECTOR:UPDATE: First Flight > Exactly two years ago, Dan Fast delivered my SUV 114 fixed gear fastbuild on > a foggy April day in 2001. > And then on a sunny Saturday, April 19, 2003, N62AL took to the skies under > the watchful eyes and skillful hands of test pilot Steve Murphree from > Nevada.. > Performance, temps etc of the Franklin turning a Catto prop were as good as > could be. > Now I'm just waiting for clear weather to fly off the required hours and to > do performance checks and other incidentals. > > Dietrich > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Wed Apr 23 00:39:50 2003 From: reflector@tvbf.org (lawrence epstein) Date: Tue, 22 Apr 2003 23:39:50 +0000 Subject: REFLECTOR:UPDATE: First Flight Message-ID: Your kidding Hiroo! I got mine June 1995 & I am 90% done (& 90% to go) Larry Epstein 173 FGE >Congrats! You are making me look like a slacker. Got my kit (SUV 103) >a year before you did and nowhere near flying. > >I'd be interested in hearing your numbers since your plane is very close >to mine. (SUV, Franklin, IVO). > >Hiroo > >-----Original Message----- >From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On >Behalf Of dm >Sent: Tuesday, April 22, 2003 8:58 PM >To: reflector@tvbf.org >Subject: REFLECTOR:UPDATE: First Flight > >Exactly two years ago, Dan Fast delivered my SUV 114 fixed gear >fastbuild on >a foggy April day in 2001. >And then on a sunny Saturday, April 19, 2003, N62AL took to the skies >under >the watchful eyes and skillful hands of test pilot Steve Murphree from >Nevada.. >Performance, temps etc of the Franklin turning a Catto prop were as good >as >could be. >Now I'm just waiting for clear weather to fly off the required hours and >to >do performance checks and other incidentals. > >Dietrich > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! tvbf:jamaicangoose > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! tvbf:jamaicangoose _________________________________________________________________ Add photos to your messages with MSN 8. Get 2 months FREE*. http://join.msn.com/?page=features/featuredemail From reflector@tvbf.org Wed Apr 23 01:13:02 2003 From: reflector@tvbf.org (jack davis) Date: Tue, 22 Apr 2003 20:13:02 -0400 Subject: REFLECTOR:NOS References: <3EA40598.9060207@tnstaafl.net> Message-ID: Scott, I recently replaced my fixed-pitch performance prop with an MT CS prop. What a difference! I too use to worry during the summer months, particularly when at gross weight. With the CS prop, I can load to gross and feel very comfortable about getting off the ground in a reasonable distance. I have the standard elite RG with a Lycoming LIO-360-C1E6. The difference between the two props in amazing. I would suggest you bite the bullet. I was where you were, but believe me, it is worth it in the long run. Plan on spending a little more than the $8K you referred to. The governor is $1250 and shipping and crating from Germany is about $500 plus applicable sales tax. When all is said and done it will run you about $10K. Jack ----- Original Message ----- From: "Scott Derrick" To: Sent: Monday, April 21, 2003 10:52 AM Subject: REFLECTOR:NOS > Summer is approaching and once again I am considering ways to decrease > the inordinately long takeoff runs at high density altitudes. Density > altitudes are rising past 8,000 ft around here during the day and will > approach or exceed 10,000 fairly regularly in July/August. > > Most of the problem is during takeoff though go arounds can be interesting. > > My engine is a 200HP B2B IO360 Lycoming. > > My options as I see them in order of expected initial cost. > > > 1.) N2O System. This is at the top of my list. Only to be used for > high altitude takeoffs. Controlled to maintain less than 100% of rated > horse power, kinduv a NOS Normalized System. The only moving parts being > two solenoids to control N2O and gasoline flow. The lowest cost of all > the solutions, though there is a continuing cost of N2O replenishment. > > 2.) TurboCharger. The good news about this modification is it is usable > in all flight modes. The bad news is its a major modification with many > additions of high wear parts. I would only be really interested in a > Turbo Normalized installation, is there one for a 360 Lyc? > > 3.) Constant Speed or Inflight Adjustable Pitch Prop. This was at the > top of my list but cost is outrageous for a CS prop on a 4 banger Lyc > pusher. I think MT is the only option and that means about $8000. Good > news is its a proven prop, and no ongoing costs like N2O. > > > 4.) Bigger engine. This is last and not really being considered. > > > Any comments? Been there done that? > > Scott > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Wed Apr 23 01:15:33 2003 From: reflector@tvbf.org (jack davis) Date: Tue, 22 Apr 2003 20:15:33 -0400 Subject: REFLECTOR:NOS References: Message-ID: I believe Alan worked out the installation of a 540 on the 173 not the standard Velocity. Jack ----- Original Message ----- From: "Tom Martino" To: Sent: Monday, April 21, 2003 2:00 PM Subject: RE: REFLECTOR:NOS > Alan Shaw designed a special engine mount and cowling. It really is the same fit as with the XL ... except it sits closer to the firewall. > > -----Original Message----- > From: Scott Derrick [mailto:scott@tnstaafl.net] > Sent: Mon 4/21/2003 10:40 AM > To: reflector@tvbf.org > Cc: > Subject: Re: REFLECTOR:NOS > > > > Well, it would be a tight fit to get a 540 in a Standard RG! > > If I considered a engine change it would probably have to be a rotary.. > > Scott > > Tom Martino wrote: > > I don't know where you live ... but I am in Colorado ... where we always take off at a mile high or more. The sad fact is ... 200 horsepower on a Canard (because of increased ground roll)is underpowered for higher elevations ... unless you are solo with not much fuel. > > > > A constant speed prop will definitely help. > > > > After hearing all of the complaints around here, I decided to go with an IO-540. > > > > Hope things work out. > > > > -----Original Message----- > > From: Andy Millin [mailto:amillin@net-link.net] > > Sent: Monday, April 21, 2003 9:51 AM > > To: reflector@tvbf.org > > Subject: RE: REFLECTOR:NOS > > > > > > JATO :) > > > > -----Original Message----- > > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > > Behalf Of Scott Derrick > > Sent: Monday, April 21, 2003 10:52 AM > > To: reflector@tvbf.org > > Subject: REFLECTOR:NOS > > > > > > Summer is approaching and once again I am considering ways to decrease > > the inordinately long takeoff runs at high density altitudes. Density > > altitudes are rising past 8,000 ft around here during the day and will > > approach or exceed 10,000 fairly regularly in July/August. > > > > Most of the problem is during takeoff though go arounds can be interesting. > > > > My engine is a 200HP B2B IO360 Lycoming. > > > > My options as I see them in order of expected initial cost. > > > > > > 1.) N2O System. This is at the top of my list. Only to be used for > > high altitude takeoffs. Controlled to maintain less than 100% of rated > > horse power, kinduv a NOS Normalized System. The only moving parts being > > two solenoids to control N2O and gasoline flow. The lowest cost of all > > the solutions, though there is a continuing cost of N2O replenishment. > > > > 2.) TurboCharger. The good news about this modification is it is usable > > in all flight modes. The bad news is its a major modification with many > > additions of high wear parts. I would only be really interested in a > > Turbo Normalized installation, is there one for a 360 Lyc? > > > > 3.) Constant Speed or Inflight Adjustable Pitch Prop. This was at the > > top of my list but cost is outrageous for a CS prop on a 4 banger Lyc > > pusher. I think MT is the only option and that means about $8000. Good > > news is its a proven prop, and no ongoing costs like N2O. > > > > > > 4.) Bigger engine. This is last and not really being considered. > > > > > > Any comments? Been there done that? > > > > Scott > > > > > > > > _______________________________________________ > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > _______________________________________________ > > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > _______________________________________________ > > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > > From reflector@tvbf.org Wed Apr 23 02:33:16 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Tue, 22 Apr 2003 21:33:16 EDT Subject: REFLECTOR:Flying a Velocity in Icing Conditions Message-ID: <1e2.757ea04.2bd7475c@aol.com> --part1_1e2.757ea04.2bd7475c_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Thanks Chris, Being an IFR pilot myself and flying in the Northeast 95% of the time icing is a real threat. It is nice to build on somebody else's experience especially in a new aircraft. We expect to have my XL-RG done by mid summer and I was wondering about the effects of icing and where it would start and build on the airframe. Thanks and safe flying Steve --part1_1e2.757ea04.2bd7475c_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Thanks Chris,
Being an IFR pilot myself and flying in the Northeast 95% of the time icing=20= is a real threat.  It is nice to build on somebody else's experience es= pecially in a new aircraft. We expect to have my XL-RG done by mid summer an= d I was wondering about the effects of icing and where it would start and bu= ild on the airframe.
Thanks and safe flying
Steve --part1_1e2.757ea04.2bd7475c_boundary-- From reflector@tvbf.org Wed Apr 23 02:43:31 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Tue, 22 Apr 2003 21:43:31 EDT Subject: REFLECTOR:Interior reading lights? Message-ID: <1ea.72506c8.2bd749c3@aol.com> --part1_1ea.72506c8.2bd749c3_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I am looking to put interior reading lights over the four positions in my XL-RG. I will have a Tan interior, any suggestions on what type and where can I get them. I was considering the miniature fish eye lights from Spruce. But they only come in black. Anybody use these or other types? Please let me know Thanks Steve --part1_1ea.72506c8.2bd749c3_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable I am looking to put interior reading lights over the f= our positions in my XL-RG.  I will have a Tan interior, any suggestions= on what type and where can I get them.  I was considering the miniatur= e fish eye lights from Spruce.  But they only come in black. Anybody us= e these or other types?
Please let me know
Thanks
Steve --part1_1ea.72506c8.2bd749c3_boundary-- From reflector@tvbf.org Wed Apr 23 03:05:36 2003 From: reflector@tvbf.org ( Chris Martin) Date: Tue, 22 Apr 2003 19:05:36 -0700 Subject: REFLECTOR:Flying a Velocity in Icing Conditions Message-ID: <410-220034323253632@earthlink.net>
One thought my CFI had after we finished the flight. Paint the tip of the vortelons a dark color so that it is easier to see the rate of the ice build up. The icing starts first on the sharpest edges.
 
It's on my list of "To Do's"
 
Chris Martin
 
 
----- Original Message -----
From:
Sent: 4/22/2003 5:34:13 PM
Subject: Re: REFLECTOR:Flying a Velocity in Icing Conditions

Thanks Chris,
Being an IFR pilot myself and flying in the Northeast 95% of the time icing is a real threat.  It is nice to build on somebody else's experience especially in a new aircraft. We expect to have my XL-RG done by mid summer and I was wondering about the effects of icing and where it would start and build on the airframe.
Thanks and safe flying
Steve
From reflector@tvbf.org Wed Apr 23 03:29:23 2003 From: reflector@tvbf.org (Bob Kuc) Date: Tue, 22 Apr 2003 22:29:23 -0400 Subject: REFLECTOR:Interior reading lights? References: <1ea.72506c8.2bd749c3@aol.com> Message-ID: <013a01c30940$2727e9f0$0301a8c0@win2k> This is a multi-part message in MIME format. ------=_NextPart_000_0137_01C3091E.9FF02450 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable i have installed the eye ball ones from a van shop for the back and = pin hole lites for the front pax ----- Original Message -----=20 From: PVTPIL8@aol.com=20 To: reflector@tvbf.org=20 Sent: Tuesday, April 22, 2003 9:43 PM Subject: REFLECTOR:Interior reading lights? I am looking to put interior reading lights over the four positions in = my XL-RG. I will have a Tan interior, any suggestions on what type and = where can I get them. I was considering the miniature fish eye lights = from Spruce. But they only come in black. Anybody use these or other = types? Please let me know Thanks Steve ------=_NextPart_000_0137_01C3091E.9FF02450 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
i have installed the eye  ball = ones from a van=20 shop  for the back and pin hole lites for the front = pax
----- Original Message -----
From:=20 PVTPIL8@aol.com=20
Sent: Tuesday, April 22, 2003 = 9:43=20 PM
Subject: REFLECTOR:Interior = reading=20 lights?

I am looking to put interior reading lights over = the four=20 positions in my XL-RG.  I will have a Tan interior, any = suggestions on=20 what type and where can I get them.  I was considering the = miniature fish=20 eye lights from Spruce.  But they only come in black. Anybody use = these=20 or other types?
Please let me know
Thanks
Steve=20
------=_NextPart_000_0137_01C3091E.9FF02450-- From reflector@tvbf.org Wed Apr 23 14:13:49 2003 From: reflector@tvbf.org (Dan Fast) Date: Wed, 23 Apr 2003 06:13:49 -0700 (PDT) Subject: REFLECTOR:UPDATE: First Flight In-Reply-To: Message-ID: <20030423131349.52979.qmail@web41109.mail.yahoo.com> CONGRATULATIONS Dietrich!!!!!!!! Great Job!!! I would like to get the performance specs on your Franklin and cooling difficulties if any....Again CONGRATULATIONS...Dan --- Andy Millin wrote: > Congratulations!!! > > Do you have any pictures you can share of your new > baby? > > Andy > > -----Original Message----- > From: reflector-admin@tvbf.org > [mailto:reflector-admin@tvbf.org]On > Behalf Of dm > Sent: Tuesday, April 22, 2003 11:58 PM > To: reflector@tvbf.org > Subject: REFLECTOR:UPDATE: First Flight > > > Exactly two years ago, Dan Fast delivered my SUV 114 > fixed gear fastbuild on > a foggy April day in 2001. > And then on a sunny Saturday, April 19, 2003, N62AL > took to the skies under > the watchful eyes and skillful hands of test pilot > Steve Murphree from > Nevada.. > Performance, temps etc of the Franklin turning a > Catto prop were as good as > could be. > Now I'm just waiting for clear weather to fly off > the required hours and to > do performance checks and other incidentals. > > Dietrich > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose __________________________________________________ Do you Yahoo!? The New Yahoo! Search - Faster. Easier. Bingo http://search.yahoo.com From reflector@tvbf.org Thu Apr 24 04:10:24 2003 From: reflector@tvbf.org (Alexander Balic) Date: Wed, 23 Apr 2003 22:10:24 -0500 Subject: REFLECTOR:Tools Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_000C_01C309E5.2399D230 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Just to let everyone know, Harbor freight tools has their air powered body saw (AKA fiberglass laser) on sale right now for 20 bucks- the last one that I bought from them 3 years ago is still going strong, but for the $20 I might just get another one if not just to pay homage to the tool that has done almost as much work on my plane as I have. Alex ------=_NextPart_000_000C_01C309E5.2399D230 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Just = to let everyone=20 know, Harbor freight tools has their air powered body saw (AKA = fiberglass laser)=20 on sale right now for 20 bucks- the last one that I bought from them 3 = years ago=20 is still going strong, but for the $20 I might just get another one if = not just=20 to pay homage to the tool that has done almost as much work on my plane = as I=20 have.
 
Alex
------=_NextPart_000_000C_01C309E5.2399D230-- From reflector@tvbf.org Thu Apr 24 17:45:44 2003 From: reflector@tvbf.org (Phil Hooper) Date: Thu, 24 Apr 2003 09:45:44 -0700 Subject: REFLECTOR:Storage of wings Message-ID: <015a01c30a80$f5b50a00$6701a8c0@HOOPGATEWAY> This is a multi-part message in MIME format. ------=_NextPart_000_015B_01C30A46.49563200 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit My wings for an XL, with winglets detached, will arrive soon and need to be stored. I wonder if any of you fine builders have stored them by hanging below your garage rafters, as Scott Baker has suggested. We do have room, the spanners are high enough. The first choice would be to store them above, resting them on the spanners with proper, carpeted support. But there may not be maneuvering room to get them up there. If anyone has hung them below, do you have any photos you can email? How did you do it? Thanks all. Phil Hooper Harvest Development & Media 714/693-8745 (voice) 714/777-0134 (fax) ------=_NextPart_000_015B_01C30A46.49563200 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

My wings for an XL, with winglets detached, will = arrive soon and need to be stored.  I wonder if any of you fine builders have = stored them by hanging below your garage rafters, as Scott Baker has = suggested.  We do have room, the spanners are high enough.  The first choice = would be to store them above, resting them on the spanners with proper, carpeted support.  But there may not be maneuvering room to get them up there.  If anyone has hung them below, do you have any photos you = can email?  How did you do it?  Thanks all.

 

Phil Hooper

Harvest Development & Media

714/693-8745 (voice)

714/777-0134 (fax)

 

------=_NextPart_000_015B_01C30A46.49563200-- From reflector@tvbf.org Thu Apr 24 19:10:33 2003 From: reflector@tvbf.org (Andy Millin) Date: Thu, 24 Apr 2003 14:10:33 -0400 Subject: REFLECTOR:Storage of wings In-Reply-To: <015a01c30a80$f5b50a00$6701a8c0@HOOPGATEWAY> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0002_01C30A6B.452559C0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Phil, I didn't hang mine from the rafters. I built my own "wall brackets" out of 2x4s. They can be seen at: http://www.kal-soft.com/velocity/ Picture 147 shows them pretty well. Best, Andy Rear windows are now installed. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Phil Hooper Sent: Thursday, April 24, 2003 12:46 PM To: reflector@tvbf.org Subject: REFLECTOR:Storage of wings My wings for an XL, with winglets detached, will arrive soon and need to be stored. I wonder if any of you fine builders have stored them by hanging below your garage rafters, as Scott Baker has suggested. We do have room, the spanners are high enough. The first choice would be to store them above, resting them on the spanners with proper, carpeted support. But there may not be maneuvering room to get them up there. If anyone has hung them below, do you have any photos you can email? How did you do it? Thanks all. Phil Hooper Harvest Development & Media 714/693-8745 (voice) 714/777-0134 (fax) ------=_NextPart_000_0002_01C30A6B.452559C0 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Phil,
 
I=20 didn't hang mine from the rafters.  I built my own "wall brackets" = out of=20 2x4s.  They can be seen at:
 
http://www.kal-soft.com/veloci= ty/
 
Picture 147 shows them pretty well.
 
Best,
 
Andy
 
Rear=20 windows are now installed.
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Phil=20 Hooper
Sent: Thursday, April 24, 2003 12:46 PM
To: = reflector@tvbf.org
Subject: REFLECTOR:Storage of=20 wings

My wings for an XL, with = winglets=20 detached, will arrive soon and need to be stored.  I wonder if = any of you=20 fine builders have stored them by hanging below your garage rafters, = as Scott=20 Baker has suggested.  We do have room, the spanners are high=20 enough.  The first choice would be to store them above, resting = them on=20 the spanners with proper, carpeted support.  But there may not be = maneuvering room to get them up there.  If anyone has hung them = below, do=20 you have any photos you can email?  How did you do it?  = Thanks=20 all.

