Today's Message Index:
----------------------
1. 05:23 AM - Re: JFK Jr and all (Richard Girard)
2. 05:24 AM - Re: Downed EAA Plane (user9253)
3. 05:57 AM - Threaded fastener security (Robert L. Nuckolls, III)
4. 06:30 AM - Re: JFK Jr and all (Henador Titzoff)
5. 08:15 AM - Connector options for easy wing removal (Wade Roe)
6. 08:32 AM - Re: Connector options for easy wing removal (Ralph E. Capen)
7. 09:46 AM - Routing Fuselage Wiring (RV-7) (Wade Roe)
8. 10:00 AM - Re: JFK Jr and all (rampil)
9. 10:02 AM - Re: Connector options for easy wing removal (Bret Smith)
10. 10:05 AM - Re: Connector options for easy wing removal (rparigor@suffolk.lib.ny.us)
11. 10:21 AM - Re: Routing Fuselage Wiring (RV-7) (Bob Borger)
12. 10:50 AM - Re: Source for Schumacher 1562A (Ron Quillin)
13. 11:05 AM - Re: Routing Fuselage Wiring (RV-7) (Allen Fulmer)
14. 01:21 PM - Routing Fuselage Wiring (RV-7) continued (Wade Roe)
15. 02:00 PM - Malibu Accident (Robert L. Nuckolls, III)
16. 02:30 PM - Re: Threaded fastener security (ray)
17. 04:51 PM - Re: Routing Fuselage Wiring (RV-7) continued (Robert L. Nuckolls, III)
18. 07:40 PM - Timing question for brushed motor (rparigor@suffolk.lib.ny.us)
19. 08:08 PM - Re: Timing question for brushed motor (Robert L. Nuckolls, III)
20. 11:09 PM - Re: Timing question for brushed motor (rparigor@suffolk.lib.ny.us)
Message 1
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| Subject: | Re: JFK Jr and all |
Yes, you can use the delete key, I do all the time. The problem is that the
subject title never gets changed to reflect the content so you have a few
people engaged in the beginnings of a flame war while Bob continues to
discuss real issues under the same heading.
It isn't censorship to ask people to maintain decorum and use the forum for
it's declared intent IMHO.
Rick Girard
On Tue, Mar 30, 2010 at 11:48 PM, Terry Watson <terry@tcwatson.com> wrote:
> Delete key. Delete key. Delete key.
>
>
> Let people say what they want. We don=92t have to read it all, any more t
han
> we have to watch everything on TV or listen to everything on the radio or
> read the entire newspaper. Someone posted a link to the accident report,
> which changed my mind about what I thought I knew about JFK Jr=92s accide
nt.
>
> Listen selectively, please. Don=92t censor. This thread too will pass.
>
>
> Terry
>
>
> *From:* owner-aeroelectric-list-server@matronics.com [mailto:
> owner-aeroelectric-list-server@matronics.com] *On Behalf Of *Richard
> Girard
> *Sent:* Tuesday, March 30, 2010 6:28 PM
> *To:* aeroelectric-list@matronics.com
> *Subject:* AeroElectric-List: JFK Jr and all
>
>
> I'm really not entirely sure what any of this has to do with an electrica
l
> system in an airplane and I've no doubt this is of tremendous to those of
> you discussing it, but would you all mind getting a chat room or another
> venue where you can whack away at each other without boring the holy crap
> out of the rest of us.
>
>
> Cheers,
>
> Rick Girard
>
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?AeroElectric-List*
>
> **
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> **
>
> * *
>
> *
>
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> *
>
>
Message 2
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| Subject: | Re: Downed EAA Plane |
> The laws of physics including a study of basic machines, coefficients of friction
and sliding forces tending to move down an inclined plane will show that
no threaded fastener torqued to design values will rotate on its mate unless for
some reason tension on the bolt is relaxed or strong but transient forces vibrations)
tend to overcome the breaking coefficient of friction in the threads
is overcome.
I agree. The only advantage of using a jam nut that I see is that if the load
on the bolt is relaxed, the two nuts will still be tight against each other.
