Lancair Owners and Builders Organization

Submitted by Anonymous on Thu, 10/01/1998 - 09:56

Forums:

LML Archive

From:	Chris Moore <cmoore [at] apexus.com.au>
Date:	Thu, 1 Oct 1998 19:26:43 +0930
To:	'lancair.list [at] olsusa.com' <lancair.list [at] olsusa.com>

X-Mailing-List: lancair.list [at] olsusa.com <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> anti-servo tab Scot Dahlgren wrote, "I was considering adding an anti-servo tab to my small tail. can anyone tell me; -the dimensions of the servo tab on the bigger tail (lxw) -the gearing (how many degrees servo tab up for 10 degrees tail up) -the dimensions of the big tail." to Scott and others:- in Australia people are using anti-servo tabs initially to please our aviation authority, who require the back pressure on the elevator control to be increased and for reasons that have been subject to test and discussion for some years. Generally these anti-servo's consist of a linkage which causes the trim tab to increase in angle as the elevator is moved in the same direction thus increasing the returning force. We measured the net angular effect of one of the trim tab linkages used here on a machine that is flying and the owner is pleased with the feel and response and we are incorporating the same angles on the larger Mk11 tail, the measurements are as follows:- (a) If the elevaor and trim tab is initially in the in line with the tail plane ie, the centered position to begin with, then moving the elevator to its maximum up position(+26 degrees) will cause the trim tab to move (rotate) +22 degrees up and if the elevator is moved to its maximum down position (-11 degrees) then the trim tab will move (rotate) -10 degrees. (b) If the trim tab is already up the maximum amount (+30 degrees) when the elevator is centered in line with the tailplane then moving the elevator to the maximum up postion (+26 degrees) will cause the trim tab to move from +30 degrees to +54 degrees and moving the elevator to its maximum down position (-11 degrees) will cause the trim tab to move from +30 degrees to +18 degrees. (c) If the trim tab is already down the maximum amount (-30 degrees) when the elevator is in line with the tailplane then moving the elevator to the maximum down position (-11 degrees) will move the trim tab from -30 degrees to -42 degrees and moving the elevator to the maximum up position will cause the trim tab to move from -30 degrees to -2 degrees. Scott or others if you are interested we have a drawing done by one of the partners in our project showing how we very simply moved the ESCO trim actuator to achieve the desired result. If anyone is interested please email me and I will and I will send it as a pdf file or fax it to you if there isn't many. Please bear in mind our plane is nearing completion but has yet to be flown and tested. Chris Moore

Submitted by Anonymous on Tue, 11/10/1998 - 05:47

From:	Chris Moore <cmoore [at] apexus.com.au>
Date:	Tue, 10 Nov 1998 16:17:04 +1030
To:	'lancair.list [at] olsusa.com' <lancair.list [at] olsusa.com>

X-Mailing-List: lancair.list [at] olsusa.com <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> Subject EGT sensors We are installing 4 EGT (exhaust gas sensors) one for each cylinder. It seems that on our exhaust system made from .032" stainless steel that it is impossible to place all four sensors at the same distance from the exhaust flange. The sensors are the type that poke through a hole in a stainless steel hose clamp. Does anyone know how critical it is to get the sensors the same distance from the exhaust port. It seems like we could install these sensors somewhere between 2" and 4" from the port. Is this close enough? or will we get a significant change in temperature reading just from the varying position of the sensors? We could possibly install one or two of the sensors on a curved section of the exhaust tubing but feel that the stainless steel hose clamp that holds the sensor in may wear into the exhaust pipe on the opposite side to the sensor. Regards to everyone, Chris Moore (VH-OIO Australia)

Submitted by Anonymous on Sun, 11/29/1998 - 22:20

From:	Chris Moore <cmoore [at] apexus.com.au>
Date:	Mon, 30 Nov 1998 08:50:13 +1030
To:	'Lancair List' <lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> Cutting stainless steel for the firewall It is a bit tedious but its cheap and do-it-yourself - we used a hand nibbling tool available from electronics shops in Australia. Does a neat job if you are carefull. Rgds Chris Moore

Submitted by Anonymous on Sun, 12/20/1998 - 02:01

Date:

Sat, 19 Dec 1998 21:01:00 -0500

Date: Sat, 19 Dec 1998 21:01:00 -0500 To: <lancair.list [at] olsusa.com> From: "Lorn H. Olsen" <lorn [at] mich.com> Subject: Service Ceiling X-Mailing-List: lancair.list [at] olsusa.com <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> >Curtis Krouse, > I am not sure what the exact definition of "service ceiling" is. I >think it is something like "the altitude at which your rate of climb at >full power is reduced to xxx feet per second" but I don't know what the >>numbers are. Anyway, I have flown my L320 with a O320-D1F engine to >17,999 feet (VFR) and she was still climbing at a very slow rate. I >hope this helps. >Bob Jude >N65BJ The "service ceiling" is the altitude at which the aircraft's climb, under full power, is reduced to 100 fpm. At Laincair's web sight, the L320 and L360(non turbo charged) are listed as having a service ceiling of 18,000 feet at their gross weight of 1,685 lbs. I bought my 320 in Carson City NV(KCXP). My flight back to Detroit was on Thursday, July 16, 1998. The temperature was about 100° F on the ground when I left. My first stop would be in Pueblo, CO(KPUB), 700 km away. I climbed to 17,500 ft to top the mountains. It was still bumpy at that altitude. I stayed there for maybe 1.5 hours. I then climbed to 19,500. The flight smoothed out at that altitude. N31161 is powered by an O320-D1F. N31161 weighs 1,157, I weigh 250 and had 60 lbs of baggage. Taking off 9x6 lbs of fuel would leave 43x6 - 9x6 = 204 lbs of fuel. The total weight would then be: 1157+250+60+204 = 1,671 lbs. The airplane was flying right at gross wieght. The engine is certifed to fly at 2,700 RPM for an unlimited amount of time. I was flying at 2,450. I could have had even more power. The temperature at 19,500 was 0° C. This made my density altitude 22,500 ft. The L320(N31161) indicated 122 kts at that altitude. The true airspeed was 174 kts or 200 mph. I had not yet reached the aircraft's service ceiling. I was still climbing at about 400 fpm. I am sure that the plane would have flown over 25,000 ft. If I hadn't of seen it, I wouldn't of believed it! I had to take pictures of the instruments to verify my readings when I finally got back to Earth. /---------------------------------------------------------------\ | Lorn H. Olsen, President | lorn [at] mich.com (mailto:)

