For all the RV-14 builders out there: the required minimum and maximum elevator deflections are specified in a service letter that's published on the Van’s website (refer to the RV-14 Service Info page) at: www.vansaircraft.com/service-information-and-revisions/n-rv-14-control-deflections-letter/
Fantastic! Congratulations! I am working on getting back into the air after 35 years as nothing but a passenger in planes. Now I own an Ercoupe and am starting back.
I met Greg at the Air show of the Cascades when he was with the One Week Wonder, in 2019. It was a great Ice breaker as we kept the One week wonder at our Hanger for a week or so at EAA 976 in Carrollton, GA. As I worked a contract in Bend, Oregon. I made a trip up to Evergreen and also the RV Factory where I was lucky to have Greg give me a tour. I even got to meet Van’s himself! What a great time! Thanks Steve for the excellent videos!
FlightChops... you hair is wonderful. I'm 56 and haven't cut mine in a year. I now look like I did as a 17 yo rock n' roll drummer! Phenomenal! Keep up the great work and sharing. Your DHC-2 videos are truly inspirational... I'm now sure I will get my DHC-2 checkout as I retire from daily work.
Steve... GREAT VIDEO with VANS ... his way of describing stuff is the BEST IVE SEEN ... YOU WILL MAKE OSH!!! That will be an awesome video ( AirVenture 21 ) when you post it. Keep the power in and keep climbing!!
ya...so... watching your videos has inspired me to make a few of my own, and now, | just bought an RV6! looking forward to transition training, and maybe even a few youtube videos from that experience! Thanks Steve!
Just got the chance to watch this video. Thanks for giving us a view of facing an issue and working your way through it. Coming out the other side, I'm impressed with the support you received from Van's. And, like the AD reads, you're getting close to the completion of this project.
The RVs don't meet the mission I have in mind, but watching your interaction with them, I think they've definitely got the customer interaction art down to a science. I understand why they're so popular. Glad you worked out the issue.
Hello Steve. I am impressed by your increasing confidence as a builder. Would you agree that asking for help (to include instruction research) is possibly the highest skill of aircraft building? Also, wear the gray hair like a crown - you earned every one!
A friend of mine has a saying, "You can't cut it any longer". I try to remember this when building stuff but still make mistakes now and then like anyone. All good learning as the Vans guy said and I'm glad it all worked out in the end for the build.
I’ve seen a glimpse at the software and calculations that go into “engineering analysis” on a part like yours - I have huge respect for those engineers!
Yeah sorry about the delay with this update. The engine episode wasn’t framed a a build vlog exactly, even though it kinda was. But anyway, we are closing in on the end
Ahh... those gut-clenching sleepless nights, trying to keep the sheer panic at bay... I know them well. Sometimes the sleeplessness is a benefit; since you can't think of anything else but the problem, all your brainpower is constantly searching for a solution... and it usually finds one, or figures out where you should go to find one. I saw the clocking of those horns and thought it looked a bit excessive... glad it all worked out. Very envious of the RV-14 gear legs; SO MUCH EASIER to install than the RV-8 legs. Speaking of which; my update: I'm taking the engine back to Tulsa next week (got my Covid-19 vaccination!) and will probably be ready to start assembling the paint booth around the fuselage next month.
Great editing Steve. I especially enjoyed the interface with Van's technical. My experience calling Vans's was similar as they are "all in" with their customer service. My aircraft is a RV-7 with Barrett/Lycoming IO-390. You're going to love it!
Hey thanks for shouting out the editing! I promised myself I'd work less hard on these build vlogs... They were supposed to be less polished / raw / linear stories - but here are are 2 years in and I am still pouring too much love into the post production :P
Great video Steve! I know you have woven the build into your flying vids but I'd love to see just a chronicle of the build itself. You all have put so much time and effort into it; I'd really like to see it from start to finish.
