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To: <murphy-rebel@dcsol.com> (Murphy Rebel Builders List)
From: Bob Patterson <bob.patterson@canrem.com>
Subject: Re: Rebel Trip story - etc.
Message-Id: <E1125L6-0001S0-00@mail4.toronto.istar.net>
Date: Wed, 7 Jul 1999 23:59:12 -0400


Good to hear from you, Curt !! Glad I got <some> things right !

My grumbles about electric flaps certainly don't apply to your setup !
Some 'aircraft' flap motors have circlip-like safety clips - they pop out
if you go to the end of travel. No damage to motor or drive, BUT you now
have no flap control until you manually re-insert the clip !! NOT a
"Good Thing" (tm) :-) That's why I wanted the limit switches ...

Dynamic prop balancing sounds like a real good idea !! Did the engine
graph indicate some 'preferred' cruise rpm's ???

#468 sounds like an interesting Rebel - I'm VERY alarmed by your
comment about aluminum on the flaps & ailerons. I hope he realizes he MUST
have a BIG counterweight, or he could lose them to flutter !!! Wayne O'Shea
covered his with .016, and has a large L shaped arm running down & forward,
carrying 16 lb. of lead to counterbalance !! I really think <I'd> rather
have the fabric covering - a lot simpler & safer. It was good enough for
P-51's, Spitfires, and DC-3's ....

I seen & heard flutter in ailerons, rudders, and wings, on gliders
- it will make your hair stand on end !!! The controls go full deflection,
both ways, and you could break your arm trying to stop it !!! Only hope
is gently raising the nose and hoping that reduced speed will stop it
before the hinges break !!

Keep 'stirring the pot' ! That's the way we all learn !!

Thanks !
....bobp

---------------------------------orig.--------------------------------
At 06:21 PM 7/5/99 EDT, you wrote:

Hi Bob,
Sounds like you had a good time with Geerts aircraft. I suppose you
will be able to figure out by the end of this that I just had to respond to
your insights. (Hot day here!) The trip Dave Fife and I had to S-n-f was a
good time also. Average fuel burn was 7.2 gph @ 2450 rpm. and 118 mph
indicated with our old lycosaurous. Sometimes if you update the support
equipment the "old" tech gets newer. Fuel injection, electronic ignition,
engine analyzers, all help update the old designs, and improve reliability
and economy. Oh, wait!!! that's what they have been doing in automotive for
years right? I guess when I can get proven reliability out of the box for

a

very good discounted price I will be more supportive of the conversions. (
This should start a few comments!!!) I should also mention that I had the
engine "prop" balance done with a Chadwick balancer, similar to what they

do

with tire balance using a strobe light. Three penny washers on the spinner
bulkhead made the engine much smoother!! The aircraft type balancer also
shows frequencies through the entire engine. Don't know what I'll use that
info for, but the graph looks cool. The tech guy said they can detect

bearing

wear in the turbines. (Now that would be a great rebel engine!) Split

flaps

and ailerons? Darn, I'm going to have to agree with you Bob. I am a low

time

taildragger pilot, and after returning from looking at a soon to fly Rebel

in

the Grand Rapids Mi. (I'll speak more of that in a minute) I landed on our
only available runway with 80 degree xwind and 16-20 kts. Not a problem!

All

surfaces remained working until the tail was firmly planted. The taxi trip
was more eventful. Electric Flaps heavier? NO Way! You have seen my
installation. It is less than the factory handle, cable, brackets and
doublers. The flap actuating arm does not bounce in flight either. I do

have

a limit switch in the neutral position, with the length of the actuator

being

the up and down limits. I also like the V-G input you gave. Interesting.
I also have a question on filling the aileron gap. What kind of tape did

you

use, where did you start the tape and where did you finish, is the tape
easily removable?
Now about the Rebel I looked over. It's builder is Rich Engvall # 468 (I
think) 0-320 with three blade warp 960 empty, aluminum on the split flap

and

ailerons, Scott tailwheel and spring gear. Nice aircraft! He should be
flying soon, as he's doing the last final stuff after the FAA approval. He
also made a mechanical flap handle on the end of the actuator and also has

a

separate aileron handle for + or - 6 of ailerons. His fuel shutoff system

is

nice too! I'll keep you posted as to when his first flight is. N797R flying
out of Lowel City Mi.
Whew, I've rambled long enough!! Stirred the pot a little too, I

hope!

Hope to see you all soon,

Curt N97MR
P.S. Must be the heat!
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Subject: Re: Rebel Trip story - etc.
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Hi Bob,
You can tell how often I get to my e-mail! Just to update you, Rich
flew
797MR out of Lowel city 7/8/99. The flight was uneventful,but exciting. Flew
well. In answer to your questions, he did install a counter balance. Nice
job
but it gives you something to knock your head on. His concern was he found
cracks in his prop blades on post flight inspection (3 blade sq. tip warp
dr.)! Warp stated this was the forth time they have had the problem, and it
has always been on 160hp lyc's. They don't know how to fix it other than go
to a 4 blade prop. Told him it was probably the harmonics particular to his
engine. Have you heard anything? I gave him your number to call for
assistance in getting another prop.
In regard to your question on the balancing, no the graph doesn't help
with smooth rpm settings, but I have not found an uncomfortable range yet.
Also, do you know the tape used to fill the aileron gap? Where do you start
and stop it? Does it remove without damaging the fabric?
Talk to you later, Curt 97MR.