|

| mich.com, Inc. | Voice: 1-248-442-1000 x801 |

| 20853 Farmington Road, Suite 201 | FAX: 1-248-478-4302 |

| Farmington Hills, MI 48336-5116 | Pager: lorn [at] pager.mich.com |

|---------------------------------------------------------------|

| for more info: info [at] mich.com (mailto:)

or: http://www.mich.com/ |

\---------------------------------------------------------------/

Submitted by Anonymous on Sun, 01/17/1999 - 10:23

From:	Dan Schaefer <dfschaefer [at] usa.net>
Date:	Sun, 17 Jan 1999 10:23:48
To:	<lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> To Chris Zavatson: Thanks Chris, for taking me back to the days when I had to know all the derivations for my physics prof to even consider letting me get a passing grade in his class! Yeah, you're right about how to relate the correct numbers for "k" in my last post to the real world, but I figured that "about 5200" would be close enough since the other numbers, given the quality of our instruments in GA cockpits, are probably SWAGs anyway (for the non-engineering types out there, that Scientific Wild-Assed Guesses - used 'em all the time when I was at B----g and R------l designing the really beeg iron. [[How's that make you travelersfeel?]]). You make a very good point about the resulting increase in total thrust due to more efficient prop aerodynamics. What's most pleasing about the whole thing is that this airframe is so responsive to thrust increases. Must be because it's so darned slick, when done right. Thanks for the thoughtful comment, Dan Schaefer N235SP ____________________________________________________________________ Get free e-mail and a permanent address at http://www.netaddress.com/?N=1

Submitted by Anonymous on Wed, 06/23/1999 - 20:41

From:	John Cooper <snopercod [at] CITCOM.NET>
Date:	Wed, 23 Jun 1999 16:41:05 -0400
To:	<lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> Bill Rumburg: "I have no end of thanks to Lance for his creativeness and initiative in making it possible for us to build this beautiful, sleek and very fast magic carpet." My thoughts exactly! I too have grumbled about a few (well...more than a few) things Neico has done or not done over the years. But I have never forgotten that Lance made the aircraft possible, and without Lance I would be flying a C-152 or something... The aircraft performs as advertised. After all, what more should we expect? Maybe Jim was just having a bad day or something. (If it was anything I said on the forum, I meant no offense.) >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML homepage: http://www.olsusa.com/Users/Mkaye/maillist.html

Submitted by Anonymous on Sat, 01/08/2000 - 01:50

From:	BILL HANNAHAN <wfhannahan [at] yahoo.com>
Date:	Fri, 7 Jan 2000 17:50:01 -0800 (PST)
To:	MAIL LANCAIR <lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> My 360A1A is equipped with a Skinny Dipper that provides a constant indication of crankcase oil level using a capacitance probe mounted inside the filler tube, which extends to the bottom of the crankcase. It provides a visual and audible low level or high temperature alarm. While the engine is running oil level drops about 1.5 2 quarts. My guess is it needs about two quarts in the bottom of the pan to avoid sucking air, so that adds up to 3.5 4 quarts stone cold to avoid oil pressure (and cardiac) palpitations. Of course you need that much at the end of flight so add the amount consumed which depends on the rate of consumption and duration of the leg. I normally use low power settings and drain about two quarts less than I had put in at 40hr change intervals. An oil separator is not required unless the acro gets too exuberant, and the belly is easily cleaned (small area and no rivets or antennas). I use a dishwashing detergent water mix to cut the grease followed by Simple Green in a spray bottle which works great on exhaust stains, wear rubber gloves and long sleeves to avoid lead exposure. The oil sump contains the fuel/air distribution spider which provides a substantial amount of oil cooling, especially in carbureted engines since the evaporating fuel absorbs heat from the air and spider. As the oil level goes down less of the spider is submerged resulting in less heat transfer and higher oil temps. I generally run 5.5-6 quarts in the winter for warmer temps and 6.5-7 in the summer. Several years ago I decided to replace the cork rocker box gaskets with silicone rubber gaskets. It just happened to be winter and when the covers were removed there were hundreds of small water droplets covering all the surfaces including the valve springs. The previous flight had been a high altitude cross country ending with a cruise descent to landing, and the engine never warmed up enough to dry out. Now I finish cold weather flights by slowing down 20 miles out and dropping the gear and 15-20 degrees of flap. The CHT time constant is short and the oil temp time constant is long so if you drop down to pattern altitude and grind in at a high power setting it wastes fuel, subjects people on the ground to unnecessary noise and the cylinders will cook before the oil heats up. The trick is to lower the gear up high on a normal decent profile, 6-7 miles per thousand feet, and motor in using a low power setting (1700 at 12-14 leaned to peak EGT) at 80-90 MPH. The CHT levels off at a comfortable 160-180C, and the oil temp slowly ramps up to the desired 80-90C range. The noise level and fuel flow are quite low, the only down side is a few extra minutes of flying which can be quite beautiful at the end of a good day. I havent seen the Skinny Dipper advertised in several years, the last I heard the gentleman was moving into high end boating applications for more bucks and less liability. My 1.8 cents worth. ===== BILL HANNAHAN WFHANNAHAN [at] YAHOO.COM >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye [at] olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Sat, 02/12/2000 - 13:47

From:	Marvin Kaye <marvkaye [at] olsusa.com>
Date:	Sat, 12 Feb 2000 08:47:33 -0500
To:	<lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> Posted for "Dick Healy" <rjhealy [at] intrex.net>: Any suggestions on routing of the brake lines and fuel lines through the = stub wing and fuselage? Its getting crowded in these areas and the manual seems quite vague. Thanks. Dick Healy >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye [at] olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Thu, 03/02/2000 - 15:43

