Bill Tews Tips

Please check the rivets in the wingtip bag -- seems some all AACQ4-4 aluminum rivets might have shipped in that bag by mistake. The correct monel AVEX CS4-4 rivets have a steel stem -- check with a magnet please!

Mark --- Please check the schematic of the VS spar and > rib assembly on page 51 of v.2.19 as compared to the > same on page 49 of v. 2.18. They are not the same > size. All dimensions in 2.19 are smaller than 2.18. > Would appear that someone forgot to scale up. I assume > 2.18 is correct and I won't have to shrink my VS. > -- > Bill Tew > Correct you are! Looks like some kompooten gremlin got me. PLEASE use the 2.18 dims -- I'll get it fixed today. Mark

I just received an email from a builder in CA -- upon close inspection he
found the temp assay bolts still in the aft spar (just inside the side skin,
where the spacer is located). Sounds like everybody had better have a look at
this area!! Make sure there are AN3 fasteners here, please. CheersMark

I found similiar machine screw in mine. Very small (about 4-40). Mark ask me to remind everyone to check. I am including photo to help clarify. Tom

Hi Fellas:

In a discussion with Tom Martin, we figured out that it is possible to ream
the gear socket too much. Please do NOT strive for 100% contact! Check the
fit of the leg into the socket as you proceed, and stop when you have 11/16"
of thread protruding from the top of the socket.

With the socket being a 10:1 taper ratio, you will not have to remove much
material to get to this stopping point. CheersMark

I would agree -- you have missed something VERY important! The #2 ship was a victim of a loose leg
and an out-of-balance tire at the same time (5 hrs flight time and it was junk). The other failure was
the result of a hard landing, IMO. The mount system cannot be designed to withstand either event,
but it can be improved. The EM system has gone through a rigorous analysis program, and we have a
Mk.2 version as a result. There is also a field repair for the Mk.1 versions, as the CZ boys want quite a
bit for the Mk.2 as a replacement (about $650 + shipping). See the pics on the update page as to what
we think will upgrade the Mk.1. Vince is working on a run of the gussetts, so it may be that you won't
have to make 'em yourself. Do any desired welding, and then ream the sockets to get a better leg fit-up.
The legs are now fitted in final assy DRY -- no grease. Make sure there is no debris in the socket prior
to final assy either. Be sure to balance the wheel assys prior to flight. The system does have a sympathetic
vibration in it (possisbly at 1 rev), which seems to show up at the exact speed we would like to taxi.
If your ship has this characteristic, simply do not taxi at that speed. Believe me, you will feel it if it
happens. It also appears as you slow from landing, but the ship passes thru this range rather quickly
with light braking. All this was posted quite a while back -- maybe May or June '02? It's also in the
manual in the gear leg/EM assy pages. If any of you know anyone who might not have this info,
please tell them about it, and have 'em call me with any questions! I thought all the bases were covered,
considering the additions to the manual. Cheers Mark

To Mark and other builders...I haven't got the reamer yet, but hope to have
it soon..Herein lies the problem. The gear leg socket is appro. .040 out of
round at the very bottom. When I insert the gear leg and torque it to ~ 50 #
, it conforms to the shape of the gear leg. When gear leg removed it goes
back to the egg shaped configuration. So it looks like that when reaming the
socket i will be removing too much from two sides, so that when I insert the
gear leg and re-torque it I will still have the egg shapeed socket. and will
not have a good surface area in socket/ gearleg.....Any thoughts or
comments..thanks billy waters

Has anyone heard something about a new AD on 540's on the oil pump? Any information about this? Luis 21

Lui it is not an AD, but a mandatory service bulletin that should be accomplished within 40 flying hours of
receipt. It basically applies to all Lycomings, the way I read it. As I remember you have a Bart LaLonde engine,
and I called Bart concerning this last week. He said that he was aware of the bulletin, and it will not affect his
engines. He torques the plug sufficiently and uses locktite in the process. What the bulletin says to look for is
an oil pressure drop to 30 PSI. This means an oil plug has backed out of the pump which causes the pressure
drop. The plug can get to the gears causing gear damage also. So far, at least two engines have experienced
the problem. Jim C

Hi Fellas: David Latham (#108) just called and told me the bolt in the factory installed elevator bellcrank was
too short on his kit -- please have a look at yours! In addition, if you have 2 pcs 1/4" vacuum T in your
control system bag, let me know. You will need 2 of the delrin bushings in that case. Cheers Mark

Hi Fellas: I went over to HOU this am, and helped the FAA figure out what the heck happened.
Turns out is WAS NOT A DESIGN FAULT. I write up an explanation over the weekend & post it to the group
so you all can understand what happened. So don't start re-designing your ship just yet....
but do pay attention to installing ALL the bolts and fittings. Check them as many times as you feel necessary
before flying your finished F1. Please. Regards Mark

PRELIMINARY REPORT
CREEKMORE F1 ACCIDENT

Hi All:

I'm sure you have been waiting for some definitive data regarding Tom
Creekmore's accident. I was able to inspect the wreckage of the aft section
of the ship last Friday, along with the FAA. The following is my report to
you, not an official NTSB report.