 

Phil = Hooper

Harvest Development = &=20 Media

714/693-8745=20 (voice)

714/777-0134=20 (fax)

 

------=_NextPart_000_0002_01C30A6B.452559C0-- From reflector@tvbf.org Thu Apr 24 20:22:53 2003 From: reflector@tvbf.org (Christopher Barber) Date: Thu, 24 Apr 2003 14:22:53 -0500 Subject: REFLECTOR:Tools In-Reply-To: Message-ID: This is a multi-part message in MIME format. --Boundary_(ID_WvYVYeJRTU8Ii6ARsumJTQ) Content-type: text/plain; charset=iso-8859-1 Content-transfer-encoding: 7BIT Alex, thanks....I was there a week ago and they were still $49.00....may be worth the 30 mile drive half way across town....even though I loaned out my compressor about 7 years ago and haven't seen it since. Thanks for the heads up. All the best, Chris -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alexander Balic Sent: Wednesday, April 23, 2003 10:10 PM To: Reflector Subject: REFLECTOR:Tools Just to let everyone know, Harbor freight tools has their air powered body saw (AKA fiberglass laser) on sale right now for 20 bucks- the last one that I bought from them 3 years ago is still going strong, but for the $20 I might just get another one if not just to pay homage to the tool that has done almost as much work on my plane as I have. Alex --Boundary_(ID_WvYVYeJRTU8Ii6ARsumJTQ) Content-type: text/html; charset=iso-8859-1 Content-transfer-encoding: 7BIT
Alex, thanks....I was there a week ago and they were still $49.00....may be worth the 30 mile drive half way across town....even though I loaned out my compressor about 7 years ago and haven't seen it since. <g>
 
Thanks for the heads up.
 
All the best,
 
Chris
-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alexander Balic
Sent: Wednesday, April 23, 2003 10:10 PM
To: Reflector
Subject: REFLECTOR:Tools

Just to let everyone know, Harbor freight tools has their air powered body saw (AKA fiberglass laser) on sale right now for 20 bucks- the last one that I bought from them 3 years ago is still going strong, but for the $20 I might just get another one if not just to pay homage to the tool that has done almost as much work on my plane as I have.
 
Alex
--Boundary_(ID_WvYVYeJRTU8Ii6ARsumJTQ)-- From reflector@tvbf.org Thu Apr 24 20:32:20 2003 From: reflector@tvbf.org (Tony Babb) Date: Thu, 24 Apr 2003 12:32:20 -0700 Subject: REFLECTOR:Storage of wings References: <015a01c30a80$f5b50a00$6701a8c0@HOOPGATEWAY> Message-ID: <002601c30a98$4c8b4c10$6401a8c0@pwcinternal.com> This is a multi-part message in MIME format. ------=_NextPart_000_0023_01C30A5D.8CD87C60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Phil, You've seen my garage, I was limited for space and didn't want to store = the wings at ground level. Also, I didn't have access to the rafters so = built a frame of 2x4s that support the wings off the floor, take no = space etc.You can see photos at my website - the site is like my V - = under construction but there are photos and a description on the = workshop page http://www.alejandra.net/velocity/workshop.htm=20 Cheers, Tony ------=_NextPart_000_0023_01C30A5D.8CD87C60 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Phil,
 
You've seen my garage, I was limited = for space and=20 didn't want to store the wings at ground level. Also, I didn't have = access=20 to the rafters so built a frame of 2x4s that support the wings off the = floor,=20 take no space etc.You can see photos at my website - the site = is like my V=20 - under construction but there are photos and a description on the = workshop page=20 http://www.alejan= dra.net/velocity/workshop.htm 
 
Cheers,
 
Tony
------=_NextPart_000_0023_01C30A5D.8CD87C60-- From reflector@tvbf.org Thu Apr 24 20:47:32 2003 From: reflector@tvbf.org (Andy Millin) Date: Thu, 24 Apr 2003 15:47:32 -0400 Subject: REFLECTOR:Storage of wings In-Reply-To: <002601c30a98$4c8b4c10$6401a8c0@pwcinternal.com> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_000C_01C30A78.D1C88AC0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Whoa Tony.... Cool Site!!! Can't wait till you have more posted. Best, Andy -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Tony Babb Sent: Thursday, April 24, 2003 3:32 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Storage of wings Phil, You've seen my garage, I was limited for space and didn't want to store the wings at ground level. Also, I didn't have access to the rafters so built a frame of 2x4s that support the wings off the floor, take no space etc.You can see photos at my website - the site is like my V - under construction but there are photos and a description on the workshop page http://www.alejandra.net/velocity/workshop.htm Cheers, Tony ------=_NextPart_000_000C_01C30A78.D1C88AC0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Whoa=20 Tony....  Cool Site!!!
 
Can't=20 wait till you have more posted.
 
Best,
 
Andy
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Tony = Babb
Sent:=20 Thursday, April 24, 2003 3:32 PM
To:=20 reflector@tvbf.org
Subject: Re: REFLECTOR:Storage of=20 wings

Phil,
 
You've seen my garage, I was limited = for space=20 and didn't want to store the wings at ground level. Also, = I didn't have=20 access to the rafters so built a frame of 2x4s that support the wings = off the=20 floor, take no space etc.You can see photos at my website - the site=20 is like my V - under construction but there are photos and a = description=20 on the workshop page http://www.alejan= dra.net/velocity/workshop.htm 
 
Cheers,
 
Tony
------=_NextPart_000_000C_01C30A78.D1C88AC0-- From reflector@tvbf.org Thu Apr 24 20:53:50 2003 From: reflector@tvbf.org (Phil Hooper) Date: Thu, 24 Apr 2003 12:53:50 -0700 Subject: REFLECTOR:Storage of wings In-Reply-To: <002601c30a98$4c8b4c10$6401a8c0@pwcinternal.com> Message-ID: <017701c30a9b$39dd9f20$6701a8c0@HOOPGATEWAY> This is a multi-part message in MIME format. ------=_NextPart_000_0178_01C30A60.8D7EC720 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Thanks, I have pix when I was there. It's going to be a good looking site indeed. Blessings. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Tony Babb Sent: Thursday, April 24, 2003 12:32 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Storage of wings Phil, You've seen my garage, I was limited for space and didn't want to store the wings at ground level. Also, I didn't have access to the rafters so built a frame of 2x4s that support the wings off the floor, take no space etc.You can see photos at my website - the site is like my V - under construction but there are photos and a description on the workshop page http://www.alejandra.net/velocity/workshop.htm Cheers, Tony ------=_NextPart_000_0178_01C30A60.8D7EC720 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Thanks, I have pix when I was = there.  It’s going to be a good looking site indeed.  = Blessings.

 

-----Original = Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On = Behalf Of Tony Babb
Sent: Thursday, April 24, = 2003 12:32 PM
To: = reflector@tvbf.org
Subject: Re: = REFLECTOR:Storage of wings

 

Phil,

 

You've seen my garage, I = was limited for space and didn't want to store the wings at ground level. Also, I didn't have access to the rafters so built a frame of 2x4s that = support the wings off the floor, take no space etc.You can see photos at my = website - the site is like my V - under construction but there are photos and = a description on the workshop page http://www.alejan= dra.net/velocity/workshop.htm 

 

Cheers,

 

Tony

------=_NextPart_000_0178_01C30A60.8D7EC720-- From reflector@tvbf.org Thu Apr 24 21:20:58 2003 From: reflector@tvbf.org (Alexander Balic) Date: Thu, 24 Apr 2003 15:20:58 -0500 Subject: REFLECTOR:Storage of wings In-Reply-To: Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0016_01C30A75.1BA119E0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit I stored mine almost exactly the same way that Andy did, but I had the rack built onto the top of and made part of my epoxy bench, I stacked the wings on top of each other, winglets down of course, with some foam in between for cushioning, worked great, got to build my XLRG in a 2 car garage that way ( kept the nested fuselage halves on top of the bench during wing build) but when it came to attaching the wings to do the strakes, it had to go to the airport..... -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Andy Millin Sent: Thursday, April 24, 2003 12:11 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Storage of wings Phil, I didn't hang mine from the rafters. I built my own "wall brackets" out of 2x4s. They can be seen at: http://www.kal-soft.com/velocity/ Picture 147 shows them pretty well. Best, Andy Rear windows are now installed. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Phil Hooper Sent: Thursday, April 24, 2003 12:46 PM To: reflector@tvbf.org Subject: REFLECTOR:Storage of wings My wings for an XL, with winglets detached, will arrive soon and need to be stored. I wonder if any of you fine builders have stored them by hanging below your garage rafters, as Scott Baker has suggested. We do have room, the spanners are high enough. The first choice would be to store them above, resting them on the spanners with proper, carpeted support. But there may not be maneuvering room to get them up there. If anyone has hung them below, do you have any photos you can email? How did you do it? Thanks all. Phil Hooper Harvest Development & Media 714/693-8745 (voice) 714/777-0134 (fax) ------=_NextPart_000_0016_01C30A75.1BA119E0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable
I=20 stored mine almost exactly the same way that Andy did, but I had the = rack built=20 onto the top of and made part of my epoxy bench, I stacked the wings on = top of=20 each other, winglets down of course, with some foam in between for = cushioning,=20 worked great, got to build my XLRG in a 2 car garage that way ( kept the = nested=20 fuselage halves on top of the bench during wing build) but when it came = to=20 attaching the wings to do the strakes, it had to go to the=20 airport.....
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Andy=20 Millin
Sent: Thursday, April 24, 2003 12:11 PM
To: = reflector@tvbf.org
Subject: RE: REFLECTOR:Storage of=20 wings

Phil,
 
I=20 didn't hang mine from the rafters.  I built my own "wall = brackets" out of=20 2x4s.  They can be seen at:
 
http://www.kal-soft.com/veloci= ty/
 
Picture 147 shows them pretty well.
 
Best,
 
Andy
 
Rear=20 windows are now installed.
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Phil=20 Hooper
Sent: Thursday, April 24, 2003 12:46 = PM
To:=20 reflector@tvbf.org
Subject: REFLECTOR:Storage of=20 wings

My wings for an XL, = with=20 winglets detached, will arrive soon and need to be stored.  I = wonder if=20 any of you fine builders have stored them by hanging below your = garage=20 rafters, as Scott Baker has suggested.  We do have room, the = spanners=20 are high enough.  The first choice would be to store them = above,=20 resting them on the spanners with proper, carpeted support.  = But there=20 may not be maneuvering room to get them up there.  If anyone = has hung=20 them below, do you have any photos you can email?  How did you = do=20 it?  Thanks all.

 

Phil = Hooper

Harvest Development = &=20 Media

714/693-8745=20 (voice)

714/777-0134=20 (fax)

 

------=_NextPart_000_0016_01C30A75.1BA119E0-- From reflector@tvbf.org Thu Apr 24 21:26:06 2003 From: reflector@tvbf.org (Alexander Balic) Date: Thu, 24 Apr 2003 15:26:06 -0500 Subject: REFLECTOR:Tools In-Reply-To: Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_001A_01C30A75.D2C71660 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Chris, I think you need to mail order them for that price- I just order the stuff over the internet- no tax, no shipping, and I don't even have to go outside to get the stuff either!! and I think that they have a compressor for about $150 or so that will drive it and the other nice air tools all day long- I really don't know how folks manage to build one of these planes without air tools- even if you just use the air to blow the tons and tons of dust off of the plane it is worth the money for a compressor..... -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Christopher Barber Sent: Thursday, April 24, 2003 1:23 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Tools Alex, thanks....I was there a week ago and they were still $49.00....may be worth the 30 mile drive half way across town....even though I loaned out my compressor about 7 years ago and haven't seen it since. Thanks for the heads up. All the best, Chris -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Alexander Balic Sent: Wednesday, April 23, 2003 10:10 PM To: Reflector Subject: REFLECTOR:Tools Just to let everyone know, Harbor freight tools has their air powered body saw (AKA fiberglass laser) on sale right now for 20 bucks- the last one that I bought from them 3 years ago is still going strong, but for the $20 I might just get another one if not just to pay homage to the tool that has done almost as much work on my plane as I have. Alex ------=_NextPart_000_001A_01C30A75.D2C71660 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Chris,
I=20 think you need to mail order them for that price- I just order the stuff = over=20 the internet- no tax, no shipping, and I don't even have to go outside = to get=20 the stuff either!! and I think that they have a compressor for about = $150 or so=20 that will drive it and the other nice air tools all day long- I really = don't=20 know how folks manage to build one of these planes without air tools- = even if=20 you just use the air to blow the tons and tons of dust off of the plane = it is=20 worth the money for a compressor.....
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Christopher=20 Barber
Sent: Thursday, April 24, 2003 1:23 PM
To:=20 reflector@tvbf.org
Subject: RE: = REFLECTOR:Tools

Alex,=20 thanks....I was there a week ago and they were still $49.00....may be = worth=20 the 30 mile drive half way across town....even though I loaned out my=20 compressor about 7 years ago and haven't seen it since.=20 <g>
 
Thanks=20 for the heads up.
 
All the=20 best,
 
Chris
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Alexander=20 Balic
Sent: Wednesday, April 23, 2003 10:10 = PM
To:=20 Reflector
Subject: REFLECTOR:Tools

Just to let=20 everyone know, Harbor freight tools has their air powered body saw = (AKA=20 fiberglass laser) on sale right now for 20 bucks- the last one that = I bought=20 from them 3 years ago is still going strong, but for the $20 I might = just=20 get another one if not just to pay homage to the tool that has done = almost=20 as much work on my plane as I have.
 
Alex
------=_NextPart_000_001A_01C30A75.D2C71660-- From reflector@tvbf.org Thu Apr 24 23:37:51 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Thu, 24 Apr 2003 18:37:51 EDT Subject: REFLECTOR:Tools Message-ID: <19c.13a17654.2bd9c13f@aol.com> --part1_19c.13a17654.2bd9c13f_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Just a reminder everyone....Be very careful with compressed air on your projects. Many compressors, even oil less ones can/will put small amounts of oil(s) in the air supply, in turn the oil can get on your plane....not a good combination. I use the vacuum for all clean up around and on the project. A recommendation from the Alexander Sportair work shop classes on Composite construction and my own knowledge gained while painting cars..... Happy Building all Larry --part1_19c.13a17654.2bd9c13f_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Just a reminder everyone....Be ver= y careful with compressed air on your projects. Many compressors, even oil l= ess ones can/will put small amounts of oil(s) in the air supply, in turn the= oil can get on your plane....not a good combination.

I use the vacuum for all clean up around and on the project.  A recomme= ndation from the Alexander Sportair work shop classes on Composite construct= ion and my own knowledge gained while painting cars.....

Happy Building all
Larry --part1_19c.13a17654.2bd9c13f_boundary-- From reflector@tvbf.org Fri Apr 25 00:05:32 2003 From: reflector@tvbf.org (Robin Ream) Date: Thu, 24 Apr 2003 18:05:32 -0500 Subject: REFLECTOR:Tools References: Message-ID: <001f01c30ab6$024bbef0$9f7cce18@cj209446d> This is a multi-part message in MIME format. ------=_NextPart_000_001C_01C30A8C.191D0FA0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hello guys, Just a thought for those thinking about a compressor. First of all, = it's the backbone of your entire shop, so don't skimp on it. - You'll = be sorry if you do. Air tools use up a lot of cfm of air, so get the = biggest and fastest one your pocket book can afford. The main air tool = you're likely to want to use (once you get accustomed to them) are the = various wonderful sanders. They typically require between 60 to 90 = pounds air pressure, and that can empty a tank fast, so you also want a = compressor with the fastest recovery rate possible. =20 Remember, the beauty if professional air tools is also their curse, = i.e. speed! They will cut your work time down to a small fraction of = what it takes without them, but don't use them on your Velocity until = you've practiced a little on a piece of crap first. If you need to, = make up a piece of practice stock to get the feel of the tool on. I = keep hearing people say "don't try to sand your airplane with air = sanders." I've got no way to know for sure, but I'll bet most, if not = all of those comments come from people who had too little experience = with pneumatic tools. Case in point: Chevrolet Curvets are made pretty = much out of the same materials as our airplanes. If you took the air = tools, especially the sanders and grinders out of the Corvette body shop = you wouldn't get your car back for months, and it would cost more to = repair than replace! =20 Anyway, don't fear the air tools. They'll cut your labor by 80% = once you learn to use them well, but you will need a good compressor to = power them. If you're going to cut corners someplace, do it on the = tools themselves and not on your compressor. =20 Robin ----- Original Message -----=20 From: Alexander Balic=20 To: reflector@tvbf.org=20 Sent: Thursday, April 24, 2003 3:26 PM Subject: RE: REFLECTOR:Tools Chris, I think you need to mail order them for that price- I just order the = stuff over the internet- no tax, no shipping, and I don't even have to = go outside to get the stuff either!! and I think that they have a = compressor for about $150 or so that will drive it and the other nice = air tools all day long- I really don't know how folks manage to build = one of these planes without air tools- even if you just use the air to = blow the tons and tons of dust off of the plane it is worth the money = for a compressor..... -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Christopher Barber Sent: Thursday, April 24, 2003 1:23 PM To: reflector@tvbf.org Subject: RE: REFLECTOR:Tools Alex, thanks....I was there a week ago and they were still = $49.00....may be worth the 30 mile drive half way across town....even = though I loaned out my compressor about 7 years ago and haven't seen it = since. Thanks for the heads up. All the best, Chris -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On = Behalf Of Alexander Balic Sent: Wednesday, April 23, 2003 10:10 PM To: Reflector Subject: REFLECTOR:Tools Just to let everyone know, Harbor freight tools has their air = powered body saw (AKA fiberglass laser) on sale right now for 20 bucks- = the last one that I bought from them 3 years ago is still going strong, = but for the $20 I might just get another one if not just to pay homage = to the tool that has done almost as much work on my plane as I have. Alex ------=_NextPart_000_001C_01C30A8C.191D0FA0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hello guys,
 
    Just a thought for those thinking about a=20 compressor.  First of all, it's the backbone of your entire shop, = so don't=20 skimp on it.  -  You'll be sorry if you do.  Air tools = use up a=20 lot of cfm of air, so get the biggest and fastest one your pocket book = can=20 afford.  The main air tool you're likely to want to use (once you = get=20 accustomed to them) are the various wonderful sanders.  They = typically=20 require between 60 to 90 pounds air pressure, and that can empty a tank = fast, so=20 you also want a compressor with the fastest recovery rate = possible. 
    Remember, the beauty if professional air tools = is also=20 their curse, i.e. speed!  They will cut = your work=20 time down to a small fraction of what it takes without them, but don't = use them=20 on your Velocity until you've practiced a little on a piece of crap = first.  If you need to, make up a piece of practice stock to get = the feel=20 of the tool on.  I keep hearing people say "don't try to sand your = airplane=20 with air sanders."  I've got no way to know for sure, but I'll bet = most, if=20 not all of those comments come from people who had too little experience = with=20 pneumatic tools.  Case in point:  Chevrolet Curvets are made = pretty=20 much out of the same materials as our airplanes.  If you took the = air=20 tools, especially the sanders and grinders out of the Corvette body shop = you=20 wouldn't get your car back for months, and it would cost more to repair = than=20 replace! 
    Anyway, don't fear the air tools.  They'll = cut your=20 labor by 80% once you learn to use them well, but you will need a good=20 compressor to power them.  If you're going to cut corners = someplace, do it=20 on the tools themselves and not on your compressor. 
 
