47 bolt that fits into the P1 at the root end of the ruddervator should
be held in by bottoming the bolt thread in the threaded hole and should
not tighten on the B4. This
is to ensure that the bolt has no tendency to unscrew.
If your bolt is tightening on the B4, then either replace the
bolt with a longer bolt or safety wire the head of the bolt.
there is a B3, B4 or B6 other than the B4 mentioned in number 1 above,
the situation should be such that when the moveable surface is moved
bolt holding the bearing (B3, B4 or B6) should remain stationary. If
this is not the case, remove the bearing and file the hole bigger in the
moveable surface so that the bolt can then be further tightened without
the bearing seizing to the moveable surface.
FUEL LINE CONNECTIONS
mentioned in the flying manual, all gas line connections should be
safety wired before flying to prevent air bubbles in the gas line (this
includes where the gas line attaches to the engine).
have been an increasing number of incidents where pilots have tried to
climb out at too low an airspeed which results in a mush condition where
the aircraft will no longer climb and possibly descend.
The mush is controllable, yet sometimes the nose will drop as in
a stall. The danger is that
people don't recognize this condition, especially when trying to go over
obstacles. With this
emphasis we hope to prevent some bent tubes and wings.
would like to remind people that air restarts are tricky and should only
be attempted at altitudes over 1000 feet until a significant skill is
obtained in doing this maneuver.
have received word from a few customers that primer bulbs have been
failing due to a reaction with the gasoline.
Inspect your primer bulbs frequently and if you see any signs of
deterioration, replace the bulb with
one obtained locally.
we would like to remind you of the obvious need to do a complete and
thorough preflight inspection before you fly.