Today's Message Index:
----------------------
1. 02:21 AM - Re: [ Clive Whittfield ] : New Email List Photo Share Available! (Clive Whittfield)
2. 04:20 AM - Facet pump failure (Zeidman, Richard B)
3. 04:59 AM - Findings on the AFP purge valve (Stewart, Michael (ISS Atlanta))
4. 05:40 AM - Copper Report (Steve Glasgow)
5. 06:42 AM - Nose gear, 6A (Charles Heathco)
6. 06:43 AM - Re: Findings on the AFP purge valve (Phil Birkelbach)
7. 07:16 AM - Re: Findings on the AFP purge valve (Ralph E. Capen)
8. 07:21 AM - Re: Nose gear, 6A (Bill Boyd)
9. 07:52 AM - Re: Findings on the AFP purge valve (scott bilinski)
10. 07:56 AM - Re: Findings on the AFP purge valve (Dan Checkoway)
11. 08:32 AM - Re: Findings on the AFP purge valve (Stewart, Michael (ISS Atlanta))
12. 09:02 AM - Re: Facet pump failure (John Jessen)
13. 09:12 AM - Re: Nose gear, 6A (Rick Galati)
14. 09:18 AM - Re: Findings on the AFP purge valve (Terry Watson)
15. 10:18 AM - Re: Nose gear, 6A (Leland Collins)
16. 11:16 AM - Re: Nose gear, 6A (Hopperdhh@aol.com)
17. 01:28 PM - Re: Findings on the AFP purge valve (linn Walters)
18. 01:35 PM - Re: Re: Nose gear, 6A (linn Walters)
19. 01:40 PM - Re: Facet pump failure (Rich and Pat)
20. 02:44 PM - Re: Findings on the AFP purge valve (Fiveonepw@aol.com)
21. 03:09 PM - Re: Nose gear, 6A (Jim Ellis)
22. 03:13 PM - Re: Findings on the AFP purge valve (Bob J.)
23. 04:21 PM - Nose gear strut update (Charles Heathco)
24. 04:30 PM - Please read and help if you can.. Thank You (rc51mike)
25. 07:58 PM - Re: Findings on the AFP purge valve (linn Walters)
Message 1
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| Subject: | Re: [ Clive Whittfield ] : New Email List Photo Share Available! |
Yes well, I'm feeling a bit sheepish on this one. After the bit of
prompting from those who suggested I look a little more closely at the
slider frame rather than the roll bar, it turned out it was the slider
frame out of whack after all.
Ended up making jigs, cardboard templates, checking symmetry and
measurements again and again. Also had to learn not to be so weenie
about putting weight on the frame to get it into shape. Result is a
nicely aligned, symmetrical, fairly smooth sliding frame that locks
firmly into place. Even the sides and rear bow line up the way the
instructions say they should.
Thanks to those who pointed me in the right direction. Much
appreciated.
Clive Whittfield
Do not archive
Message 2
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| Subject: | Facet pump failure |
--> RV-List message posted by: "Zeidman, Richard B" <richard.b.zeidman@boeing.com>
I don't want to cause a fuel pump panic, but I, unfortunately, was one
who had a facet pump failure at about 800 hours. It hadn't been sounding
normal for a few hours and should have been replaced. During it's last
flight, I toggled the pump switch and the engine shut off. I tested it
in a lab later and found it to be intermitant below 13.5 volts and would
start dithering instead of pumping. Why it didn't allow fuel throuh it,
I canot explain.
PS My new RV has a cylindrical pump installed.
Rich
N42RZ RV6A
N42PZ RV7
Message 3
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| Subject: | Findings on the AFP purge valve |
I received an excellent report from Don at AFP on the purge valve.
>From his report, ". Upon inspection of the valve assembly it was
apparent that the stop screw had not been lock wired and had started to
back out allowing the bottom O-ring to unseat from the lower boss in the
housing, thus allowing fuel to bypass to the return port."
Here is a nice picture of it.
http://www.mstewart.net/deletesoon/purgevalve.jpg
He went on to say "This is a disturbing finding as there are multiple
warnings and pictures in the installation manual as well as a tag on the
stop screw instructing the installer to lockwire the screw after
installation." While I don't remember the tag on the device, im sure the
manual mentions it. Tag or no tag, manual or no manual, it should have
been caught. Im fortunate to live at a big field with lots of
experience. I have had quite a few folks look over the plane prior to
its first flight. It was missed by 2 IA's, 3 A&P's. 1 DAR (would not
expect him to catch this), god knows how many others folks who have
poured over my super 8 installation, and finally me.