From:	Scott & Paula Dahlgren <spdahlgren [at] uswest.net>
Date:	Thu, 2 Mar 2000 08:43:13 -0700
To:	___Lancair list <lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> I personally think $27 isn't a bad price to pay, and if Gary did much work researching this and inventorying the supplies, it seems a shame to undercut his innovation... Matt We can all have innovation...and Gary doesn't take visa. Scott >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye [at] olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Sat, 05/13/2000 - 20:26

From:	Michael J. Eakman <mjeakman [at] amquote.com>
Date:	Sat, 13 May 2000 15:26:40 -0500
To:	Lancair Mailing List <lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> When are we going to see a Suburban with wings? I'm sure that there are many of us who would like the ability to fly our whole family when we travel. I am building a Super ES[, which will be more than adequate for most missions, however, I have a wife, and children 8, 3, 1 and we are looking to have another early next year. As you can see, our only option is strapping a couple of kids to the wings. Maybe we can fill them with 100LL and use them as external tanks to increase the range of the Super ES. I would very much like to see a true six-place kit from Lancair. I am following the Avia Bellanca Skyrocket (they don't seem to be making any progress towards actual kit production) as well as Aero Comp (appears to be quite primitive) and I have received a package on the Phoenix Designs (er Stoddard Hamilton) Siaira (which I assume will never materialize due to the closing of SH). This leaves the Stallion (not interested in the doors or the stick controls). Why not take a look at a well thought out family AC that may give up a little speed to be able to actually haul six plus some bags and not have to refuel after run-up. I know slowing down isn't in the Lancair vocabulary but I feel a 200-knot true six place would be a very desirable aircraft and meet with approval from the kit buying public. Do any of the fellow Lancair Mailing List members concur on the need for a six place? Does anyone know anything about quality, six place kit availability regardless of the source? Additional comments are welcome. Michael J. Eakman N444ME >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye [at] olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Sat, 05/13/2000 - 21:35

From:	Skip Slater <skipslater [at] earthlink.net>
Subject:	RE:
Date:	Sat, 13 May 2000 14:35:40 -0700
To:	Michael J. Eakman <mjeakman [at] amquote.com>, Lancair Mailing List <lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> Michael, Regarding your search for a 6 place, I've seen a CompAir that's under construction in the hangar I'm building in. Don't even think about it! The whole thing is made of the same fiberglass material that goes into boats. I'm told that if you get something like gas or hydraulic fluid on it, it'll delaminate. The company that sells them claims you'll be flying in 700 hours. That's a crock. The poor guy who's building it was in the same boat (pardon the pun) as you- liked Lancairs but needed more seats. He bought a CompAir with a Walter turbine engine and it's turned into a huge project. After many months working with 1 or 2 guys assisting him, he got exasperated and just put 4 guys on the payroll full time to help him finish it and it's still going to take a long time. When compared to the materials that go into a Lancair, that plane is a joke. If there had been a six seat Lancair available, I'd have given it serious consideration for my family of five. I'll settle for my ES though before I buy and inferior product somewhere else. Regards, Skip Slater >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye [at] olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Thu, 06/08/2000 - 20:15

From:	Scott & Paula Dahlgren <spdahlgren [at] uswest.net>
Date:	Thu, 8 Jun 2000 14:15:51 -0600
To:	___Lancair list <lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> I tried John Barrett. he only carries carbon fiber. [does anyone know where you can find fiberglass hinge?] Scott [Call John Barrett... 360 385 1000... 2thman [at] olympus.net <Marv> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye [at] olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Mon, 07/17/2000 - 17:41

From:	Hanover, Lynn E <Lynn_Hanover [at] dscc.dla.mil>
Date:	Mon, 17 Jul 2000 13:41:00 -0400
To:	'plugsup [at] olsusa.com' <plugsup [at] olsusa.com>

>>> ^ >> ^ >>>> Plugs UP <<<< ^ << ^ <<< >>> ! >> ! >>>>>>>>><<<<<<<<< ! << ! <<< >> You are all invited to Grattan Raceway, At Grattan Michigan on August 12/13 to watch the Hanover Hog Wash coolant Special shifting at 9500 RPMs (while not overheating) for the 10th year, compete in The Sports Car Club of America Grand Touring 3 class. See neat cars. See Formula Mazda, where all the cars in one class are powered by (not overheating) Mazda 13Bs. Bring a camera. Steal all of the good ideas, leave all of the bad ones at the track. There are hundreds of other cars there also, but they all have pistons. You need to be on a crew list to get in, so if are going to the show, Email me and I will put you on ours. >> Homepage: http://www.members.home.net/plugsup/ >> Subscriptions: http://olsusa.com:100/guest/RemoteListSummary/PlugsUP

Submitted by Anonymous on Thu, 10/26/2000 - 08:46

From:	Dan O'Brien <danobrien [at] mindspring.com>
Date:	Thu, 26 Oct 2000 08:46:06
To:	<lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> Eric, you say: "If FADEC is the engine solution your looking at $10,000+ for a retrofit." Are you suggesting that you think FADEC might be the solution because it will burn whatever alternative fuel is available? Does this mean that you don't think there will be a fuel (e.g., AGE85, which is being offered at an airport in South Dakota, 1000 miles from my airport) that an unmodified IO-550 will burn? I realize you're getting pummeled with questions here. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye [at] olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Sat, 11/04/2000 - 15:25

