Today's Message Index:
----------------------
1. 06:45 AM - Use of Fuel Boost Pump (Bruce B. Bell)
2. 07:06 AM - Re: Use of Fuel Boost Pump (Ollie Washburn)
3. 07:07 AM - Re: Use of Fuel Boost Pump (Kelly McMullen)
4. 08:54 AM - Re: Use of Fuel Boost Pump (Richard Martin)
5. 09:50 AM - Re: Use of Fuel Boost Pump (Robin Marks)
6. 12:55 PM - Re: Use of Fuel Boost Pump (Dan Bergeron)
7. 01:55 PM - Re: Use of Fuel Boost Pump (Richard Dudley)
8. 03:45 PM - ()
9. 04:03 PM - Re: Use of Fuel Boost Pump (Tom & Cathy Ervin)
10. 04:08 PM - Re: Use of Fuel Boost Pump (RV6 Flyer)
11. 08:01 PM - Jacking Point (Matt Dralle)
12. 08:07 PM - Lubing The Tail Wheel Fork Bearing... (Matt Dralle)
13. 08:40 PM - Re: Lubing The Tail Wheel Fork Bearing... (HCRV6@comcast.net)
14. 08:41 PM - Re: Lubing The Tail Wheel Fork Bearing... (mr.gsun@gmail.com)
15. 08:54 PM - Re: Jacking Point (HCRV6@comcast.net)
16. 09:43 PM - Re: Lubing The Tail Wheel Fork Bearing... (Jason Edwards)
17. 11:02 PM - Re: Jacking Point (Vanremog@aol.com)
Message 1
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| Subject: | Use of Fuel Boost Pump |
Hi All,
I turn on the fuel boost pump for all take offs and landings. Since I spend
most of my time in the traffic pattern the fuel boost pump is on most of the
time. I have lunch on Mondays with The RV Bunch and brought up the use of
the fuel boost pump. Three (RV-10, RV-9A and RV-7A) said they only use it to
start! So what do the rest of you do who have fuel injected engines? I have
92 hours and 332 landings in the log book. Thanks, Bruce Bell
Message 2
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| Subject: | Re: Use of Fuel Boost Pump |
I always turn on the fuel pump for take-off as the fuel press is very low
without it. The eng performs the same when I have forgot it but I like that
little more insurance. Hardly ever turn on for landing.
Ollie 6A carb.
On Wed, Jun 30, 2010 at 9:32 AM, Bruce B. Bell <brucebell74@sbcglobal.net>wrote:
>
> Hi All,
> I turn on the fuel boost pump for all take offs and landings. Since I spend
> most of my time in the traffic pattern the fuel boost pump is on most of the
> time. I have lunch on Mondays with The RV Bunch and brought up the use of
> the fuel boost pump. Three (RV-10, RV-9A and RV-7A) said they only use it to
> start! So what do the rest of you do who have fuel injected engines? I have
> 92 hours and 332 landings in the log book. Thanks, Bruce Bell
>
>
--
>From Central Florida,
Ollie
Message 3
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| Subject: | Re: Use of Fuel Boost Pump |
Lycoming fuel injection is different from Continental. Most low wing
aircraft with Lycoming(Bendix) fuel injection call for boost pump on for
takeoff and landing. TCM engines mixture is affected by boost on or
off, so they either use low boost or none for takeoff. Bendix fuel
injection is much less sensitive to input pressure, so the only downside
to using the boost pump is wear and tear on the boost pump.
The reason for the boost pump is in case the engine driven pump fails.
Whether you are confident that you could realize fuel was the problem
when the engine quit and switch the pump on before you impact is the
main issue. If you establish a routine to turn the pump off as soon as
you reach 1000AGL, you will minimize wear and tear on the boost pump.
Personally, I tend to think it is less critical for landing, but an
argument can be made either way.
