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Inverted Fuel and Christen Lubrication System for RV-6 Lyc

 
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genie(at)swissmail.org
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PostPosted: Wed Sep 30, 2015 8:23 am    Post subject: Inverted Fuel and Christen Lubrication System for RV-6 Lyc Reply with quote

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:

[quote] <![endif]--> <![endif]-->
Good point…and perhaps the most valuable – the RV6 seatbelt geometry is poor for negative G work unless you put in a 2nd set of lap belts (ratcheting hookers or similar) along with a very beefy 5th/7th 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(at)matronics.com (owner-rv6-list-server(at)matronics.com) [mailto:owner-rv6-list-server(at)matronics.com (owner-rv6-list-server(at)matronics.com)] On Behalf Of Charlie England
Sent: Monday, September 28, 2015 3:39 PM
To: rv6-list(at)matronics.com (rv6-list(at)matronics.com)
Subject: Re: 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



Quote:



From: owner-rv6-list-server(at)matronics.com (owner-rv6-list-server(at)matronics.com) [mailto:owner-rv6-list-server(at)matronics.com (owner-rv6-list-server(at)matronics.com)] On Behalf Of George Nielsen
Sent: Monday, September 28, 2015 11:09 AM
To: rv6-list(at)matronics.com (rv6-list(at)matronics.com)
Subject: 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

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