Moose Modifications & improvements

[Richard Wampach]

Initially I replied only to Dennis, Ted suggested that I reply to the
Rebel builders list to share different points of view from a different
prospective, that other may understand.
I am sure that Darrel Murphy realized this when he made so many
different great designs that meet almost every builders dream.

From: Richard Wampach [mailto:rwampach@comcast.net]
Sent: Friday, October 24, 2008 9:31 AM
To: 'Dennis Finley'
Cc: 'ted@i1ci.com'


Dennis thank you for your concerns about the changes that Ted and myself
have made and thank for asking "why make the changes"

I realize that your Elite is a much smaller plane than we have and that
adding even a few pounds can drastically affect your performance. Also
that it's smaller brother the Rebel can be operated in the light sport
class (1320 lb max as I recall), and every pound counts.
I fully understand that some builders have limited experience,
mechanical dextarity and budget and that keeping it simple and easy are
important.

I owned a C-150 I knew its limitations when I bought it. It was a great
airplane for me to teach flying in, and I made good money with it on
lease back. After an 800 mile cross country one day, I knew that I
needed more performance.
Next I had a 172, a bit better for my needs on cross country flights.
However, even with the AVCON 180 HP conversion which I installed, I felt
limited.
My third plane is a 182-RG, this meets My needs for speed, distance and
weight carrying ability, but it's not as rugged as I would like for
"off-road" use.

A Moose should do that for me.
When people not familiar with the Moose ask what what's a SR-3500?
I try to bring it in perspective by comparing it to a "Cessna-206 with a
tail wheel".

The SR-3500 is a Three Thousand Five Hundred Pound Gross Weight
Airplane.
I expect to have a payload of over 1700 pounds with 120 gallon fuel
capacity. Our decision to build this model gives US the "wiggle room"
WE wanted & allows US to build in a few weight adding modifications that
will work to our advantage in the utilization of this model.

In my case I want to be able to throw stuff to the back when I am
parked. Perhaps using the sleeping bags their for the night.
Both of us want maintainability with good access to tight areas.

In another life time with The Red and White Airline, working on a 707 or
CV-880 was a real challenge for most. Many impossible jobs had to
be done. "The difficult we did right away, the impossible took just a
bit longer". This was a philosophy we learned to work by.
Those planes were designed to fly not to be worked on. The mechanic was
the last person in the "Food chain" of design concerns.
By the time the L-1011 came along designs had improved, any component on
the plane could be changed in one shift. Maintainability by mechanics
was a high priority, of course that was schedule driven by---"on time
departure"!

I have also worked in general aviation for a number of years. As Repair
Station Chief Inspector at one Cessna dealership, I was responsible for
over 200 Annual inspections yearly and a lot of other repairs. I have
spent many hours in those non-accessible areas. I lived with the strict
FAA regulations of maintain and repair per "APPROVED DATA" & acceptable
methods.
My Certificate was on the line with each and every decision that I made.

So when it came to ME building an experimental airplane, I tried to give
my self a break and make it easier to maintain.
"Pilot and Mechanic Friendly" has been my motivation in many of the
changes I have made.
In this case it will be easy access all the way to the back bulkhead on
the flat floor, that means a lot to me, as I ain't getting any younger
either! No doubt the results of working on those old airliners.

So here I have a plane with so many opportunities to make improvements.
I am enjoying making the modifications. It is rewarding and satisfying
to me. It will still have an impressive pay load.
Why do it? BECAUSE I CAN!

Thank you for your concerns

Dick Wampach AP/IA, ATP, CFI-AI, SEL, MEL, SES & builder of SR-108


On Behalf Of Dennis Finley
Subject: Moose: Elevator / Rudder cable runs/pulleys

guys it looks like you have done a very nice job,but why go through
all that work to make something that is very simple into something
very complicated,every time you add something you give one more point
of failure,you can not inspect the cables very well,or change them
when needed,you have just added extra wieght!.be careful its not a 747
and when your done dont be surprised at the wieght.

Dennis elite c-fdyf

Ted Waltman wrote:
I posted pictures of both Dick Wampach's and my implementation of
running the
elevator & rudder cables along the floor until aft of bulkhead E at this
address: http://www.i1ci.com/pulleys/index.html.
Dick did an OUTSTANDING job and provided the inspiration for me on this
project.
Please e-mail Dick (rwampach@comcast.net) or me (ted@i1ci.com) if you
Would like more info/descriptions of individual pictures.
Ted Waltman

On Behalf Of Fred
Bulkhead baggage area retention canvas
Hi Ted,
I'd be very interested in seeing those pictures. I intend on doing the
same thing. Thanks, Fred

Ted Waltman wrote:
I changed the cable runs so they were just above the floor (like 1/4"
Inch above) until a few inches behind bulkhead E, then I use two sets of
Pulleys to change direction. I can supply pics if anyone is interested.
Dick Wampach did the same thing (his original idea in fact).

On Behalf Of Gary Gustafson
Bulkhead baggage area retention canvas
Nice bulkhead baggage retainer (curtain). I will use something similar
on my Rebel. I do note that the cables (on the Moose?) run under the
floor.
Is that Standard on the Moose or something that you did yourselves?

Thanks for the pictures. Gary Gustafson





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