Thanks yeah - There are a lot of creators doing a great job capturing like ALL of a Van's Aircraft build (Jason Ellis and BuildFlyGo to name a couple). For me it simply wasn't possible to make that sort of production plan for this project while also maintaining the other content I produce. So what I decided to do was try to capture to key moments, struggles, and successes to give a tase of what building is like. But at this point there are nearly 20 episodes in the playlist for this series: th-cam.com/play/PLJOPFT88qcBDwlx8qgKit2RoASZRZQMo-.html
Love your videos When the Wright Brothers first started, they didn't see nor did they intend for aviation to expand into the military and commercial markets, They just wanted to fly. I think they would have been very pleased to see people like you come along and participate and contribute
I disagree. Wright Brothers were totally in it for the money. Some argue they did more to sabotage the early development of aviation than to nurture it. Regardless, I totally believe their airplanes were the first fully controllable heavier-than-air airplane to fly. Good for them!
@@richardcarnahan5184 My first reaction: WOW! who served you what kool-aide to convince you of that? And how deep did you drink up? The Wright brothers were driven by passion. There was no money in aviation when the Wright brothers began their pursuit. My second reaction: [go look up how the Wright brothers financing to make sure I know what I'm talking about] YEP, they financed their efforts out of their own pockets via their bicycle business. So Inventing powered flight COST them money. My third reaction: OK maybe this Dick Carnahan is referring to the MASSIVE efforts that the Wrights took to protect both their intellectual property AND their reputation, so, on that note I have to defend the Wright brothers fully in this. It was obvious that many were out to duplicate their success, and would have flat out stolen all of their hard work and intellectual rights. We know this is true because that actually happened. The aviation community, such as it was, FAILED to respect the achievements of the Wrights. They attacked their reputation, belittled their achievements, and flat out told lies about them. There is a TH-cam channel "Greg's Airplanes and Automobiles" His research is thorough and explanations are clear and concise. His latest video, "Santos Dumont, Wright Brothers, and Propeller Basics" is a very fair introduction as to what was actually going on. I recommend you take some time and watch it. You might learn something
When building my flying scale models, I will, on occasion, have problems very similar to this. Even though I've reviewed the manual and the parts, beforehand, I'll encounter a situation not described in the text or the drawings. That's when I start to feel, "uncomfortable." Glad you guys got it worked out.
Haven't seen one of these updates in awhile, but it's great to see you guys are adhering to safe virus protection practices. There are sadly a lot of aviation YT'ers out there who are projecting very sketchy examples. Great airplane stuff too!
Yeah - it's been a challenging year - the advantage of working at the museum, became a bit of a disadvantage initially during the pandemic, but we're getting through it.
Well - the short answer is - if we had looked at the updated info first, we'd have seen we were in fact with in spec. We had over 26 degrees and the updated spec required 25-30. Otherwise - the fix was as Greg described - take away a certain amount of material, or try swapping horns.
@@FlightChops Sorry, next time I should finish watching the video before I ask 😅 I just saw his explanation that you basically did what you were supposed to do, just not as much to start with.
Pretty much what I say in the video - it was the process of doing due diligence while editing and auditing the instructions in detail again, when I couldn't come to terms with what we did; so that's when I reached out and followed up via the email with attached photos that I show in the video.
@@FlightChops Better to come to terms with it on the ground than in the air. "Bang! What was that sound?!!" Good move to call Van's. Only better move would have been beforehand, but how are you going to do that without stepping on the toes of team members who have been there and done that in their sleep? Maybe "next time" a team bylaw could be to say that any team member can cause a halt in the process if he is concerned about a proposed step that's not called out in the plans.
Hey Steve or anyone else for that matter. Do you happen to know what went wrong or what caused you to not have enough clearance for full elevator deflection?
The elevator deflection was okay to start but the numbers were a bit misunderstood. There a letter in the RV-14 service information publication list (on the Van’s web site) that specifies the required deflections. The change they made took the deflection to the max limit. The elevator was already at or better than the minimum required deflection. So I’m the end, all was well but hogging out the metal was not technically needed to be within the spec.