On non-aviation projects, I have used two nuts with a lock washer between them
and never had them come loose.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=292491#292491
Message 3
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| Subject: | Threaded fastener security |
>At 07:22 AM 3/31/2010, you wrote:
>
>
>B: The laws of physics including a study of basic machines,
>coefficients of friction and sliding forces tending to move down an
>inclined plane will show that no threaded fastener torqued to design
>values will rotate on its mate unless for some reason tension on the
>bolt is relaxed or strong but transient forces vibrations) tend to
>overcome the breaking coefficient of friction in the threads is overcome.
>
>J: I agree. The only advantage of using a jam nut that I see is
>that if the load on the bolt is relaxed, the two nuts will still be
>tight against each other.
Right. As Paul mentioned yesterday:
P: You are correct. The application of a jam nut for locking is only
applicable when one cannot wrench on the other end of the bolt. And
never in a critical application. An example that comes to mind is a
big relay where the bolt is molded into the plastic.
The jam nut makes sense when installed tension on the bolt
is intended by design to be much less than the strength of
the bolt. In this case the role of the threaded fastener
is more like that of a rivet. Very good in sheer, and moderately
useful in tension. The two nuts become something of a
"second head" of the same bolt.
Bob . . .
Message 4
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| Subject: | Re: JFK Jr and all |
Agree. These guys are like govt. bureaucrats, trying to tell everybody wha
t to do.=0A=0ADelete, delete, delete!=0A Henador Titzoff=0ADo not archive
=0A=0A=0A=0A________________________________=0AFrom: Terry Watson <terry@tc
watson.com>=0ATo: aeroelectric-list@matronics.com=0ASent: Wed, March 31, 20
10 12:48:14 AM=0ASubject: RE: AeroElectric-List: JFK Jr and all=0A=0A =0ADe
lete=0Akey. Delete key. Delete key.=0A =0ALet=0Apeople say what they want.
We don=99t have to read it all, any more than we=0Ahave to watch ever
ything on TV or listen to everything on the radio or read the=0Aentire news
paper. Someone posted a link to the accident report, which changed=0Amy min
d about what I thought I knew about JFK Jr=99s accident. =0AListen=0A
selectively, please. Don=99t censor. This thread too will pass.=0A
=0ATerry=0A =0A =0A =0AFrom:owner-aeroelectric-list-server@matronics.com=0A
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Richard
=0AGirard=0ASent: Tuesday, March 30, 2010 6:28 PM=0ATo: aeroelectric-list@m
atronics.com=0ASubject: AeroElectric-List: JFK Jr and all=0A =0AI'm really
not entirely sure what any of this has to do with=0Aan electrical system in
an airplane and I've no doubt this is of tremendous to=0Athose of you disc
ussing it, but would you all mind getting a chat room or=0Aanother venue wh
ere you can whack away at each other without boring the holy=0Acrap out of
the rest of us.=0A =0ACheers,=0ARick Girard=0A =0A =0A =0A =0Ahttp://www.
matronics.com/Navigator?AeroElectric-List=0Ahttp://forums.matronics.com=0Ah
-========================
============0A=0A=0A
Message 5
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| Subject: | Connector options for easy wing removal |
Hello all,
I would like to utilize some type connector/plug inside the fuselage at the
wing root locations for all of the electric goodies in the wings. This
would allow me to complete all wiring in the fuselage and would also
facilitate wing removal and install later. Below is my list of equipment
and other found in the wings:
--strobe/position lights
--landing/taxi lights
--aileron AP servo
--heated pitot
--NAV antenna coax
--AFS AOA tubing
Any suggestions on the best way to handle the above would be appreciated.
Thanks!
Wade Roe
RV-7 in progress
Message 6
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| Subject: | Re: Connector options for easy wing removal |
I used a molex connector for the electrical stuff and the AOA kit came with barbed
fittings on AN4 caps - I got an extra set of the barbed AN4 caps for the wing-root
disconnects. my Pitot/static lines are AN4 fittings too.
-----Original Message-----
>From: Wade Roe <wroe1@dbtech.net>
>Sent: Mar 31, 2010 11:13 AM
>To: aeroelectric-list@matronics.com
>Subject: AeroElectric-List: Connector options for easy wing removal
>
>
>Hello all,
>
>I would like to utilize some type connector/plug inside the fuselage at the
>wing root locations for all of the electric goodies in the wings. This
>would allow me to complete all wiring in the fuselage and would also
>facilitate wing removal and install later. Below is my list of equipment
>and other found in the wings:
>
> --strobe/position lights
> --landing/taxi lights
> --aileron AP servo
> --heated pitot
> --NAV antenna coax
> --AFS AOA tubing
>
>Any suggestions on the best way to handle the above would be appreciated.