From:	Scott Dahlgren <spdahlgren [at] uswest.net>
Date:	Sat, 4 Nov 2000 08:25:00 -0700
To:	___Lancair list <lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> >>Scott: Many alcohols are not too friendly with aluminum either you aren't kidding. I read an early study on an alcohol fuel test using an aluminum engine. After running ~100 hours the engine was disassembled and it was just a mess. almost every surface had massive corrosion on it and the valve stems were wasted. They concluded that absorbed water from the alcohol had decomposed during combustion. Perhaps they have overcome those obstacles with additives, but it looked bad back then. Here in Utah the stations have to add alcohol to the gas starting in November. Every November there are cars up and down my block that stop running due to blocked fuel filters, dead pumps, etc. due to the water soluble contaminates in the bottom of the gas tank that precipitate out with the switch in fuel. The station that sold me the MTBE modified fuel claimed that the MTBE was immiscible with water, so there shouldn't be any problems. I also know that the FAA has given MTBE the nod as an acceptable fuel additive. The questions that arises is: can you be sure that's what you are getting when you fill up at a local station? For the two stroke flyers I also found my two stoke motor cycle wouldn't run on the alcohol gas due to oil mixing /combustion problems , but the MTBE gas worked just fine. Scott >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye [at] olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Thu, 08/02/2001 - 14:39

From:	Scott Dahlgren <scdahlgren [at] home.com>
Date:	Thu, 2 Aug 2001 08:39:17 -0600
To:	___Lancair list <lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> I am installing my side windows and was considering gluing a hinge on the bottom of the window and sealing the sides with silicon. has anyone tried to make the windows removable? are they structural at all? Scott Dahlgren 801-373-0616 spdahlgren [at] home.com (mailto:)

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

LML website: http://www.olsusa.com/mkaye/maillist.html

LML Builders' Bookstore: http://www.buildersbooks.com/lancair

Please send your photos and drawings to marvkaye [at] olsusa.com.

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Wed, 08/08/2001 - 21:14

From:	Ernest Kovacs <ekovacs [at] optonline.net>
Date:	Wed, 08 Aug 2001 17:14:48 -0400
To:	<lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> I am interested in finding someone in the Long Island, N.Y. area who would be interested in partnership in a Lancair IV. Please contact me at ekovacs [at] optonline.net Ernie Kovacs >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye [at] olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Sat, 08/11/2001 - 00:28

From:	Family <spdahlgren [at] home.com>
Date:	Fri, 10 Aug 2001 18:28:33 -0600
To:	___Lancair list <lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> I would like to see a picture of your trailer if you have one. >Anyway, I've built a trailer which allows very convenient carrying of a L320/360. I'm located in FT Worth and could make it available if anyone has a need. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye [at] olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Mon, 09/24/2001 - 02:11

From:	Ernest Kovacs <ekovacs [at] optonline.net>
Date:	Sun, 23 Sep 2001 22:11:42 -0400
To:	<lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> Marv: I am interested in chatting with anyone who has purchased a Lancair IV/IV-P already built. I am considering doing same and would like to learn from anyone who has gone through this process. Thanks, Ernie Kovacs @ FRG >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye [at] olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Sun, 02/10/2002 - 23:17

From:	M.May <maymarv [at] ucla.edu>
Date:	Sun, 10 Feb 2002 15:17:16 -0800
To:	<lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> Fred, I recently tried to send you several messages about my engine installation. They were rejected by your server as being too large or no more storage room. Let me know if you eventually got them. If not I will try to resend them. Marv May >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://members.olsusa.com/mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please remember that purchases from the Builders' Bookstore assist with the management of the LML. Please send your photos and drawings to marvkaye [at] olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Thu, 03/07/2002 - 05:03

From:	Ernest Kovacs <ekovacs [at] optonline.net>
Date:	Thu, 07 Mar 2002 00:03:00 -0500
To:	<lancair.list [at] olsusa.com>

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> Is there any electronic ignition available for the Cont. TSIO550E1B? Ernie Kovacs >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://members.olsusa.com/mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please remember that purchases from the Builders' Bookstore assist with the management of the LML. Please send your photos and drawings to marvkaye [at] olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Submitted by Anonymous on Wed, 04/17/2002 - 02:48

From:	Kirk Hammersmith <kirkh [at] lancair.com>
Sender:	Marvin Kaye <marvkaye [at] lancaironline.net>
Date:	Tue, 16 Apr 2002 22:48:17 -0400
To:	<lml [at] lancair.net>

>From David Riggs: <snip> The OAT probe is located below the middle of the co-pilots window and it has been suggested that heat from the engine may be blowing back to create a tunnel of hotter than ambient air as a result. <snip> Dave, Relocate the OAT probe to the winglet for excellent results. Also, check your OAT Compression. Contact Robert at Chelton for instruction on how to check this if you don't already know how. It may have been fiddled with and causing you errors. The latest release of software should be 3.2J Good luck Kirk Hammersmith Lancair Avionics, Inc. (541) 923-2244

Submitted by Anonymous on Thu, 05/16/2002 - 14:29

From:	JJ JOHNSON <JJJOHNSON [at] ACCESSCOMM.CA>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Thu, 16 May 2002 10:29:55 -0400
To:	<lml>

Just curious as to anyone in the Calgary area W/ a
Lancair project. I'm going to be there all day tomorrow.. and although its short
notice.. I'd love to see a/some project[s] or finished
a/c.

Thnx

Jarrett Johnson
jjjohnson [at] accesscomm.ca

Ya??.. But I've never seen it do THAT
before....

Submitted by Anonymous on Sat, 06/01/2002 - 01:20

From:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Fri, 31 May 2002 21:20:08 -0400
To:	<lml>

http://lancair.net/lists/lml/Message/16470.html

Gallatin TN where .... had been the subject of a lightening strike.

gosh, I love the internet some times, sent a message

to an AYA formation firend, JohnsD [at] aol.com and he poped

over there and snaped some pics, I'm still at the shop so I hope marv doen't mind if I steal his account for a sec..