I think your problem was that you screwed in the rod bearings too deep. If you do that you will have an issue with elevator down travel and you will get binding with the rivets. Once you drill the elevator horns, you can't adjust the rod bearings, so it's essential to test the travel before doing that. At least for the RV-10, the 5 degree acceptable less travel has always been listed in the "before first flight" check list section (which isn't printed out but on the thumb drive) however it's not mentioned in the elevator assembly section. It is rather disappointing that Van's has such a variance in the rudder horns. It cost me many, many hours to deal with that. Everything else is so perfect but the weld shop they use is not en par with the quality of the rest of the kit.
Thanks for the insights Martin. I'll talk to the guys to see if we can learn anything more from this - but at least it seems the outcome is that we're good now. Sorry you had some similar pain points.
Too bad they don't make you more powerful road tax engine. I fly an RV 12 and here is why I like the road tax. By the way road tanks did make a 300 horsepower engine, so that the Lycoming but their parent company decided to put it in the closet. Mike Bush said if they made a larger road tax engine he would put two on his twin right now... About the Rotax engine: The case, barrels, heads and pistons are all of the same aluminum metal which contracts and expands uniformly eliminating the problem of shock cooling. The oil is in a canister and not at the bottom of the engine and there are two traps in the oil lines to and from the engine so that air can never get into the case ...eliminating condensation, rusting and pitting from under use. The carburetors never experience ice so there is no carburetor heat in most planes. The heads are liquid cooled so the cylinder head temperature does not rise above 230 eliminating the possibility of softening aluminum and giving hot spots. If cooling fluid is lost due to leakage the engine may still be flown. There is no leaning mixture knob.... it is done automatically. So the pilot cannot damage the engine. Running at higher RPM you can get the same power as a heavier engine and by having the cylinders closer to each other reducing the weight of the entire engine, the weight to power ratio is very good allowing 4+ gallons per hour consumption. Lycoming and Continental do not want a gear reduction unit so their engines must turn at the rpm they want the prop to turn. This sacrifice gives them big slow pistons with a lot of bang, not good for longevity. The cylinder attach bolts of the rotax are computer torqued in the factory in Austria. Also, stabilizing mechanisms are used during the torquing process to ensure balanced forces. All torque values are saved in the engines' computer files at the factory. The crankshaft is made of five separate pieces not including four piston rods. If part of the crankshaft is damaged one does not have to buy an entire new one. The prop reduction unit also has a breakaway clutch from the crankshaft in case of a prop strike to protect the crankshaft. The Rotax is built with very few seals and gaskets...instead they use a paste, leading to less leakage. Three stators generate electrical charge so there is no alternator or magneto to buy or rebuild. It is mogas ready. One dollar less per gallon, so effectively a 16:50 fuel cost ratio compared to to an o-360. Avgas can be used also.
I'd be asking why the material needed to be removed to gain the proper end points. With such detailed instructions and narrow margin for adjustments, making this big of a change shouldn't have been necessary.
Well, yeah - The ultimate conclusion we came to during the fine cutting of this episode, when reviewing the updated specs published on the Van's website, was that we were actually with in min specs before cutting. So what we ended up doing was getting ourselves to the max specs.
When the range of movement necessary to meet required flight characteristic involves removing structural material, giving a hard stop, the designer needs to redo.....Sooner or later, that impact point IS going to fail......
Your comment is not correct. I understand where you’re coming from, but the “impact” point is essentially never reached and the “impact” is an intentionally designed hard stop point. It is structurally sounds and has been over-designed by Van’s aircraft design engineers to ensure this.
We're following regional mandates, as well as specific protocols for the museum that we're working at. It is what it is. You've been a 6 year subscriber, I really hope you can put the politics behind you, and continue to enjoy the content for what it is.
For all the RV-14 builders out there: the required minimum and maximum elevator deflections are specified in a service letter that's published on the Van’s website (refer to the RV-14 Service Info page) at: www.vansaircraft.com/service-information-and-revisions/n-rv-14-control-deflections-letter/
I passed my ppl checkride yesterday! Ready to keep learning as much as I can
Congratulations!
Great job! Congrats! That's a huge step!
@@peteranderson037 thank you!!
