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09-27-2014, 10:05 PM
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Join Date: Mar 2008
Location: Seattle
Posts: 1,412
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When full power testing my RV-8 I tied the tail wheel to my pickup truck, with the aircraft aimed in a safe direction. I DID NOT chock the wheels. If the tail tie got loose, I didn't want the plane to nose over and prop strike. I preferred the idea of rolling forward a bit while I pull off the throttle and apply the brakes.
Still, I don't recall the tail lifting, the tie never broke, and the whole thing was a piece of cake.
Just think it thru, be careful, and be safe.
__________________
Scott Emery
http://gallery.eaa326.org/v/members/semery/
EAA 668340, chapter 326 & IAC chapter 67
RV-8 N89SE first flight 12/26/2013
Yak55M, and the wife has an RV-4
There is nothing-absolute nothing-half so much worth doing as simply messing around with Aeroplanes
(with apologies to Ratty)
2019
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09-27-2014, 10:15 PM
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Join Date: Jun 2006
Location: San Jose, CA
Posts: 1,125
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Clearing fouled plugs?
Just curious. How do you tail wheel guys clear fouled plugs without doing a full power run up? 
__________________
Kelly Johnson
San Jose, CA
RV-9A
Pink slip issued: 5/7/12
First flight: 5/28/12, Memorial Day.
Phase I Complete: 8/18/12!
2020 donation: complete
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09-28-2014, 04:07 AM
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Join Date: Dec 2008
Location: Ontario, Canada
Posts: 464
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Quote:
Originally Posted by ArVeeNiner
Just curious. How do you tail wheel guys clear fouled plugs without doing a full power run up? 
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Never had a fouled plug, that's what the red knob is for.  If you can't clear a plug at 2000rpm, it should come out to be cleaned properly anyway.
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09-28-2014, 07:28 AM
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Join Date: Oct 2005
Location: 08A
Posts: 9,500
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Don't use chocks, nor depend on brakes. Both are pro-noseover.
Tie the tailwheel to a good ring in the ground if you have one available.
No ring? Yoke (two ropes, or a very long cargo strap) the top of the gear legs to the tow hitch of a full-size pickup truck. Do not run a rope from the tailwheel to the hitch. The hitch is above the tailwheel, again pro-noseover.
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Dan Horton
RV-8 SS
Barrett IO-390
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09-28-2014, 08:46 AM
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Join Date: Aug 2007
Location: Wichita Falls, TX
Posts: 2,182
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When we did the first runups on my friend's newly built RV-8 with high compression ECI Titan IO-360 and Hartzell BA CS prop it would easily lift the tail with full aft stick plus the new brake pads would not hold at all. We tied the tail down plus two of us, one on each side of the aft fuselage in front of the tail, helped hold it down for extra measure. My RV-6 with 160hp and fixed pitch prop will keep the tail down at full throttle runups but the brakes don't hold it very well unless it's a hot high density altitude day that reduces the power output.
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Neal Howard
Airplaneless once again...
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09-28-2014, 09:12 AM
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Join Date: Dec 2005
Posts: 976
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I would concur with the conservative posts above - namely I do not see a good "reason" for a full power test tied down for an RV with a C/S prop?
FP prop maybe, to check static RPM. But at way below 2700RPM, and prop efficiency low, "thrust" is very much below the C/S equivalent.
If you do need to do it, then so be it, but I would have a good think through the "risks v benefits".
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09-28-2014, 12:03 PM
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Super Moderator
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Join Date: May 2005
Location: Locust Grove, GA
Posts: 2,626
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Be careful.
Sure, it CAN be done, and you might get away with it. But just let one little distraction enter the picture, and WHAM. I know.
It happened to me many years ago when I built my first RV-4. I had a bad Oil pressure sender and wired up a couple of new ones in the cockpit so I could change connections to find out which one was bad. I had my head down in the cockpit and the next thing I know the prop is chewing up the pavement. I had let the stick move forward a little and the tail came up before I caught it. Of course, my reaction was to pull the stick back, as well as the power. Too quickly, unfortunately, and the tail hit the ground so hard that the tail wheel smashed the rudder. I had to rebuild the rudder and replace the prop (wooden).
BTW, I wasn't at full power. The RV-8 I just finished was able to run up at full power AFTER I conditioned the brakes, but I had the tail tied down to be sure. The episode in the 4 still nags at me.
Vic
__________________
 Vic Syracuse
Built RV-4, RV-6, 2-RV-10's, RV-7A, RV-8, Prescott Pusher, Kitfox Model II, Kitfox Speedster, Kitfox 7 Super Sport, Just Superstol, DAR, A&P/IA, EAA Tech Counselor/Flight Advisor, CFII-ASMEL/ASES
Kitplanes "Unairworthy" monthly feature
EAA Sport Aviation "Checkpoints" column
EAA Homebuilt Council Chair/member EAA BOD
Author "Pre-Buy Guide for Amateur-Built Aircraft"
www.Baselegaviation.com
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09-28-2014, 12:35 PM
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Join Date: Nov 2007
Location: Reno, NV
Posts: 2,125
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Bob,
What Kahuna, Dan, Vic and others have said. Find a pad-eye at BJC, tie the tail down (not back), and have Gringo hold the H-stab down for ya (he needs to mess his hair up once in a while  ). My tail comes up at less than full power, just another data point.
As for clearing slightly fouled plugs (as noted by a slight increase in mag/EI drop), leaning during normal run-up (or slightly higher) usually does the trick.
Pretty cool that you are this point Bob?pictures?
Cheers,
Bob
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09-28-2014, 02:23 PM
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Join Date: Apr 2007
Location: Cedar Hill, Tx.
Posts: 159
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I know what you are talking about on that vibration set up. I did it on the RV 7. You need to either tie it down so the rope/chain is straight up and down and tight or have someone with you. Someone needs to do the set up while the other operates the aircraft. Tied down or not. When the tail comes up either accidentally or on purpose some one needs to be able to control it.
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member 1 of 6
Metal Feathers Club
RV 7 N706CB
1st flight Oct 18, 08
S/N 72847 tip 200HP CS glass IFR
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09-29-2014, 06:09 AM
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Join Date: Jul 2007
Location: Madison, Wisconsin
Posts: 778
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My CG is near the forward limit when solo, and the tail will definitely come up. Even if yours doesn't I can't see any reason not to tie it down for this test.
__________________
Alan Carroll
RV-8 N12AC
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