-Rob [at] Logan.com

Attachment: lightning5.jpg

(22K)

Attachment: lightning2.jpg

(41K)

Attachment: lightning3.jpg

(27K)

Submitted by Anonymous on Wed, 07/10/2002 - 23:34

From:	Jack and Nancy Hickham <hickham [at] hargray.com>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Wed, 10 Jul 2002 19:34:28 -0400
To:	<lml>

Sjef Brugemann,

Your e mail address on note to Frank Mercer was
incomplete and he is unable to respond. Please re submit to him @ sosalesfjm [at] juno.com

Regards,

Jack Hickham

Submitted by Anonymous on Sat, 10/12/2002 - 23:56

From:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Sat, 12 Oct 2002 19:56:30 -0400
To:	<lml>

Submitted by Anonymous on Fri, 11/01/2002 - 16:44

From:	Lorn H. Olsen <lorn [at] dynacomm.ws>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Fri, 01 Nov 2002 11:44:09 -0500
To:	<lml>

On 10/07/02, out over the Gulf of Mexico, on my way to Venice, FL, on a direct course from about 30 miles east of Tallahassee to Venice, at 11,500 ft.(density altitude 14,000 ft.), at 185 kts., I hit a bird. It happened very fast. I saw a black dot in front and on the left and heard a thump. I had no time to do anything. After the strike, the first thing that I did was to check all of the engine gauges and make sure that the engine was still OK. It was. Next I tested the controls. The controls still felt OK. I then looked around to see if I could see where it had hit. I could. On the left wing about 8" back from the leading edge and about 1/2 way between the wing attach and the wing tip I could see the mark. There was a streak about 6" wide and about 18" long. I reported the strike to Jacksonville Center and continued the flight. When on the ground in Venice, I could see that there was no damage and the bird feathers wiped away with a damp cloth. What a relief for me. To bad for the bird. Had the bird been flying 8" lower, I think that I would have had much more serious wing damage. This letter is to let you know that birds can be at any altitude. Keep your eyes open, stay on the alert and have fun flying. Sincerely, -- Lorn H. 'Feathers' Olsen, MAA, DynaComm, Corp. 248-478-4301, lorn [at] dynacomm.ws (mailto:)

LNC2, O-320-D1F, N31161, Y47, SE Michigan

Submitted by Anonymous on Fri, 11/01/2002 - 19:29

From:	Marvin Kaye <marv [at] lancaironline.net>
Subject:	Re:
Date:	Fri, 01 Nov 2002 14:29:40 -0500
To:	<lml>

Posted for "George/Shirley Shattuck" <kloop [at] plantationcable.net>: Bird strike is bad, but what about a bug strike. True story. I was at 10,500 ft. somewhere over southern Illinois enroute to Faribault, Minnesota when a bug, yes, a bug, smacked into the canopy right in front of my eyes. Killed the bug, no damage to my canopy. Scared the heck out of me. Now that was some bug. A bird I can understand soaring to some great height, but not a bug. George Shattuck N320GS

Submitted by Anonymous on Mon, 11/04/2002 - 15:43

From:	Marvin Kaye <marv [at] lancaironline.net>
Subject:	Re: [LML] Re:
Date:	Mon, 04 Nov 2002 10:43:20 -0500
To:	<lml>

Posted for "JJ JOHNSON" <JJJOHNSON [at] ACCESSCOMM.CA>: I've heard airline Captains call out geese in the flight level's as well as a Md-80 that hit a 'sparrow size bird' up there to,so.. anything is possible. I've also heard of bugs up there as well but usually only around storms and what not where the updrafts carry them up. At that point would the be still alive?? or have suffered an hypoxic death? Dumb Trivia anyway :) Jarrett Johnson 235/320 50%

Submitted by Anonymous on Mon, 11/04/2002 - 17:26

From:	Robert Smiley <rsmiley [at] centurytel.net>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Subject:	Re: [LML] Re:
Date:	Mon, 04 Nov 2002 12:26:58 -0500
To:	<lml>

Those Geese are probably Barhead geese. They have an uncanny capacity to extract O2 out of rarified air, Turbine powered I guess. Bob Smiley N94RJ

Submitted by Anonymous on Sun, 02/09/2003 - 01:42

From:	Scott percival <percivalsd [at] hotmail.com>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Sat, 08 Feb 2003 20:42:55 -0500
To:	<lml>

I hope someone can help me with some answers to a few questions. I have just purchased partly complete L360 kit in Australia. I are trying to get up to speed on how to best compete this kit with out making the wrong decisions on engine props ect. There must be lots of operational experance by now with these planes. The engine I have is a IO 360 C1C 200hp. Is it true that 200hp engines seem not to have a good track record for maintainence issues, do they generally go the full TBO? What is the expected performance increase using the 200hp verses the 180hp. Dose the increases in weight and added full consumption negate any real performance increases in the cruise climb ground roll. I are hoping to use a fixed pitch prop, has anyone done this with a 200hp and if so do you have any real numbers ground roll climb cruise weights ect. I do realize that by using a fixed pitch prop you have to give up some climb or cruise just how much is the question? Do most of the people that have tried to use fix pitch end up with a CSU prop in the end? I are sure I are not the first to try to save both weight and money, it just might not be the place to do it. Some real world data would be helpful. Regards Scott Percival. _________________________________________________________________ Hotmail now available on Australian mobile phones. Go to http://ninemsn.com.au/mobilecentral

Submitted by Anonymous on Sun, 02/09/2003 - 01:42

From:	Charles Kohler <ckohler1 [at] cfl.rr.com>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Sat, 08 Feb 2003 20:42:55 -0500
To:	<lml>

ADDRESS CHANGE; Due to a New Post Office Change, we have moved from Daytona Beach and are now located in Port Orange. All without packing a bag. Note the ZIP has changed also. Please make a note., New Address; Charles and Joyce Kohler 1923 South Creek Blvd. Port Orange, FL 32128

Submitted by Anonymous on Mon, 03/03/2003 - 16:36

From:	<rob.logan [at] philips.com>
Date:	Mon, 3 Mar 2003 11:36:08 -0500
To:	<lml [at] lancair.net>