@@FlightChops thank you! I love the rv-14 build vlogs, hopefully sometime later down the road I’ll build an rv-8 of my own
Fantastic! Congratulations! I am working on getting back into the air after 35 years as nothing but a passenger in planes. Now I own an Ercoupe and am starting back.
I met Greg at the Air show of the Cascades when he was with the One Week Wonder, in 2019. It was a great Ice breaker as we kept the One week wonder at our Hanger for a week or so at EAA 976 in Carrollton, GA. As I worked a contract in Bend, Oregon. I made a trip up to Evergreen and also the RV Factory where I was lucky to have Greg give me a tour. I even got to meet Van’s himself! What a great time! Thanks Steve for the excellent videos!
I remember that! :) Glad you’re watching the build here too!
The RV is coming along nicely, but that Mosquito project in the background had my full attention every time it came into view.
For sure yeah - that project is amazing. As soon as the pandemic protocols let up a bit I will do a proper update with the Mosquito crew.
FlightChops... you hair is wonderful. I'm 56 and haven't cut mine in a year. I now look like I did as a 17 yo rock n' roll drummer! Phenomenal! Keep up the great work and sharing. Your DHC-2 videos are truly inspirational... I'm now sure I will get my DHC-2 checkout as I retire from daily work.
That is awesome! (I also play the drums :).
And you won't regret getting the Beaver check out!
Hind site is always 20/20. Thanks for showing this, it may help other builder on other type, ask before jumping.
Steve... GREAT VIDEO with VANS ... his way of describing stuff is the BEST IVE SEEN ... YOU WILL MAKE OSH!!! That will be an awesome video ( AirVenture 21 ) when you post it. Keep the power in and keep climbing!!
ya...so... watching your videos has inspired me to make a few of my own, and now, | just bought an RV6! looking forward to transition training, and maybe even a few youtube videos from that experience!
Thanks Steve!
Right on thanks Bill - congrats on the RV-6!
Just got the chance to watch this video. Thanks for giving us a view of facing an issue and working your way through it. Coming out the other side, I'm impressed with the support you received from Van's. And, like the AD reads, you're getting close to the completion of this project.
Poor Perry! I'm glad you guys were able to confirm, resolve and press ahead!
Perry’s cool. He’s an awesome mentor and a great team leader
The RVs don't meet the mission I have in mind, but watching your interaction with them, I think they've definitely got the customer interaction art down to a science. I understand why they're so popular. Glad you worked out the issue.
Curious - what’s your mission? What would meet it?
Hello Steve. I am impressed by your increasing confidence as a builder. Would you agree that asking for help (to include instruction research) is possibly the highest skill of aircraft building? Also, wear the gray hair like a crown - you earned every one!
A friend of mine has a saying, "You can't cut it any longer". I try to remember this when building stuff but still make mistakes now and then like anyone. All good learning as the Vans guy said and I'm glad it all worked out in the end for the build.
“Learning to build an airplane is learning to build an airplane”. Love that.
I’ve seen a glimpse at the software and calculations that go into “engineering analysis” on a part like yours - I have huge respect for those engineers!
Agreed - It is pretty cool how high tech the engineering of this stuff is!
What a dream it would be to build and own a vans aircraft :) Greetings from Sweden!
Heck yeah man glad to see you're still getting it, thanks for sharing🇺🇸🏁😎
Yeah sorry about the delay with this update. The engine episode wasn’t framed a a build vlog exactly, even though it kinda was. But anyway, we are closing in on the end
Ahh... those gut-clenching sleepless nights, trying to keep the sheer panic at bay... I know them well. Sometimes the sleeplessness is a benefit; since you can't think of anything else but the problem, all your brainpower is constantly searching for a solution... and it usually finds one, or figures out where you should go to find one. I saw the clocking of those horns and thought it looked a bit excessive... glad it all worked out. Very envious of the RV-14 gear legs; SO MUCH EASIER to install than the RV-8 legs. Speaking of which; my update: I'm taking the engine back to Tulsa next week (got my Covid-19 vaccination!) and will probably be ready to start assembling the paint booth around the fuselage next month.