Preliminary Results are as follows:

The builders did not fabricate nor install the upper attachment fitting for
the V Fin aft spar. This is a length of 1x1x.125 6061T6 angle that is
designed to absorb the Fin torque loads resulting from rudder deflections.
Four AN3 fasteners attach this fitting to the aft section of the fuselage,
and to the V Fin aft spar.

Lack of this fitting caused the HS-015 to absorb most of the Fin torque
loads, in addition to flexing the HS-015 past its fatigue life. It appears
that the HS-015 failed at one of the V Fin spar attach bolts, and separated
from the H Stab spar.

In addition, the V Fin fwd spar/HS-015 attach holes were not drilled per the
assy manual, with one hole appearing to have about 3/16" ED on the HS-015
(3/8" would be a standard distance). The separation at the HS-015 appears to
have started at this hole.

I will wait for the NTSB to publish their findings, and I'll add this to a
dedicated web page detailing what happened.

Regards,
Mark

Fellas: I can tell form recent email traffic that there is substantial confusion regarding the EM situation...
so I'll go ahead and post all the Factory Service Bulletins here:

FSB 01 (MK.1 EM mod) Mk.1 EM mod:
The Mk.1 EM, shipped up throught SN 080, requires the addition of gussetts in certain areas of the EM. After
welding these gussetts in place, teh MLG socket must ber reamed. Max thread protrusion at the top of the
socket is 11/16". If the MLG protrude more than this max amount, the radiused shoulder at the top of the
MLG must be machined to allow clearance at the upper end of the EM socket. Pictures of a properly done mod
are in the Manual Update section of the TR LP website, noted as Tom Martins' EM mods. Make sure your finished
product conforms to those pictures. The finished part is re-named: Mk.1 Mod.1 EM.

FSB 02 (MK.2 EM mod)
Mk.2 EM mod: The Mk.2 was shipped with kit SN 081 thru 116. The Czech investigation of the Mk.1 EM system
led to additional gusseting of the Mk.2 EM, but the socket was not sufficiently strengthened along with the
frame. Accordinigly, we have developed a kit to strengthen the socket and lower attach fastener fitting area.
After welding the sleeves around the socket, adding additional tubular gussets, and a small triangular gussett
at the lower attach fittings, the MLG sockets must be lightly reamed, with the same 11/16" thread allowed at
the socket. As with the Mk.1 mod, the MLG must be machined if this max protrusion is exceeded. Pictures of
this mod are also on the Manual update page. The finished product is called a Mk.2 Mod.1 EM. Indy EM: This
mount will be provided with new kits starting with SN 117. This mount was engineered after the shortcomings
of the MK.1 and Mk.2 were noted. The MLG sockets on this mount are milled from 1 piece of stock, and the
additional gussetting is applied to this part. The Indy mounts are available as replacement parts to any builder.
We have not processed one thru the shop here, but Vince Frazier has photos of his installation on his website.
NOTE: Due to production tolerances, I cannot call this item a true 'bolt-on replacement part'. You may be
required to re-machine the attach holes in your firewall to fit this piece to your kit, if you have already drilled it
for either the Mk.1 or Mk.2 EMs as originally supplied. If you have not yet drilled your firewall to fit an EM,
fitting the Indy Mount will be no problem, and should be done as outlined in the manual. In addition, the MLG
axle alignment may be affected. Axle shims are available from various suppliers to remedy this situation.

FSB 03 (addition of MLG dampers) Gear leg dampers:
We have found that the installation of wood dampers on the MLG greatly reduce the 1-rev 'walking'
characteristic of the F1 EM/MLG system. Accordingly, we recommend all existing ships be modified to this level.
Instructions and photos are in V2.25 of the assy manual, also available on the Manual Update page.

FSB 04 (use of checklist): Empennage attach Brackets: I think all of us have heard of Tom Creekmores' accident.
To prevent future similiar occurances, I have added an example fastener checklist to the manual (V2.26, to be
published July 03), and attached to this note. Please use a similiar type checklist when inspecting the final
assembly of your kit. This fastener checklist was graciously provided by Jack Gray, and somewhat revamped by
me. Any user additions/corrections are welcome! I hope this answers some questions, and reduces the general
confusion factor regarding these suggested kit modifications. If I have missed anything that should be noted,
please tell me so I can add those items to this list. If you know of someone who is NOT monitoring this F1
E-list, please fwd this note to that person, or tell me and I will put one in the mail. Regards Mark

Hi Fellas: Please have a look at your ships to make sure the bellcrank is installed per the plans. Thanks! Mark the following from Jeff Deuchar: When I took the elevator bell crank apart to install the auto pilot servo, I discovered that there was only a 970 washer on each side of the bearing instead of a 960 then a 970. When I put it back together with the 960 and 970 sandwich it operated much more smoothly. My aileron bellcranks look good. Thought you might want to pass this on to others to check (easy to do, and easy to fix)?

Jeff 119