So in the end 2 purge valve system failures, both builder errors. Great!
These aren't the only issues I've had on my planes over the years that
could have been prevented, they wont be the last. But I have concluded
that this purge valve setup adds complexity and failure modes to a
system that is unjustified. Anything in the fuel delivery system should
be there for a good reason. In my years and couple thousand hours of
flying behind the AFP system in multiple RV's, I cant once say I've
needed the purge valve. Its not going back in my plane. As for the rest
of the AFP system, I think its great and Ive never heard of or
experienced any problems with it with the exception of the electric fuel
pump failures which have been discussed before and are in the archives
for your reading pleasure.
So my 2 cents on the AFP fuel injection system
1. Worth every penny
2. Leave out the purge valve
3. Increase the life of your electric boost pump by replacing the
stock filter element with a 25 micron one available from Flow EZ part
number 8504-05.
Flame suit donned.
Best,
Mike
Message 4
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--> RV-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
Several months ago I asked the group for advice concerning increasing levels
of copper in oil samples taken from the XP-360 engine on my RV-8. At one
point copper was up to 32 ppm on a 25 hour sample. After a short 10 hour
sample of Aero Shell 10W50 again showed high levels of copper at 16 ppm,
Blackstone Labs suggested I switch to Phillips XC 20-50 as a test.
Unbelievably, after a 20 hour sample with the Phillips oil, copper dropped
to 7 ppm which is 3 ppm below normal. All other elements were completely
normal.
Conclusion: Aero Shell additives were leaching copper out of engine
components. This was reported to have been a problem several years ago and
A/S says they changed the formula to correct the problem, but I dont think
they have corrected it.
Recommendation: If you are getting high levels of copper, change oil and
retest. Also, Blackstone Labs, (260-744-2380) did a great job in helping me
diagnose and correct the problem.
Steve Glasgow-Cappy
N123SG RV-8
Cappy's Toy
370 Hours
Message 5
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I mentioned a couple weeks ago finding my nose gear strut bolt loose. I
tightened and also took out the spacer for bearing which brought it
tight. Now things have looened up again and I have considerable sway on
nose gear. Anybody had this problem ? Also, if I need to change the bolt
in strut mount, can a slightly larger bolt be found and used? Charlie
Heathco
Message 6
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| Subject: | Re: Findings on the AFP purge valve |
--> RV-List message posted by: Phil Birkelbach <phil@petrasoft.net>
Michael,
Thanks for the report. Most people would have just swept that one under
the rug. It's refreshing to see something like this debated with just
cold hard facts and little if any ego. Everyone now has another piece of
GOOD information to use in their decision making process. Thanks again,
the life you save could be my own. Now off to the hangar to make sure I
have a certain little piece of stainless wire.....
Godspeed,
Phil Birkelbach - Houston Texas
RV-7 N727WB
http://www.myrv7.com
Do Not Archive
Stewart, Michael (ISS Atlanta) wrote:
>
> I received an excellent report from Don at AFP on the purge valve.
>
> From his report, . Upon inspection of the valve assembly it was
> apparent that the stop screw had not been lock wired and had started
> to back out allowing the bottom O-ring to unseat from the lower boss
> in the housing, thus allowing fuel to bypass to the return port.
>
> Here is a nice picture of it.
>
> http://www.mstewart.net/deletesoon/purgevalve.jpg
>
> He went on to say This is a disturbing finding as there are multiple
> warnings and pictures in the installation manual as well as a tag on
> the stop screw instructing the installer to lockwire the screw after
> installation. While I dont remember the tag on the device, im sure
> the manual mentions it. Tag or no tag, manual or no manual, it should
> have been caught. Im fortunate to live at a big field with lots of
> experience. I have had quite a few folks look over the plane prior to
> its first flight. It was missed by 2 IAs, 3 A&Ps. 1 DAR (would not
> expect him to catch this), god knows how many others folks who have
> poured over my super 8 installation, and finally me.
>
> So in the end 2 purge valve system failures, both builder errors. Great!