Glad to hear it buddy! Onwards and upwards in 2021
#goatflieg yeah I saw that too. So jealous. About to put the gear legs on my RV-8 and it looks pretty involved. Planning on flying to OSH next year.
Great editing Steve. I especially enjoyed the interface with Van's technical. My experience calling Vans's was similar as they are "all in" with their customer service. My aircraft is a RV-7 with Barrett/Lycoming IO-390. You're going to love it!
Hey thanks for shouting out the editing! I promised myself I'd work less hard on these build vlogs... They were supposed to be less polished / raw / linear stories - but here are are 2 years in and I am still pouring too much love into the post production :P
Looking great, thanks for sharing the build. Can’t get enough of it.
Glad you're enjoying it. Editing the next one right now - should be live in a day or two
Well done on keeping the project rolling forwards. Very interesting video on how the build support system works.
Really enjoyed this detailed build video! And the honesty as always!
Appreciated Bryce!
Great video Steve! I know you have woven the build into your flying vids but I'd love to see just a chronicle of the build itself. You all have put so much time and effort into it; I'd really like to see it from start to finish.
Thanks yeah - There are a lot of creators doing a great job capturing like ALL of a Van's Aircraft build (Jason Ellis and BuildFlyGo to name a couple). For me it simply wasn't possible to make that sort of production plan for this project while also maintaining the other content I produce.
So what I decided to do was try to capture to key moments, struggles, and successes to give a tase of what building is like. But at this point there are nearly 20 episodes in the playlist for this series:
th-cam.com/play/PLJOPFT88qcBDwlx8qgKit2RoASZRZQMo-.html
Congrats on the hair. I've just got my 90's curtains back!
Love it!!
Love your videos
When the Wright Brothers first started, they didn't see nor did they intend for aviation to expand into the military and commercial markets, They just wanted to fly.
I think they would have been very pleased to see people like you come along and participate and contribute
I disagree. Wright Brothers were totally in it for the money. Some argue they did more to sabotage the early development of aviation than to nurture it.
Regardless, I totally believe their airplanes were the first fully controllable heavier-than-air airplane to fly. Good for them!
@@richardcarnahan5184 My first reaction: WOW! who served you what kool-aide to convince you of that? And how deep did you drink up?
The Wright brothers were driven by passion. There was no money in aviation when the Wright brothers began their pursuit.
My second reaction: [go look up how the Wright brothers financing to make sure I know what I'm talking about] YEP, they financed their efforts out of their own pockets via their bicycle business. So Inventing powered flight COST them money.
My third reaction: OK maybe this Dick Carnahan is referring to the MASSIVE efforts that the Wrights took to protect both their intellectual property AND their reputation, so, on that note I have to defend the Wright brothers fully in this. It was obvious that many were out to duplicate their success, and would have flat out stolen all of their hard work and intellectual rights. We know this is true because that actually happened. The aviation community, such as it was, FAILED to respect the achievements of the Wrights. They attacked their reputation, belittled their achievements, and flat out told lies about them.
There is a TH-cam channel "Greg's Airplanes and Automobiles"
His research is thorough and explanations are clear and concise.
His latest video, "Santos Dumont, Wright Brothers, and Propeller Basics" is a very fair introduction as to what was actually going on.
I recommend you take some time and watch it. You might learn something
Great Job Steve! I would also have a lot of concern about Hogging out metal on a brand new airplane.
When building my flying scale models, I will, on occasion, have problems very similar to this.
Even though I've reviewed the manual and the parts, beforehand, I'll encounter a situation not described in the text or the drawings.
That's when I start to feel, "uncomfortable."
Glad you guys got it worked out.
FINALLY.... some build video. I know it’s a edit nightmare.. just keep chugging.... kinda missed seeing your work.
I'm really enjoying these videos. Great to watch, I hope to build one one day.
As we grow older it becomes necessary that we deal with "Flop Over". Great job on the video.
Thanks for watching to the end David :)
@@FlightChops The pleasure is mine sir.
Been following and enjoying your work for some time.