Posted for Metcalfe, Lee, AIR [Lee.Metcalfe [at] jocoks.com] Billy: Just as a reference, I paid $65,000 for my flying L-320 just under a year ago. The plane had originally been listed in Trade-A-Plane for $79,000 and went unsold for four months before I bought it. The seller received two offers for the plane for around $70,000, but neither buyer could get insurance. I knew the builder and the plane well, so I knew I was getting my money's worth. I have attached a spec sheet on my plane. Good luck! Lee Metcalfe N320WH - Kansas City --- 1992 Lancair 3201992 Lancair 320 Registration # N320WH Serial # 449 Total Time Airframe: 460 hrs. since new Engine Time: 460 hrs. since new Prop Time: 460 hrs. since new Annual Due: March 2004 Pitot/static Due: March 2004 Transponder Due: March 2004 Engine: Lycoming IO-320-D1C, 160 hp (2,000 hrs. TBO) Prop: Hartzell HC-F2YL-1F, 2-blade constant speed Avionics: Full IFR IImorrow Flybuddy Loran (VFR) King KX-155 nav/comm w/ glideslope King KI-209A CDI/glideslope indicator S-Tec System 50 autopilot, 2 axis w/ alt hold Escort II digital nav/comm w/ internal CDI King KT-79 mode C transponder Encoding Altimeter Terra TM-23 marker beacon receiver/annunciator Sigtronics dual voice-activated intercom Additional Equipment: Heated pitot/static probe Wingtip nav lights & strobes Landing/taxi light Pilot toe brakes Electro-hydraulic landing gear Electric flaps Electric aileron trim Spring-biased pitch trim PTT on pilot & co-pilot stick grips Vernier throttle, prop & mixture controls Exterior: White with burgundy and silver trim - very good condition Interior: Plush burgundy velour, professionally crafted - very good condition Comments: Built by an FBO owner with much of the work done by A&Ps. Excellent workmanship, proven airplane. Complete builder's records and logs - no damage or incidents. Cruise: 183 KTAS @ 8,500', 75%, 9.5 gph!

Attachment: image001.jpg

(127K)

Attachment: image003.jpg

(46K)

Submitted by Anonymous on Mon, 03/03/2003 - 16:36

From:	<rob.logan [at] philips.com>
Sender:	Lancair Mailing List <lml [at] lancaironline.net>
Date:	Mon, 3 Mar 2003 11:36:08 -0500
To:	Lancair Mailing List <lml [at] lancaironline.net>

Attachment: image001.jpg

(127K)

Attachment: image003.jpg

(46K)

############################################################# For archives see the LML website: http://www.lancaironline.net/maillist.html LML members receive a 10% discount at http://www.buildersbooks.com

Submitted by Anonymous on Wed, 03/12/2003 - 04:49

From:	Rob Logan <Rob [at] Logan.com>
Date:	Tue, 11 Mar 2003 23:49:13 -0500
To:	Lancair Mailing List <lml [at] lancaironline.net>

From: "Ron and Marlene Brice" <rbrice [at] inter-linc.net> Here are the details of the new wing tips we test flew last week on N27RM, along with pictures. When Peter took N27RM up for the first time, we did not have the lenses installed, and Peter noticed no unusual flying characteristics whatsoever without the lenses installed. When I flew N27RM for the first time, we had the lenses on. The pictures show ugly screws with washers protruding into the slipstream, this is a prototype lens, and we made it much too thin just to check out the fit. We will soon (hopefully this week) pull thicker lenses from the mold, which will be much thicker material to countersink the screw heads and have a much better looking installation. Tips and lenses are available, contact either myself or aerodynamicsllc [at] yahoo.com for details, you'll love em! (they sure look better than what we had before, and I am sure they added to my performance in my last post about my first few flights). Ron Brice [ great photos, but 4Meg for a single message will freak out our modem users (yea, I bet there is one of them out there still, so I just attached one, recompressed image. see Ron for more. -Rob ] --

Attachment: DSCN0067.jpg

(43K)

Submitted by Anonymous on Tue, 07/22/2003 - 13:16

From:	Gary Casey <glcasey [at] adelphia.net>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Tue, 22 Jul 2003 09:16:26 -0400
To:	<lml>

<<Posted for "Cy Galley" <cgalley [at] qcbc.org>: First why do you need it conductive? Lightening will jump the small gap easily IF you are hit. 2nd, foreign matter reduces the strength of any bond. Why, would you even think of adding aluminum powder? Have you done a test sample to check any strength changes? Cy Galley Editor, EAA Safety Programs cgalley [at] qcbc.org or experimenter [at] eaa.org > Can anybody knowledgable person think of any good reason to not include > this silver powder/flake in the hysol?>> I'll take a guess on this one. I would think that it would be very desirable to have both skins electrically connected. Otherwise a large static voltage could build between the two skins and then the potential arc (lightning) between could cause enough heat to essentially blow the two skins apart. Not a good thing at the leading edge. Also, we've worked some with conductive plastics, most of which contain metallic particles. Strength isn't usually compromised as all resins, including the Hysol after we add flox, have fillers that usually increase the strength. Whether these silver particles increase or decrease the strength should be verified before using. Unfortunately, getting accurate bond strength test data isn't that easy. I would not expect a problem. Gary Casey

Submitted by Anonymous on Mon, 09/08/2003 - 16:32

From:	Denny <d.duello [at] www.mebbs.com>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Mon, 08 Sep 2003 12:32:00 -0400
To:	<lml [at] lancaironline.net>

Hi,

In the interest of minimizing the number of fasteners
exposed to view on the instrument panel, we're planning to use an adhesive to
bond some aluminum stiffeners to the forward side of the aluminum panel.
The airliner maunfacturers have been bonding aluminum to aluminum for
years. Lancair recommended we use Hysol. We tested it on some raw
materials, and were negatively impressed. Does anyone have a product
to recommend?

Denny Duello

d.duello@www./mebbs.com

Submitted by Anonymous on Wed, 09/17/2003 - 01:54

From:	Rob Logan <Rob [at] Logan.com>
Date:	Tue, 16 Sep 2003 21:54:40 -0400
To:	Lancair Mailing List <lml [at] lancaironline.net>

Mike went to see the plane listed in TAP: LANCAIR IVP, 70% DONE, ready for engine. Fuselage has windows, hydraulics, bulkheads, controls installed. Century 2000 autopilot. Wings finished with winglets, AOA, lights, flaps, ailerons. $125,000 invested. Sell $89,000/ OBO. OH/(937) 864-1966 ext. 111. Pictures http://www.foxlite.com its nice work, and would give someone a good head start over a new kit.... photos by the owner are in: http://www.lancaironline.net/pix/foxlite

Submitted by Anonymous on Fri, 09/19/2003 - 04:15

From:	Gary Edwards <gary21sn [at] hotmail.com>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Fri, 19 Sep 2003 00:15:27 -0400
To:	<lml>

Lee,

>>...according to my A&P...<<<

>>...Mind you, this is the same A&P that forgot to put the
sleeves in the injectors when he reassembled my engine and spent 20 manhours
trying to figure out my RPM problem that turned out to be a binding tach drive
cable!...<<

I am surprised he is still youre A&P.