On 6/30/2010 6:32 AM, Bruce B. Bell wrote:
> <brucebell74@sbcglobal.net>
>
> Hi All,
> I turn on the fuel boost pump for all take offs and landings. Since I
> spend most of my time in the traffic pattern the fuel boost pump is on
> most of the time. I have lunch on Mondays with The RV Bunch and
> brought up the use of the fuel boost pump. Three (RV-10, RV-9A and
> RV-7A) said they only use it to start! So what do the rest of you do
> who have fuel injected engines? I have 92 hours and 332 landings in
> the log book. Thanks, Bruce Bell
>
>
Message 4
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| Subject: | Re: Use of Fuel Boost Pump |
Bruce,
I suggest Don Rivera @ Air Flow Performance. I have one of his boost pumps
with good history. His pumps are designed for both boost and continous
operation. When I built my RV8 ten plus years ago, I questioned him about
your concern. His comments are that the boost pumps are designed for
intermittant or continous operation. Also a side note, his pumps and fuel
injections systems are preferred by most of the Indy racers. Do not
hesitate to call him, he always has been very helpful.
Dick Martin
RV8 N233M
the fast one
On Wed, Jun 30, 2010 at 8:32 AM, Bruce B. Bell <brucebell74@sbcglobal.net>wrote:
>
> Hi All,
> I turn on the fuel boost pump for all take offs and landings. Since I spend
> most of my time in the traffic pattern the fuel boost pump is on most of the
> time. I have lunch on Mondays with The RV Bunch and brought up the use of
> the fuel boost pump. Three (RV-10, RV-9A and RV-7A) said they only use it to
> start! So what do the rest of you do who have fuel injected engines? I have
> 92 hours and 332 landings in the log book. Thanks, Bruce Bell
>
>
Message 5
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| Subject: | Use of Fuel Boost Pump |
I would rather replace a boost pump than an airframe so I keep the boost
pump on during all near ground operations take off & landings plus fuel
tank changes at low altitude. There is no down side IMHO. If for some
reason you have a fuel problem down low and your boost pump is not on you
can turn it on and hope for a restart but when you have so little space
between you and the third planet from the sun you should be focusing your
attention to the best place to safely land. Keep using the boost pump you
may live long enough to wear it out.
Robin
Do Not Archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bruce B. Bell
Sent: Wednesday, June 30, 2010 6:32 AM
Subject: RV-List: Use of Fuel Boost Pump
Hi All,
I turn on the fuel boost pump for all take offs and landings. Since I
spend
most of my time in the traffic pattern the fuel boost pump is on most of
the
time. I have lunch on Mondays with The RV Bunch and brought up the use of
the fuel boost pump. Three (RV-10, RV-9A and RV-7A) said they only use it
to
start! So what do the rest of you do who have fuel injected engines? I
have
92 hours and 332 landings in the log book. Thanks, Bruce Bell
Message 6
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| Subject: | Re: Use of Fuel Boost Pump |
BRUCE:
I ONLY USE THE FUEL BOOST PUMP WHEN STARTING THE ENGINE TO BRING THE FP UP
TO 20+ PSI BEFORE ENGAGING THE STARTER; OTHERWISE - I DON'T USE IT. AN OLD
TIMER ADVISED THAT THIS WAS THE WAY TO GO. BE INTERESTING TO KNOW WHAT
OTHER'S MIGHT BE DOING WITH THE BOOST PUMP.
