Dave, I figured out where Mike put the fuel
  pumps. Here are some pictures. I had to remove
  all the floor boards. I am not sure I like
  the electric tank selector valve.

  When are you coming up to help us put the wings back on?

  I can learn to steer by taxiing up and down our runway.

  BTW what is the final approach speed for an RV4?

  With todays GPS one can figure a marker location and altitude
  and set up a sink rate that will put you on the numbers
  every time.

  Another question. Has your RV6 ever flipped over when slipping?
  According to Van's RV4 plans it can with crossed controls.

  Paul


Hi Paul,

I can come up this Saturday if you think you want to dive into it then.
Todd Archer says he would like to fly up with me and help as well.  If
you don't already have a set of plans that came with the plane, you
should order a set from Vans as they will really be needed to properly
install the wings and rigging and perform an inspection.  The pre-view
plans(smaller) are acceptable and cost only $50 unless the price went up
some.  Before wing install day you should sort the bolts by size and
length and come up with a plan for the order in which to do everything,
especially if there are any connections, or what not that are best made
before the wings are fully mated.

Mike invested quite a bit of money and thought into that fuel selector.
I chose not to use one despite his mild urging, but I do admit that it
is an elegant solution and will suit the purpose well.  I would not
bother changing it if I were you.

For transition training, I am glad to help but that help should not be
though-of as the entire solution.  I assume you already have your tail
wheel ticket.  If you have not done so already, I urge you to get some
recurrentcy training in some sort of tail-wheel aircraft with a real
instructor.  Enough so that you feel very comfortable.  Then it will be
possible to get the feel of an RV in my plane before taking off in
yours.  Better would be to use a real RV transition instructor (Ruven
Silberman is Based at SEE and does RV transition training) but many many
of us never got any real transition training.  The RV is a very
forgiving aircraft, but it IS a tailwheel and that can bite you quick if
you let your guard down. If nothing else, you must be very up to speed
in your flying skills.

Also, don't forget that Mike did not finish his 40 hrs and you will have
to get the FSDO or a DAR to re-assign the fly-off area before you can
make the first flight.  I actually recommend that you start the flight
testing period from scratch and do all 40 hours yourself,  Especially if
you don't have any of Mikes notes.  You need to determine the V speeds
of your aircraft and put it through all the maneuvers that it will be
allowed to do once it goes to phase II.

I come down final around 70-75kts and over the fence at 65-70 kts.
Short field is 55-60 kts depending on weight. Most people wheel land
their RV's.  But we will talk about all that stuff if we do some
transition training.  If you have not done so, you really should  be
spending some time reading up on the RV performance, and perhaps spend
some time on the VAF forum and learn about RV's.  After all, you have
adopted one now.  I have never heard about nor experienced the issue you
mention with flipping over in a slip.

Anyway, let me know if you think you are ready to get the wing on
Saturday.  Otherwise I can come up next weekend as well.

-- David Leonard

Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net


Saturday would be fine.
I have two sets of plans. The notebook size and the full size from Mike.
I just found Mikes schematic on the wiring which is very fortunate
indeed.
It would be a nightmare reverse engineering that.

I'll pick up an inch pound  torque wrench tomorrow.

Robin has some friends at the Van Nuys FSDO so she is in charge
of that.

I would love to have Mikes notes but I have not found them yet.
Perhaps Connie still has them.

The flipping over in the plans referred to cross controls. One
crosses the controls in a slip. Counter clockwise aileron right
runner. When I find it again I will scan the page.

I will fill your tanks at SZP. If you want auto gas I have some five
gallon
gas cans.


Paul Lamar


Ok, See you tomorrow.  Say 10am?  Todd, you want to meet at my hangar at 9?

Sorry I do not have an inch- pound torque wrench...  which shows that I
am a bad builder.  The only bolts I ever torque are the prop bolts and
the tension bolts in the engine.  Both use foot-pounds.

I do slip my plane a lot.  I have also done fully developed spins in
both directions, accelerated stalls, snap rolls, and the rest of the
positive-g aerobatics and it has never flipped over unless I told it to
do so.  If it did, it would mean that the trailing wing in the slip got
in the lee of the fuselage and stalled out...  which is possible in any
aircraft in a low speed slip - which should never be done near stall
speed.  I slip with full rudder, full flaps, and 70-75kts IAS and it is
as docile as can be.  I have never hear of any one else have a problem
either, so it is not something well known in the RV community.  Like any
aircraft, the fuel in low wing can move away from the pick-up if it is
low.  I have heard of people having some problems with that.  But to be
honest I never think about it and have never had a problem.

No need to buy me any gas.  I figure that I helped nudge you into this
project so I am partly responsible :-)Not to mention all your help
in Bishop.