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1. 09:23 AM - Re: Inverted Fuel and Christen Lubrication System for RV-6 Lycoming O-320 (George Nielsen)
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| Subject: | Re: Inverted Fuel and Christen Lubrication System for RV-6 |
Lycoming O-320
Hi Stein,
Thank you for the information which you sent me. I find it useful.
Cheers,
George
On 28/09/2015 23:03, Stein Bruch wrote:
>
> Good point...and perhaps the most valuable -- the RV6 seatbelt
> geometry is poor for negative G work unless you put in a 2^nd set of
> lap belts (ratcheting hookers or similar) along with a very beefy 5^th
> /7^th point crotch strap (not a simple bracket between two seat ribs).
> Otherwise you'll learn what it's like to fly with your head smashed
> sideways against he canopy -- no matter how tight you suck down the belts.
>
> Just my 2 cents as usual!
>
> Cheers,
>
> Stein
>
> *From:*owner-rv6-list-server@matronics.com
> [mailto:owner-rv6-list-server@matronics.com] *On Behalf Of *Charlie
> England
> *Sent:* Monday, September 28, 2015 3:39 PM
> *To:* rv6-list@matronics.com
> *Subject:* Re: RV6-List: Inverted Fuel and Christen Lubrication System
> for RV-6 Lycoming O-320
>
> George,
>
> You might want to define your actual 'mission' before doing any mods
> to the plane. I've flown lots of positive G acro in a Globe Swift that
> had fuel injection, but no flop tube and no inverted oil system. I've
> also flown lots of positive G acro in two different carburated RV-4's
> without flop tubes or inverted systems. As long as you're doing
> 'positive' maneuvers (inside loops, rolls, barrel rolls, wingovers,
> etc) you don't really need to do any mods to the plane. The only real
> issue would be that the engine will almost certainly quit (but is
> easily restarted) if you do 'hammerhead' turns.
>
> If you really want to do sustained inverted flight and/or 'outside'
> (negative G) maneuvers, then you need all the stuff that Stein
> details. But, most of the serious acro guys I've talked to do not
> consider an RV the best platform for 'outside' stuff (non-symmetrical
> airfoil, -3G rating, etc). And if you are inexperienced in acro, the
> RV may not be the best learning platform; it's so 'clean' that when
> (not if) you mess up and fall out of a maneuver, you can go way over
> VNE really quickly before recovering. And even if you don't exceed
> VNE, you'll still be going fast enough to risk breaking something
> during the recovery. Older designs like the Citabria/Decathalon are
> dirty enough that it's harder to go fast enough to over-stress them
> (but not impossible, of course).
>
> If the rules in your country require 'full' acro equipment to legally
> do any acro, then you can disregard the above (except the operational
> cautions...).
>
> FWIW,
>
> Charlie
>
>
> *From:*owner-rv6-list-server@matronics.com
> <mailto:owner-rv6-list-server@matronics.com>
> [mailto:owner-rv6-list-server@matronics.com] *On Behalf Of *George
> Nielsen
> *Sent:* Monday, September 28, 2015 11:09 AM
> *To:* rv6-list@matronics.com <mailto:rv6-list@matronics.com>
> *Subject:* RV6-List: Inverted Fuel and Christen Lubrication System
> for RV-6 Lycoming O-320
>
> As I possess a Van's RV-6 with a Lycoming O-320 which has never
> flown aerobatics and whose fuel and lubrication systems are not
> adapted to this purpose I would be grateful if you could enlighten
> me on the following:
>
> * What modifications are necessary for the carburettor for
> aerobatics, whether it can be modified or needs replacement
> * How can a Christen oil system be installed for lubrication for
> aerobatics
> * Which companies in Europe can do such modifications or upgrading
> * Approximately how much would such modifications/upgrading cost
> (just in case you have any idea, as I can ask any qualified
> companies myself).
>
> This is sent both in the RV-6 and Lycoming lists.
>
> Thanks.
>
> Kind regards,
> George Nielsen
> RV-6 PH-XGN
> The Hague, the Netherlands
>
> * *http://www.matronics================
> http://forums.matronics.com- List Contribution Web generous nbsp;
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