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Thanks much for the heads up Craig!
Yes , the 62304 crosses over to REP3M6A bearing.
A/C Spruce has both listed ( REP3H5 and REP3M6A). FBO cost was $63 & $77 But I have not checked to see if they were in stock.
Bob, this may be the quickest option for acquiring them.
Sam T.
Hi Guys,
The short rod has an unthreaded rod end which is riveted into one end. I am exactly in the same spot with mine and I am working a solution ( awaiting parts for comparison). I will need a few days to get solid answers worked out. Bob , If this works like I think it will, I will get set in process for you.
Sam T.
Hi Craig ,
The reason a metal head works is because the tube which it sits upon is made from phenolic and it is non conductive, (this is referring to the mast and head which protrudes through the top of the cabin).
If you are referring to the insulator on the rudder , it is indeed ceramic. I spoke with a local ceramics expert about making one 22 years ago. This was back when people could take a “ceramics class” through the YMCA or community colleges . Apparently , making garden gnomes and flower pots is a different classification of “ceramic”. Different clay, and firing process is used. So at the time, I was unable to get any produced. I made mine from Bass wood tuned on a small wood lathe. I painted white and coated with epoxy resin. It was not intended to be a long term solution, but it has been going 21 years:). I will help pitch in for set up costs if you are making rudder mounted units. Sam Taber
Hi Bill,
Short answer- L-5 is now certified under US FAA ( former CAA) Type Certificate Data Sheet ( TCDS) 741. (I am going by memory here so I may be off on the number). We are flying our L-5s under FAA rules / guidelines / certification now and no longer military data.
The TCDS also gives the “arm” length values using the wing leading edge datum point. It also gives the CG limits which we are approved to comply with today. That is the legal set of values which are recognized by the US Feds. Period.
Now, the military had values which were different when they ran the L-5 series. Gross weight, maximum airspeed, Flap speed, CG limits were all different in the military ops.
Why did the FAA change them? Different reasons have been put forward, but I have yet to see a published document stating the actual criteria. In looking at other ex WWII planes , it appears that the feds may have lowered speeds and gross weights on some to increase a safety margin. Some they prohibited maneuvers ( like intentional spinning) on aircraft because they exhibit “ unusual spin recovery inputs” or “do not recover quick enough” to control inputs.
So why the datum point change? Hell if I know 🙂 But I made my W&B report out in two versions. One FAA which I use in my logs and carry on the plane and the other is done to Military datum calculations so I can use the cool loading charts in the Tech Order.
Do not mix the arms or datums or gross weight load values between FAA and military. Only the FAA info ( on TCDS) is valid.
Hope this helps a little,
Sam Taber
The photo I sent was the oil cooler cross passage “handle”. The valve screws into th send of this passage just to the left of my finger. ( you may be able to see the safety wire securing it)
Sam
Hi Guys , Sorry I took time away from desk and just found this. Two things come to mind. Oil flow through cooler and oil to the cooler. (1) Our coolers do have a valve in the cooler which I think is a vernatherm ( temp controlled valve which port oil around the core). It may possibly be just a pressure or surge valve which ports cold oil (moving at higher pressure than warm oil) around the cooler core . Either one of these valve types can stick and create a cooler bypass ( or partial bypass). The fix is send cooler out for inspection ( you may be able to send just the vernatherm valve for inspection. Call the cooler shop and ask first). The valve is located in the end of the cross passage tube above the square oil cooler . The shops often nickname these types of coolers ” suitcase coolers” because the have the “handle” on top. The “Handle” being the horizontal cross tube. I think this is the likely problem.
(2) The low oil pressure relief valve is the one John saw in the oil sump near the oil cooler outlet fitting. It will take any oil removed from the oil pressure passage (in order to maintain a minimum low oil pressure ) and run it to the oil sump by way of the oil cooler. If that valve spring pressure is too high it will bypass less oil off for cooling . I would make sure that there are no washers under the spring inside that spring cap.
Note : I installed a remote oil filter in the oil cooler line on my L-5. I mounted it on the firewall . My oil temp is so cool here in the midwest even in summer that I removed my oil cooler from the system (I am lucky to see 82C oil temp).
Let us know …
Sam
Hi Bill ,
If you have a stock primer it would be a small barrel Parker primer ( I think it is a 401). The shaft seal is not an o ring but rather a band or ring type seal. They used to be leather, then updated to rubber and the latest and best is a combo of rubber and teflon.
You can get them ( small barrel Parker primer shaft seals) through Lance Aircraft in Dallas. 800-752-4005.
Take careful note of the shaft (pump) position when you remove it to change the seal. Make sure it goes back in the same position and DO NOT move the brass valve located deep in the primer body.
Sam Taber
Hi John,
My opinion…. I have seen tanks advertised for +$1000 asking price . But realistic terms depending on condition, 200-350 ea. is a fair price. Shipping alone will almost match that price too.
Sam Taber
The O rings are MS 28775-014. It takes 2 ( possibly 3) . The ring measures .489″ ID,
.625″ OD and .070″ cross section. This works well in stopping oil from passing. These rings go in place of the ring seal, but you still need to reuse the steel packing collar.
Hi John,
What rings do you need? Steel bore or Chrome (or some plating)? Are they oversized or Std bore size?
The exhaust valves # is Lycoming LW-19034 or Superior SL -17235 or SL -19034 I recommend not using the original EXh valve # 66081 or 66531 as I understand that these are 1200 hr limit valves.
Cylinder gasket set is Superior # SL12032-SC ( S C is) single cylinder.
Give me a call on Wed or Email me directly ( I tried the email I had for you on file and it kicked back to me)
Sam Taber
tabair@centurytel.netHi Wes,
I sent this On 6/15 but it did not go through to the forum. Just saw it was not posted.
ST
Typical 24VT systems ( on older planes) has a current draw of about 2-3 amps for just the master(battery) relay. Once the battery is recharged — Master relay -2-3 Amps, Radios 1-3 Amps depending on what type and how much you transmit. Nav lights will draw 2-4 Amps. Strobes 1-3 Amps in pulse load. Interior lighting 1-2 amps. So 7- 15 Amps night load without landing light on. That would be a normal load range with battery fully recharged after start up.(20 – 30 min after Takeoff).
Sam Taber