A positive is that your RV14 will have perhaps a tad more elevator authority now. 😎👍
Hahah - yup.
FlashFlash! Love the progress. Hoping to see you at OSH!
Can't wait!
Nice job! I'm excited to see it finished.
Getting close now!
Brilliant video! Great stuff.
Haven't seen one of these updates in awhile, but it's great to see you guys are adhering to safe virus protection practices. There are sadly a lot of aviation YT'ers out there who are projecting very sketchy examples. Great airplane stuff too!
Yeah - it's been a challenging year - the advantage of working at the museum, became a bit of a disadvantage initially during the pandemic, but we're getting through it.
Looks like you and Perry need to contact the FDA (Flying Dentists Association) for membership!
I tend to trust the expert with a bandage on a finger
Haha - yup
That injury *was* from a aviation project. :)
You've created such an awesome channel. Thank you!
Glad you enjoy it! Thanks for sticking around for a few years :)
Thanks for a good video.
:) - wanna see the thing fly!
Me too! :)
Finally a new update.
Yeah - sorry about the delay - it's been a challenging period to juggle everything, but we're getting there
What were you supposed to do to adjust the travel instead of remove material? Or was their part right and just that badly made?
Well - the short answer is - if we had looked at the updated info first, we'd have seen we were in fact with in spec. We had over 26 degrees and the updated spec required 25-30. Otherwise - the fix was as Greg described - take away a certain amount of material, or try swapping horns.
@@FlightChops Sorry, next time I should finish watching the video before I ask 😅 I just saw his explanation that you basically did what you were supposed to do, just not as much to start with.
How come you did not use zymchromate primer to protect it from corrosion?
We're using primer that us not super easy to see; but the insides of everything is being primed. Outside surfaces will be painted.
What prompted you to contact van's to get it double checked btw?
Pretty much what I say in the video - it was the process of doing due diligence while editing and auditing the instructions in detail again, when I couldn't come to terms with what we did; so that's when I reached out and followed up via the email with attached photos that I show in the video.
@@FlightChops Better to come to terms with it on the ground than in the air. "Bang! What was that sound?!!"
Good move to call Van's. Only better move would have been beforehand, but how are you going to do that without stepping on the toes of team members who have been there and done that in their sleep? Maybe "next time" a team bylaw could be to say that any team member can cause a halt in the process if he is concerned about a proposed step that's not called out in the plans.
This is a good idea C Starks
Hey Steve or anyone else for that matter. Do you happen to know what went wrong or what caused you to not have enough clearance for full elevator deflection?
The elevator deflection was okay to start but the numbers were a bit misunderstood. There a letter in the RV-14 service information publication list (on the Van’s web site) that specifies the required deflections. The change they made took the deflection to the max limit. The elevator was already at or better than the minimum required deflection. So I’m the end, all was well but hogging out the metal was not technically needed to be within the spec.
Hoping you make it to Oshkosh with your new plane but before that a video of your maiden flight.
For sure we'll be doing an episode about the test flight program! Elliot Sequin is helping run that with us.
@@FlightChops He is the best.
It would be so cool to see @Elliot Seguin doing the flight test for your aircraft 🤩 #elliotseguin #airplanesarecool
Elliot is going to supervise the program remotely. But I don't think we can get him here to be on site due to all the weird border issues currently.
OUCH!! I can see problems with wheel alignment! Just a circular tube, huh? No preset detents? bummer
No no, there's more to the gear legs instal
- I just quickly montaged that bit :)
I think your problem was that you screwed in the rod bearings too deep. If you do that you will have an issue with elevator down travel and you will get binding with the rivets.
Once you drill the elevator horns, you can't adjust the rod bearings, so it's essential to test the travel before doing that.
At least for the RV-10, the 5 degree acceptable less travel has always been listed in the "before first flight" check list section (which isn't printed out but on the thumb drive) however it's not mentioned in the elevator assembly section.
It is rather disappointing that Van's has such a variance in the rudder horns. It cost me many, many hours to deal with that. Everything else is so perfect but the weld shop they use is not en par with the quality of the rest of the kit.