Robin
----- Original Message -----
From:=20 Alexander=20 Balic
Sent: Thursday, April 24, 2003 = 3:26=20 PM
Subject: RE: = REFLECTOR:Tools

Chris,
I=20 think you need to mail order them for that price- I just order the = stuff over=20 the internet- no tax, no shipping, and I don't even have to go outside = to get=20 the stuff either!! and I think that they have a compressor for about = $150 or=20 so that will drive it and the other nice air tools all day long- I = really=20 don't know how folks manage to build one of these planes without air = tools-=20 even if you just use the air to blow the tons and tons of dust off of = the=20 plane it is worth the money for a compressor.....
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Christopher=20 Barber
Sent: Thursday, April 24, 2003 1:23 = PM
To:=20 reflector@tvbf.org
Subject: RE:=20 REFLECTOR:Tools

Alex,=20 thanks....I was there a week ago and they were still $49.00....may = be worth=20 the 30 mile drive half way across town....even though I loaned out = my=20 compressor about 7 years ago and haven't seen it since.=20 <g>
 
Thanks=20 for the heads up.
 
All=20 the best,
 
Chris
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Alexander=20 Balic
Sent: Wednesday, April 23, 2003 10:10 = PM
To:=20 Reflector
Subject: REFLECTOR:Tools

Just to let=20 everyone know, Harbor freight tools has their air powered body saw = (AKA=20 fiberglass laser) on sale right now for 20 bucks- the last one = that I=20 bought from them 3 years ago is still going strong, but for the = $20 I=20 might just get another one if not just to pay homage to the tool = that has=20 done almost as much work on my plane as I = have.
 
Alex
------=_NextPart_000_001C_01C30A8C.191D0FA0-- From reflector@tvbf.org Fri Apr 25 01:19:15 2003 From: reflector@tvbf.org (Scott Derrick) Date: Thu, 24 Apr 2003 18:19:15 -0600 Subject: REFLECTOR:Tools References: Message-ID: <3EA87F03.4080503@tnstaafl.net> I guess I have to profess my ignorance and ask what is a body saw and why would I want one? Scott Alexander Balic wrote: > Just to let everyone know, Harbor freight tools has their air powered > body saw (AKA fiberglass laser) on sale right now for 20 bucks- the last > one that I bought from them 3 years ago is still going strong, but for > the $20 I might just get another one if not just to pay homage to the > tool that has done almost as much work on my plane as I have. > > Alex From reflector@tvbf.org Fri Apr 25 01:46:11 2003 From: reflector@tvbf.org (Alexander Balic) Date: Thu, 24 Apr 2003 19:46:11 -0500 Subject: REFLECTOR:Tools In-Reply-To: <3EA87F03.4080503@tnstaafl.net> Message-ID: Scott, A body was is a very slender air powered saw. It is about 1 1/2" in diameter and about 10"long. IT takes a metal/fiberglass cutting blade that is similar in appearance to a jigsaw blade, but it tapers more to the end, and cuts with about a 1/32" kerf. The blade sticks out the end of the cylinder about 3" and when you pull the trigger, it runs at about 10,000 strokes/minute- kind of hums. it cuts fiberglass like butter, and can cut a radius down to about 1/2" with practice. It can also start its own hole if you smoothly tilt it into the work. Also, if you keep it at a sharp angle to the work, it will cut a pretty straight line- it was great to cut the ailerons out of the wing, doors out of the fuse, windows out of the fuse, trimming the strake baffles, trimming the strakes, ect, even cuts the window plexi really easily. I have used mine almost every single day I have worked on the plane. yesterday, I was installing some windows in the bottom of the strakes, and since you have such perfect control on the cutting, I was able to just cut through the inner layer of glass and the foam in the strake skin, then turned it sideways, and slid it between the foam and the bottom skin. and since it doesn't cut on the sides, you can separate the foam from the skin really easily, kind of like filleting a fish. Of course, it also cuts through sheet metal, bolts, ect. I have to say that it is my favorite tool, with the 90 degree die grinder/3" 36 grit sanding disk a close second.... -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Scott Derrick Sent: Thursday, April 24, 2003 6:19 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Tools I guess I have to profess my ignorance and ask what is a body saw and why would I want one? Scott Alexander Balic wrote: > Just to let everyone know, Harbor freight tools has their air powered > body saw (AKA fiberglass laser) on sale right now for 20 bucks- the last > one that I bought from them 3 years ago is still going strong, but for > the $20 I might just get another one if not just to pay homage to the > tool that has done almost as much work on my plane as I have. > > Alex _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Fri Apr 25 05:48:07 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Thu, 24 Apr 2003 21:48:07 -0700 Subject: REFLECTOR:Tools In-Reply-To: References: <3EA87F03.4080503@tnstaafl.net> Message-ID: <5.2.0.9.2.20030424214728.03bd6ec0@pop.charter.net> The Fein detail sander with a cutting blade. That's my favorite. At 07:46 PM 4/24/03 -0500, you wrote: >Scott, > >A body was is a very slender air powered saw. It is about 1 1/2" in diameter >and about 10"long. IT takes a metal/fiberglass cutting blade that is >similar in appearance to a jigsaw blade, but it tapers more to the end, and >cuts with about a 1/32" kerf. The blade sticks out the end of the cylinder >about 3" and when you pull the trigger, it runs at about 10,000 >strokes/minute- kind of hums. it cuts fiberglass like butter, and can cut a >radius down to about 1/2" with practice. It can also start its own hole if >you smoothly tilt it into the work. Also, if you keep it at a sharp angle >to the work, it will cut a pretty straight line- it was great to cut the >ailerons out of the wing, doors out of the fuse, windows out of the fuse, >trimming the strake baffles, trimming the strakes, ect, even cuts the window >plexi really easily. I have used mine almost every single day I have worked >on the plane. yesterday, I was installing some windows in the bottom of the >strakes, and since you have such perfect control on the cutting, I was able >to just cut through the inner layer of glass and the foam in the strake >skin, then turned it sideways, and slid it between the foam and the bottom >skin. and since it doesn't cut on the sides, you can separate the foam from >the skin really easily, kind of like filleting a fish. Of course, it also >cuts through sheet metal, bolts, ect. I have to say that it is my favorite >tool, with the 90 degree die grinder/3" 36 grit sanding disk a close >second.... > >-----Original Message----- >From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On >Behalf Of Scott Derrick >Sent: Thursday, April 24, 2003 6:19 PM >To: reflector@tvbf.org >Subject: Re: REFLECTOR:Tools > > >I guess I have to profess my ignorance and ask what is a body saw and >why would I want one? > >Scott > >Alexander Balic wrote: > > Just to let everyone know, Harbor freight tools has their air powered > > body saw (AKA fiberglass laser) on sale right now for 20 bucks- the last > > one that I bought from them 3 years ago is still going strong, but for > > the $20 I might just get another one if not just to pay homage to the > > tool that has done almost as much work on my plane as I have. > > > > Alex > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! tvbf:jamaicangoose > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Fri Apr 25 13:33:05 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 25 Apr 2003 08:33:05 -0400 Subject: REFLECTOR:Storage of wings Message-ID: To store my wings, I made two set of two supports that hold each wing (winglet down), put two eye-bolts/wing in the overhead trusses, flip the wings and attach to two sets of two locking pulley (four/wing) on each wing and raise them to the roof. This is really great because it makes access a one person job and it get them about as out of the way as possible. The winglet is against a wall and the bottom of the wing is nearly against the ceiling. The pulleys are available at Lowes and Home Depot. Eye-bolts are 3/8". I tested these in another location and believe me, they can hold way more than the wing. Actually, in my previous house I had both wings hanging from two eye-bolts. The only trick part of this is flipping the wing upside down. If you have open rafters, then you would not even need to do this step. You could actually just use a padded 2x4 under the wing with holes through which you attach the rope from the pulley. Put them where ever is best with no worry about the winglet and just raise them right from the floor or the plane. Since the winglet end is much lighter, I used smaller pulleys on that end. I replace the ropes because I needed more length. I also attached a string to the release tab and ran it over and down so that I can release the pulley from the ground. Sounds complex, but it is really simple (had to be - I did it). The time consuming part was making the supports. I fabricated them out of plywood and did a curve fit to the wing shape. OK so maybe some pictures would make this easier. I'll get some pictures over the weekend and send them if anyone is interested. -jerry From reflector@tvbf.org Fri Apr 25 14:07:30 2003 From: reflector@tvbf.org (Wayne Owens) Date: Fri, 25 Apr 2003 09:07:30 -0400 Subject: REFLECTOR:Considering alternate engines References: Message-ID: <000a01c30b2b$a145a0a0$0100a8c0@mshome.net> Hi Chris, I'm using an IVO behind a Marcotte drive and have been "entertained" by an airframe resonance problem since I started using the combination. I eventually added 5 grams of buckshot down the hollow torque arm of one blade and short double layers of leading edge tape on 2 blades to balance the prop. My new dynamic prop balancer worked well and the problem is now negligible above 500 RPM. The brush rigging supplied was really cheap but it was easily replaced with a GM alternator brush holder and brushes which hold up very well. IVO supplies two lengths of prop bolt too long and too short, another easily bypassed problem. Wayne. ----- Original Message ----- From: "texasattorney.net" To: Sent: Saturday, April 19, 2003 11:08 AM Subject: RE: REFLECTOR:Considering alternate engines > I am not sure about the prop, but I THINK the IVO will work. I have only > seriously researched and made a decision on the rotary in the last few > months. So there are still specifics I need to work out once the specific > engine choice is made...such as the best prop for the 13b N/A, or turbo or > Renesis. The Reduction drive may be different for the Renesis (Tracy Crooks > site mentions he is developing a different reduction drive for the Renesis). > From what I understand there have been some issues with the IVO at higher > sustained RPM's. But I also saw discussion that they may have been worked > out. I am still quite a way from needing an engine (even though I bought a > core for "research/play"). I am hoping the Renesis will become available. > The guy at the Mazda place I got the engine was surprised I wanted the > Renesis, since it was sooooooo expensive new (I have been told about > $6500.00 US$). Until I enlightened him on the cost of a new...or used > aircraft engine. "Oh". > > As to alternates to insurance. In a typical lawyer fashion.....it depends. > There are steps you can take that limit your liability (depending on state > and your specific needs, desires and circumstances, please contact local > counsel). This does not replace your plane (different theories exist on > having funds to repair damage, of which I am not yet well schooled) and if > you hurt someone or something, it does not help the party injured (actually, > with certain planning, the injured party may be SOL). But these steps > require planning and follow through and have cost. Insurance is the easy > way, but becoming such a pain/expensive or just not available. This > planning would not be as viable if insurance was not becoming unobtainable. > So if you only want to limit your personal liability and any one you hurt > may be screwed, there are things that can do this. They are not perfect, > but neither is insurance. Liability insurance is there to HELP those you > hurt...some of this planning is to help you avoid financial loss. Hopefully, > frivolous actions from others can be avoided and/or minimized. Some feel > since you have a plane you must be rich and can afford to pay for perceived > wrongs. States vary...in Texas there is a VERY strong homestead > exemption....unless you don't re-pay your purchase money, aka, mortgage you > can almost never loose you home in Texas...also, statutes prevent the loss > of one car...a couple of oxen, and some other livestock, your dog, your > cloths, a gun (we are in Texas), etc....you get the idea. This is worse > case scenario protection and, again, vary per state. More advanced planning > can be used. > > THESE STEPS MAY NOT SOLVE ALL YOUR CONCERNS OR NEEDS, they are just some > options to the lack of available LIABILITY insurance and may not work > perfectly or as you had hoped. Asset protection techniques may be much > better than nothing, but those folks you really did injure due to your > mistake or accident, may be left out in the cold. Some of this planning is > better with insurance and is used as a backup when insurance is inadequate > or denied after the fact (not all that uncommon) This is a much more > complex topic than can be competently discussed via email. Sorry about that. > Some of the planning may not have been economically feasible compared to > cheap insurance. When you find cheap insurance, let us know. FWIW. > > YMMV. > > All the best, > > Chris > Houston > SE/FG with Yoke > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Tony Babb > Sent: Friday, April 18, 2003 11:51 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR:Considering alternate engines > > > Chris, > > I'm building a SEFG and also thinking about rotary, the cost savings are > significant. My initial concerns about availability of an installation kit > seem to be being addressed and with a bit of luck there'll be more > experience and options out there when I come to actually buy the engine. > Insurance is the only hurdle/ brick wall I can see left, I was wondering > what you meant by "alternate steps" - do you have something in mind? Self > insurance/ no insurance/ your own company.... > > Have you had any thoughts on the prop for a rotary? I'd like an adjustable > pitch prop but can't/won't afford an MT. Could an IVO be run on a rotary? > > Thanks, > > > ----- Original Message ----- > From: "texasattorney.net" > To: > Sent: Friday, April 18, 2003 7:52 PM > Subject: RE: REFLECTOR:Considering alternate engines > > > > Donno yet, but from what I have read on the net it is a problem. If you > > think there is a bias against experimental, try an even "more" > experimental > > with an auto conversion. Even though I am disappointed by this narrow > scope > > of thinking, it is a reality. So, we must work harder and take alternate > > steps. FWIW. > > > > All the best, > > > > Chris > > > > -----Original Message----- > > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > > Behalf Of Scott Derrick > > Sent: Friday, April 18, 2003 8:59 PM > > To: reflector@tvbf.org > > Subject: Re: REFLECTOR:Considering alternate engines > > > > > > How about insurance? Seems like it is tough enough to insure these fast > > glass homebuilts with certified engines. How are people doing it with > > rotary's, V6's, etc... > > > > Scott > > > > texasattorney.net wrote: > > > Al is further along than me. Also, he is using the bigger and heavier > > > 20b. I plan on using the 13b. I should be able to get pretty good hp > > > and even approach the same power of the 3 rotor 20b NA (normal > > > aspiration) if I turbo the 13b. Mazda has just introduced a new 13b > > > which is rated at about 240 hp before you sip off the emission stuff. > > > It is called the Renesis and is only available in the new RX-8. New, out > > > of the box it may cost about $6500. A guy in Australia says he can get > > > them now, but they are not available in the US yet. Hopefully before I > > > need one for my SE, they will be available. > > > > > > I bought a 13b core yesterday for $100.00 so I could strip it down and > > > play/learn from it. You can get a rebuilt 13b (which, btw is all new > > > parts) for aviation use for about $4k. There is a very good video > > > available on rebuilding the rotary. Cost for a complete overall is > > > about $900, if you do the work. The smaller 13b should be able to > > > produce from about 160 hp to 210 hp NA or about 250 turbo. The 20b > > > about 250 NA. There are only three moving parts in the 13b and I think > > > 4 moving parts in the 20b. Of course this does not include accessories > > > such as the alternator. I really like this option. Rob Johnson, a > > > former Velo builder/owner was going to use a 20b in his XL, but decided > > > on a Lycosarus for an easier/know installation....but, Rob is a fan of > > > the Rotary and has a nice commentary on his Velo builders page at > > > www.robjohnson.com . Finally, if you go to > > > the links page on my website, www.LoneStarVelocity.com > > > ,you will find most of the really good > > > links for rotaries in aviation use. Be sure to visit Tracy Crooks > > > company site, Real World Solutions at www.rotaryaviation.com > > > . Tracy has 1300 hrs on his RV and sells > > > ECU and reduction drives. I got my engine mount for > > > www.conversionconcepts.com . Nice > > work. > > > > > > Please feel free to give me a call if you want to discuss it more. Home > > > is 713-991-0333, Office is 281-464-5297 and cell is 832-818-2355. Or > > > email, you know the address . > > > > > > All the best, > > > > > > Chris > > > > > > [texasattorney.net] > > > -----Original Message----- > > > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > > > Behalf Of Milehitaz@aol.com > > > Sent: Friday, April 18, 2003 4:59 PM > > > To: reflector@tvbf.org > > > Subject: REFLECTOR:Considering alternate engines > > > > > > > > > > > > Hi folks..... thinking about options to the Lycosarus and > > > Continental. I am in a very good spot in my build to go either > > > way.....finished with the RG and starting the fuel strakes in a > XL/RG. > > > > > > Is there a list of builders working with the rotary engines? I would > > > like to discuss the option off reflector with you. Please e-mail > > > directly at milehitaz@aol.com Thanx in advance for your time and > > > input. > > > Larry Lambert > > > > > > > > > _______________________________________________ > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Fri Apr 25 14:27:35 2003 From: reflector@tvbf.org (Wayne Owens) Date: Fri, 25 Apr 2003 09:27:35 -0400 Subject: REFLECTOR:Pay Pal Message-ID: <001b01c30b2e$6f8cb780$0100a8c0@mshome.net> This is a multi-part message in MIME format. ------=_NextPart_000_0018_01C30B0C.E7FC71A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Is it time to do the annual contribution thing again? Wayne ------=_NextPart_000_0018_01C30B0C.E7FC71A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
    Is it time  to = do the=20 annual contribution thing again?
Wayne
------=_NextPart_000_0018_01C30B0C.E7FC71A0-- From reflector@tvbf.org Fri Apr 25 23:10:02 2003 From: reflector@tvbf.org (Robert C Gammon) Date: Fri, 25 Apr 2003 17:10:02 -0500 Subject: REFLECTOR:Tools Message-ID: <20030425.171004.-677763.0.bgamm11@juno.com> Richard Where do you get the Fein tool? Bob Gammon From reflector@tvbf.org Sat Apr 26 05:01:47 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 25 Apr 2003 21:01:47 -0700 Subject: REFLECTOR:Tools In-Reply-To: <20030425.171004.-677763.0.bgamm11@juno.com> Message-ID: <5.2.0.9.2.20030425203710.04037a80@pop.charter.net> http://www.amazon.com/exec/obidos/tg/detail/-/B0000223OP/002-6012526-9981609?vi=reviews If the body saw is a laser for fiberglass, the Fein is a computer controlled surgical laser for fiberglass. At 05:10 PM 4/25/03 -0500, you wrote: >Richard > >Where do you get the Fein tool? > >Bob >Gammon >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 26 05:37:36 2003 From: reflector@tvbf.org (Alexander Balic) Date: Fri, 25 Apr 2003 23:37:36 -0500 Subject: REFLECTOR:Tools In-Reply-To: <5.2.0.9.2.20030425203710.04037a80@pop.charter.net> Message-ID: Richard, I looked at that tool (or a similar one, I don't remember it being orange) and it is a well designed, and well built tool, but for the $175, I bought 2 die grinders (straight and 90 degree), the air body saw, a 16" straight line sander, and a DA sander, ( of course another chunk of cash for a compressor too, but I already had one) really, ounce for ounce, the air tools generate a lot more HP than the electric ones, and they are self cleaning.... I noticed that Fein has and air powered version which probably has a lot more power, I guess a lot of us have different building techniques, from just a dremel tool, and a balance scale for the epoxy - to the high end, top dollar stuff. I have used air tools all of my life, and so I went with them for this project. The one question I have about the saw attachment for the Klein is it's ability to cut tight curves, it looked to me like it would be less maneuverable than a 1/4" wide blade- kind of like trying to cut a curve with a circular saw. I have a similar looking sander (doesn't have the cool saw blade attachment though) made by Ryobi, which I use on wood working projects. I am sure the Fein is built to last. -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of richard@riley.net Sent: Friday, April 25, 2003 10:02 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Tools http://www.amazon.com/exec/obidos/tg/detail/-/B0000223OP/002-6012526-9981609 ?vi=reviews If the body saw is a laser for fiberglass, the Fein is a computer controlled surgical laser for fiberglass. At 05:10 PM 4/25/03 -0500, you wrote: >Richard > >Where do you get the Fein tool? > >Bob >Gammon >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! tvbf:jamaicangoose _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sat Apr 26 06:38:50 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Fri, 25 Apr 2003 22:38:50 -0700 Subject: REFLECTOR:Tools In-Reply-To: References: <5.2.0.9.2.20030425203710.04037a80@pop.charter.net> Message-ID: <5.2.0.9.2.20030425223221.02380510@pop.charter.net> I have a Riobi too, and it's fine (no pun intended) as a sander, but you would not believe the number of times that the Fein with the cut off gets used. I also have a whole suite of air powered stuff, from angle drills to body files to saws, and a HUGE compressor in the machine shop next door that I have a feed off of (10 hp). And, you are right, it doesn't do tight turns. The airsaw with a thin blade is best for those. But for something with a 1/64th curf, laser straight, it's amazing. The Fein is a splurge, but my wife got it for me for Christmas. (It's OK, I'm getting her a house for her birthday.) I can't believe that anyone would try to build a composite airplane without an epoxy pump. I know it can be done, but I can't imagine it. The same for a drill press, belt sander and bandsaw. At 11:37 PM 4/25/03 -0500, you wrote: >Richard, >I looked at that tool (or a similar one, I don't remember it being orange) >and it is a well designed, and well built tool, but for the $175, I bought 2 >die grinders (straight and 90 degree), the air body saw, a 16" straight >line sander, and a DA sander, ( of course another chunk of cash for a >compressor too, but I already had one) really, ounce for ounce, the air >tools generate a lot more HP than the electric ones, and they are self >cleaning.... I noticed that Fein has and air powered version which probably >has a lot more power, I guess a lot of us have different building >techniques, from just a dremel tool, and a balance scale for the epoxy - to >the high end, top dollar stuff. I have used air tools all of my life, and so >I went with them for this project. The one question I have about the saw >attachment for the Klein is it's ability to cut tight curves, it looked to >me like it would be less maneuverable than a 1/4" wide blade- kind of like >trying to cut a curve with a circular saw. I have a similar looking sander >(doesn't have the cool saw blade attachment though) made by Ryobi, which I >use on wood working projects. I am sure the Fein is built to last. > >-----Original Message----- >From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On >Behalf Of richard@riley.net >Sent: Friday, April 25, 2003 10:02 PM >To: reflector@tvbf.org >Subject: Re: REFLECTOR:Tools > > >http://www.amazon.com/exec/obidos/tg/detail/-/B0000223OP/002-6012526-9981609 >?vi=reviews > >If the body saw is a laser for fiberglass, the Fein is a computer >controlled surgical laser for fiberglass. > > >At 05:10 PM 4/25/03 -0500, you wrote: > > > >Richard > > > >Where do you get the Fein tool? > > > >Bob > >Gammon > >_______________________________________________ > >To change your email address, visit > >http://www.tvbf.org/mailman/listinfo/reflector > > > >Visit the gallery! tvbf:jamaicangoose > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! tvbf:jamaicangoose > > >_______________________________________________ >To change your email address, visit >http://www.tvbf.org/mailman/listinfo/reflector > >Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Sun Apr 27 03:27:47 2003 From: reflector@tvbf.org (Bob Hugel) Date: Sat, 26 Apr 2003 22:27:47 -0400 Subject: REFLECTOR:Velocity On-line Resource Message-ID: <000001c30c64$9805dd90$1a03a8c0@server01> All, I just wanted to express my thanks to everyone for all the positive feedback about the site. To date there have been 36 people who have are keeping their information up to date in the Velocity Owners Database that was developed for the community. Of those, several people have taken advantage of the ability to upload pictures of their projects. A neat feature which I built in embosses the 'N-Number' (or owner name) to each picture. This helps others who decide to print out an image to know which plane that image came from. I'm really happy about the response, and wanted to say THANKS! Bob Hugel http://www.lehightechnology.com/velocity From reflector@tvbf.org Mon Apr 28 01:30:52 2003 From: reflector@tvbf.org (Gilles Gratton) Date: Sun, 27 Apr 2003 20:30:52 -0400 Subject: REFLECTOR:Crankshaft for Franklin Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0004_01C30CFB.E5AD72A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Hi Franklinites, I need you help. I am trying to locate a crankshaft (new or rebuilt but certified) for a Franklin 165 which I am putting back together. I understand that the 220 crank can be used in the 165. Anyone with a good lead to help me in my search, I would really appreciate. Thanks, Gilles Gratton ------=_NextPart_000_0004_01C30CFB.E5AD72A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hi=20 Franklinites,
       &nbs= p; =20 I need you help.  I am trying to locate a crankshaft (new or = rebuilt but=20 certified) for a Franklin 165 which I am putting back together. I = understand=20 that  the 220 crank can be used in the 165.    = Anyone with a=20 good lead to help me in my search, I would really=20 appreciate.       Thanks,  Gilles=20 Gratton
------=_NextPart_000_0004_01C30CFB.E5AD72A0-- From reflector@tvbf.org Mon Apr 28 03:53:10 2003 From: reflector@tvbf.org (Dane White) Date: Sun, 27 Apr 2003 21:53:10 -0500 Subject: REFLECTOR:Crankshaft for Franklin In-Reply-To: Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. --MS_Mac_OE_3134325190_1015038_MIME_Part Content-type: text/plain; charset="US-ASCII" Content-transfer-encoding: 7bit Gratton, Check out this eBay auction item: http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=26437&item =2412597082&rd=1 -Dane White Velo STD RG Murfreesboro TN USA From: "Gilles Gratton" Reply-To: reflector@tvbf.org Date: Sun, 27 Apr 2003 20:30:52 -0400 To: "Reflector" Subject: REFLECTOR:Crankshaft for Franklin Hi Franklinites, I need you help. I am trying to locate a crankshaft (new or rebuilt but certified) for a Franklin 165 which I am putting back together. I understand that the 220 crank can be used in the 165. Anyone with a good lead to help me in my search, I would really appreciate. Thanks, Gilles Gratton --MS_Mac_OE_3134325190_1015038_MIME_Part Content-type: text/html; charset="US-ASCII" Content-transfer-encoding: quoted-printable Re: REFLECTOR:Crankshaft for Franklin Gratton,