Gary Edwards

LNC2 N21SN

Submitted by Anonymous on Sun, 10/12/2003 - 17:35

From:	craig blitzer <CBLITZER [at] triad.rr.com>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Sun, 12 Oct 2003 13:35:57 -0400
To:	<lml [at] lancaironline.net>

Does anyone have any good photos
or advice as to how one is to route the cable for the retractable step on the
IV-P. The blue prints are horribly inadequate and all I can tell from them
is that the cable guide tube looks like it goes through the circular opening in
the gear box. Also, it looks like the blue prints call for the cable
guide clamp to be installed in a very thick piece of steel - quite bizarre
since the clamp is to be bolted?

Also, where the inboard flap meets the fairing, the
fairing is course=se open - does that get closed to make it weather tight, and
if so, flox, micro, hysol - ???

Many thanks

Craig Blitzer

Submitted by Anonymous on Mon, 10/13/2003 - 00:02

From:	Rob Logan <Rob [at] Logan.com>
Subject:	Fw: [LML]
Date:	Sun, 12 Oct 2003 20:02:04 -0400
To:	Lancair Mailing List <lml [at] lancaironline.net>

From: <craig_bu [at] ameritech.net> Craig, I just finished installing my retract step and for what it is worth here are pictures of what I did and what I learned. 1) With respect to engineering design, novel and worthless can be synonymous 2) The factory cable guide did not work for me. I ordered a length of tubing and formed a new one using a coat hangar as a template. Required three iterations. 3 My flap control rod passes very close to the bottom of the clearance hole in the landing gear box and there was not room for the cable guide and the control rod to both reside at the bottom portion of the hole in the landing gear box. Therefore I had to force the cable guide to reside in the top of the hole in the landing gear box, thus the dedicated hole through the fuselage for the cable guide. 4) If you need to support the cable guide on the inside of the landing gear box, I think that you will find a conveniently located bolt close to the top of the thru hole in the landing gear box. You can easily make a bracket that fits on this bolt and supports the cable guide as it passes through the top of the control rod hole in the landing gear box. 5 Make sure that you have room between your top wing root fairing and the cable guide. Also watch when you have the step fully retracted that the cable attachment on the step does not hit the step latch mechanism when you have the step fully retracted. This should not be construed as the gospel, merely an observation of what appears to be working for me. Craig Burgess IV-PT 60% done and they haven't broken me yet > Does anyone have any good photos or advice as to how one is to route the cable for the retractable step

Attachment: Mvc-142f.jpg

(31K)

Attachment: Mvc-143f.jpg

(22K)

Attachment: Mvc-144f.jpg

(29K)

Submitted by Anonymous on Fri, 10/31/2003 - 02:50

From:	craig blitzer <CBLITZER [at] triad.rr.com>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Thu, 30 Oct 2003 21:50:25 -0500
To:	<lml [at] lancaironline.net>

Listmates,

I am making final adjustments to flaps on my
IV-P. Does anyone know if I am supposed to use the "smart-tool" and make
sure that the flaps are indicating specific angles in certain positions?
For example, when the flaps are fully retracted, what should the smart-tool
read, and of course, what should it read when the flaps are fully
extended? Of course, it is certainly possible that al of this is wrong and
if that is the case, what if anything do you do to the flaps for final
adjustment?

Thanks

Craig Blitzer - cblitzer [at] triad.rr.com

Submitted by Anonymous on Fri, 11/21/2003 - 01:54

From:	craig blitzer <CBLITZER [at] triad.rr.com>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Thu, 20 Nov 2003 20:54:19 -0500
To:	<lml [at] lancaironline.net>

What is all you IV-P flyer/builders doing about
arms rests for your seat up front?

Also, has anyone installed a hand grip like you
would see in a commercial plane, something really really secure to hold onto
with your non-flying hand in bad weather? I thought about using a very
wide drawer handle, secured and counter sunk through the top of the
fuselage? Any comments would be appreciated?

Thanks,

Craig Blitzer,

cblitzer [at] triad.rr.com

Submitted by Anonymous on Fri, 11/21/2003 - 03:01

From:	<VTAILJEFF [at] aol.com>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Subject:	Re: [LML]
Date:	Thu, 20 Nov 2003 22:01:59 -0500
To:	<lml [at] lancaironline.net>

Some folks are using an automotive handgrip like those found in my Toyota 4Runner. Try a salvage yard.

Jeff Edwards

Submitted by Anonymous on Sat, 11/29/2003 - 14:54

From:	craig blitzer <CBLITZER [at] triad.rr.com>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Subject:	Fw:
Date:	Sat, 29 Nov 2003 09:54:15 -0500
To:	<lml [at] lancaironline.net>

----- Original Message -----

From: CBLITZER [at] triad.rr.com" href="mailto:CBLITZER [at] triad.rr.com" rel="noopener" target="_blank">craig
blitzer

To: marv [at] lancaironline.net (Marvin Kaye)

Sent: Saturday, November 29, 2003 8:16 AM

Here is a good question -

I am building a IV-P in a heated garage.
Although very comfortable to work in, I cannot maintain 70 degrees as I would
like to for the Jeffco.

Does anyone know if there is a heater available, or
has anyone made something that works and is safe?

I have talked with a number of people and of course
I am concerned about spontaneous combustion even with a light/heat source on a
timer or thermostat.

I know the hardener ships as hazardous material -
is that because it is flammable?

Any thoughts or solutions are
appreciated.

