Today's Message Index:
----------------------
1. 03:50 AM - Safetying S-Tec-30 alt hold turnbuckle (Ralph E. Capen)
2. 04:31 AM - Re: RV-6 Bellcranks. (Shirley Harding)
3. 05:03 AM - Re: RV-6 Bellcranks. (Dale Ensing)
4. 05:13 AM - Re: It works better, but I don't know why (Bill Boyd)
5. 05:39 AM - Re: It works better, but I don't know why (Kyle Boatright)
6. 09:06 AM - Lightspeed EI Phase check (Kevin Horton)
Message 1
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| Subject: | Safetying S-Tec-30 alt hold turnbuckle |
Folks,
I'm getting to some of the nitpicky things in my finishing work. One of the
few remaining ones is the turnbudkle for the altitude hold servo. The
forward part does not have a hole in it to allow for the safety wire to go
through, and the bolt hole is just the size of the bolt. The aft side looks
like it could take standard safety wire procedures.
The instructions say "safety per AC43.13....". How have you folks done it?
The 43.13 talks about clips and using safety wire if clips are not
available. I can't get the .032 safety wire to fit in the clip slot - is it
set up for smaller safety wire?
I've got a query in to S-Tec also but thought I would ask the collective....
Thanks,
Ralph Capen
Message 2
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| Subject: | Re: RV-6 Bellcranks. |
Dean - we had the same problem with the elevator bellcrank spacers - very
frustrating. Went with gut feeling and installed the equal sized ones and
have had no problems in 2 years.
Sorry, can't remember about the aileron bellcrank spacers right now.
Shirley Harding
RV6
80 hrs
Message 3
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| Subject: | Re: RV-6 Bellcranks. |
Dean,
First, check to see if the heim bearings on both ends of the aileron tubes
are in alignment. i.e. When the tube rotation is at max (in either
direction) because of the heim bearing, is the heim bearing on the other end
also at max rotation in that direction? They need to be the same or else you
are giving up some of the rotational play of the tube that heim bearing are
there to provide.
Second, the fore and aft stick movement should be limited only by the
elevator stops.
I do not remember removing any of the flange of the fore/aft rib between the
aft baggage bulkhead and the next aft bulkhead. I would use whatever spacers
to give the free movement of the push/pull elevator tube versus removing
material from the bulkhead.
Dale Ensing
RV-6A N118DE
----- Original Message -----
From: "DEAN PSIROPOULOS" <dean.psiropoulos@verizon.net>
Sent: Sunday, June 15, 2008 2:43 AM
Subject: RV-List: RV-6 Bellcranks.
> <dean.psiropoulos@verizon.net>
>
> Two questions for the RV-6/A builders.
>
> Aileron bellcrank ends where the heim bearings are installed. Do I need a
> spacer washer on either side of the heim bearing (between the bellcrank
> ears) in order to provide enough movement to get full forward and aft
> stick
> travel? Right now my control sticks don't seem be able to move fore and
> aft
> as far they should and I can't seem to be able to find the cause.
>
> Elevator bellcrank spacers...... I originally made them both the same
> length
> but when I was checking the blueprints the other day I noticed it shows
> one
> spacer 15/16 inch and the other 7/16 inch. So I made new ones but when I
> put the offset spacers in I noticed that the now offset bellcrank end did
> not meet up with the pushrod coming from the control stick assembly (the
> hole in the bottom of the bulkhead was centered and if I use the offset
> spacers I'll have to grind out this hole and take out a good bit of the
> flange (and a couple rivets) of the horizontal rib that runs between the
> bottom of the aft baggage bulkhead and the next bulkhead aft, I'm a little
> worried about loss of strength of the assembly by doing this). I also had
> a
> fellow RV-7 builder look up these spacers on his plans and low and behold,
> the spacers are equal length. So.....is there any reason I have to offset
> the bellcrank or have some of you RV-6 builders used the equal length
> spacers? Thanks.
>
>
> Dean Psiropoulos
> RV-6A N197DM
> A couple weeks from first flight
>
>
>
Message 4
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| Subject: | Re: It works better, but I don't know why |
Thieves!