>
> These arent the only issues Ive had on my planes over the years that
> could have been prevented, they wont be the last. But I have concluded
> that this purge valve setup adds complexity and failure modes to a
> system that is unjustified. Anything in the fuel delivery system
> should be there for a good reason. In my years and couple thousand
> hours of flying behind the AFP system in multiple RVs, I cant once
> say Ive needed the purge valve. Its not going back in my plane. As
> for the rest of the AFP system, I think its great and Ive never heard
> of or experienced any problems with it with the exception of the
> electric fuel pump failures which have been discussed before and are
> in the archives for your reading pleasure.
>
> So my 2 cents on the AFP fuel injection system
>
> 1. Worth every penny
> 2. Leave out the purge valve**
> 3. Increase the life of your electric boost pump by replacing the
> stock filter element with a 25 micron one available from Flow EZ
> part number 8504-05.
>
> Flame suit donned.
>
> Best,
>
> Mike
>
> *
>
>
> *
Message 7
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| Subject: | Re: Findings on the AFP purge valve |
--> RV-List message posted by: "Ralph E. Capen" <recapen@earthlink.net>
<<SNIP>>
>From: Phil Birkelbach <phil@petrasoft.net>
>Now off to the hangar to make sure I
>have a certain little piece of stainless wire.....
Ditto for me......same thanks - same wire.......
Message 8
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| Subject: | Re: Nose gear, 6A |
--> RV-List message posted by: "Bill Boyd" <sportav8r@gmail.com>
Charlie:
Mine had developed a little slop in it years ago, about the time I
replaced the old style leg with the new and had them match-drilled at
a local machine shop. Van's tech-help reply was to drill oversize and
go up to the next standard bolt diameter. I asked about tapered
clevis pins, which I thought intuitively offered the best chance for a
good, snug fit, and the ability to tighten things further if they
loosened again, but they were against that idea. Since then, I've
just kept an eye on it and it has not seemed to worsen, so no fix has
yet been undertaken.
Typically the hole in the weldment socket is what elongates, and the
ultimate repair for that involves welding new metal... yet Van's
refuses to admit they have a problem with this design.
Curious what the spacer is that you removed; mine is just a gear leg
in a tubular socket, secured by a single bolt (too) close to the
firewall. There is no spacer that I recall ever seeing (1994-98
model).
-Stormy
On 10/4/06, Charles Heathco <cheathco@cox.net> wrote:
>
>
> I mentioned a couple weeks ago finding my nose gear strut bolt loose. I
> tightened and also took out the spacer for bearing which brought it tight.
> Now things have looened up again and I have considerable sway on nose gear.
> Anybody had this problem ? Also, if I need to change the bolt in strut
> mount, can a slightly larger bolt be found and used? Charlie Heathco
>
>
Message 9
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| Subject: | Re: Findings on the AFP purge valve |
Wow, now I am second guessing if I have the screw tied up.......will check
this weekend. Thanks for figuring it out.=0A =0AScott Bilinski=0ARV-8a=0A
=0A=0A=0A=0A----- Original Message ----=0AFrom: Phil Birkelbach <phil@petra
soft.net>=0ATo: rv-list@matronics.com=0ASent: Wednesday, October 4, 2006 6:
37:57 AM=0ASubject: Re: RV-List: Findings on the AFP purge valve=0A=0A=0A--
> RV-List message posted by: Phil Birkelbach <phil@petrasoft.net>=0A=0AMich
ael,=0A=0AThanks for the report. Most people would have just swept that one
under =0Athe rug. It's refreshing to see something like this debated with
just =0Acold hard facts and little if any ego. Everyone now has another pie
ce of =0AGOOD information to use in their decision making process. Thanks a
gain, =0Athe life you save could be my own. Now off to the hangar to make s
ure I =0Ahave a certain little piece of stainless wire.....=0A=0A=0AGodspee
d,=0A=0APhil Birkelbach - Houston Texas=0ARV-7 N727WB=0Ahttp://www.myrv7.co
m=0A=0A=0ADo Not Archive=0A=0AStewart, Michael (ISS Atlanta) wrote:=0A>=0A>
I received an excellent report from Don at AFP on the purge valve.=0A>=0A>
From his report, =93. Upon inspection of the valve assembly it was =0A> ap
parent that the stop screw had not been lock wired and had started =0A> to
back out allowing the bottom O-ring to unseat from the lower boss =0A> in t
he housing, thus allowing fuel to bypass to the return port.=94=0A>=0A> Her