DAN
RV-7A - N307TB
154 HOURS SINCE FIRST
FLIGHT ON 08/04/09
On Wed, Jun 30, 2010 at 9:32 AM, Bruce B. Bell <brucebell74@sbcglobal.net>wrote:
>
> Hi All,
> I turn on the fuel boost pump for all take offs and landings. Since I spend
> most of my time in the traffic pattern the fuel boost pump is on most of the
> time. I have lunch on Mondays with The RV Bunch and brought up the use of
> the fuel boost pump. Three (RV-10, RV-9A and RV-7A) said they only use it to
> start! So what do the rest of you do who have fuel injected engines? I have
> 92 hours and 332 landings in the log book. Thanks, Bruce Bell
>
>
Message 7
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| Subject: | Re: Use of Fuel Boost Pump |
Hi Dan,
My procedure has been (in 2 235 Cherokees and my RV -6A): ON for startup
fuel pressure, OFF for taxi and runup, ON for takeoff, approach or
anything below 1000 feet, ON when changing tanks and ON as an emergency
procedure at any hint of engine misbehavior. My rationale for OFF for
taxi and rumup is confirmation of engine driven fuel pump operation; ON
for takeoff, approach or anything low level as backup of the engine
driven fuel pump; ON at any engine hiccup in case it resulted from an
engine driven fuel pump failure.
An experience that reinforced those procedures was a failed engine
driven pump on a 235 Cherokee after takeoff and at about 1000 feet when
I turned off the boost pump and the engine started to run down until I
turned the boost pump back on.
Regards,
Rich Dudley
----- Original Message -----
From: Dan Bergeron
To: rv-list@matronics.com
Sent: Wednesday, June 30, 2010 3:51 PM
Subject: Re: RV-List: Use of Fuel Boost Pump
BRUCE:
I ONLY USE THE FUEL BOOST PUMP WHEN STARTING THE ENGINE TO BRING THE
FP UP TO 20+ PSI BEFORE ENGAGING THE STARTER; OTHERWISE - I DON'T USE
IT. AN OLD TIMER ADVISED THAT THIS WAS THE WAY TO GO. BE INTERESTING
TO KNOW WHAT OTHER'S MIGHT BE DOING WITH THE BOOST PUMP.
DAN
RV-7A - N307TB
154 HOURS SINCE FIRST
FLIGHT ON 08/04/09
On Wed, Jun 30, 2010 at 9:32 AM, Bruce B. Bell
<brucebell74@sbcglobal.net> wrote:
<brucebell74@sbcglobal.net>
Hi All,
I turn on the fuel boost pump for all take offs and landings. Since
I spend most of my time in the traffic pattern the fuel boost pump is on
most of the time. I have lunch on Mondays with The RV Bunch and brought
up the use of the fuel boost pump. Three (RV-10, RV-9A and RV-7A) said
they only use it to start! So what do the rest of you do who have fuel
injected engines? I have 92 hours and 332 landings in the log book.
Thanks, Bruce Bell
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="_blank">http://www.matronics.com/contribution
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Message 8
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I had always assumed that the reason most people took off without flaps
is that the recommended flap speed of 100 is attained so quickly that
they need to be retracted almost imediatly, but don't see why you
couln't if you were right on the ball.
Mark Rose
RV8A 137MR
Message 9
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| Subject: | Re: Use of Fuel Boost Pump |
I never use my boost pump unless just befor starting and only if it's set for
more than 10 days. RV6-A 360-A1A and never had an issue.
Tom in Ohio
----- Original Message -----
From: "Dan Bergeron" <dan.pat.b@gmail.com>
Sent: Wednesday, June 30, 2010 3:51:11 PM GMT -05:00 US/Canada Eastern
Subject: Re: RV-List: Use of Fuel Boost Pump
BRUCE:
I ONLY USE THE FUEL BOOST PUMP WHEN STARTING THE ENGINE TO BRING THE FP UP
TO 20+ PSI BEFORE ENGAGING THE STARTER; OTHERWISE - I DON'T USE IT. AN OLD
TIMER ADVISED THAT THIS WAS THE WAY TO GO. BE INTERESTING TO KNOW WHAT
OTHER'S MIGHT BE DOING WITH THE BOOST PUMP.