-Stormy (no fluid level change in 10 years)
On Sat, Jun 14, 2008 at 11:26 PM, scott bilinski <rv8a2001@yahoo.com> wrote:
> I have NO brake fluid leaks anywhere but still ran the right
> brake reservoir dry.........figure that one out!
>
>
> Scott Bilinski
> RV-8a
>
>
> ----- Original Message ----
> From: John Fasching <n1cxo320@salidaco.com>
> To: rv-list@matronics.com
> Sent: Saturday, June 14, 2008 7:11:16 PM
> Subject: RV-List: It works better, but I don't know why
>
> My RV6A always had a habit of showing a few "dribbles" of red brake fluid
> streaming out on the bottom of the fuselage beginning at the firewall and
> running back on the belly about like oil might.
>
> It never was much but was always there, yet the quantity was so small that
> I really couldn't see the brake reservoir being depleted or being drained of
> any significant amount.
>
> Here's the oddity: I always knew there was air pressure in the bottom of
> the cowling because my first flight had the oil inspection door bulging. In
> an attempt to increase air speed by reducing cooling drag I installed two
> louvers (from Avery's) along the bottom of the cowling...they're about
> 11-inches by 3.5 or so - rough estimates - that I hoped would reduce the
> built-up pressure, get more air moving across the cylinder heads and give me
> an extra knot or two. I didn't see much difference in speed.
>
> But the red traces of brake fluid are gone. Somehow the built up pressure
> was sucking some fluid from the reservoir I suspect although there never was
> any indication of red brake fluid anyplace except along the bottom of the
> fuselage just aft of the firewall.
>
> I'll settle for a solved problem even if I don't understand it.
>
> Chew on it folks and see what ideas you have.
>
>
> *
>
> *
>
>
Message 5
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| Subject: | Re: It works better, but I don't know why |
Is there any chance that you had air bubbles in the low pressure side of
your brake system? As the aircraft's altitude increases, the air
bubbles would expand, and could cause the resivour to overflow as fluid
in the lines was pushed back into the holding tank...
KB
----- Original Message -----
From: John Fasching
To: rv-list@matronics.com
Sent: Saturday, June 14, 2008 10:11 PM
Subject: RV-List: It works better, but I don't know why
My RV6A always had a habit of showing a few "dribbles" of red brake
fluid streaming out on the bottom of the fuselage beginning at the
firewall and running back on the belly about like oil might.
It never was much but was always there, yet the quantity was so small
that I really couldn't see the brake reservoir being depleted or being
drained of any significant amount.
Here's the oddity: I always knew there was air pressure in the bottom
of the cowling because my first flight had the oil inspection door
bulging. In an attempt to increase air speed by reducing cooling drag I
installed two louvers (from Avery's) along the bottom of the
cowling...they're about 11-inches by 3.5 or so - rough estimates - that
I hoped would reduce the built-up pressure, get more air moving across
the cylinder heads and give me an extra knot or two. I didn't see much
difference in speed.
But the red traces of brake fluid are gone. Somehow the built up
pressure was sucking some fluid from the reservoir I suspect although
there never was any indication of red brake fluid anyplace except along
the bottom of the fuselage just aft of the firewall.
I'll settle for a solved problem even if I don't understand it.
Chew on it folks and see what ideas you have.
John
Message 6
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| Subject: | Lightspeed EI Phase check |
I'm having problems with the phase check on my Lightspeed Plasma II
ignition. I'm not sure if I'm doing the check wrong, or if I have a
problem with the wiring, or with some component in the ignition.
I've got a Hall Effect unit in the right mag hole. The little green
LED on the back of it is working, and it goes out when the crank is
rotated through 5 deg after TDC (I've got 8.7:1 compression ratio,
and this is what Klaus recommends). But, when I try to check the
phase, with the plug wires pulled off the coils, I can't see any
spark between the two outputs on either coil. Nothing. Have I
misunderstood how the phase check is done?
I've checked that the two coax cables are on the BNC connects of the
ignition box, and that the other end is hooked up to the coil input.
I guess my next check will be continuity of the two coax. After that
I'll check each wire in the cable that goes between the Hall Effect
unit and the ignition brains box.
Any other ideas would be appreciated.
Thanks,
--
Kevin Horton
RV-8 (FInal Assembly)
Ottawa, Canada
http://www.kilohotel.com/rv8
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