e is a nice picture of it.=0A>=0A> http://www.mstewart.net/deletesoon/purge
valve.jpg=0A>=0A> He went on to say =93This is a disturbing finding as ther
e are multiple =0A> warnings and pictures in the installation manual as wel
l as a tag on =0A> the stop screw instructing the installer to lockwire the
screw after =0A> installation.=94 While I don=92t remember the tag on the
device, im sure =0A> the manual mentions it. Tag or no tag, manual or no ma
nual, it should =0A> have been caught. Im fortunate to live at a big field
with lots of =0A> experience. I have had quite a few folks look over the pl
ane prior to =0A> its first flight. It was missed by 2 IA=92s, 3 A&P=92s. 1
DAR (would not =0A> expect him to catch this), god knows how many others f
olks who have =0A> poured over my super 8 installation, and finally me.=0A>
=0A> So in the end 2 purge valve system failures, both builder errors. Grea
t!=0A>=0A> These aren=92t the only issues I=92ve had on my planes over the
years that =0A> could have been prevented, they wont be the last. But I hav
e concluded =0A> that this purge valve setup adds complexity and failure mo
des to a =0A> system that is unjustified. Anything in the fuel delivery sys
tem =0A> should be there for a good reason. In my years and couple thousand
=0A> hours of flying behind the AFP system in multiple RV=92s, I cant once
=0A> say I=92ve needed the purge valve. Its not going back in my plane. As
=0A> for the rest of the AFP system, I think its great and Ive never heard
=0A> of or experienced any problems with it with the exception of the =0A>
electric fuel pump failures which have been discussed before and are =0A>
in the archives for your reading pleasure.=0A>=0A> So my 2 cents on the AFP
fuel injection system=0A>=0A> 1. Worth every penny=0A> 2. Leave out
the purge valve**=0A> 3. Increase the life of your electric boost pump b
y replacing the=0A> stock filter element with a 25 micron one availab
le from Flow EZ=0A> part number 8504-05.=0A>=0A> Flame suit donned.
==========0A=0A
Message 10
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| Subject: | Re: Findings on the AFP purge valve |
Since the AFP servo still flows fuel even when the mixture is pulled to
idle/cutoff, the purge valve is a SAFE choice imho. Just visualize fuel
having pooled in your sump (or airbox), and then you go to start the
engine.
This is not a "how easy is it to start" issue. It's a safety issue
imho.
Consider keeping the purge valve.
)_( Dan
RV-7 N714D (1085 hours)
www.rvproject.com / www.weathermeister.com
----- Original Message -----
From: Stewart, Michael (ISS Atlanta)
To: rv-list@matronics.com
Sent: Wednesday, October 04, 2006 4:58 AM
Subject: RV-List: Findings on the AFP purge valve
I received an excellent report from Don at AFP on the purge valve.
From his report, ". Upon inspection of the valve assembly it was
apparent that the stop screw had not been lock wired and had started to
back out allowing the bottom O-ring to unseat from the lower boss in the
housing, thus allowing fuel to bypass to the return port."
Here is a nice picture of it.
http://www.mstewart.net/deletesoon/purgevalve.jpg
He went on to say "This is a disturbing finding as there are multiple
warnings and pictures in the installation manual as well as a tag on the
stop screw instructing the installer to lockwire the screw after
installation." While I don't remember the tag on the device, im sure the
manual mentions it. Tag or no tag, manual or no manual, it should have
been caught. Im fortunate to live at a big field with lots of
experience. I have had quite a few folks look over the plane prior to
its first flight. It was missed by 2 IA's, 3 A&P's. 1 DAR (would not
expect him to catch this), god knows how many others folks who have
poured over my super 8 installation, and finally me.
So in the end 2 purge valve system failures, both builder errors.
Great!
These aren't the only issues I've had on my planes over the years that
could have been prevented, they wont be the last. But I have concluded
that this purge valve setup adds complexity and failure modes to a
system that is unjustified. Anything in the fuel delivery system should
be there for a good reason. In my years and couple thousand hours of
flying behind the AFP system in multiple RV's, I cant once say I've
needed the purge valve. Its not going back in my plane. As for the rest
of the AFP system, I think its great and Ive never heard of or
experienced any problems with it with the exception of the electric fuel
pump failures which have been discussed before and are in the archives
for your reading pleasure.