Thanks for the insights Martin. I'll talk to the guys to see if we can learn anything more from this - but at least it seems the outcome is that we're good now. Sorry you had some similar pain points.
Too bad they don't make you more powerful road tax engine. I fly an RV 12 and here is why I like the road tax. By the way road tanks did make a 300 horsepower engine, so that the Lycoming but their parent company decided to put it in the closet. Mike Bush said if they made a larger road tax engine he would put two on his twin right now...
About the Rotax engine:
The case, barrels, heads and pistons are all of the same aluminum metal which contracts and expands uniformly eliminating the problem of shock cooling.
The oil is in a canister and not at the bottom of the engine and there are two traps in the oil lines to and from the engine so that air can never get into the case ...eliminating condensation, rusting and pitting from under use.
The carburetors never experience ice so there is no carburetor heat in most planes.
The heads are liquid cooled so the cylinder head temperature does not rise above 230 eliminating the possibility of softening aluminum and giving hot spots. If cooling fluid is lost due to leakage the engine may still be flown.
There is no leaning mixture knob.... it is done automatically. So the pilot cannot damage the engine.
Running at higher RPM you can get the same power as a heavier engine and by having the cylinders closer to each other reducing the weight of the entire engine, the weight to power ratio is very good allowing 4+ gallons per hour consumption.
Lycoming and Continental do not want a gear reduction unit so their engines must turn at the rpm they want the prop to turn. This sacrifice gives them big slow pistons with a lot of bang, not good for longevity.
The cylinder attach bolts of the rotax are computer torqued in the factory in Austria. Also, stabilizing mechanisms are used during the torquing process to ensure balanced forces. All torque values are saved in the engines' computer files at the factory.
The crankshaft is made of five separate pieces not including four piston rods. If part of the crankshaft is damaged one does not have to buy an entire new one. The prop reduction unit also has a breakaway clutch from the crankshaft in case of a prop strike to protect the crankshaft.
The Rotax is built with very few seals and gaskets...instead they use a paste, leading to less leakage.
Three stators generate electrical charge so there is no alternator or magneto to buy or rebuild.
It is mogas ready. One dollar less per gallon, so effectively a 16:50 fuel cost ratio compared to to an o-360. Avgas can be used also.
Rotax....damn phone
I'd be asking why the material needed to be removed to gain the proper end points. With such detailed instructions and narrow margin for adjustments, making this big of a change shouldn't have been necessary.
Well, yeah - The ultimate conclusion we came to during the fine cutting of this episode, when reviewing the updated specs published on the Van's website, was that we were actually with in min specs before cutting. So what we ended up doing was getting ourselves to the max specs.
Check with Van’s first before you trim your mop. 🤔
I love watching our videos but they always make me so sad that im not doing something similar.
Ah man... thanks, but don't think of it that way - get out there and take steps - even small steps toward your goals. Nothing that is awesome is easy.
@@FlightChops thank you.
"Dental work" with aluminum shavings. Eeeek!!! Glad I wasn't doing that.
It's Oshkosh here in the US, Not Osh!
The airport code is OSH.
No offence was intended.
Dude. Rebuild it or you'll never sleep again.
I trust the engineering analysis, but I will still make the stabilizer spar a regular inspection item for the sake of redundancy.
When the range of movement necessary to meet required flight characteristic involves
removing structural material, giving a hard stop, the designer needs to redo.....Sooner or later,
that impact point IS going to fail......
Your comment is not correct. I understand where you’re coming from, but the “impact” point is essentially never reached and the “impact” is an intentionally designed hard stop point. It is structurally sounds and has been over-designed by Van’s aircraft design engineers to ensure this.
Lol "hog"
Makes me NOT want to buy a Vans now. :( Looks like your Horns were welded by the stoner in the Pipeliner hood.
Just grow up and don't wear a mask.
We're following regional mandates, as well as specific protocols for the museum that we're working at. It is what it is. You've been a 6 year subscriber, I really hope you can put the politics behind you, and continue to enjoy the content for what it is.