Rear Fuselage Wrap Trimming

[Mike Kimball]

Can anyone tell me if the upper and lower rear fuselage wraps between
bulkhead G and H (the last two bulkheads before the vertical stabilizer)
should be trimmed even with the edge of bulkhead G on the Super Rebel? I am
about to pull all the corner wraps and upper and lower fuselage wraps for
deburring and trimming and I want to get it all done at once.

Also, can someone confirm that the tailcone side skin that is removed for
the cargo door becomes scrap and that there is another piece that becomes
the door? Just trying to save a little research time trying to figure it
out from the manual if someone already knows.

Are there any experts out there that know how to properly match a Hartzell
three bladed constant speed prop to a Chevy V8 developing 350 - 380 HP?
Hartzell won't help because the combo is not "vibration tested". Am I
correct in deciding that 3 blades is better than 4 (want more than 2 for
more ground clearance) when running an even number of cylinders to offset
piston strokes and propeller cycles? Anybody have propeller manufacturer
opinions? Hartzell, McCauley, MT, experimental? I am happy with my Chevy
V8 decision. Now the biggest concerns are the reduction unit and the prop.

Man, am I ever getting depressed at how much is still left to do. I want it
flying next summer and it's starting to look like another 5 years or more!
I know, I know, it'll eventually all be worth it!

Thanks!

Mike Kimball
SR #044




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[Dave Qualley]

Hi Mike.. I can help you with the first couple questions, but I don't know
anything yet about engines/props..

The wraps between G and H are trimmed even with the bulkheads.

The cargo door is made from a new piece of material.. The panel used for
alignment is scrap after you pull it out..

Just got your 2nd message.. I installed my fin with no offset, as per the
manual. I'm not flying yet though, so I can't comment on the effects. If you
are going to use the fiberglass tail fairing from Murphy then you will have to
go with no offset for it to fit properly..

And I know how you are feeling.. There's some parts that really go fast, and
others that seem to drag on for months.. I've actually just moved my project
into a proper hangar, it's really been a big help over the cramped garage that I
was working in before.. If I could just get some more time off work to get out
to the hangar and do some "real work".. =)

Dave
#057SR

Mike Kimball wrote:

Can anyone tell me if the upper and lower rear fuselage wraps between
bulkhead G and H (the last two bulkheads before the vertical stabilizer)
should be trimmed even with the edge of bulkhead G on the Super Rebel? I am
about to pull all the corner wraps and upper and lower fuselage wraps for
deburring and trimming and I want to get it all done at once.

Also, can someone confirm that the tailcone side skin that is removed for
the cargo door becomes scrap and that there is another piece that becomes
the door? Just trying to save a little research time trying to figure it
out from the manual if someone already knows.

Are there any experts out there that know how to properly match a Hartzell
three bladed constant speed prop to a Chevy V8 developing 350 - 380 HP?
Hartzell won't help because the combo is not "vibration tested". Am I
correct in deciding that 3 blades is better than 4 (want more than 2 for
more ground clearance) when running an even number of cylinders to offset
piston strokes and propeller cycles? Anybody have propeller manufacturer
opinions? Hartzell, McCauley, MT, experimental? I am happy with my Chevy
V8 decision. Now the biggest concerns are the reduction unit and the prop.

Man, am I ever getting depressed at how much is still left to do. I want it
flying next summer and it's starting to look like another 5 years or more!
I know, I know, it'll eventually all be worth it!

Thanks!

Mike Kimball
SR #044

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