Check out this eBay auction item:

http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=3D26437= &item=3D2412597082&rd=3D1

-Dane White
Velo STD RG
Murfreesboro TN USA

From: "Gilles Gratton" <gratton@magma.ca>
Reply-To: reflector@tvbf.org
Date: Sun, 27 Apr 2003 20:30:52 -0400
To: "Reflector" <reflector@awpi.com>
Subject: REFLECTOR:Crankshaft for Franklin


Hi Franklinites,
         I need you help. &nb= sp;I am trying to locate a crankshaft (new or rebuilt but certified) for a F= ranklin 165 which I am putting back together. I understand that  the 22= 0 crank can be used in the 165.    Anyone with a good lead to= help me in my search, I would really appreciate.     &n= bsp; Thanks,  Gilles Gratton


--MS_Mac_OE_3134325190_1015038_MIME_Part-- From reflector@tvbf.org Mon Apr 28 03:42:59 2003 From: reflector@tvbf.org (Jay Yu) Date: Sun, 27 Apr 2003 21:42:59 -0500 Subject: REFLECTOR: Franklin Fuel Pump Issues In-Reply-To: <20021101181649.42699.qmail@web40812.mail.yahoo.com> Message-ID: Hi Mike and All Franklin Drivers, I know that I am late in the game on this. I just installed my new fuel pump that's working well. But, like Mike's original configuration, my SigmaTek vacuum pump used to be on fuel pump drive and now has been moved to rear pilot side. When I started the engine, I didn't get any vacuum at idle speed. I only got about 3" HG when the engine was running 1800RPM. The GREEN arc is about 4.5" to 5.5" HG. How much vacuum can you get and at what RPM (Mike?) What's the lowest vacuum we need for safe flight? My vacuum pump did have about 80 hours in original configuration. In that configuration, the vacuum was in GREEN easily (may be a little over 1000 RPM). With this new installation, I adjusted the vacuum regulator (both ways to extreme) but still cann't get more than 3" at about 1800 RPM. Any and all hints will be greatly appreciated. Jay Yu N86YU Velocity RGE Franklin/MT -----Original Message----- From: owner-reflector@dax.awpi.com [mailto:owner-reflector@dax.awpi.com]On Behalf Of mike deeter Sent: Friday, November 01, 2002 12:17 PM To: reflector@tvbf.org Subject: Re: REFLECTOR: Franklin Fuel Pump Issues Franklin drivers: OK , so now I'm answering my own emails. I just got off the phone w/ my engine builder, Pete Askeland at Franklin Aircraft Engines, Inc. (FAEI) in Colorado. Referring to the problems I've outlined in my email below. If you have a bidirectional vacuum pump you will have no problem; just switch the input and output lines. If you don't have a bidirectional pump you will obviously have to get a new vacuum pump. As for the speed of the accessory pad: FAEI has the STC for Cessnas w/ Franklins and they run their vacuum pumps off the accessory pad in question, i.e. no problem running vacuum off the pad on the pilot side near the prop. Sorry to get us all excited. Mike --- mike deeter wrote: > Franklin drivers: > > Well, I got my fuel pump installed and fuel lines > redone. I only needed to hoist the engine for > taking > the old one off. I was able to reinstall the new > one > w/ the engine bolted tightly to the firewall. > > I installed the vacuum pump on the pilot side accy > pad > near the prop. Unfortunately, this may not work as > well as PZL intended. Larry Coen pointed out the > accy > pads near the prop turn 0.847 times crank CW while > the > accy pad on the rear of the engine (fuel pump mount) > turns 1.65 times crank CCW. > > This could be a problems (ahem, issue). > > The vacuum pump will now turn more slowly and > opposite > the way it previously turned (it previously was on > the > fuel pump drive). I called SigmaTek about this and > they said, though the pump is bi-directional, the > direction change is significant because it gets a > wear > pattern after awhile and changing could shorten the > life. I only have 12 hours on mine so they said it > should be OK. The other problem is they said their > pump needs about 1500 RPM to get good vacuum (gauge > in > the green) so at 0.847:1 I'd need around 1800 crank > RPM to get good vacuum. Hmmm. > > The SigmaTek guy did say that other pumps on the > market only need 1200 RPM to get up to speed so only > would need around 1400 crank RPM to get good vacuum. > > Still not the best situation. > > I hope to get some comments from the Franklin guys > to > see what ideas are out there for solving this > problem. > Can't go running around w/o vacuum. > > Sorry to be the bearer of bad tidings. > > Mike Deeter > N2011P Franklin RG E > > > > ===== > ******************************************* > Mike Deeter > N2011 Test Pilot > iguanamagic@yahoo.com > http://iguanamagic.siegesmund.org > ******************************************* > > __________________________________________________ > Do you Yahoo!? > HotJobs - Search new jobs daily now > http://hotjobs.yahoo.com/ > - > To change your email address, send an email to > majordomo@tvbf.org with the body: > subscribe reflector > unsubscribe reflector > Visit the gallery! tvbf:jamaicangoose ===== ******************************************* Mike Deeter N2011 Test Pilot iguanamagic@yahoo.com http://iguanamagic.siegesmund.org ******************************************* __________________________________________________ Do you Yahoo!? HotJobs - Search new jobs daily now http://hotjobs.yahoo.com/ - To change your email address, send an email to majordomo@tvbf.org with the body: subscribe reflector unsubscribe reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 28 03:58:47 2003 From: reflector@tvbf.org (Wayne Owens) Date: Sun, 27 Apr 2003 22:58:47 -0400 Subject: REFLECTOR: Franklin Fuel Pump Issues References: Message-ID: <001e01c30d32$176189e0$fd264ed8@mshome.net> Seems like the Airborne customer service folks told me that pump RPM should be 2 1/2 x crank rpm. Verify that. Can you crank your prop over by hand and count pump revolutions to determine what ratio you are driving it at? Wayne ----- Original Message ----- From: "Jay Yu" To: ; "mike deeter" Sent: Sunday, April 27, 2003 10:42 PM Subject: RE: REFLECTOR: Franklin Fuel Pump Issues > Hi Mike and All Franklin Drivers, > > I know that I am late in the game on this. I just installed my new fuel pump > that's working well. But, like Mike's original configuration, my SigmaTek > vacuum pump used to be on fuel pump drive and now has been moved to rear > pilot side. When I started the engine, I didn't get any vacuum at idle > speed. I only got about 3" HG when the engine was running 1800RPM. The GREEN > arc is about 4.5" to 5.5" HG. How much vacuum can you get and at what RPM > (Mike?) What's the lowest vacuum we need for safe flight? > > My vacuum pump did have about 80 hours in original configuration. In that > configuration, the vacuum was in GREEN easily (may be a little over 1000 > RPM). With this new installation, I adjusted the vacuum regulator (both ways > to extreme) but still cann't get more than 3" at about 1800 RPM. > > Any and all hints will be greatly appreciated. > > Jay Yu > N86YU > Velocity RGE > Franklin/MT > > > > -----Original Message----- > From: owner-reflector@dax.awpi.com > [mailto:owner-reflector@dax.awpi.com]On Behalf Of mike deeter > Sent: Friday, November 01, 2002 12:17 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR: Franklin Fuel Pump Issues > > > Franklin drivers: > > OK , so now I'm answering my own emails. > > I just got off the phone w/ my engine builder, Pete > Askeland at Franklin Aircraft Engines, Inc. (FAEI) in > Colorado. > > Referring to the problems I've outlined in my email > below. If you have a bidirectional vacuum pump you > will have no problem; just switch the input and output > lines. > > If you don't have a bidirectional pump you will > obviously have to get a new vacuum pump. > > As for the speed of the accessory pad: FAEI has the > STC for Cessnas w/ Franklins and they run their vacuum > pumps off the accessory pad in question, i.e. no > problem running vacuum off the pad on the pilot side > near the prop. > > Sorry to get us all excited. > > Mike > > --- mike deeter wrote: > > Franklin drivers: > > > > Well, I got my fuel pump installed and fuel lines > > redone. I only needed to hoist the engine for > > taking > > the old one off. I was able to reinstall the new > > one > > w/ the engine bolted tightly to the firewall. > > > > I installed the vacuum pump on the pilot side accy > > pad > > near the prop. Unfortunately, this may not work as > > well as PZL intended. Larry Coen pointed out the > > accy > > pads near the prop turn 0.847 times crank CW while > > the > > accy pad on the rear of the engine (fuel pump mount) > > turns 1.65 times crank CCW. > > > > This could be a problems (ahem, issue). > > > > The vacuum pump will now turn more slowly and > > opposite > > the way it previously turned (it previously was on > > the > > fuel pump drive). I called SigmaTek about this and > > they said, though the pump is bi-directional, the > > direction change is significant because it gets a > > wear > > pattern after awhile and changing could shorten the > > life. I only have 12 hours on mine so they said it > > should be OK. The other problem is they said their > > pump needs about 1500 RPM to get good vacuum (gauge > > in > > the green) so at 0.847:1 I'd need around 1800 crank > > RPM to get good vacuum. Hmmm. > > > > The SigmaTek guy did say that other pumps on the > > market only need 1200 RPM to get up to speed so only > > would need around 1400 crank RPM to get good vacuum. > > > > Still not the best situation. > > > > I hope to get some comments from the Franklin guys > > to > > see what ideas are out there for solving this > > problem. > > Can't go running around w/o vacuum. > > > > Sorry to be the bearer of bad tidings. > > > > Mike Deeter > > N2011P Franklin RG E > > > > > > > > ===== > > ******************************************* > > Mike Deeter > > N2011 Test Pilot > > iguanamagic@yahoo.com > > http://iguanamagic.siegesmund.org > > ******************************************* > > > > __________________________________________________ > > Do you Yahoo!? > > HotJobs - Search new jobs daily now > > http://hotjobs.yahoo.com/ > > - > > To change your email address, send an email to > > majordomo@tvbf.org with the body: > > subscribe reflector > > unsubscribe reflector > > Visit the gallery! tvbf:jamaicangoose > > > ===== > ******************************************* > Mike Deeter > N2011 Test Pilot > iguanamagic@yahoo.com > http://iguanamagic.siegesmund.org > ******************************************* > > __________________________________________________ > Do you Yahoo!? > HotJobs - Search new jobs daily now > http://hotjobs.yahoo.com/ > - > To change your email address, send an email to majordomo@tvbf.org with the > body: > subscribe reflector > unsubscribe reflector > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 28 04:34:59 2003 From: reflector@tvbf.org (Jay Yu) Date: Sun, 27 Apr 2003 22:34:59 -0500 Subject: REFLECTOR: Franklin Fuel Pump Issues In-Reply-To: <001e01c30d32$176189e0$fd264ed8@mshome.net> Message-ID: Hi Wayne, Thanks for the input. Based on the Franklin manual, the accessary drive pad on which I installed the vacuum pump has a drive ratio of 0.847 which is certainly less than 2 1/2. I wonder what vacuum other builders with the same configuration are getting. Thanks, Jay -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Wayne Owens Sent: Sunday, April 27, 2003 9:59 PM To: reflector@tvbf.org Subject: Re: REFLECTOR: Franklin Fuel Pump Issues Seems like the Airborne customer service folks told me that pump RPM should be 2 1/2 x crank rpm. Verify that. Can you crank your prop over by hand and count pump revolutions to determine what ratio you are driving it at? Wayne ----- Original Message ----- From: "Jay Yu" To: ; "mike deeter" Sent: Sunday, April 27, 2003 10:42 PM Subject: RE: REFLECTOR: Franklin Fuel Pump Issues > Hi Mike and All Franklin Drivers, > > I know that I am late in the game on this. I just installed my new fuel pump > that's working well. But, like Mike's original configuration, my SigmaTek > vacuum pump used to be on fuel pump drive and now has been moved to rear > pilot side. When I started the engine, I didn't get any vacuum at idle > speed. I only got about 3" HG when the engine was running 1800RPM. The GREEN > arc is about 4.5" to 5.5" HG. How much vacuum can you get and at what RPM > (Mike?) What's the lowest vacuum we need for safe flight? > > My vacuum pump did have about 80 hours in original configuration. In that > configuration, the vacuum was in GREEN easily (may be a little over 1000 > RPM). With this new installation, I adjusted the vacuum regulator (both ways > to extreme) but still cann't get more than 3" at about 1800 RPM. > > Any and all hints will be greatly appreciated. > > Jay Yu > N86YU > Velocity RGE > Franklin/MT > > > > -----Original Message----- > From: owner-reflector@dax.awpi.com > [mailto:owner-reflector@dax.awpi.com]On Behalf Of mike deeter > Sent: Friday, November 01, 2002 12:17 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR: Franklin Fuel Pump Issues > > > Franklin drivers: > > OK , so now I'm answering my own emails. > > I just got off the phone w/ my engine builder, Pete > Askeland at Franklin Aircraft Engines, Inc. (FAEI) in > Colorado. > > Referring to the problems I've outlined in my email > below. If you have a bidirectional vacuum pump you > will have no problem; just switch the input and output > lines. > > If you don't have a bidirectional pump you will > obviously have to get a new vacuum pump. > > As for the speed of the accessory pad: FAEI has the > STC for Cessnas w/ Franklins and they run their vacuum > pumps off the accessory pad in question, i.e. no > problem running vacuum off the pad on the pilot side > near the prop. > > Sorry to get us all excited. > > Mike > > --- mike deeter wrote: > > Franklin drivers: > > > > Well, I got my fuel pump installed and fuel lines > > redone. I only needed to hoist the engine for > > taking > > the old one off. I was able to reinstall the new > > one > > w/ the engine bolted tightly to the firewall. > > > > I installed the vacuum pump on the pilot side accy > > pad > > near the prop. Unfortunately, this may not work as > > well as PZL intended. Larry Coen pointed out the > > accy > > pads near the prop turn 0.847 times crank CW while > > the > > accy pad on the rear of the engine (fuel pump mount) > > turns 1.65 times crank CCW. > > > > This could be a problems (ahem, issue). > > > > The vacuum pump will now turn more slowly and > > opposite > > the way it previously turned (it previously was on > > the > > fuel pump drive). I called SigmaTek about this and > > they said, though the pump is bi-directional, the > > direction change is significant because it gets a > > wear > > pattern after awhile and changing could shorten the > > life. I only have 12 hours on mine so they said it > > should be OK. The other problem is they said their > > pump needs about 1500 RPM to get good vacuum (gauge > > in > > the green) so at 0.847:1 I'd need around 1800 crank > > RPM to get good vacuum. Hmmm. > > > > The SigmaTek guy did say that other pumps on the > > market only need 1200 RPM to get up to speed so only > > would need around 1400 crank RPM to get good vacuum. > > > > Still not the best situation. > > > > I hope to get some comments from the Franklin guys > > to > > see what ideas are out there for solving this > > problem. > > Can't go running around w/o vacuum. > > > > Sorry to be the bearer of bad tidings. > > > > Mike Deeter > > N2011P Franklin RG E > > > > > > > > ===== > > ******************************************* > > Mike Deeter > > N2011 Test Pilot > > iguanamagic@yahoo.com > > http://iguanamagic.siegesmund.org > > ******************************************* > > > > __________________________________________________ > > Do you Yahoo!? > > HotJobs - Search new jobs daily now > > http://hotjobs.yahoo.com/ > > - > > To change your email address, send an email to > > majordomo@tvbf.org with the body: > > subscribe reflector > > unsubscribe reflector > > Visit the gallery! tvbf:jamaicangoose > > > ===== > ******************************************* > Mike Deeter > N2011 Test Pilot > iguanamagic@yahoo.com > http://iguanamagic.siegesmund.org > ******************************************* > > __________________________________________________ > Do you Yahoo!? > HotJobs - Search new jobs daily now > http://hotjobs.yahoo.com/ > - > To change your email address, send an email to majordomo@tvbf.org with the > body: > subscribe reflector > unsubscribe reflector > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 28 04:40:00 2003 From: reflector@tvbf.org (Scott Derrick) Date: Sun, 27 Apr 2003 21:40:00 -0600 Subject: REFLECTOR: Franklin Fuel Pump Issues References: Message-ID: <3EACA290.30205@tnstaafl.net> Maybe its time for that "All Electric Panel"? File that antiquated suck machine in the circular file? Scott Jay Yu wrote: > Hi Wayne, > > Thanks for the input. Based on the Franklin manual, the accessary drive pad > on which I installed the vacuum pump has a drive ratio of 0.847 which is > certainly less than 2 1/2. I wonder what vacuum other builders with the same > configuration are getting. > > Thanks, > > Jay > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Wayne Owens > Sent: Sunday, April 27, 2003 9:59 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR: Franklin Fuel Pump Issues > > > Seems like the Airborne customer service folks told me that pump RPM should > be 2 1/2 x crank rpm. Verify that. Can you crank your prop over by hand and > count pump revolutions to determine what ratio you are driving it at? > Wayne > ----- Original Message ----- > From: "Jay Yu" > To: ; "mike deeter" > Sent: Sunday, April 27, 2003 10:42 PM > Subject: RE: REFLECTOR: Franklin Fuel Pump Issues > > > >>Hi Mike and All Franklin Drivers, >> >>I know that I am late in the game on this. I just installed my new fuel > > pump > >>that's working well. But, like Mike's original configuration, my SigmaTek >>vacuum pump used to be on fuel pump drive and now has been moved to rear >>pilot side. When I started the engine, I didn't get any vacuum at idle >>speed. I only got about 3" HG when the engine was running 1800RPM. The > > GREEN > >>arc