>
>Thanks!
>
>Wade Roe
>RV-7 in progress
>
>
>
Message 7
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| Subject: | Routing Fuselage Wiring (RV-7) |
I need suggestions as to the best location and method to route the wiring
from the rear fuselage up to the panel/subpanel area in my RV-7 project. I
have the following equipment wiring that needs to be handled:
--AFS magnetometer wires,
--AP Pitch Servo,
--ELT panel switch,
--strobe power supply leads,
--electric elevator trim,
--GPS antenna coax,
--marker beacon antenna coax.
Are most builders routing their rear fuselage wiring in the center elevator
push-tube channel? If so, should one use corrugated plastic conduit or
simply bundles and snap bushings?
Any suggestions/photos would be appreciated.
Thanks!
Wade Roe
RV-7 in progress
Message 8
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| Subject: | Re: JFK Jr and all |
Sometimes even a flame war can enlighten someone.
If someone learned something useful about flying from the
NTSB report I posted, then I am satisfied I did some good.
It might even be more useful than the 300th request for Bob's
blessing a particular brand of nut or wire ;-)
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=292530#292530
Message 9
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| Subject: | Re: Connector options for easy wing removal |
Wade,
First of all, once you understand and experience installing your wings ONCE,
you will understand that they will never come off again...
Second, adding connectors is to be avoided, period. There is no reason to
cut a perfectly good wire, or 10.
Third, many, many builders, including myself, have routed the wiring after
the wings were installed allowing for a clean installation with no chance
for static or shorts. I personally installed the wiring in the wings
leaving about 15' of wire at the wing roots. After installing the wings I
routed each wire through the fuse to where it terminated. Took me about 2
hours to connect both wing wiring.
Bret Smith
RV-9A N16BL
Blue Ridge, GA
www.FlightInnovations.com
----- Original Message -----
From: "Wade Roe" <wroe1@dbtech.net>
Sent: Wednesday, March 31, 2010 11:13 AM
Subject: AeroElectric-List: Connector options for easy wing removal
>
> Hello all,
>
> I would like to utilize some type connector/plug inside the fuselage at
> the
> wing root locations for all of the electric goodies in the wings. This
> would allow me to complete all wiring in the fuselage and would also
> facilitate wing removal and install later. Below is my list of equipment
> and other found in the wings:
>
> --strobe/position lights
> --landing/taxi lights
> --aileron AP servo
> --heated pitot
> --NAV antenna coax
> --AFS AOA tubing
>
> Any suggestions on the best way to handle the above would be appreciated.
>
> Thanks!
>
> Wade Roe
> RV-7 in progress
>
>
>
Message 10
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| Subject: | Re: Connector options for easy wing removal |
Hi Wade
"I would like to utilize some type connector/plug inside
the fuselage at the wing root
Any suggestions on the best way
to handle the above would be appreciated."
I made a custom
pneumatic and electrical connector. Pneumatic is a mutilated Winter
connector (gliders), I purchased from Cumulous soaring, and the electrical
is my favorite connectorsI use for electric models, either Anderson
power pole or Sermos connectors, www.mcmaster sells them underI think
modular connectors. Here are some more details whatI am using on my
Europa monowheel:
http://www.europaowners.org/forums/gallery2.php?g2_itemId=31838
I am using a very thin bungee also purchased from www.mcmaster.com to teather the
connector whereI want it. There are a few styles of contacts for the
same housing. For the pitot heat, even though contact is rated for
more than enough current, you need to make sure that contacts are clean
and have enough tension to get that rating, with models that draw over 20
ampsI always parallel a set of contacts and have never had a problem
(if i get a bad connection besides motor quitting i lose control) if it
were I plumbing pitot heat i would parallel two contacts for each
connection.
Ron Parigoris
Message 11
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| Subject: | Re: Routing Fuselage Wiring (RV-7) |
Wade,
Go to the Aviation Trailer department of Northern Tool, Harbor Freight, Tractor
Supply, etc. and check out he weatherproof connectors for trailer lighting.