So my 2 cents on the AFP fuel injection system
1.. Worth every penny
2.. Leave out the purge valve
3.. Increase the life of your electric boost pump by replacing the
stock filter element with a 25 micron one available from Flow EZ part
number 8504-05.
Flame suit donned.
Best,
Mike
Message 11
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| Subject: | Findings on the AFP purge valve |
Yes I have considered this.
Going to idle cut off, the engine can have a tendency to try and keep
running a little. I have compensated for this by going to idle cut off,
waiting for the fan to nearly stop, and killing the ignitions. This has
worked fine over time. I do not think there is any chance of fuel
pooling in the sump or airbox. I certainly have not experienced that.
Mike
Do not archive
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Dan Checkoway
Sent: Wednesday, October 04, 2006 10:56 AM
Subject: Re: RV-List: Findings on the AFP purge valve
Since the AFP servo still flows fuel even when the mixture is pulled to
idle/cutoff, the purge valve is a SAFE choice imho. Just visualize fuel
having pooled in your sump (or airbox), and then you go to start the
engine.
This is not a "how easy is it to start" issue. It's a safety issue
imho.
Consider keeping the purge valve.
)_( Dan
RV-7 N714D (1085 hours)
www.rvproject.com / www.weathermeister.com
----- Original Message -----
From: Stewart, Michael (ISS Atlanta) <mailto:mstewart@iss.net>
To: rv-list@matronics.com
Sent: Wednesday, October 04, 2006 4:58 AM
Subject: RV-List: Findings on the AFP purge valve
I received an excellent report from Don at AFP on the purge
valve.
From his report, ". Upon inspection of the valve assembly it
was apparent that the stop screw had not been lock wired and had started
to back out allowing the bottom O-ring to unseat from the lower boss in
the housing, thus allowing fuel to bypass to the return port."
Here is a nice picture of it.
http://www.mstewart.net/deletesoon/purgevalve.jpg
He went on to say "This is a disturbing finding as there are
multiple warnings and pictures in the installation manual as well as a
tag on the stop screw instructing the installer to lockwire the screw
after installation." While I don't remember the tag on the device, im
sure the manual mentions it. Tag or no tag, manual or no manual, it
should have been caught. Im fortunate to live at a big field with lots
of experience. I have had quite a few folks look over the plane prior
to its first flight. It was missed by 2 IA's, 3 A&P's. 1 DAR (would not
expect him to catch this), god knows how many others folks who have
poured over my super 8 installation, and finally me.
So in the end 2 purge valve system failures, both builder
errors. Great!
These aren't the only issues I've had on my planes over the
years that could have been prevented, they wont be the last. But I have
concluded that this purge valve setup adds complexity and failure modes
to a system that is unjustified. Anything in the fuel delivery system
should be there for a good reason. In my years and couple thousand hours
of flying behind the AFP system in multiple RV's, I cant once say I've
needed the purge valve. Its not going back in my plane. As for the rest
of the AFP system, I think its great and Ive never heard of or
experienced any problems with it with the exception of the electric fuel
pump failures which have been discussed before and are in the archives
for your reading pleasure.
So my 2 cents on the AFP fuel injection system
1. Worth every penny
2. Leave out the purge valve
3. Increase the life of your electric boost pump by
replacing the stock filter element with a 25 micron one available from
Flow EZ part number 8504-05.
Flame suit donned.
Best,
Mike
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
c
om/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://wiki.matronics.com">http://wiki.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Message 12
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| Subject: | Facet pump failure |
--> RV-List message posted by: "John Jessen" <jjessen@rcn.com>
Who makes the cylindrical pump? Are you flying with it, yet?
John Jessen
#40328
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Zeidman, Richard B
Sent: Wednesday, October 04, 2006 4:18 AM
Subject: RV-List: Facet pump failure
--> RV-List message posted by: "Zeidman, Richard B"
--> <richard.b.zeidman@boeing.com>
I don't want to cause a fuel pump panic, but I, unfortunately, was one who
had a facet pump failure at about 800 hours. It hadn't been sounding normal
for a few hours and should have been replaced. During it's last flight, I
toggled the pump switch and the engine shut off. I tested it in a lab later
and found it to be intermitant below 13.5 volts and would start dithering
instead of pumping. Why it didn't allow fuel throuh it, I canot explain.