Craig Blitzer

cblitzer [at] triad.rr.com

Submitted by Anonymous on Sat, 11/29/2003 - 23:18

From:	John Barrett <2thman [at] cablespeed.com>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Subject:	RE: [LML] Fw:
Date:	Sat, 29 Nov 2003 18:18:40 -0500
To:	<lml [at] lancaironline.net>

Two
issues: 1.) Storage of the material for long term. 2.)Temperature of
the material you are using.

1.)For
storage, you want the material to be cool, but probably above
freezing.

2.)For
the other you need a controlled environment. Build an insulated box from
cardboard that will house your epoxy mixer. Cut two doors in it one for
the pump handle and one big enough you can hold a container under the nozzles
when you pump out your Jeffco. Get a simple 120 volt baseboard heater
thermostat and wire it to a standard light bulb socket. Use a 40 watt bulb
and find a spot inside your box for the bulb and thermostat.
Make removable insulated covers for your two doors to keep the heat in when
you're not accessing the material. Plug the bulb/thermostat in and set
your thermostat at a low setting then use a thermometer to adjust to get the
temps right.

The
only undue hazard would be to improperly wire/insulate your heating apparatus,
or to place the bulb directly against a flammable surface or the plastic
containers that could perhaps melt. I bought a drop light from an
auto parts store that has a wire cage housing for the bulb. I just set this on
the floor of the container and it has a good air barrier around
it.

John
Barrett

-----Original Message-----
From: Lancair Mailing List
[lml [at] lancaironline.net]">mailto:lml [at] lancaironline.net]On Behalf Of craig
blitzer
Sent: Saturday, November 29, 2003 6:54 AM
To:
Lancair Mailing List
Subject: [LML] Fw:

----- Original Message -----
From: CBLITZER [at] triad.rr.com" href="mailto:CBLITZER [at] triad.rr.com" rel="noopener" target="_blank">craig
blitzer

To: marv [at] lancaironline.net (Marvin Kaye)

Sent: Saturday, November 29, 2003 8:16 AM

Here is a good question -

I am building a IV-P in a heated garage.
Although very comfortable to work in, I cannot maintain 70 degrees as I would
like to for the Jeffco.

Does anyone know if there is a heater available,
or has anyone made something that works and is safe?

I have talked with a number of people and of
course I am concerned about spontaneous combustion even with a light/heat
source on a timer or thermostat.

I know the hardener ships as hazardous material -
is that because it is flammable?

Any thoughts or solutions are
appreciated.

Craig Blitzer

cblitzer [at] triad.rr.com

Submitted by Anonymous on Wed, 02/18/2004 - 19:58

From:	Brent Allan <brentallan [at] sbcglobal.net>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Wed, 18 Feb 2004 14:58:30 -0500
To:	<lml [at] lancaironline.net>

Does anyone know how to contact Nathan Kanagy? He was interested in a IV-P. Brent S. Lancair IV-P

Submitted by Anonymous on Wed, 02/25/2004 - 14:52

From:	cblitzer <cblitzer [at] triad.rr.com>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Wed, 25 Feb 2004 09:52:04 -0500
To:	<lml [at] lancaironline.net>

Anyone ever find or receive a list of the IV-P
engine prices?

Submitted by Anonymous on Sun, 06/13/2004 - 15:10

From:	cblitzer <cblitzer [at] triad.rr.com>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Sun, 13 Jun 2004 11:10:02 -0400
To:	<lml [at] lancaironline.net>

I am sure that there has been some discussion
previously on this subject, but at the risk of asking those of you who know to
repeat yourselves -

Does anyone have any experience or comments
regarding the WX satellite weather link compared to other
kinds?

Thanks

Craig Blitzer

cblitzer [at] triad.rr.com

Submitted by Anonymous on Sun, 07/11/2004 - 17:28

From:	Marvin Kaye <marv [at] lancaironline.net>
Subject:	Re:
Date:	Sun, 11 Jul 2004 13:28:51 -0400
To:	<lml>

Posted for "Ron and Marlene Brice" <ghost1934 [at] LVBW.net>: In response to all the queries, here are a few pics of N27RM on her (second <grin>) maiden flight with Peter Stiles at the helm. Ron

Attachment: DSCF0019.jpg

(57K)

Submitted by Anonymous on Sat, 07/17/2004 - 00:21

From:	Joe Penaz <joepenaz [at] earthlink.net>
Sender:	Marvin Kaye <marv [at] lancaironline.net>
Date:	Fri, 16 Jul 2004 20:21:11 -0400
To:	<lml [at] lancaironline.net>

Joe Penaz

8775 Airport Rd

Waconia, Mn. 55387

612-327-3490

joepenaz [at] earthlink.net

www.planecents.net

I was the one that painted Jim Frantz's Award winning

Lancair 360. I wrote the How to paint columns for years

On LNN. I am available for consulting on site training

Or project work.

Post a Reply

form.antibot { display: none !important; } You must have JavaScript enabled to use this form.

Your name

Subject

Comment *

More information about text formats

Text format

Filtered HTML

Web page addresses and e-mail addresses turn into links automatically.
Each email address will be obfuscated in a human readable fashion or, if JavaScript is enabled, replaced with a spam resistent clickable link. Email addresses will get the default web form unless specified. If replacement text (a persons name) is required a webform is also required. Separate each part with the "|" pipe symbol. Replace spaces in names with "_".
Allowed HTML tags: <a> <em> <strong> <cite> <blockquote> <code> <ul> <ol> <li> <dl> <dt> <dd> <h1> <h2> <h3>
Lines and paragraphs break automatically.

Plain text

No HTML tags allowed.
Each email address will be obfuscated in a human readable fashion or, if JavaScript is enabled, replaced with a spam resistent clickable link. Email addresses will get the default web form unless specified. If replacement text (a persons name) is required a webform is also required. Separate each part with the "|" pipe symbol. Replace spaces in names with "_".
Web page addresses and e-mail addresses turn into links automatically.
Lines and paragraphs break automatically.

Leave this field blank

Lancair Owners and Builders Organization

Menu

Forums:

Pages

Post a Reply

Filtered HTML

Plain text

Latest News

Forums:

Pages

Post a Reply

Filtered HTML

Plain text

User login

Search

Latest News