They are polarized in a manor to prevent improper connection. They are sturdy.
They come in a number of sizes with different wire counts. Color coded wires.
Heavy wire. And they work great. Check them out. I use them for the wing
electrical connections in my Europa which has removable wings.
As for the tail wiring, I really can't help there as you are dealing with a metal
aircraft and my Europa is composite. Hopefully another RVer will come up with
a suitable solution.
Check six,
Bob Borger
On Wednesday, March 31, 2010, at 11:03AM, "Wade Roe" <wroe1@dbtech.net> wrote:
>
>I need suggestions as to the best location and method to route the wiring
>from the rear fuselage up to the panel/subpanel area in my RV-7 project. I
>have the following equipment wiring that needs to be handled:
>
> --AFS magnetometer wires,
> --AP Pitch Servo,
> --ELT panel switch,
> --strobe power supply leads,
> --electric elevator trim,
> --GPS antenna coax,
> --marker beacon antenna coax.
>
>Are most builders routing their rear fuselage wiring in the center elevator
>push-tube channel? If so, should one use corrugated plastic conduit or
>simply bundles and snap bushings?
>
>Any suggestions/photos would be appreciated.
>
>Thanks!
>
>Wade Roe
>RV-7 in progress
>
>
Message 12
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| Subject: | Re: Source for Schumacher 1562A |
At 20:58 3/27/2010, you wrote:
>I noticed that the picture on the walmart site linked below shows
>the "new" style without the 6v-12v switch. Did anyone ever resolve
>whether the problem that started this discussion was an isolated
>anomaly or a universal feature of the new version of the charger?
From SlickDeals.net today...
<http://slickdeals.net//?nojs=1>Schumacher SEM-1562A 1.5 Amp Speed
Charge Maintainer And Battery Charger $16
<http://slickdeals.net/forums/showthread.php?t=1949332>
comment
<http://slickdeals.net/forums/showthread.php?t=1949332>Comments (42)
| <http://slickdeals.net/forums/sendmessage.php?do=sendtofriend&t=1949332>
comment
<http://slickdeals.net/forums/sendmessage.php?do=sendtofriend&t=1949332>Share
This |
<http://slickdeals.net//permadeal/32434/schumacher-sem-1562a-1.5-amp-speed-charge-maintainer-and-battery-charger-16>
comment
<http://slickdeals.net//permadeal/32434/schumacher-sem-1562a-1.5-amp-speed-charge-maintainer-and-battery-charger-16>Permalink<http://slickdeals.net//index.php?tag=Tools>
comment
<http://slickdeals.net//?pno=32434&lno=1&afsrc=1>
[]
Walmart has the Schumacher SEM-1562A 1.5 Amp Speed Charge Maintainer
and Battery Charger for $15.54. Free site-to-store shipping,
otherwise it's $1.97 to ship to home. Thanks beetz12
Note, if the above Walmart link takes you to the home page, search
for item # 13005742
Amazon also carries it for this price, but are currently out of
stock. Free shipping with Amazon Prime or if you spend $25 or more.
Use Slick Fillers to find other eligible items to help reach $25.
Next lowest on Google Products from a reputable store besides the
above 2 store is $33 shipped.
Message 13
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| Subject: | Routing Fuselage Wiring (RV-7) |
I ran two conduits before floor was fastened down. Wish I had run 4. Of
course I am all electric with batteries in tail because of Subaru on the
firewall. I put transponder antenna and couple of wires to auto pitch trim
"controller" down center channel. Not a whole lot of room there.
http://picasaweb.google.com/lh/photo/6d2l3cSHrqN-7gWAtQc7bg?authkey=Gv1sRgCI
Ds8NT6v7LYwgE&feat=directlink
Allen Fulmer
RV7 finish wiring FWF
N808AF reserved
Alexander City, AL
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Wade Roe
Sent: Wednesday, March 31, 2010 11:04 AM
Subject: AeroElectric-List: Routing Fuselage Wiring (RV-7)
I need suggestions as to the best location and method to route the wiring
from the rear fuselage up to the panel/subpanel area in my RV-7 project. I
have the following equipment wiring that needs to be handled:
--AFS magnetometer wires,
--AP Pitch Servo,
--ELT panel switch,
--strobe power supply leads,
--electric elevator trim,
--GPS antenna coax,
--marker beacon antenna coax.