is about 4.5" to 5.5" HG. How much vacuum can you get and at what RPM >>(Mike?) What's the lowest vacuum we need for safe flight? >> >>My vacuum pump did have about 80 hours in original configuration. In that >>configuration, the vacuum was in GREEN easily (may be a little over 1000 >>RPM). With this new installation, I adjusted the vacuum regulator (both > > ways > >>to extreme) but still cann't get more than 3" at about 1800 RPM. >> >>Any and all hints will be greatly appreciated. >> >>Jay Yu >>N86YU >>Velocity RGE >>Franklin/MT >> >> >> >>-----Original Message----- >>From: owner-reflector@dax.awpi.com >>[mailto:owner-reflector@dax.awpi.com]On Behalf Of mike deeter >>Sent: Friday, November 01, 2002 12:17 PM >>To: reflector@tvbf.org >>Subject: Re: REFLECTOR: Franklin Fuel Pump Issues >> >> >>Franklin drivers: >> >>OK , so now I'm answering my own emails. >> >>I just got off the phone w/ my engine builder, Pete >>Askeland at Franklin Aircraft Engines, Inc. (FAEI) in >>Colorado. >> >>Referring to the problems I've outlined in my email >>below. If you have a bidirectional vacuum pump you >>will have no problem; just switch the input and output >>lines. >> >>If you don't have a bidirectional pump you will >>obviously have to get a new vacuum pump. >> >>As for the speed of the accessory pad: FAEI has the >>STC for Cessnas w/ Franklins and they run their vacuum >>pumps off the accessory pad in question, i.e. no >>problem running vacuum off the pad on the pilot side >>near the prop. >> >>Sorry to get us all excited. >> >>Mike >> >>--- mike deeter wrote: >> >>>Franklin drivers: >>> >>>Well, I got my fuel pump installed and fuel lines >>>redone. I only needed to hoist the engine for >>>taking >>>the old one off. I was able to reinstall the new >>>one >>>w/ the engine bolted tightly to the firewall. >>> >>>I installed the vacuum pump on the pilot side accy >>>pad >>>near the prop. Unfortunately, this may not work as >>>well as PZL intended. Larry Coen pointed out the >>>accy >>>pads near the prop turn 0.847 times crank CW while >>>the >>>accy pad on the rear of the engine (fuel pump mount) >>>turns 1.65 times crank CCW. >>> >>>This could be a problems (ahem, issue). >>> >>>The vacuum pump will now turn more slowly and >>>opposite >>>the way it previously turned (it previously was on >>>the >>>fuel pump drive). I called SigmaTek about this and >>>they said, though the pump is bi-directional, the >>>direction change is significant because it gets a >>>wear >>>pattern after awhile and changing could shorten the >>>life. I only have 12 hours on mine so they said it >>>should be OK. The other problem is they said their >>>pump needs about 1500 RPM to get good vacuum (gauge >>>in >>>the green) so at 0.847:1 I'd need around 1800 crank >>>RPM to get good vacuum. Hmmm. >>> >>>The SigmaTek guy did say that other pumps on the >>>market only need 1200 RPM to get up to speed so only >>>would need around 1400 crank RPM to get good vacuum. >>> >>>Still not the best situation. >>> >>>I hope to get some comments from the Franklin guys >>>to >>>see what ideas are out there for solving this >>>problem. >>> Can't go running around w/o vacuum. >>> >>>Sorry to be the bearer of bad tidings. >>> >>>Mike Deeter >>>N2011P Franklin RG E >>> >>> >>> >>>===== >>>******************************************* >>>Mike Deeter >>>N2011 Test Pilot >>>iguanamagic@yahoo.com >>>http://iguanamagic.siegesmund.org >>>******************************************* >>> >>>__________________________________________________ >>>Do you Yahoo!? >>>HotJobs - Search new jobs daily now >>>http://hotjobs.yahoo.com/ >>>- >>>To change your email address, send an email to >>>majordomo@tvbf.org with the body: >>>subscribe reflector >>>unsubscribe reflector >>>Visit the gallery! tvbf:jamaicangoose >> >> >>===== >>******************************************* >>Mike Deeter >>N2011 Test Pilot >>iguanamagic@yahoo.com >>http://iguanamagic.siegesmund.org >>******************************************* >> >>__________________________________________________ >>Do you Yahoo!? >>HotJobs - Search new jobs daily now >>http://hotjobs.yahoo.com/ >>- >>To change your email address, send an email to majordomo@tvbf.org with the >>body: >>subscribe reflector >>unsubscribe reflector >>Visit the gallery! tvbf:jamaicangoose >> >>_______________________________________________ >>To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > >>Visit the gallery! tvbf:jamaicangoose > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Mon Apr 28 07:32:26 2003 From: reflector@tvbf.org (Donald Royer) Date: Mon, 28 Apr 2003 00:32:26 -0600 Subject: REFLECTOR: Franklin Fuel Pump Issues References: Message-ID: <001b01c30d4f$f00f0700$9f103b41@dr> I haven't installed my vacuum regulator yet, but I am getting over six inches at cruise. My pump has always been on the drive on the rear pilot's side. I am going to have to get my vacuum regulator installed before I wear out my instruments. One thing that may be contributing to my good performance is that I have a 5/8" line running from the pump to the back of the panel. I used the large line after talking to one of the early Franklin drivers who was having some problems with low vacuum pressure. His problem turned out to be a leaking line. Don ----- Original Message ----- From: "Jay Yu" To: ; "mike deeter" Sent: Sunday, April 27, 2003 8:42 PM Subject: RE: REFLECTOR: Franklin Fuel Pump Issues > Hi Mike and All Franklin Drivers, > > I know that I am late in the game on this. I just installed my new fuel pump > that's working well. But, like Mike's original configuration, my SigmaTek > vacuum pump used to be on fuel pump drive and now has been moved to rear > pilot side. When I started the engine, I didn't get any vacuum at idle > speed. I only got about 3" HG when the engine was running 1800RPM. The GREEN > arc is about 4.5" to 5.5" HG. How much vacuum can you get and at what RPM > (Mike?) What's the lowest vacuum we need for safe flight? > > My vacuum pump did have about 80 hours in original configuration. In that > configuration, the vacuum was in GREEN easily (may be a little over 1000 > RPM). With this new installation, I adjusted the vacuum regulator (both ways > to extreme) but still cann't get more than 3" at about 1800 RPM. > > Any and all hints will be greatly appreciated. > > Jay Yu > N86YU > Velocity RGE > Franklin/MT > > > > -----Original Message----- > From: owner-reflector@dax.awpi.com > [mailto:owner-reflector@dax.awpi.com]On Behalf Of mike deeter > Sent: Friday, November 01, 2002 12:17 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR: Franklin Fuel Pump Issues > > > Franklin drivers: > > OK , so now I'm answering my own emails. > > I just got off the phone w/ my engine builder, Pete > Askeland at Franklin Aircraft Engines, Inc. (FAEI) in > Colorado. > > Referring to the problems I've outlined in my email > below. If you have a bidirectional vacuum pump you > will have no problem; just switch the input and output > lines. > > If you don't have a bidirectional pump you will > obviously have to get a new vacuum pump. > > As for the speed of the accessory pad: FAEI has the > STC for Cessnas w/ Franklins and they run their vacuum > pumps off the accessory pad in question, i.e. no > problem running vacuum off the pad on the pilot side > near the prop. > > Sorry to get us all excited. > > Mike > > --- mike deeter wrote: > > Franklin drivers: > > > > Well, I got my fuel pump installed and fuel lines > > redone. I only needed to hoist the engine for > > taking > > the old one off. I was able to reinstall the new > > one > > w/ the engine bolted tightly to the firewall. > > > > I installed the vacuum pump on the pilot side accy > > pad > > near the prop. Unfortunately, this may not work as > > well as PZL intended. Larry Coen pointed out the > > accy > > pads near the prop turn 0.847 times crank CW while > > the > > accy pad on the rear of the engine (fuel pump mount) > > turns 1.65 times crank CCW. > > > > This could be a problems (ahem, issue). > > > > The vacuum pump will now turn more slowly and > > opposite > > the way it previously turned (it previously was on > > the > > fuel pump drive). I called SigmaTek about this and > > they said, though the pump is bi-directional, the > > direction change is significant because it gets a > > wear > > pattern after awhile and changing could shorten the > > life. I only have 12 hours on mine so they said it > > should be OK. The other problem is they said their > > pump needs about 1500 RPM to get good vacuum (gauge > > in > > the green) so at 0.847:1 I'd need around 1800 crank > > RPM to get good vacuum. Hmmm. > > > > The SigmaTek guy did say that other pumps on the > > market only need 1200 RPM to get up to speed so only > > would need around 1400 crank RPM to get good vacuum. > > > > Still not the best situation. > > > > I hope to get some comments from the Franklin guys > > to > > see what ideas are out there for solving this > > problem. > > Can't go running around w/o vacuum. > > > > Sorry to be the bearer of bad tidings. > > > > Mike Deeter > > N2011P Franklin RG E > > > > > > > > ===== > > ******************************************* > > Mike Deeter > > N2011 Test Pilot > > iguanamagic@yahoo.com > > http://iguanamagic.siegesmund.org > > ******************************************* > > > > __________________________________________________ > > Do you Yahoo!? > > HotJobs - Search new jobs daily now > > http://hotjobs.yahoo.com/ > > - > > To change your email address, send an email to > > majordomo@tvbf.org with the body: > > subscribe reflector > > unsubscribe reflector > > Visit the gallery! tvbf:jamaicangoose > > > ===== > ******************************************* > Mike Deeter > N2011 Test Pilot > iguanamagic@yahoo.com > http://iguanamagic.siegesmund.org > ******************************************* > > __________________________________________________ > Do you Yahoo!? > HotJobs - Search new jobs daily now > http://hotjobs.yahoo.com/ > - > To change your email address, send an email to majordomo@tvbf.org with the > body: > subscribe reflector > unsubscribe reflector > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 28 14:06:48 2003 From: reflector@tvbf.org (Wayne Owens) Date: Mon, 28 Apr 2003 09:06:48 -0400 Subject: REFLECTOR: Franklin Fuel Pump Issues References: Message-ID: <002901c30d87$07ba45e0$05254ed8@mshome.net> That number makes me doubt my memory. Airborne's Tech Service hotline # is: 800 382 8422 Air leaks sound like a good thing to investigate also. ----- Original Message ----- From: "Jay Yu" To: Sent: Sunday, April 27, 2003 11:34 PM Subject: RE: REFLECTOR: Franklin Fuel Pump Issues > Hi Wayne, > > Thanks for the input. Based on the Franklin manual, the accessary drive pad > on which I installed the vacuum pump has a drive ratio of 0.847 which is > certainly less than 2 1/2. I wonder what vacuum other builders with the same > configuration are getting. > > Thanks, > > Jay > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Wayne Owens > Sent: Sunday, April 27, 2003 9:59 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR: Franklin Fuel Pump Issues > > > Seems like the Airborne customer service folks told me that pump RPM should > be 2 1/2 x crank rpm. Verify that. Can you crank your prop over by hand and > count pump revolutions to determine what ratio you are driving it at? > Wayne > ----- Original Message ----- > From: "Jay Yu" > To: ; "mike deeter" > Sent: Sunday, April 27, 2003 10:42 PM > Subject: RE: REFLECTOR: Franklin Fuel Pump Issues > > > > Hi Mike and All Franklin Drivers, > > > > I know that I am late in the game on this. I just installed my new fuel > pump > > that's working well. But, like Mike's original configuration, my SigmaTek > > vacuum pump used to be on fuel pump drive and now has been moved to rear > > pilot side. When I started the engine, I didn't get any vacuum at idle > > speed. I only got about 3" HG when the engine was running 1800RPM. The > GREEN > > arc is about 4.5" to 5.5" HG. How much vacuum can you get and at what RPM > > (Mike?) What's the lowest vacuum we need for safe flight? > > > > My vacuum pump did have about 80 hours in original configuration. In that > > configuration, the vacuum was in GREEN easily (may be a little over 1000 > > RPM). With this new installation, I adjusted the vacuum regulator (both > ways > > to extreme) but still cann't get more than 3" at about 1800 RPM. > > > > Any and all hints will be greatly appreciated. > > > > Jay Yu > > N86YU > > Velocity RGE > > Franklin/MT > > > > > > > > -----Original Message----- > > From: owner-reflector@dax.awpi.com > > [mailto:owner-reflector@dax.awpi.com]On Behalf Of mike deeter > > Sent: Friday, November 01, 2002 12:17 PM > > To: reflector@tvbf.org > > Subject: Re: REFLECTOR: Franklin Fuel Pump Issues > > > > > > Franklin drivers: > > > > OK , so now I'm answering my own emails. > > > > I just got off the phone w/ my engine builder, Pete > > Askeland at Franklin Aircraft Engines, Inc. (FAEI) in > > Colorado. > > > > Referring to the problems I've outlined in my email > > below. If you have a bidirectional vacuum pump you > > will have no problem; just switch the input and output > > lines. > > > > If you don't have a bidirectional pump you will > > obviously have to get a new vacuum pump. > > > > As for the speed of the accessory pad: FAEI has the > > STC for Cessnas w/ Franklins and they run their vacuum > > pumps off the accessory pad in question, i.e. no > > problem running vacuum off the pad on the pilot side > > near the prop. > > > > Sorry to get us all excited. > > > > Mike > > > > --- mike deeter wrote: > > > Franklin drivers: > > > > > > Well, I got my fuel pump installed and fuel lines > > > redone. I only needed to hoist the engine for > > > taking > > > the old one off. I was able to reinstall the new > > > one > > > w/ the engine bolted tightly to the firewall. > > > > > > I installed the vacuum pump on the pilot side accy > > > pad > > > near the prop. Unfortunately, this may not work as > > > well as PZL intended. Larry Coen pointed out the > > > accy > > > pads near the prop turn 0.847 times crank CW while > > > the > > > accy pad on the rear of the engine (fuel pump mount) > > > turns 1.65 times crank CCW. > > > > > > This could be a problems (ahem, issue). > > > > > > The vacuum pump will now turn more slowly and > > > opposite > > > the way it previously turned (it previously was on > > > the > > > fuel pump drive). I called SigmaTek about this and > > > they said, though the pump is bi-directional, the > > > direction change is significant because it gets a > > > wear > > > pattern after awhile and changing could shorten the > > > life. I only have 12 hours on mine so they said it > > > should be OK. The other problem is they said their > > > pump needs about 1500 RPM to get good vacuum (gauge > > > in > > > the green) so at 0.847:1 I'd need around 1800 crank > > > RPM to get good vacuum. Hmmm. > > > > > > The SigmaTek guy did say that other pumps on the > > > market only need 1200 RPM to get up to speed so only > > > would need around 1400 crank RPM to get good vacuum. > > > > > > Still not the best situation. > > > > > > I hope to get some comments from the Franklin guys > > > to > > > see what ideas are out there for solving this > > > problem. > > > Can't go running around w/o vacuum. > > > > > > Sorry to be the bearer of bad tidings. > > > > > > Mike Deeter > > > N2011P Franklin RG E > > > > > > > > > > > > ===== > > > ******************************************* > > > Mike Deeter > > > N2011 Test Pilot > > > iguanamagic@yahoo.com > > > http://iguanamagic.siegesmund.org > > > ******************************************* > > > > > > __________________________________________________ > > > Do you Yahoo!? > > > HotJobs - Search new jobs daily now > > > http://hotjobs.yahoo.com/ > > > - > > > To change your email address, send an email to > > > majordomo@tvbf.org with the body: > > > subscribe reflector > > > unsubscribe reflector > > > Visit the gallery! tvbf:jamaicangoose > > > > > > ===== > > ******************************************* > > Mike Deeter > > N2011 Test Pilot > > iguanamagic@yahoo.com > > http://iguanamagic.siegesmund.org > > ******************************************* > > > > __________________________________________________ > > Do you Yahoo!? > > HotJobs - Search new jobs daily now > > http://hotjobs.yahoo.com/ > > - > > To change your email address, send an email to majordomo@tvbf.org with the > > body: > > subscribe reflector > > unsubscribe reflector > > Visit the gallery! tvbf:jamaicangoose > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Mon Apr 28 14:09:59 2003 From: reflector@tvbf.org (Wayne Owens) Date: Mon, 28 Apr 2003 09:09:59 -0400 Subject: REFLECTOR:pegboard hooks Message-ID: <003601c30d87$794c5ea0$05254ed8@mshome.net> This is a multi-part message in MIME format. ------=_NextPart_000_0033_01C30D65.F1BD9F60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Was it you Jim Agnew who found the source for latching pegboard hooks?=20 Anyone have the source? Wayne ------=_NextPart_000_0033_01C30D65.F1BD9F60 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Was it you Jim Agnew who found the = source for=20 latching pegboard hooks?
Anyone have the source?
Wayne