DAN
RV-7A - N307TB
154 HOURS SINCE FIRST
FLIGHT ON 08/04/09
On Wed, Jun 30, 2010 at 9:32 AM, Bruce B. Bell <brucebell74@sbcglobal.net>wrote:
>
> Hi All,
> I turn on the fuel boost pump for all take offs and landings. Since I spend
> most of my time in the traffic pattern the fuel boost pump is on most of the
> time. I have lunch on Mondays with The RV Bunch and brought up the use of
> the fuel boost pump. Three (RV-10, RV-9A and RV-7A) said they only use it to
> start! So what do the rest of you do who have fuel injected engines? I have
> 92 hours and 332 landings in the log book. Thanks, Bruce Bell
>
>
Message 10
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| Subject: | Use of Fuel Boost Pump |
Bruce:
I use Boost Pump to start=2C takeoff=2C climb=2C switch fuel tanks=2C anyti
me at or below 1=2C000 AGL=2C landing=2C and anytime taxiing in HOT weather
with a HOT engine.
Lycoming recommends can be found on the web in the Lycoming Flyer Key Repri
nts.
See:
http://www.lycoming.textron.com/support/tips-advice/key-reprints/pdfs/Key%2
0Operations.pdf (page 19 in the PDF document or page 53 as Lycoming number
s it)
>From the Lycoming Flyer link above:
Use of Fuel Boost Pumps with Lycoming Engines
As an engine manufacturer=2C we are frequently asked about the proper use o
f the fuel boost pump with our power plants. Although we can=92t pretend to
be an expert on the fuel boost pump itself=2C we have some positive recomm
endations concerning its use with our engines. Where a boost pump is provid
ed by the airframe manufacturer=2C and the airframe Pilot=92s Operating Han
dbook has a limited treatment of the use of the fuel boost pump=2C perhaps
this discussion can provide the necessary fuel boost pump information for t
he pilot in order to operate his or her engine as safely as possible.
It is necessary to supply the engine with a steady=2C uninterrupted flow of
fuel for all operating conditions. Entrapped air=2C temperature changes=2C
pressure drops=2C agitation in the fuel lines and other factors affect the
release of air and vapor from the fuel system. Under some circumstances wh
ere an engine-mounted fuel pump is provided=2C it may not be able to pump a
continuous fuel supply free of excessive vapor.
An effective continuous fuel supply is provided by use of the fuel boost pu
mp. As a general recommendation=2C the fuel boost pump should be used with
Lycoming engines in all conditions where there is any possibility of excess
ive vapor formation=2C or when a temporary cessation of fuel flow would int
roduce undesirable hazards. The conditions under which Lycoming recommends
operation of the fuel boost pump are as follows:
1. Every takeoff.
2. Climb after takeoff unless Pilot=92s Operating Handbook says it is not n
ecessary.
3. When switching fuel selectors from one separate fuel tank to another=2C
the fuel boost pump should be =93on=94 in the new tank until the operator i
s assured there will be no interruption of the fuel flow.
4. Every landing approach.
5. Any time the fuel pressure is fluctuating=2C and the engine is affected
by the fluctuation.
6. Hot weather=2C hot engine ground operation where fuel vapor problems cau
se erratic engine operation.
7. Some General Aviation aircraft require the use of the fuel boost pump du
ring high-altitude flight. This will be spelled out in the Pilot=92s Operat
ing Handbook.
8. If the engine-mounted fuel pump fails.
If the fuel boost pump is used during ground operation=2C don=92t fail to c
heck the condition of the engine-mounted fuel pump before takeoff by turnin
g the boost pump off briefly=2C and then back =93on=94 for takeoff. If the
engine-mounted pump has failed=2C it would be safer to know that on the gro
und rather than in the air when the fuel boost pump is turned =93off.=94
When in doubt=2C do the safest thing and use the fuel boost pump with Lycom
ing engines. Don=92t be =93stingy=94 with the boost pump. In most cases=2C
they last the overhaul life of the engine=2C and are then exchanged or over
hauled themselves. AS A REMINDER=2C the airframe Pilot=92s Operating Handbo
ok is the authority if boost pump information is spelled out in it.