Are most builders routing their rear fuselage wiring in the center elevator
push-tube channel? If so, should one use corrugated plastic conduit or
simply bundles and snap bushings?
Any suggestions/photos would be appreciated.
Thanks!
Wade Roe
RV-7 in progress
Message 14
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| Subject: | Routing Fuselage Wiring (RV-7) continued |
Can I run the magnetometer wires with the AP servo and strobe power supply
leads w/o causing any issues?
I need suggestions as to the best location and method to route the wiring
from the rear fuselage up to the panel/subpanel area in my RV-7 project. I
have the following equipment wiring that needs to be handled:
--AFS magnetometer wires,
--AP Pitch Servo,
--ELT panel switch,
--strobe power supply leads,
--electric elevator trim,
--GPS antenna coax,
--marker beacon antenna coax.
Are most builders routing their rear fuselage wiring in the center elevator
push-tube channel? If so, should one use corrugated plastic conduit or
simply bundles and snap bushings?
Any suggestions/photos would be appreciated.
Thanks!
Wade Roe
RV-7 in progress
Message 15
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|
At 08:28 AM 3/31/2010, you wrote:
>Agree. These guys are like govt. bureaucrats, trying to tell
>everybody what to do.
>
>Delete, delete, delete
Gently, gently my friends. There CAN be value in the study
of any airplane accident. Folks who have spent much time here
on the list will recall a number of what I like to call
dark-n-stormy night stories. We analyzed most narratives
in detail searching for meaningful data.
A thread runs through virtually every story we've
considered. It goes to fundamental human weaknesses
that set boundaries on the capabilities of our machines,
our skill-sets and levels of risk for accepting a
task that may prove too demanding.
A very good friend of mine and cabin full of passengers
did not survive their bad-day-in-the-cockpit. I found
value in understanding this non-electrical event.
The narrative is published on my website.
The critical study of cause and effect has nothing to
do with any perceptions we might have about the
cultural status of participants or victims. Fortunately
most narratives we've studied are from the surviving
pilot who tells us, "Gee, I'm sure not going to
THAT again!" Authors of these stories have already
been targets of harsh, self-judgement. On occasion,
there's no first-hand narrative and we're left with
sifting through the observable bits and pieces left over.
I'll suggest there's value in pondering the possible
causes and effects for loss of what must have been a
well fitted Piper Malibu in relatively non-violent
weather common to the area where the accident occurred.
The outcome was worse than anyone would wish for whether
persons involved were celebrities or ordinary Joe Propwash
pilot and his beer drinking buddies. If this event had
happily ended in a "Never Again" story, would it's value be
altered by knowing the cultural status of the author?
This isn't about judging folks who suffered the consequences
of frail machines and/or bodies. It's about YOU and ME
reducing risk for sharing their experiences.
Bob . . .
Message 16
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| Subject: | Re: Threaded fastener security |
FWIW, one application where the recommended locking mechanism is a
locknut is on the rocker arm studs on WW conversion Corvair motors. I am
not aware of any failures in this application.
Just another data point for consideration.
Raymond Julian
Kettle River, MN
Robert L. Nuckolls, III wrote:
> <nuckolls.bob@aeroelectric.com>
>
>
>> At 07:22 AM 3/31/2010, you wrote:
>> <fran4sew@banyanol.com>
>>
>>
>> B: The laws of physics including a study of basic machines,
>> coefficients of friction and sliding forces tending to move down an
>> inclined plane will show that no threaded fastener torqued to design
>> values will rotate on its mate unless for some reason tension on the
>> bolt is relaxed or strong but transient forces vibrations) tend to
>> overcome the breaking coefficient of friction in the threads is overcome.
>>
>> J: I agree. The only advantage of using a jam nut that I see is that
>> if the load on the bolt is relaxed, the two nuts will still be tight
>> against each other.
>
> Right. As Paul mentioned yesterday:
>
> P: You are correct. The application of a jam nut for locking is only
> applicable when one cannot wrench on the other end of the bolt. And
> never in a critical application. An example that comes to mind is a big
> relay where the bolt is molded into the plastic.
