It sounds like the pilot might have stopped flying the airplane,
but instead
was trying to save it. My training was that in case of fire, you get
the airplane
on the ground immediately, as you really don't know what's burning.
I can understand
the smoke could have been incapacitating, so that might have been
the issue, but if it
was the clutch burning, it seems unlikely somehow.


Matt-

I agree but people that build airplanes have so much invested in them
(more than money alone) they appear to be reluctant to crash land
straight
ahead as we were all told to do in case of engine failure on take
off. Here is a map
of the area and there does not appear to be many clear fields other
than on
the airport itself. In the case of rotary crashes at least two fatals
were caused by the pilots attempting to turn back. In both cases there
were suitable fields straight ahead. One rotary crash was caused by
engine
seizure after the loss of all oil pressure due to a split cheap oil
cooler
and the other an interruption in the fuel supply due to a poorly
designed
fuel plumbing system.

IMHO there is another more subtle factor. One is naturally
reluctant to do a
180 and land downwind on a controled airport or busy airport. We had
an incident
at SZP where a pilot  had an engine failure in a Bonanza and
successfully made
a 180 and landed down wind. He slammed it in so hard on the 2500
foot runway it
bent the spar and broke the motor mounts totaling the airplane but
he was not hurt.
He skillfully ground looped it when it looked like he was going to
run out of runway at thew other end. I was standing 50 feet from
the point of impact.

I think people should practice 180's at altitude with the engine at
idle. Just to get a feel of what the airplane will do. Note the loss
of altitude.

Paul Lamar


Sounds right to me..  I wonder if that airplane had a properly
configured stall horn.

Matt-

Good question Matt. I will make sure I have one in the RV4.

Paul Lamar

You have one already, sort of.  The Micro Encoder (your ASI)  has a
stall warning beeper.  It is based on airspeed and not AOA but is still
handy to have unless you are loaded outside of gross or CG.

If you end up going with the Dynon D6, you can also get the AOA pitot
tube and have free AOA. (if Mike didn't already install one..  which he
may have done, there were 2 lines coming in from the pitot as well as
static in the aft fuselage).

While we I am thinking of your panel, I also wanted to mention that the
control head for the ELT is already installed.  It is the little
rectangular add on beneath the transponder.  If there is a telephone
line plugged into that one, follow it and find your ELT.  That other
telephone cord may be for something else that Mike was planing.

Lastly, I have a spare Magellan hand held GPS that would probably fit in
that center recess.  You could borrow it indefinitely if you want.  The
data base is from pre 9/11 but it will get you from here to there.

--
David Leonard

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

Yes I noticed that line from the installed pitot tube and I
connected the dynamic pressure line already. The static line is now
unconnected in the fuselage end.

I'll definitely borrow that Magellan hand held GPS. I need to let my
bank account recover some what from the purchase of the air plane :)

The ole ball and chain is getting a bit disturbed :)

Thanks Dave.

BTW do you know what batteries Mike used. They did not come with the
airplane.
I don't want to rebuild the battery box unless I must.

Paul Lamar


I dont know for sure about the batteries, but I would guess that they
were the Oddessy PC 680 or panasonic equavelent:

http://www.odysseybatteries.com/battery/pc680series.htm

It is possible to find them cheaper on the internet or e/bay.  Mike was
probably using the Panasonics which can be found much cheaper:  (used
to  be that way, but they seem to cost the same now adays unless you
want to get the Tempest)

http://www.panasonic.com/industrial/includes/pdf/Panasonic_VRLA_LC-RD1217P.pdf

I have an old PC 680 sitting around to give a trial fit.

I could possibly have some afternoon available this week.  Won't usually
know until the prior evening though.  I could fly up and turn some
wrenches after I fix my spark plug issue.

--
David Leonard

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


Thanks Dave.

Great. We don't have the pumps in yet. If you have any AN3 bolts bring
along a bunch for the controls and the tail.

Here is a partial list.

I'll keep track of what we borrow and I will replace them when
my order comes in from Vans. We need only one NAS 1304 -32D for the wing.

Nuts and Bolts for RV4


Number..................qty
wing spar shear bolt
NAS 1304-32  .........2

wing attach bolts..... (whats ?a? mean?)
an 3-17a - top & bottom row.... 16 (outer)
an 3-16a  top &bottom row .....  12

aileron connection on control stick
an 3-7a (bolt?) ......2 +2
an 3-65-1032 (nut)....2 +2


elevator pushrod front.
an 3-10a bolt.............2
washer 5720-75-060........4
an 365-1032...............2

back
an3-10a...................1
no washer..........
an 365-1032...............1


elevator front bolt connection
an 3-10a...................4
an 365-1032................4
no washer


vertical stabilizer
an 3-4a ..................3
an365-1032................3


back spar of the elevator
an3-10a .................4
an365-1032...............4


Paul Lamar

Paul

"A" means undrilled shank and the cost is less too!

Dan F


Thanks Dan.

Paul Lamar