------=_NextPart_000_0033_01C30D65.F1BD9F60-- From reflector@tvbf.org Mon Apr 28 16:38:03 2003 From: reflector@tvbf.org (Laurence Coen) Date: Mon, 28 Apr 2003 10:38:03 -0500 Subject: REFLECTOR: Franklin Fuel Pump Issues References: <3EACA290.30205@tnstaafl.net> Message-ID: The SigmaTek pump can run in either direction but I remember a statement to the effect that if you run it one direction and then switch the vanes will take a wear set and may not seat well going the other way. This is the case with the Franklin, plus it is turning at about half the former speed. Normal cruise RPM should keep you in the green just fine and if you do have vane set problem, it should improve with use. Larry Coen SE-RG Franklin ----- Original Message ----- From: "Scott Derrick" To: Sent: Sunday, April 27, 2003 10:40 PM Subject: Re: REFLECTOR: Franklin Fuel Pump Issues > Maybe its time for that "All Electric Panel"? > > File that antiquated suck machine in the circular file? > > Scott > > Jay Yu wrote: > > Hi Wayne, > > > > Thanks for the input. Based on the Franklin manual, the accessary drive pad > > on which I installed the vacuum pump has a drive ratio of 0.847 which is > > certainly less than 2 1/2. I wonder what vacuum other builders with the same > > configuration are getting. > > > > Thanks, > > > > Jay > > > > -----Original Message----- > > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > > Behalf Of Wayne Owens > > Sent: Sunday, April 27, 2003 9:59 PM > > To: reflector@tvbf.org > > Subject: Re: REFLECTOR: Franklin Fuel Pump Issues > > > > > > Seems like the Airborne customer service folks told me that pump RPM should > > be 2 1/2 x crank rpm. Verify that. Can you crank your prop over by hand and > > count pump revolutions to determine what ratio you are driving it at? > > Wayne > > ----- Original Message ----- > > From: "Jay Yu" > > To: ; "mike deeter" > > Sent: Sunday, April 27, 2003 10:42 PM > > Subject: RE: REFLECTOR: Franklin Fuel Pump Issues > > > > > > > >>Hi Mike and All Franklin Drivers, > >> > >>I know that I am late in the game on this. I just installed my new fuel > > > > pump > > > >>that's working well. But, like Mike's original configuration, my SigmaTek > >>vacuum pump used to be on fuel pump drive and now has been moved to rear > >>pilot side. When I started the engine, I didn't get any vacuum at idle > >>speed. I only got about 3" HG when the engine was running 1800RPM. The > > > > GREEN > > > >>arc is about 4.5" to 5.5" HG. How much vacuum can you get and at what RPM > >>(Mike?) What's the lowest vacuum we need for safe flight? > >> > >>My vacuum pump did have about 80 hours in original configuration. In that > >>configuration, the vacuum was in GREEN easily (may be a little over 1000 > >>RPM). With this new installation, I adjusted the vacuum regulator (both > > > > ways > > > >>to extreme) but still cann't get more than 3" at about 1800 RPM. > >> > >>Any and all hints will be greatly appreciated. > >> > >>Jay Yu > >>N86YU > >>Velocity RGE > >>Franklin/MT > >> > >> > >> > >>-----Original Message----- > >>From: owner-reflector@dax.awpi.com > >>[mailto:owner-reflector@dax.awpi.com]On Behalf Of mike deeter > >>Sent: Friday, November 01, 2002 12:17 PM > >>To: reflector@tvbf.org > >>Subject: Re: REFLECTOR: Franklin Fuel Pump Issues > >> > >> > >>Franklin drivers: > >> > >>OK , so now I'm answering my own emails. > >> > >>I just got off the phone w/ my engine builder, Pete > >>Askeland at Franklin Aircraft Engines, Inc. (FAEI) in > >>Colorado. > >> > >>Referring to the problems I've outlined in my email > >>below. If you have a bidirectional vacuum pump you > >>will have no problem; just switch the input and output > >>lines. > >> > >>If you don't have a bidirectional pump you will > >>obviously have to get a new vacuum pump. > >> > >>As for the speed of the accessory pad: FAEI has the > >>STC for Cessnas w/ Franklins and they run their vacuum > >>pumps off the accessory pad in question, i.e. no > >>problem running vacuum off the pad on the pilot side > >>near the prop. > >> > >>Sorry to get us all excited. > >> > >>Mike > >> > >>--- mike deeter wrote: > >> > >>>Franklin drivers: > >>> > >>>Well, I got my fuel pump installed and fuel lines > >>>redone. I only needed to hoist the engine for > >>>taking > >>>the old one off. I was able to reinstall the new > >>>one > >>>w/ the engine bolted tightly to the firewall. > >>> > >>>I installed the vacuum pump on the pilot side accy > >>>pad > >>>near the prop. Unfortunately, this may not work as > >>>well as PZL intended. Larry Coen pointed out the > >>>accy > >>>pads near the prop turn 0.847 times crank CW while > >>>the > >>>accy pad on the rear of the engine (fuel pump mount) > >>>turns 1.65 times crank CCW. > >>> > >>>This could be a problems (ahem, issue). > >>> > >>>The vacuum pump will now turn more slowly and > >>>opposite > >>>the way it previously turned (it previously was on > >>>the > >>>fuel pump drive). I called SigmaTek about this and > >>>they said, though the pump is bi-directional, the > >>>direction change is significant because it gets a > >>>wear > >>>pattern after awhile and changing could shorten the > >>>life. I only have 12 hours on mine so they said it > >>>should be OK. The other problem is they said their > >>>pump needs about 1500 RPM to get good vacuum (gauge > >>>in > >>>the green) so at 0.847:1 I'd need around 1800 crank > >>>RPM to get good vacuum. Hmmm. > >>> > >>>The SigmaTek guy did say that other pumps on the > >>>market only need 1200 RPM to get up to speed so only > >>>would need around 1400 crank RPM to get good vacuum. > >>> > >>>Still not the best situation. > >>> > >>>I hope to get some comments from the Franklin guys > >>>to > >>>see what ideas are out there for solving this > >>>problem. > >>> Can't go running around w/o vacuum. > >>> > >>>Sorry to be the bearer of bad tidings. > >>> > >>>Mike Deeter > >>>N2011P Franklin RG E > >>> > >>> > >>> > >>>===== > >>>******************************************* > >>>Mike Deeter > >>>N2011 Test Pilot > >>>iguanamagic@yahoo.com > >>>http://iguanamagic.siegesmund.org > >>>******************************************* > >>> > >>>__________________________________________________ > >>>Do you Yahoo!? > >>>HotJobs - Search new jobs daily now > >>>http://hotjobs.yahoo.com/ > >>>- > >>>To change your email address, send an email to > >>>majordomo@tvbf.org with the body: > >>>subscribe reflector > >>>unsubscribe reflector > >>>Visit the gallery! tvbf:jamaicangoose > >> > >> > >>===== > >>******************************************* > >>Mike Deeter > >>N2011 Test Pilot > >>iguanamagic@yahoo.com > >>http://iguanamagic.siegesmund.org > >>******************************************* > >> > >>__________________________________________________ > >>Do you Yahoo!? > >>HotJobs - Search new jobs daily now > >>http://hotjobs.yahoo.com/ > >>- > >>To change your email address, send an email to majordomo@tvbf.org with the > >>body: > >>subscribe reflector > >>unsubscribe reflector > >>Visit the gallery! tvbf:jamaicangoose > >> > >>_______________________________________________ > >>To change your email address, visit > > > > http://www.tvbf.org/mailman/listinfo/reflector > > > >>Visit the gallery! tvbf:jamaicangoose > > > > > > _______________________________________________ > > To change your email address, visit > > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > _______________________________________________ > > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > > > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Mon Apr 28 17:56:49 2003 From: reflector@tvbf.org (Christopher Barber) Date: Mon, 28 Apr 2003 11:56:49 -0500 Subject: REFLECTOR:Southwest Regional Fly-in Message-ID: Ok, just heard some info about the Southwest Regional Fly-in (SWRFI..."swerfy") on May 17 - 18. In the recent past this event was in Abilene, Texas during the fall and was not the most attended event (nothing against Abilene, but I have no desire to go there). Before Abilene it was in Kerrville and was a pretty good event from what I am told. However, in Abilene it only had about 20 venders attend. Ok, here is the good part. The SWRFI has been moved to the spring and is now in New Braunfels, Texas. Unlike Abilene, IMHO, New Braunfels is a excellent destination even without an fly-in/air show. Pres. Bush keeps coming to Crawford in the area....but the TFR IS NOT around this airport.. It is in the most beautiful part of Texas (I am biased, I went to college a few miles north), is home of the worlds largest water park (Schliterbaun...Sp?), many antique shops. The World Famous "Greune Hall" (pronounced Green)....you know the place....John Travolta did his angle dance there in the movie "Michael"...it has been in several other movies as well), the busiest recreational river in the US (the Guadalupe) and many, many other things for you, the S/O, friends and family to do. AND....from the last report I got yesterday, it has 96 vendors confirmed, including Vans and Aircraft Spruce among others. If you have ever been to the central Texas Hill Country, you may have some insight as to one reason this may become a premier event....look out Sun & Fun My EAA Chapter, Chapter 12 from Houston, will be guiding aircraft to parking...so wave as you go by. More info can be had at http://www.swrfi.org/default.htm If you don't already have plans for mid-May.....I think this would be worth you time. All the best, Chris Houston Velocity SE/FG with yoke www.LoneStarVelocity.com Christopher Barber Attorney and Counselor at Law 11930 S Sam Houston Pkwy E Suite 103 Houston, Texas 77089-4755 281-464-LAWS (5297) 281-754-4168 (Fax) CBarber@TexasAttorney.net www.TexasAttorney.net From reflector@tvbf.org Tue Apr 29 16:11:21 2003 From: reflector@tvbf.org (Laurence Coen) Date: Tue, 29 Apr 2003 10:11:21 -0500 Subject: REFLECTOR: Franklin Fuel Pump Issues References: Message-ID: Jay, I just did some research on the Sigma Tek pump and found that it is rated at 6 in Hg at 1500 to 4000 RPM. At 1800 RPM engine speed the pump is turning at a little over 1500 and should be capable of 6 in Hg. When the pump was mounted on the accessory case and the engine is running at rated speed (2800 RPM) the pump is turning well above maximum rated speed. You should be doing better than 3 in Hg. Look for a leak or a kink in a hose. Larry Coen SE RG Franklin ----- Original Message ----- From: "Jay Yu" To: Sent: Sunday, April 27, 2003 10:34 PM Subject: RE: REFLECTOR: Franklin Fuel Pump Issues > Hi Wayne, > > Thanks for the input. Based on the Franklin manual, the accessary drive pad > on which I installed the vacuum pump has a drive ratio of 0.847 which is > certainly less than 2 1/2. I wonder what vacuum other builders with the same > configuration are getting. > > Thanks, > > Jay > > -----Original Message----- > From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On > Behalf Of Wayne Owens > Sent: Sunday, April 27, 2003 9:59 PM > To: reflector@tvbf.org > Subject: Re: REFLECTOR: Franklin Fuel Pump Issues > > > Seems like the Airborne customer service folks told me that pump RPM should > be 2 1/2 x crank rpm. Verify that. Can you crank your prop over by hand and > count pump revolutions to determine what ratio you are driving it at? > Wayne > ----- Original Message ----- > From: "Jay Yu" > To: ; "mike deeter" > Sent: Sunday, April 27, 2003 10:42 PM > Subject: RE: REFLECTOR: Franklin Fuel Pump Issues > > > > Hi Mike and All Franklin Drivers, > > > > I know that I am late in the game on this. I just installed my new fuel > pump > > that's working well. But, like Mike's original configuration, my SigmaTek > > vacuum pump used to be on fuel pump drive and now has been moved to rear > > pilot side. When I started the engine, I didn't get any vacuum at idle > > speed. I only got about 3" HG when the engine was running 1800RPM. The > GREEN > > arc is about 4.5" to 5.5" HG. How much vacuum can you get and at what RPM > > (Mike?) What's the lowest vacuum we need for safe flight? > > > > My vacuum pump did have about 80 hours in original configuration. In that > > configuration, the vacuum was in GREEN easily (may be a little over 1000 > > RPM). With this new installation, I adjusted the vacuum regulator (both > ways > > to extreme) but still cann't get more than 3" at about 1800 RPM. > > > > Any and all hints will be greatly appreciated. > > > > Jay Yu > > N86YU > > Velocity RGE > > Franklin/MT > > > > > > > > -----Original Message----- > > From: owner-reflector@dax.awpi.com > > [mailto:owner-reflector@dax.awpi.com]On Behalf Of mike deeter > > Sent: Friday, November 01, 2002 12:17 PM > > To: reflector@tvbf.org > > Subject: Re: REFLECTOR: Franklin Fuel Pump Issues > > > > > > Franklin drivers: > > > > OK , so now I'm answering my own emails. > > > > I just got off the phone w/ my engine builder, Pete > > Askeland at Franklin Aircraft Engines, Inc. (FAEI) in > > Colorado. > > > > Referring to the problems I've outlined in my email > > below. If you have a bidirectional vacuum pump you > > will have no problem; just switch the input and output > > lines. > > > > If you don't have a bidirectional pump you will > > obviously have to get a new vacuum pump. > > > > As for the speed of the accessory pad: FAEI has the > > STC for Cessnas w/ Franklins and they run their vacuum > > pumps off the accessory pad in question, i.e. no > > problem running vacuum off the pad on the pilot side > > near the prop. > > > > Sorry to get us all excited. > > > > Mike > > > > --- mike deeter wrote: > > > Franklin drivers: > > > > > > Well, I got my fuel pump installed and fuel lines > > > redone. I only needed to hoist the engine for > > > taking > > > the old one off. I was able to reinstall the new > > > one > > > w/ the engine bolted tightly to the firewall. > > > > > > I installed the vacuum pump on the pilot side accy > > > pad > > > near the prop. Unfortunately, this may not work as > > > well as PZL intended. Larry Coen pointed out the > > > accy > > > pads near the prop turn 0.847 times crank CW while > > > the > > > accy pad on the rear of the engine (fuel pump mount) > > > turns 1.65 times crank CCW. > > > > > > This could be a problems (ahem, issue). > > > > > > The vacuum pump will now turn more slowly and > > > opposite > > > the way it previously turned (it previously was on > > > the > > > fuel pump drive). I called SigmaTek about this and > > > they said, though the pump is bi-directional, the > > > direction change is significant because it gets a > > > wear > > > pattern after awhile and changing could shorten the > > > life. I only have 12 hours on mine so they said it > > > should be OK. The other problem is they said their > > > pump needs about 1500 RPM to get good vacuum (gauge > > > in > > > the green) so at 0.847:1 I'd need around 1800 crank > > > RPM to get good vacuum. Hmmm. > > > > > > The SigmaTek guy did say that other pumps on the > > > market only need 1200 RPM to get up to speed so only > > > would need around 1400 crank RPM to get good vacuum. > > > > > > Still not the best situation. > > > > > > I hope to get some comments from the Franklin guys > > > to > > > see what ideas are out there for solving this > > > problem. > > > Can't go running around w/o vacuum. > > > > > > Sorry to be the bearer of bad tidings. > > > > > > Mike Deeter > > > N2011P Franklin RG E > > > > > > > > > > > > ===== > > > ******************************************* > > > Mike Deeter > > > N2011 Test Pilot > > > iguanamagic@yahoo.com > > > http://iguanamagic.siegesmund.org > > > ******************************************* > > > > > > __________________________________________________ > > > Do you Yahoo!? > > > HotJobs - Search new jobs daily now > > > http://hotjobs.yahoo.com/ > > > - > > > To change your email address, send an email to > > > majordomo@tvbf.org with the body: > > > subscribe reflector > > > unsubscribe reflector > > > Visit the gallery! tvbf:jamaicangoose > > > > > > ===== > > ******************************************* > > Mike Deeter > > N2011 Test Pilot > > iguanamagic@yahoo.com > > http://iguanamagic.siegesmund.org > > ******************************************* > > > > __________________________________________________ > > Do you Yahoo!? > > HotJobs - Search new jobs daily now > > http://hotjobs.yahoo.com/ > > - > > To change your email address, send an email to majordomo@tvbf.org with the > > body: > > subscribe reflector > > unsubscribe reflector > > Visit the gallery! tvbf:jamaicangoose > > > > _______________________________________________ > > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Tue Apr 29 19:10:33 2003 From: reflector@tvbf.org (Chuck Caldarale) Date: Tue, 29 Apr 2003 13:10:33 -0500 Subject: REFLECTOR:FW: Paypal Security Measures Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0043_01C30E50.B74598B0 Content-Type: text/plain; charset="Windows-1251" Content-Transfer-Encoding: 7bit PayPalFor those of you using PayPal to donate a bit to Brian's efforts, watch out for this scam. The e-mail I received below is NOT from PayPal - it's actually from some place in Taiwan that is attempting identity theft. If you click on the link in the message, you end up at www.ebird.idv.tw, not PayPal (the URL cleverly uses an @-sign between the PayPal name and the actual target, so www.paypal.com is interpreted as a userid). The Taiwanese site requests all sorts of interesting personal information, including, of course, credit card numbers, while using real PayPal graphics and links to real PayPal web pages. Nasty, nasty, nasty. - Chuck -----Original Message----- From: Service [mailto:service@paypal.com] Sent: 2003 April 28, Monday 15:49 To: N828cl Subject: Paypal Security Measures Please verify your information today! Dear Paypal Member. Your account has been randomly flagged in our system as a part of our routine security measures. This is a must to ensure that only you have access and use of your paypal account and to ensure a safe Paypal experience. We require all flagged accounts to verify their information on file with us. To verify your information, click here and enter the details requested. After you verify your information, your account shall be returned to good standing and you will continue to have full use of your account. Thank you for using PayPal! Please do not reply to this e-mail. Mail sent to this address cannot be answered. ------=_NextPart_000_0043_01C30E50.B74598B0 Content-Type: text/html; charset="Windows-1251" Content-Transfer-Encoding: quoted-printable PayPal
For those of you using PayPal to donate a bit to Brian's = efforts, watch=20 out for this scam. The e-mail I received below is NOT from PayPal - it's = actually from some place in Taiwan that is attempting identity theft. If = you=20 click on the link in the message, you end up at www.ebird.idv.tw, not PayPal (the=20 URL cleverly uses an @-sign between the PayPal name and the actual = target,=20 so www.paypal.com is interpreted = as a=20 userid). The Taiwanese site requests all sorts of interesting personal=20 information, including, of course, credit card numbers, while using real = PayPal=20 graphics and links to real PayPal web pages. Nasty, nasty,=20 nasty.
 