A note on how long Van's boost pump for a carb will last: My first boost p
ump used as listed above lasted more than 10-years and around 2=2C100 hobbs
hours.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell=2C
2=2C381+ Flying Hours So. CA=2C USA
> From: brucebell74@sbcglobal.net
> To: rv-list@matronics.com
> Subject: RV-List: Use of Fuel Boost Pump
> Date: Wed=2C 30 Jun 2010 08:32:07 -0500
>
>
>
> Hi All=2C
> I turn on the fuel boost pump for all take offs and landings. Since I spe
nd
> most of my time in the traffic pattern the fuel boost pump is on most of
the
> time. I have lunch on Mondays with The RV Bunch and brought up the use of
> the fuel boost pump. Three (RV-10=2C RV-9A and RV-7A) said they only use
it to
> start! So what do the rest of you do who have fuel injected engines? I h
ave
> 92 hours and 332 landings in the log book. Thanks=2C Bruce Bell
>
>
_________________________________________________________________
Hotmail has tools for the New Busy. Search=2C chat and e-mail from your inb
ox.
http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:O
N:WL:en-US:WM_HMP:042010_1
Message 11
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Okay, so I'm sure this has been asked a few times already, and I should search
the archive, but what the heck, let's start a new thread.
I got my new tires today (Goodyear Custom Flight III, btw. Super sweet.) and started
looking for ways to get them on. I can really only see two ways to jack
the plane up easily with a normal jack.
1) I could put a short saw horse under the wing tie down and then put a hydraulic
jack on it and lift the side of the airplane up by this point. If I just gently
lift the plane by hand at this point, it seems like that's an awful lot
of weight to be lifting that far out on the wing. Can the spars really handle
this?
2) I could put a saw horse under the lower engine mount bolt to the firewall and
use a hydraulic jack to lift the plane up. This seems less scary, but I question
the shear strength of the bolt lifting all of the weight by this single
point.
What's the convential wisdom on jacking a tail dragger RV-8 to change the tires?
There has to be a way with out building some elaborate dolphin contraption.
BTW, with regards to my tire wear, since there's a fair amount of camber(?) afforded
by the Grove gear, I've got nearly all the wear on the outside 50% of the
tread. I could probably rotate them 180 degrees and get another 70 hours of
flight time, which wouldn't be bad for 22-year old stock kit tires from Van's
(remember, I swiped them from the RV-4 project after the brake incident). But,
I probably should have rotated them a bit sooner. While there's not cord showing,
the tread is gone. Live and learn; I'll be rotating these GYCFIII's in
a more timely manner. If I can double my wear life by rotating because of the
camber, I might get 1000 hours out of these babies! ;-)
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Enjoying The Fruits of 2500 Hours of Labor!
Message 12
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| Subject: | Lubing The Tail Wheel Fork Bearing... |
How the heck do you lube the bronze bearing on the tailwheel fork short of taking
the giant nut off. I lubed it up good during initial assembly, then at about
40 hours, it started to kind of stick, so I dissembled and lubed it again.
Now at 70 its doing it again. I foolishly put a Zerk fitting in the body of
the thing, thinking that next time I could just shoot some lube in there. Great
idea except that it doesn't work for such a tight fit.
Is there some "super lube" you can get that will last forever? I've used both
graphite wheel bearing grease and Aeroshell #6 grease.
Thanks!
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Enjoying The Fruits of 2500 Hours of Labor!
Message 13
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| Subject: | Re: Lubing The Tail Wheel Fork Bearing... |
Matt,
If you find some of that "super lube" stuff please let me know, otherwise accept
the fact that every oil change you need to disassemble the fork via the "giant
nut" and clean and lube the locking pin and spring and the bearing shaft. I
learned that the hard way when my locking tail wheel quit locking after about
150 hours. The pin had galled because of lack of lube and was stuck in the unlock
(retracted) position. The grease fitting that is installed is useless for
the reason you state.
