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The positive results posted by Dan and Ken around their own designs and tests and the testing Allan has done looks promising. I have no idea if this actuator will live in the environment for a 1000+ hrs or not but I will let you know how it goes. :p In the event of poor service life, Allan's setup could easily be converted to some other home brew actuator that could be designed from the start for high temps. |
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So how much does this actuator cost? It does not appear to me that this is a "critical to safety" item. If the actuator does give up the ghost at some time in the future and it fails open, or closed, what consequences are there? If the flight can continue with the door open, or closed, at the expense of a few lost knots of speed, or higher temps, is that a critical problem? If not, then if the actuator does fail why could one not just purchase a new actuator and be on his way again?
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I am thinking along the same lines as you! |
Aircraft use?
I think Allen is on the right track. One concern is for "aircraft use". I use a commercial spring in my dimpling tool. Originally the manufacture not sell it to me because they thought it was going to be used in an airplane. After I explained it was for use in a tool they sold it to me.
If Allen's design takes off, purchasing thousands of actuators might raise a red flag. Hope it doesn't. |
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I am thinking of this mod for the 9A. Actuator cost seems very reasonable. Heck, oil filters are not cheap and we throw them out.
Climbing steep is good for a variety of reasons. Letting the heat out a big hole... sounds like a new idea.... no wait, my old Cessna 180 had a big hole that I could adjust. Wasn't that in the days of Bonanza and the Ponderosa ranch. Good job Alan... |
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My C-180, with manual cowl flaps, uses an AN392 or 393 clevis pin and an AN416 safety pin. There's enough room with the cowl flap open to reach in with one hand and remove or reinstall the hardware.
Works great. Dave |
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