 - Chuck
 
-----Original Message-----
From: Service=20 [mailto:service@paypal.com]
Sent: 2003 April 28, Monday=20 15:49
To: N828cl
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3DPayPal
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------=_NextPart_000_0043_01C30E50.B74598B0-- From reflector@tvbf.org Tue Apr 29 21:19:58 2003 From: reflector@tvbf.org (Hiroo Umeno) Date: Tue, 29 Apr 2003 13:19:58 -0700 Subject: REFLECTOR:Alternator wiring Message-ID: This is a multi-part message in MIME format. --------------InterScan_NT_MIME_Boundary Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01C30E8C.B4BA575E" ------_=_NextPart_001_01C30E8C.B4BA575E Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Here I am, still doing wiring... =20 My alternator I got from Franklin guys in CO got me scratching my head. Many of the airplane wiring references refer to three major connections to the alternator. Airframe GND, Alternator Field, and Alternator Out. =20 Now, as I look at my alternator, there appears to be four connections. One is the GND which essentially is the casing bolted down to the engine. Then there is a terminal that is marked with '+' symbol that I figured is the OUT judging from the size of the bolt and nut on the terminal. Now, on the side, there is a plastic connector that has two, yes two, wires coming out. One is yellow and the other is green. They are marked 'S' and 'L'. I am guessing one of them is the 'Field' but which one? =20 Has anyone got this figured out? =20 Hiroo ------_=_NextPart_001_01C30E8C.B4BA575E Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Here I am, still doing = wiring…

 

My alternator I got from Franklin guys in CO got me scratching my head.  Many of the airplane wiring references = refer to three major connections to the alternator.  Airframe GND, = Alternator Field, and Alternator Out.

 

Now, as I look at my alternator, there appears to be = four connections.  One is the GND which essentially is the casing bolted = down to the engine.  Then there is a terminal that is marked with = ‘+’ symbol that I figured is the OUT judging from the size of the bolt and = nut on the terminal.  Now, on the side, there is a plastic connector that = has two, yes two, wires coming out.  One is yellow and the other is = green.  They are marked ‘S’ and ‘L’.  I am guessing = one of them is the ‘Field’ but which one?

 

Has anyone got this figured out?

 

Hiroo

=00 ------_=_NextPart_001_01C30E8C.B4BA575E-- --------------InterScan_NT_MIME_Boundary-- From reflector@tvbf.org Wed Apr 30 00:33:14 2003 From: reflector@tvbf.org (Dan Fast) Date: Tue, 29 Apr 2003 16:33:14 -0700 (PDT) Subject: REFLECTOR:Systems Check In-Reply-To: <002901c3094c$8e950080$4eb3fea9@computer> Message-ID: <20030429233314.7282.qmail@web41114.mail.yahoo.com> Havent recieved any posts for a few days> Exactly two years ago, Dan Fast delivered my SUV 114 > fixed gear fastbuild on > a foggy April day in 2001. > And then on a sunny Saturday, April 19, 2003, N62AL > took to the skies under > the watchful eyes and skillful hands of test pilot > Steve Murphree from > Nevada.. > Performance, temps etc of the Franklin turning a > Catto prop were as good as > could be. > Now I'm just waiting for clear weather to fly off > the required hours and to > do performance checks and other incidentals. > > Dietrich > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose __________________________________ Do you Yahoo!? The New Yahoo! Search - Faster. Easier. Bingo. http://search.yahoo.com From reflector@tvbf.org Wed Apr 30 03:19:56 2003 From: reflector@tvbf.org (Brett Ferrell) Date: Tue, 29 Apr 2003 22:19:56 -0400 Subject: REFLECTOR:Headset jack wiring Message-ID: <007b01c30ebe$fefeea80$0100a8c0@cinci.rr.com> This is a multi-part message in MIME format. ------=_NextPart_000_0078_01C30E9D.76F18560 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Is there a good place to find out everything you need to know to wire = your headet and microphone jacks? I've found some info, and it looks = like I should run 20 ga shielded wire to each, 3 strand to the mic and 2 = strand to the headset, and solder them, but is it that simple? Brett ------=_NextPart_000_0078_01C30E9D.76F18560 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Is there a good place to find out = everything you=20 need to know to wire your headet and microphone jacks?  I've found = some=20 info, and it looks like I should run 20 ga shielded wire to each, 3 = strand to=20 the mic and 2 strand to the headset, and solder them, but is it that=20 simple?

Brett
------=_NextPart_000_0078_01C30E9D.76F18560-- From reflector@tvbf.org Wed Apr 30 13:53:18 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 30 Apr 2003 08:53:18 -0400 Subject: REFLECTOR:Wing Storage Message-ID: For anyone that is interested in my wing storage pulley system, I have pictures. Send me an email and I'll send them to you. I have both .bmp and .jpg but as you would expect the bmp is about 5 X larger. 17 KB vs 900 KB Jerry.Brainard@anthem.com CONFIDENTIALITY NOTICE: This e-mail message, including any attachments, is for the sole use of the intended recipient(s) and may contain confidential and privileged information or otherwise protected by law. Any unauthorized review, use, disclosure or distribution is prohibited. If you are not the intended recipient, please contact the sender by reply e-mail and destroy all copies of the original message. From reflector@tvbf.org Wed Apr 30 21:19:07 2003 From: reflector@tvbf.org (Jim Agnew) Date: Wed, 30 Apr 2003 13:19:07 -0700 (PDT) Subject: REFLECTOR:pegboard hooks In-Reply-To: <003601c30d87$794c5ea0$05254ed8@mshome.net> Message-ID: <20030430201907.66438.qmail@web41305.mail.yahoo.com> Yes it was, at HTTP://WWW.McFeelys.Com. Search for TL-3500 and you won't be sorry, they DON'T come out unless you want them to. Jim Jim --- Wayne Owens wrote: > Was it you Jim Agnew who found the source for latching > pegboard hooks? > Anyone have the source? > Wayne ===== James F. Agnew Jim_Agnew_2@Yahoo.Com Tampa, FL Velocity 173 Elite Aircraft Completed From reflector@tvbf.org Wed Apr 30 22:10:11 2003 From: reflector@tvbf.org (Alexander Balic) Date: Wed, 30 Apr 2003 16:10:11 -0500 Subject: REFLECTOR:pegboard hooks In-Reply-To: <003601c30d87$794c5ea0$05254ed8@mshome.net> Message-ID: This is a multi-part message in MIME format. ------=_NextPart_000_0008_01C30F32.FA2228F0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit The ones that I have purchased recently (home depot) come with these plastic retaining devices that clip across 3 holes to keep the pegs down - they sell just the plastic parts by themselves also -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Wayne Owens Sent: Monday, April 28, 2003 7:10 AM To: reflector@tvbf.org Subject: REFLECTOR:pegboard hooks Was it you Jim Agnew who found the source for latching pegboard hooks? Anyone have the source? Wayne ------=_NextPart_000_0008_01C30F32.FA2228F0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
The=20 ones that I have purchased recently (home depot) come with these plastic = retaining devices that clip across 3 holes to keep the pegs down - they = sell=20 just the plastic parts by themselves also
-----Original Message-----
From: = reflector-admin@tvbf.org=20 [mailto:reflector-admin@tvbf.org]On Behalf Of Wayne=20 Owens
Sent: Monday, April 28, 2003 7:10 AM
To:=20 reflector@tvbf.org
Subject: REFLECTOR:pegboard=20 hooks

Was it you Jim Agnew who found the = source for=20 latching pegboard hooks?
Anyone have the source?
Wayne
------=_NextPart_000_0008_01C30F32.FA2228F0-- From reflector@tvbf.org Wed Apr 30 22:16:37 2003 From: reflector@tvbf.org (Bill) Date: Wed, 30 Apr 2003 16:16:37 -0500 (Central Daylight Time) Subject: REFLECTOR:Alternator wiring References: Message-ID: <3EB03D35.00000E.01468@Medsker1> --------------Boundary-00=_PRD6XFP0000000000000 Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Had the same question and good folks in Co would not answer their phone o= r return my calls??=0D =0D Local alternator shop said the green or S wire goes back to the B termin= al (senses battery condition and sets charging rate). The yellow or L wire g= oes to the alternator solenoid to turn it on and off. =0D =0D =0D My alternator I got from Franklin guys in CO got me scratching my head.=20 Many of the airplane wiring references refer to three major connections t= o the alternator. Airframe GND, Alternator Field, and Alternator Out.=0D =0D Now, as I look at my alternator, there appears to be four connections. O= ne is the GND which essentially is the casing bolted down to the engine. Th= en there is a terminal that is marked with =91+=92 symbol that I figured is = the OUT judging from the size of the bolt and nut on the terminal. Now, on the s= ide there is a plastic connector that has two, yes two, wires coming out. O= ne is yellow and the other is green. They are marked =91S=92 and =91L=92. = I am guessing one of them is the =91Field=92 but which one?=0D =0D Has anyone got this figured out?=0D =0D Hiroo=0D =20 --------------Boundary-00=_PRD6XFP0000000000000 Content-Type: Text/HTML; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Had the same question and good folks in Co would not answer their ph= one or return my calls??
 
Local alternator shop said the green or S wire goes back  = to the B terminal (senses battery condition and sets charging rate).= The yellow or L wire goes to the alternator solenoid to turn it on = and off.
 
 

My alternator I got from Franklin guys in CO got me scratching my head. = ; Many of the airplane wiring references refer to three major connections= to the alternator.  Airframe GND, Alternator Field, and Alternator = Out.

 

Now, as I look at my alternator, there appear= s to be four connections.  One is the GND which essentially is the c= asing bolted down to the engine.  Then there is a terminal that is m= arked with =91+=92 symbol that I figured is the OUT judging from the size= of the bolt and nut on the terminal.  Now, on the side, there is a = plastic connector that has two, yes two, wires coming out.  One is y= ellow and the other is green.  They are marked =91S=92 and =91L=92.&= nbsp; I am guessing one of them is the =91Field=92 but which one?<= /FONT>

 

Has anyone got this figured out?

 