PS My new RV has a cylindrical pump installed.
Rich
N42RZ RV6A
N42PZ RV7
Message 13
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| Subject: | Re: Nose gear, 6A |
--> RV-List message posted by: "Rick Galati" <rick6a@yahoo.com>
sportav8r(at)gmail.com wrote:
>
> Typically the hole in the weldment socket is what elongates, and the
> ultimate repair for that involves welding new metal....
The first thing I would do is see if an oversize bolt is available and determine
if the elongation in the weldment can be cleaned up to that dimension.
An alternative to welding that is more than an acceptable fix is to drill out the
elogation in the weldment holes and then press fit repair bushings of the appropriate
O.D. and I.D. into the weldment holes. Many competent machine shops
can do the work or you might get lucky and find the right size bushings somewhere
and do the repair work yourself for minimal cost. The only critical part
of the task is insuring the predrilled holes in the weldment are of the precise
dimension before attempting to press fit the repair bushings into them.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65749#65749
Message 14
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| Subject: | Findings on the AFP purge valve |
--> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
Yes Michael, me too. Classy move.
Terry
Do not archive
--> RV-List message posted by: Phil Birkelbach <phil@petrasoft.net>
Michael,
Thanks for the report. Most people would have just swept that one under
the rug. It's refreshing to see something like this debated with just
cold hard facts and little if any ego. Everyone now has another piece of
GOOD information to use in their decision making process. Thanks again,
the life you save could be my own. Now off to the hangar to make sure I
have a certain little piece of stainless wire.....
Godspeed,
Phil Birkelbach - Houston Texas
RV-7 N727WB
http://www.myrv7.com
Message 15
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| Subject: | Re: Nose gear, 6A |
--> RV-List message posted by: "Leland Collins" <federigo@pacbell.net>
The Close Tolerance bolts AN175-20A is about four mils larger than the original
AN5-20A. Spruce list a drilled version but they were on backorder a week ago.
I found some at the Ted Shulgin Co., 925-228-2512. Van's lists an NAS1305-26
bolt that may be the same. Another option is to have a machine shop turn down
a 3/8" bolt to the desired dimensions.
Leland
--------
Leland
RV9A
N137LC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65769#65769
Message 16
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| Subject: | Re: Nose gear, 6A |
Charlie,
Take out the bolt and look things over. The bolt itself may show wear that
can be corrected with just a new bolt. Also, as another reply suggested, a
close tolerance bolt will have a larger diameter. A reamer is necessary to
get a really close fit. On my second motor mount (another story) I had a
machinist friend use an adjustable reamer to get a perfect fit. Also, I greased
up the gear leg and the bolt to try a different approach. Maybe if the joint
is lubricated, it won't wear. We'll see how long this one holds up.
I though I had a really good fit when I first built my -7A, but mine
loosened up just as you describe in a little over one hundred hours. Van's said
it
should only happen after thousands of hours. I fly mostly out of grass
strips.
As you can tell by taking the prop and moving the nose of the plane left and
right, there is quite a bit of torque applied to that joint due to the
preload (breakout force) on the castor joint at the bottom. From the axis of
the
gear leg in the engine mount to where the nose wheel touches the ground there
is about a foot of leverage on the gear leg to apply this torque. If the
joint at the top cannot handle this torque, I would consider it a design issue.
In my opinion, the joint should be stronger. A larger bolt (3/8 inch) and
doublers on the weldment would beef up the joint. But, I'm not sure there is
room given the narrow shoulder at the top of the present gear leg. Could an
Allen head die bolt be used here with doublers to increase the area on the
engine mount? I am not a bona fide mechanical engineer, so I am not going to
modify the design. I hope that those at Van's will address this problem,
though.
I hope others with nose wheel airplanes will let us know if we are in the
minority, or if all of these joints loosen up. Is a grass runway harder on
this joint than pavement?