Small price to pay for the many advantages of having the little wheel in back where
it belongs :-).
Harry Crosby
RV-6 N16CX, 705 hours
----- Original Message -----
From: "Matt Dralle" <dralle@matronics.com>
Sent: Wednesday, June 30, 2010 8:06:34 PM
Subject: RV-List: Lubing The Tail Wheel Fork Bearing...
How the heck do you lube the bronze bearing on the tailwheel fork short of taking
the giant nut off. I lubed it up good during initial assembly, then at about
40 hours, it started to kind of stick, so I dissembled and lubed it again. Now
at 70 its doing it again. I foolishly put a Zerk fitting in the body of the
thing, thinking that next time I could just shoot some lube in there. Great idea
except that it doesn't work for such a tight fit.
Is there some "super lube" you can get that will last forever? I've used both graphite
wheel bearing grease and Aeroshell #6 grease.
Thanks!
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Enjoying The Fruits of 2500 Hours of Labor!
Message 14
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| Subject: | Re: Lubing The Tail Wheel Fork Bearing... |
I take mine all apart every so often and have a solvent bucket to clean all
parts. Takes about 15 minutes. Then I dry them, grease them and
reassemble. I do it at the annual and that seems to last all year.
I've got Van's tail wheel fairing but I don't think that keeps it cleaner at
all.
do not archive
On Wed, Jun 30, 2010 at 8:06 PM, Matt Dralle <dralle@matronics.com> wrote:
>
>
> How the heck do you lube the bronze bearing on the tailwheel fork short of
> taking the giant nut off. I lubed it up good during initial assembly, then
> at about 40 hours, it started to kind of stick, so I dissembled and lubed it
> again. Now at 70 its doing it again. I foolishly put a Zerk fitting in the
> body of the thing, thinking that next time I could just shoot some lube in
> there. Great idea except that it doesn't work for such a tight fit.
>
> Is there some "super lube" you can get that will last forever? I've used
> both graphite wheel bearing grease and Aeroshell #6 grease.
>
> Thanks!
>
>
> Matt Dralle
> RV-8 #82880 N998RV
> http://www.mattsrv8.com - Matt's RV-8 Construction Blog
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: Enjoying The Fruits of 2500 Hours of Labor!
>
>
Message 15
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| Subject: | Re: Jacking Point |
Matt,
When you lift the wing up at the tie down point to change a tire you are putting
approximately a one "g" load on the spar. Have you forgotten that these wings
have been tested to ten "g's"?
BTW, congrats on the Flight Custom III's, you're gonna like "em. And regardless,
you are going to have to rotate them every hundred hours or so to even out the
wear.
BBTW, when you jack up the wing it is going to want to shift toward the low side.
Best to use a floor jack on wheels and set it up so that it can roll toward
the low side maybe six inches or so as the high wing is raised.
Harry Crosby
RV-6 N16CX, 705 hours
----- Original Message -----
From: "Matt Dralle" <dralle@matronics.com>
Sent: Wednesday, June 30, 2010 7:59:42 PM
Subject: RV-List: Jacking Point
Okay, so I'm sure this has been asked a few times already, and I should search
the archive, but what the heck, let's start a new thread.
I got my new tires today (Goodyear Custom Flight III, btw. Super sweet.) and started
looking for ways to get them on. I can really only see two ways to jack
the plane up easily with a normal jack.
1) I could put a short saw horse under the wing tie down and then put a hydraulic
jack on it and lift the side of the airplane up by this point. If I just gently
lift the plane by hand at this point, it seems like that's an awful lot of
weight to be lifting that far out on the wing. Can the spars really handle this?
2) I could put a saw horse under the lower engine mount bolt to the firewall and
use a hydraulic jack to lift the plane up. This seems less scary, but I question
the shear strength of the bolt lifting all of the weight by this single point.