Hiroo

 
--------------Boundary-00=_PRD6XFP0000000000000-- From reflector@tvbf.org Wed Apr 30 22:18:25 2003 From: reflector@tvbf.org (Robin Ream) Date: Wed, 30 Apr 2003 16:18:25 -0500 Subject: REFLECTOR:Southwest Regional Fly-in References: Message-ID: <001e01c30f5e$0993ced0$9f7cce18@cj209446d> Hello Guys! Well, everything you've heard from Chris is absolutely true, and there's going to be a lot more than that before it's all over. Southwest Regional Fly-In, founded by the late master, Tony Bingelis, is rapidly on it's way to becoming an event like Sun and Fun except for one thing. -- It's not as dreadfully long, and it's much less expensive. Although this is it's first year at New Braunfels, Texas (BAZ,) it has already broken all records for the event by multiple times! We expect it to take a few years to mature into a national major among airshows, but there's absolutely no doubt that it will. -- We have the epic real estate trilogy: LOCATION, LOCATION, LOCATION !!! We're 30 minutes from San Antonio, 30 minutes from Austin, and just a short hop from Dallas/Ft. Worth, and Houston. Take a look on Air Nav at BAZ to see one pretty airport that is the new permanent home of the event. I don't think the Velocity factory will be here this time unless Duane has changed the plans recently, but it wouldn't hurt for you guys to tell him about what he's missing :-) I don't think they realized early on in their calendar of events what the Southwest Regional Fly-In was developing into. - It's caught a lot of people by surprise! In the meantime it would be cool if everyone flying a Velocity in would give Chris a call to let him know to expect you, and if enough of you are going to come down for the gracious Texas hospitality and the great show, maybe he could arrange for all you to be parked in one conspicuous show-off area :-) Maybe next year we could all meet up at Stinson Field on the south side of San Antonio and fly into the airshow in formation. Wow, would that be an eye popper! Hey Duane, I know you monitor this newsletter, what do you think? How many Velocities could we put in the air next year? If RV's com in together it just looks like a bunch of little airplanes coming in to land, but if there were a few dozen Velocities; well that's something you have to witness... Tailwinds, Robin ----- Original Message ----- From: "Christopher Barber" To: "Reflector@Tvbf. Org" ; ; Sent: Monday, April 28, 2003 11:56 AM Subject: REFLECTOR:Southwest Regional Fly-in > Ok, just heard some info about the Southwest Regional Fly-in > (SWRFI..."swerfy") on May 17 - 18. In the recent past this event was in > Abilene, Texas during the fall and was not the most attended event (nothing > against Abilene, but I have no desire to go there). Before Abilene it was > in Kerrville and was a pretty good event from what I am told. However, in > Abilene it only had about 20 venders attend. > > Ok, here is the good part. The SWRFI has been moved to the spring and is > now in New Braunfels, Texas. Unlike Abilene, IMHO, New Braunfels is a > excellent destination even without an fly-in/air show. Pres. Bush keeps > coming to Crawford in the area....but the TFR IS NOT around this airport.. > It is in the most beautiful part of Texas (I am biased, I went to college a > few miles north), is home of the worlds largest water park > (Schliterbaun...Sp?), many antique shops. The World Famous "Greune Hall" > (pronounced Green)....you know the place....John Travolta did his angle > dance there in the movie "Michael"...it has been in several other movies as > well), the busiest recreational river in the US (the Guadalupe) and many, > many other things for you, the S/O, friends and family to do. > > AND....from the last report I got yesterday, it has 96 vendors confirmed, > including Vans and Aircraft Spruce among others. If you have ever been to > the central Texas Hill Country, you may have some insight as to one reason > this may become a premier event....look out Sun & Fun > > My EAA Chapter, Chapter 12 from Houston, will be guiding aircraft to > parking...so wave as you go by. > > More info can be had at http://www.swrfi.org/default.htm > > If you don't already have plans for mid-May.....I think this would be worth > you time. > > All the best, > > Chris > Houston > Velocity SE/FG with yoke > www.LoneStarVelocity.com > > Christopher Barber > Attorney and Counselor at Law > 11930 S Sam Houston Pkwy E > Suite 103 > Houston, Texas 77089-4755 > 281-464-LAWS (5297) > 281-754-4168 (Fax) > > CBarber@TexasAttorney.net > www.TexasAttorney.net > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > From reflector@tvbf.org Wed Apr 30 22:47:30 2003 From: reflector@tvbf.org (Christopher Barber) Date: Wed, 30 Apr 2003 16:47:30 -0500 Subject: REFLECTOR:Southwest Regional Fly-in In-Reply-To: <001e01c30f5e$0993ced0$9f7cce18@cj209446d> Message-ID: Also, note, that SWRFI starts on Friday the 16th and has many events on that date. Very few events on Sunday...from what I understand. All the best, Chris -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf Of Robin Ream Sent: Wednesday, April 30, 2003 4:18 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Southwest Regional Fly-in Hello Guys! Well, everything you've heard from Chris is absolutely true, and there's going to be a lot more than that before it's all over. Southwest Regional Fly-In, founded by the late master, Tony Bingelis, is rapidly on it's way to becoming an event like Sun and Fun except for one thing. -- It's not as dreadfully long, and it's much less expensive. Although this is it's first year at New Braunfels, Texas (BAZ,) it has already broken all records for the event by multiple times! We expect it to take a few years to mature into a national major among airshows, but there's absolutely no doubt that it will. -- We have the epic real estate trilogy: LOCATION, LOCATION, LOCATION !!! We're 30 minutes from San Antonio, 30 minutes from Austin, and just a short hop from Dallas/Ft. Worth, and Houston. Take a look on Air Nav at BAZ to see one pretty airport that is the new permanent home of the event. I don't think the Velocity factory will be here this time unless Duane has changed the plans recently, but it wouldn't hurt for you guys to tell him about what he's missing :-) I don't think they realized early on in their calendar of events what the Southwest Regional Fly-In was developing into. - It's caught a lot of people by surprise! In the meantime it would be cool if everyone flying a Velocity in would give Chris a call to let him know to expect you, and if enough of you are going to come down for the gracious Texas hospitality and the great show, maybe he could arrange for all you to be parked in one conspicuous show-off area :-) Maybe next year we could all meet up at Stinson Field on the south side of San Antonio and fly into the airshow in formation. Wow, would that be an eye popper! Hey Duane, I know you monitor this newsletter, what do you think? How many Velocities could we put in the air next year? If RV's com in together it just looks like a bunch of little airplanes coming in to land, but if there were a few dozen Velocities; well that's something you have to witness... Tailwinds, Robin ----- Original Message ----- From: "Christopher Barber" To: "Reflector@Tvbf. Org" ; ; Sent: Monday, April 28, 2003 11:56 AM Subject: REFLECTOR:Southwest Regional Fly-in > Ok, just heard some info about the Southwest Regional Fly-in > (SWRFI..."swerfy") on May 17 - 18. In the recent past this event was in > Abilene, Texas during the fall and was not the most attended event (nothing > against Abilene, but I have no desire to go there). Before Abilene it was > in Kerrville and was a pretty good event from what I am told. However, in > Abilene it only had about 20 venders attend. > > Ok, here is the good part. The SWRFI has been moved to the spring and is > now in New Braunfels, Texas. Unlike Abilene, IMHO, New Braunfels is a > excellent destination even without an fly-in/air show. Pres. Bush keeps > coming to Crawford in the area....but the TFR IS NOT around this airport.. > It is in the most beautiful part of Texas (I am biased, I went to college a > few miles north), is home of the worlds largest water park > (Schliterbaun...Sp?), many antique shops. The World Famous "Greune Hall" > (pronounced Green)....you know the place....John Travolta did his angle > dance there in the movie "Michael"...it has been in several other movies as > well), the busiest recreational river in the US (the Guadalupe) and many, > many other things for you, the S/O, friends and family to do. > > AND....from the last report I got yesterday, it has 96 vendors confirmed, > including Vans and Aircraft Spruce among others. If you have ever been to > the central Texas Hill Country, you may have some insight as to one reason > this may become a premier event....look out Sun & Fun > > My EAA Chapter, Chapter 12 from Houston, will be guiding aircraft to > parking...so wave as you go by. > > More info can be had at http://www.swrfi.org/default.htm > > If you don't already have plans for mid-May.....I think this would be worth > you time. > > All the best, > > Chris > Houston > Velocity SE/FG with yoke > www.LoneStarVelocity.com > > Christopher Barber > Attorney and Counselor at Law > 11930 S Sam Houston Pkwy E > Suite 103 > Houston, Texas 77089-4755 > 281-464-LAWS (5297) > 281-754-4168 (Fax) > > CBarber@TexasAttorney.net > www.TexasAttorney.net > > _______________________________________________ > To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose > _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Wed Apr 30 22:51:34 2003 From: reflector@tvbf.org (Christopher Barber) Date: Wed, 30 Apr 2003 16:51:34 -0500 Subject: REFLECTOR:Southwest Regional Fly-in In-Reply-To: <001e01c30f5e$0993ced0$9f7cce18@cj209446d> Message-ID: http://cozyaircraft.com/forum/ From reflector@tvbf.org Wed Apr 30 22:44:31 2003 From: reflector@tvbf.org (Hiroo Umeno) Date: Wed, 30 Apr 2003 14:44:31 -0700 Subject: REFLECTOR:Systems Check Message-ID: Something's wrong. My post from Monday morning just showed up. Hiroo -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Dan Fast Sent: Tuesday, April 29, 2003 4:33 PM To: reflector@tvbf.org Subject: REFLECTOR:Systems Check Havent recieved any posts for a few days> Exactly two years ago, Dan Fast delivered my SUV 114 > fixed gear fastbuild on > a foggy April day in 2001. > And then on a sunny Saturday, April 19, 2003, N62AL > took to the skies under > the watchful eyes and skillful hands of test pilot > Steve Murphree from > Nevada.. > Performance, temps etc of the Franklin turning a > Catto prop were as good as > could be. > Now I'm just waiting for clear weather to fly off > the required hours and to > do performance checks and other incidentals. > > Dietrich > > > _______________________________________________ > To change your email address, visit > http://www.tvbf.org/mailman/listinfo/reflector > > Visit the gallery! tvbf:jamaicangoose __________________________________ Do you Yahoo!? The New Yahoo! Search - Faster. Easier. Bingo. http://search.yahoo.com _______________________________________________ To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflector Visit the gallery! tvbf:jamaicangoose From reflector@tvbf.org Wed Apr 30 22:59:46 2003 From: reflector@tvbf.org (Hiroo Umeno) Date: Wed, 30 Apr 2003 14:59:46 -0700 Subject: REFLECTOR:Alternator wiring Message-ID: This is a multi-part message in MIME format. --------------InterScan_NT_MIME_Boundary Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01C30F63.D06D865F" ------_=_NextPart_001_01C30F63.D06D865F Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Thanks for the info. In answering the question, you introduced yet another concept that is foreign to me. =20 It seems like I will need this "Alternator Solenoid". Currently, I have two solenoids installed in my plane. One is tied to the master switch and controls the current between the battery and the airframe bus. The other controls the engine starter. =20 =20 I also have a wire extending from the panel mounted alternator switch that is supposed to go to "Alternator Field", which, in my mind, supplies the voltage necessary for the alternator to generate electricity. Cut off field, and the alternator produces no power... =20 Now, it seems to imply from the below statement that the type of alternator I have requires another solenoid. From the sound of it, this particular wire corresponds to the conventional "field" connection. So, do I need another solenoid? Or could I simply connect the wire to the rocker switch? =20 Hiroo =20 -----Original Message----- From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Bill Sent: Wednesday, April 30, 2003 2:17 PM To: reflector@tvbf.org Subject: Re: REFLECTOR:Alternator wiring =20 Had the same question and good folks in Co would not answer their phone or return my calls?? =20 Local alternator shop said the green or S wire goes back to the B terminal (senses battery condition and sets charging rate). The yellow or L wire goes to the alternator solenoid to turn it on and off.=20 =20 =20 My alternator I got from Franklin guys in CO got me scratching my head. Many of the airplane wiring references refer to three major connections to the alternator. Airframe GND, Alternator Field, and Alternator Out. =20 Now, as I look at my alternator, there appears to be four connections. One is the GND which essentially is the casing bolted down to the engine. Then there is a terminal that is marked with '+' symbol that I figured is the OUT judging from the size of the bolt and nut on the terminal. Now, on the side, there is a plastic connector that has two, yes two, wires coming out. One is yellow and the other is green. They are marked 'S' and 'L'. I am guessing one of them is the 'Field' but which one? =20 Has anyone got this figured out? =20 Hiroo =20 =20 =20 =20 =20 ------_=_NextPart_001_01C30F63.D06D865F Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Thanks for the info.  In = answering the question, you introduced yet another concept that is foreign to me<g>.

 

It seems like I will need this = “Alternator Solenoid”.  Currently, I have two solenoids installed in my plane.  One is tied to the master switch and controls the current = between the battery and the airframe bus.  The other controls the engine = starter. 

 

I also have a wire extending from = the panel mounted alternator switch that is supposed to go to = “Alternator Field”, which, in my mind, supplies the voltage necessary for the = alternator to generate electricity.  Cut off field, and the alternator = produces no power…

 

Now, it seems to imply from the = below statement that the type of alternator I have requires another = solenoid.  From the sound of it, this particular wire corresponds to the conventional = “field” connection.  So, do I need another solenoid?  Or could I = simply connect the wire to the rocker switch?

 

Hiroo

 

-----Original = Message-----
From: = reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On = Behalf Of Bill
Sent: Wednesday, April = 30, 2003 2:17 PM
To: = reflector@tvbf.org
Subject: Re: = REFLECTOR:Alternator wiring

 

Had the same question and good folks in Co would = not answer their phone or return my calls??

 

Local alternator shop said the green or S wire = goes back  to the B terminal (senses battery condition and sets = charging rate). The yellow or L wire goes to the alternator solenoid to = turn it on and off.

 

 

My alternator I got from Franklin guys in CO got me scratching my head.  Many of the airplane wiring references refer = to three major connections to the alternator.  Airframe GND, = Alternator Field, and Alternator Out.

 

Now, as I look at my alternator, there appears to = be four connections.  One is the GND which essentially is the casing = bolted down to the engine.  Then there is a terminal that is marked with ‘+’ symbol that I figured is the OUT judging from the size = of the bolt and nut on the terminal.  Now, on the side, there is a = plastic connector that has two, yes two, wires coming out.  One is yellow = and the other is green.  They are marked ‘S’ and = ‘L’.  I am guessing one of them is the ‘Field’ but which = one?

 

Has anyone got this figured out?

 

Hiroo

 

 

 

 

 

=00 ------_=_NextPart_001_01C30F63.D06D865F-- --------------InterScan_NT_MIME_Boundary-- From reflector@tvbf.org Wed Apr 30 23:21:15 2003 From: reflector@tvbf.org (Wayne Owens) Date: Wed, 30 Apr 2003 18:21:15 -0400 Subject: REFLECTOR:Alternator wiring References: Message-ID: <012901c30f66$d108c6c0$0100a8c0@mshome.net> This is a multi-part message in MIME format. ------=_NextPart_000_0126_01C30F45.4981A8A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Seems like the L terminal is for the idiot light on the instrument = panel. Wayne ----- Original Message -----=20 From: Hiroo Umeno=20 To: reflector@tvbf.org=20 Sent: Tuesday, April 29, 2003 4:19 PM Subject: REFLECTOR:Alternator wiring Here I am, still doing wiring. My alternator I got from Franklin guys in CO got me scratching my = head. Many of the airplane wiring references refer to three major = connections to the alternator. Airframe GND, Alternator Field, and = Alternator Out. Now, as I look at my alternator, there appears to be four connections. = One is the GND which essentially is the casing bolted down to the = engine. Then there is a terminal that is marked with '+' symbol that I = figured is the OUT judging from the size of the bolt and nut on the = terminal. Now, on the side, there is a plastic connector that has two, = yes two, wires coming out. One is yellow and the other is green. They = are marked 'S' and 'L'. I am guessing one of them is the 'Field' but = which one? Has anyone got this figured out? Hiroo ------=_NextPart_000_0126_01C30F45.4981A8A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Seems like the L terminal is for the = idiot light on=20 the instrument panel.
Wayne
----- Original Message -----
From:=20 Hiroo=20 Umeno
Sent: Tuesday, April 29, 2003 = 4:19=20 PM
Subject: REFLECTOR:Alternator=20 wiring

Here I am, still doing=20 wiring=85

 

My alternator I got from = Franklin guys in=20 CO got me scratching my head.  Many of the airplane wiring = references=20 refer to three major connections to the alternator.  Airframe = GND,=20 Alternator Field, and Alternator Out.

 

Now, as I look at my = alternator,=20 there appears to be four connections.  One is the GND which = essentially=20 is the casing bolted down to the engine.  Then there is a = terminal that=20 is marked with =91+=92 symbol that I figured is the OUT judging from = the size of=20 the bolt and nut on the terminal.  Now, on the side, there is a = plastic=20 connector that has two, yes two, wires coming out.  One is yellow = and the=20 other is green.  They are marked =91S=92 and =91L=92.  I am = guessing one of=20 them is the =91Field=92 but which one?

 

Has anyone got this = figured=20 out?

 

Hiroo

------=_NextPart_000_0126_01C30F45.4981A8A0-- From reflector@tvbf.org Wed Apr 30 23:24:12 2003 From: reflector@tvbf.org (Andy Millin) Date: Wed, 30 Apr 2003 18:24:12 -0400 Subject: REFLECTOR:Window cleaning Message-ID: After I installed my windows, I pulled off the duct tape. There were small spots where the adhesive decided to stay with the window instead of come off with the tape. Any suggestions on good stuff to take the goop off with. Thanks, Andy From reflector@tvbf.org Wed Apr 30 23:37:05 2003 From: reflector@tvbf.org (reflector@tvbf.org) Date: Wed, 30 Apr 2003 18:37:05 EDT Subject: REFLECTOR:Window cleaning Message-ID: <16e.1de5b7a0.2be1aa11@aol.com> --part1_16e.1de5b7a0.2be1aa11_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit DeSolv-it will take all the residue off. Wally WSorld stocks it. --part1_16e.1de5b7a0.2be1aa11_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable DeSolv-it will take all the residue off. Wally WSorld=20= stocks it. --part1_16e.1de5b7a0.2be1aa11_boundary-- From reflector@tvbf.org Wed Apr 30 23:58:15 2003 From: reflector@tvbf.org (Bill) Date: Wed, 30 Apr 2003 17:58:15 -0500 (Central Daylight Time) Subject: REFLECTOR:Alternator wiring References: Message-ID: <3EB05507.000010.01468@Medsker1> --------------Boundary-00=_3HI6N0X1VA4000000000 Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable When I bought my alternator from the Co guys they supplied a wiring diag= ram with it.. I take it you didn't get one a diagram?? I'm sure you can find = one at www.aeroelectric.com. Look for overvoltage protection for built in regulator. =0D =0D I called it an alternator solenoid. They call it a B lead disconnect contactor. It's main function is in the event of a overvoltage condition.= =0D =0D You should be able to turn the alternator on and off with the panel mount= ed switch that you describe. But you will be without overvoltage protection built into the system. Guess it's another one of those choice things... = =0D =0D What I'm not sure about is; you would have 12 volts going to the alternat= or B lead when ever you turned the battery master switch on with your system= =2E I don't know if that is harmful to the alternator or not. Hopefully someone else will answer this...=0D =0D =0D =0D =0D =0D Thanks for the info. In answering the question, you introduced yet anoth= er concept that is foreign to me.=0D =0D It seems like I will need this =93Alternator Solenoid=94. Currently, I h= ave two solenoids installed in my plane. One is tied to the master switch and controls the current between the battery and the airframe bus. The other controls the engine starter. =0D =0D I also have a wire extending from the panel mounted alternator switch tha= t is supposed to go to =93Alternator Field=94, which, in my mind, supplies = the voltage necessary for the alternator to generate electricity. Cut off fi= eld and the alternator produces no power=85=0D =0D Now, it seems to imply from the below statement that the type of alternat= or I have requires another solenoid. From the sound of it, this particular wire corresponds to the conventional =93field=94 connection. So, do I ne= ed another solenoid? Or could I simply connect the wire to the rocker switc= h?=0D =0D Hiroo=0D =0D -----Original Message-----=0D From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behal= f Of Bill=0D Sent: Wednesday, April 30, 2003 2:17 PM=0D To: reflector@tvbf.org=0D Subject: Re: REFLECTOR:Alternator wiring=0D =0D Had the same question and good folks in Co would not answer their phone o= r return my calls??=0D =0D Local alternator shop said the green or S wire goes back to the B termin= al (senses battery condition and sets charging rate). The yellow or L wire g= oes to the alternator solenoid to turn it on and off. =0D =0D =0D My alternator I got from Franklin guys in CO got me scratching my head.=20 Many of the airplane wiring references refer to three major connections t= o the alternator. Airframe GND, Alternator Field, and Alternator Out.=0D =0D Now, as I look at my alternator, there appears to be four connections. O= ne is the GND which essentially is the casing bolted down to the engine. Th= en there is a terminal that is marked with =91+=92 symbol that I figured is = the OUT judging from the size of the bolt and nut on the terminal. Now, on the s= ide there is a plastic connector that has two, yes two, wires coming out. O= ne is yellow and the other is green. They are marked =91S=92 and =91L=92. = I am guessing one of them is the =91Field=92 but which one?=0D =0D Has anyone got this figured out?=0D =0D Hiroo=0D =0D =0D =0D =0D =0D =20 --------------Boundary-00=_3HI6N0X1VA4000000000 Content-Type: Text/HTML; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
 When I bought my alternator from the Co guys they supplied a w= iring diagram with it.. I take it you didn't get one a diagram?? I'm sure= you can find one at www.aeroelec= tric.com. Look for overvoltage protection for built in regulator.
 
I called it an alternator solenoid. They call it a B lead disconnect= contactor. It's main function is in the event of a overvoltage condition= =2E
 
You should be able to turn the alternator on and off with the panel = mounted switch that you describe. But you will be without overvoltag= e protection built into the system. Guess it's another one of those = choice things...  
 
What I'm not sure about is; you would have 12 volts going to the alt= ernator B lead when ever you turned the battery master switch on with you= r system. I don't know if that is harmful to the alternator or not. Hopef= ully someone else will answer this...
 
 
 
 
 

Thanks for the info= =2E  In answering the question, you introduced yet another concept t= hat is foreign to me<g>.

 

It seems like I wil= l need this =93Alternator Solenoid=94.  Currently, I have two soleno= ids installed in my plane.  One is tied to the master switch and con= trols the current between the battery and the airframe bus.  The oth= er controls the engine starter. 

 

I also have a wire = extending from the panel mounted alternator switch that is supposed to go= to =93Alternator Field=94, which, in my mind, supplies the voltage neces= sary for the alternator to generate electricity.  Cut off field, and= the alternator produces no power=85

 

Now, it seems to im= ply from the below statement that the type of alternator I have requires = another solenoid.  From the sound of it, this particular wire corres= ponds to the conventional =93field=94 connection.  So, do I need ano= ther solenoid?  Or could I simply connect the wire to the rocker swi= tch?

 

Hiroo=

 

-----Original = Message-----
From: ref= lector-admin@tvbf.org [mailto:reflector-admin@tvbf.org] On Behalf Of Bill
Sent: Wednesday, April 30, 2003 2:17 PM
= To: reflector@tvbf.org
Subject: Re: REFLECTOR:Alte= rnator wiring

 

Had the same question and good folks in Co wo= uld not answer their phone or return my calls??

 

Local alternator shop said the green or = S wire goes back  to the B terminal (senses battery condition a= nd sets charging rate). The yellow or L wire goes to the alternator = solenoid to turn it on and off.

 

 

My alternator I got from Franklin guys in CO = got me scratching my head.  Many of the airplane wiring references r= efer to three major connections to the alternator.  Airframe GND, Al= ternator Field, and Alternator Out.

 

Now, as I look at my alternator, there appear= s to be four connections.  One is the GND which essentially is the c= asing bolted down to the engine.  Then there is a terminal that is m= arked with =91+=92 symbol that I figured is the OUT judging from the size= of the bolt and nut on the terminal.  Now, on the side, there is a = plastic connector that has two, yes two, wires coming out.  One is y= ellow and the other is green.  They are marked =91S=92 and =91L=92.&= nbsp; I am guessing one of them is the =91Field=92 but which one?<= /FONT>

 

Has anyone got this figured out?

 

Hiroo

 

 

 

 

 

=
 
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