>
> The jam nut makes sense when installed tension on the bolt
> is intended by design to be much less than the strength of
> the bolt. In this case the role of the threaded fastener
> is more like that of a rivet. Very good in sheer, and moderately
> useful in tension. The two nuts become something of a
> "second head" of the same bolt.
>
> Bob . . .
>
>
>
>
>
Message 17
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| Subject: | Re: Routing Fuselage Wiring (RV-7) continued |
At 03:17 PM 3/31/2010, you wrote:
>
>Can I run the magnetometer wires with the AP servo and strobe power supply
>leads w/o causing any issues?
yes, assuming the folks who designed the system
using a magnetometer knows their business.
Bob . . .
Message 18
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| Subject: | Timing question for brushed motor |
I have a long can speed 400 electric motorwith a folding
propellorthat is being used to aid cooling in the radiator duct of
my 914 Rotax powered Europa.Maximum about 70 watts in forward
direction and 35 watts in reverse (to hinder cooling). It is a brushed
motor controlled by a pulse width modulatedspeed controller.
It
will most likely see forward direction 75% of the time when used.
ThinkI could get away with5 degree advance (forward) and not
kill brushes and armature too quickly when running in reverse (5 degrees
retarded)?
Thx.
Ron Parigoris
Message 19
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| Subject: | Re: Timing question for brushed motor |
At 09:36 PM 3/31/2010, you wrote:
>I have a long can speed 400 electric motor with a folding propellor
>that is being used to aid cooling in the radiator duct of my 914
>Rotax powered Europa. Maximum about 70 watts in forward direction
>and 35 watts in reverse (to hinder cooling). It is a brushed motor
>controlled by a pulse width modulated speed controller.
>It will most likely see forward direction 75% of the time when used.
>Think I could get away with 5 degree advance (forward) and not kill
>brushes and armature too quickly when running in reverse (5 degrees retarded)?
Are you certain that the brush clocking has been
optimized for one direction over another? As I recall
my days at Electro-Mech, I don't think that brush
clocking was much of an issue for motors below a half
h.p. or so . . . I think brush life in small motors
has more to do with simple wear out-as opposed to
electrical efficiency. This is because they tend to
run small motors very fast to improve on h.p. to
weight ratio.
Bob . . .
Message 20
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| Subject: | Re: Timing question for brushed motor |
Hi Bob
Thx. for the reply.
"Are you certain that the
brush clocking has been optimized for one direction over another?"
Timing on a brushed motor is every bit as important as timing on a
internal combustion engine. A small displacement high performance 2
stroke, even though it has a small displacement is making a lot of HP for
its size and timing is critical. Same goes for small high RPM electric
motors. There is an ideal timing settingdepending on what you are
looking for. Best efficency will net less heat build up and longer life
with less arcing, but does not make best amount of power. Often with
electric models motors are pushed to get best power to weight.A
neutral timed motor, meaning that current draw unloaded with not so much
voltage as to over speed is the same forward as reverse direction will
yield a motor that works equally bad in both directions. That said it
works OK but makes not best HP at high RPM. Advancing does good things for
RPM and HP with just a tad more current draw. Now for retarded timing, it
is bad all around. It draws more current, arcs and spits and does not make
much HP or RPMs. I never fooled with measuring or failing motors at
reduced power settings and only 5 degrees retarded. A motor like this I
may push in a model well over 125 watts for short times, and
advancing will bring out more power. depending on motor, prop and duration
and voltage and I may go as high as 15 plus degrees advanced.
I
do want a pitch speed of 80MPH plus so in a climb can keep things cooler
and that has the motor cranking some RPMs. Keeping watts to 75 max and
probably only using that sparingly with lesser throttle most of the time,
I am hoping for a reasonable motor life, this would be with motor going in
the forward direction. After soaringandstarting motor in air,
or starting a cold motor, by reversing direction of motor it will
constipate air in radiator duct and quicken warm up. In additionI
think reverse can be used in flight to decrease some cooling drag and keep
temps whereI want them, kinda like a cowl flap.I was hoping
someone had a better feel thanI for running a motorwith
5 degrees retarded timing for long periods.
Ron Parigoris
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