Dan Hopper
RV-7A
In a message dated 10/4/2006 9:44:36 A.M. Eastern Daylight Time,
cheathco@cox.net writes:
I mentioned a couple weeks ago finding my nose gear strut bolt loose. I
tightened and also took out the spacer for bearing which brought it tight. Now
things have looened up again and I have considerable sway on nose gear. Anybody
had this problem ? Also, if I need to change the bolt in strut mount, can a
slightly larger bolt be found and used? Charlie Heathco
Message 17
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| Subject: | Re: Findings on the AFP purge valve |
Stewart, Michael (ISS Atlanta) wrote:
> Yes I have considered this.
>
> Going to idle cut off, the engine can have a tendency to try and keep
> running a little. I have compensated for this by going to idle cut
> off, waiting for the fan to nearly stop, and killing the ignitions.
> This has worked fine over time. I do not think there is any chance of
> fuel pooling in the sump or airbox. I certainly have not experienced
> that.
>
> Mike
>
> Do not archive
>
The only downside to this procedure is that there is 'extra' fuel in the
cylinders which will wash the oil off the cylinder walls. Since Michael
flies a whole lot, probably not a problem, but for an engine that's
seldom run it'll mean that the steel cylinders will rust a little
faster. Given Michaels experience with the valve ...... I'd probably do
the same. Too bad AFP won't fix the idle cutoff problem in the
controller instead of adding the purge valve.
Linn
Message 18
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| Subject: | Re: Nose gear, 6A |
--> RV-List message posted by: linn Walters <pitts_pilot@bellsouth.net>
Leland Collins wrote:
>--> RV-List message posted by: "Leland Collins" <federigo@pacbell.net>
>
>The Close Tolerance bolts AN175-20A is about four mils larger than the original
AN5-20A. Spruce list a drilled version but they were on backorder a week ago.
I found some at the Ted Shulgin Co., 925-228-2512. Van's lists an NAS1305-26
bolt that may be the same. Another option is to have a machine shop turn down
a 3/8" bolt to the desired dimensions.
>
I don't like that idea ..... but that's only MHO. The lathe work will
leave small grooves (unless they're finish ground) which is a great
place for stress fractures to start.
Linn
do not archive
>
>Leland
>
>--------
>Leland
>RV9A
>N137LC
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=65769#65769
>
>
>
>
Message 19
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| Subject: | RE: Facet pump failure |
--> RV-List message posted by: "Rich and Pat" <richpatzeidman@comcast.net>
John,
The pump I'm using in the RV7 is also a Facet It's about 2 in in diameter
and about 6 in tall with a removeable bottom.It can be found in Aircraft
Spruce catalog. It is the same one that is used by many certified aircraft,
(Piper for sure). I'm not sure it is actually better, but it will make me
feel better.
Rich
Message 20
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| Subject: | Re: Findings on the AFP purge valve |
In a message dated 10/04/2006 3:32:00 PM Central Daylight Time,
pitts_pilot@bellsouth.net writes:
The only downside to this procedure is that there is 'extra' fuel in the
cylinders which will wash the oil off the cylinder walls
>>>
How about shutting off fuel pump & valve on taxi to hangar?
Mark do not archive
Message 21
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| Subject: | Re: Nose gear, 6A |
--> RV-List message posted by: "Jim Ellis" <JEllis9847@aol.com>
Charlie,
Take a look at the following webpage. This is for a 9A, but it might work for
a 6A also.
http://www.rvwiki.org/index.php?title=Nose_Gear_Strut
Jim Ellis
RV9-A, Flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65833#65833
Message 22
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| Subject: | Re: Findings on the AFP purge valve |
Fuel will only wash on the cylinder with an open intake valve when the
engine is shut down, and even so it probably vaporizes quickly. And any oil
in the cylinder will likely trickle down over the spot where the fuel was.
I would also bet that the fuel vaporizes before it has a chance to dribble
past the intake valve.
Regards,
Bob Japundza
RV-6 flying F1 under const.
On 10/4/06, linn Walters <pitts_pilot@bellsouth.net> wrote:
>
> The only downside to this procedure is that there is 'extra' fuel in the
> cylinders which will wash the oil off the cylinder walls. Since Michael
> flies a whole lot, probably not a problem, but for an engine that's seldom
> run it'll mean that the steel cylinders will rust a little faster. Given
> Michaels experience with the valve ...... I'd probably do the same. Too bad
> AFP won't fix the idle cutoff problem in the controller instead of adding
> the purge valve.