What's the convential wisdom on jacking a tail dragger RV-8 to change the tires?
There has to be a way with out building some elaborate dolphin contraption.
BTW, with regards to my tire wear, since there's a fair amount of camber(?) afforded
by the Grove gear, I've got nearly all the wear on the outside 50% of the
tread. I could probably rotate them 180 degrees and get another 70 hours of
flight time, which wouldn't be bad for 22-year old stock kit tires from Van's
(remember, I swiped them from the RV-4 project after the brake incident). But,
I probably should have rotated them a bit sooner. While there's not cord showing,
the tread is gone. Live and learn; I'll be rotating these GYCFIII's in a
more timely manner. If I can double my wear life by rotating because of the camber,
I might get 1000 hours out of these babies! ;-)
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Enjoying The Fruits of 2500 Hours of Labor!
Message 16
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| Subject: | Re: Lubing The Tail Wheel Fork Bearing... |
Hello all,
I bought my 4 last fall, and the tail wheel seemed fine. This spring it see
med to stick. I greased the zerk, and it didn't seem to help. I then again
greased it about a month later, figuring it may take a little time to work
the grease in. Now that I've done that, it seems to almost swivel too easy.
Perhaps in your situation, you may need a little more grease.
Keep in mind, that all greases are NOT compatible. Some harden when introdu
ced to another.
Just food for thought.
-
Jason Edwards
RV-4 flying
Richland Center, WI.
--- On Wed, 6/30/10, HCRV6@comcast.net <HCRV6@comcast.net> wrote:
From: HCRV6@comcast.net <HCRV6@comcast.net>
Subject: Re: RV-List: Lubing The Tail Wheel Fork Bearing...
#yiv1863669556 p {margin:0;}
Matt,
If you find some of that "super lube" stuff please let me know, otherwise a
ccept the fact that every oil change you need to disassemble the fork via t
he "giant nut" and clean and lube the locking pin and spring and the bearin
g shaft.- I learned that the hard way when my locking tail wheel quit loc
king after about 150 hours.- The pin had galled because of lack of lube a
nd was stuck in the unlock (retracted) position.- The grease fitting that
is installed is useless for the reason you state.
Small price to pay for the many advantages of having the little wheel in ba
ck where it belongs :-).
Harry Crosby
RV-6 N16CX, 705 hours
----- Original Message -----
From: "Matt Dralle" <dralle@matronics.com>
Sent: Wednesday, June 30, 2010 8:06:34 PM
Subject: RV-List: Lubing The Tail Wheel Fork Bearing...
How the heck do you lube the bronze bearing on the tailwheel fork short of
taking the giant nut off. -I lubed it up good during initial assembly, th
en at about 40 hours, it started to kind of stick, so I dissembled and lube
d it again. -Now at 70 its doing it again. -I foolishly put a Zerk fitt
ing in the body of the thing, thinking that next time I could just shoot so
me lube in there. -Great idea except that it doesn't work for such a tigh
t fit. -
Is there some "super lube" you can get that will last forever? -I've used
both graphite wheel bearing grease and Aeroshell #6 grease.
Thanks!
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Enjoying Tsp; - - - - - - - - - - &
=0A=0A=0A
Message 17
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| Subject: | Re: Jacking Point |
Matt-
I would hope that each wing could in fact support nine times this weight,
since by definition that is their job.
I screw a lifting eye into the tie down bracket and use a floor jack
mounted on a plastic crate to lift each side in turn. A pretty easy job.
-GV
In a message dated 6/30/2010 8:02:45 P.M. Pacific Daylight Time,
dralle@matronics.com writes:
1) I could put a short saw horse under the wing tie down and then put a
hydraulic jack on it and lift the side of the airplane up by this point. If
I just gently lift the plane by hand at this point, it seems like that's an
awful lot of weight to be lifting that far out on the wing. Can the spars
really handle this?
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