> Linn
>
> *
> *
>
>
Message 23
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| Subject: | Nose gear strut update |
Hiya All, I have gotten a few replys and one sent me to a site that
stated the engine mount must be removed, lots a luck, I just replaced
the O-320 2 months ago and am not looking forward to taking it back off
to remove the engine mount. Seems that this is a somewhat common problem
that Vans does not want to adress, per replys. Im not a grad enginere,
but I am 67 yr old farm boy, and we had to come up with stuff that
engineeres never would think of to keep our our stuff working. As I view
the strut mount It is obviously a weak link. one bolt thru a short mount
to hold some heavy duty forces. I have since day one pulled the nose
gear off earlier than I ever did on my Ch-140, as that was what I got
from my buddy in Covington Ga. If I ever banged the nose gear on like I
did when learning to fly in "66 in Ch-140/180. it would probably
colapse. For those who asked for clarification of removeing the spacer
in the wheel bearing, With it in, I had a bit of wooble and with it out,
a tight fit. Seems like the only answer is to ream it out and use a
biger bolt, and that seems like one hell of a chore. Charlie
Message 24
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| Subject: | Please read and help if you can.. Thank You |
--> RV-List message posted by: "rc51mike" <rc51mike@yahoo.com>
My cousin, Marcy Randolph, was on the Cessna 182, plane number N2700Q with the
pilot, William Westover, flying from Deer Valley to Sedona on 9/24 that has been
missing since that same Sunday afternoon. The Civil Air Patrol has been searching
since Tuesday 9/26. The Phoenix police are also continuing the search.
We the family are trying to touch people personally. We so greatly appreciate
the energy and time everyone has given us and are overwhelmed by the support and
caring of everyone we have come in contact with. That said we still dont have
the plane.
My request to you is outlined on the website under what you can do. Basically,
we want to rally any private pilots, any charter pilots, any forestry individuals,
medical carriers, flight school instructors and students, and anybody else
that might have a reason to be in the air and provide eyes in the sky in the
general northern Arizona region to be aware and keep their eyes and ears open.
Additionally, knowing that a great number of you enjoy the beautiful outdoors
of Arizona, either for hunting, camping, ohv riding, etc., we are asking that
you be acutely aware of this missing plane, and rally everyone that might be
on the ground in the general area. By providing areas you might have been, we
can help narrow the profile and thin the veritable haystack in which we are trying
to find the needle. Think outside the boxany information is good information.
At 9 days and counting, time is not on our side. We have recent information
that a plane was spotted briefly on radar approximately 4 miles west of Payson
at around 12:15pm 9/24. This may or may not be relevant.
The website for information exchange is http://www.N2700Q.com. Details of the LKP are contained in the introduction. Please take the flyer that is posted and distribute to your folks for briefing or feel free to forward this message to anyone you think might be able to assist us in our search. Your assistance and prayers are most appreciated.
Mike Turner
rc51mike(at)yahoo.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65854#65854
Message 25
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| Subject: | Re: Findings on the AFP purge valve |
AFAIK, the oil washing away (what little is left in the combustion
chamber at shutdown) was the reason why our engines have an idle cutoff
position instead of just turning the mags off. But, what do I know
anyway???
Linn
do not archive
Bob J. wrote:
> Fuel will only wash on the cylinder with an open intake valve when the
> engine is shut down, and even so it probably vaporizes quickly. And
> any oil in the cylinder will likely trickle down over the spot where
> the fuel was. I would also bet that the fuel vaporizes before it has
> a chance to dribble past the intake valve.
>
> Regards,
> Bob Japundza
> RV-6 flying F1 under const.
>
> On 10/4/06, linn Walters <pitts_pilot@bellsouth.net
> <mailto:pitts_pilot@bellsouth.net>> wrote:
>
> The only downside to this procedure is that there is 'extra' fuel
> in the cylinders which will wash the oil off the cylinder walls.
> Since Michael flies a whole lot, probably not a problem, but for
> an engine that's seldom run it'll mean that the steel cylinders
> will rust a little faster. Given Michaels experience with the
> valve ...... I'd probably do the same. Too bad AFP won't fix the
> idle cutoff problem in the controller instead of adding the purge
> valve.
> Linn
>
>
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