Fellow RV-6A owners/builders,
Hopefully, I can claim to be the first RV6A builder/customer flying a RV6A with the new elastomer mount system. Installation required a shortened version of the elastomer link which I assisted the Van’s team in developing (sent to me as part number U00020A-250).
First flight with the new configuration was uneventful related to the NoseGear/Engine Mount change. No issues with Taxi, Take-off, or Landing. The new elastomer system provides a smoother ride in my opinion from the original stiff leg.
The shortened elastomer link still provided sufficient clearance for the prop when the nose came down during the landing rollout.
The blockoff plates for the cowl slot to accommodate the NoseGearLeg travel were placed according to plans and did not exhibit evidence of contact upon inspection after the first landing.
The suggested cowl louvers were not installed for the first flight and were not shown to be necessary at this time based on a 90KIAS full-power climbout to 3500’ MSL and another climbout to 4500’ MSL
FYI, my configuration is IO360B1F6, MTV12 three blade CS prop, LASAR ignition, and AFP injection all under a SamJames cowl/plenum. The Throttle and Mixture cabling required customized mounting brackets to accommodate the engine mount / nosegearleg attachment structure.
There are a few points that need to be emphasized for other builders making this change:
1. The shortened U00020A-250 link is required to allow for a safe deck angle for take-off and landing since the 6A has shorter mainger legs than the 7A/9A
2. The new engine mount moves the engine forward approximately ¾” depending on the manufacture date of the original mount being removed. In my case, this necessitated the installation of a new cowl to accommodate the shift.
3. The installation of the new mount requires emphasis and concentration on the drilling of the lower center two mounting holes in the new mount. Centering of these two holes is required to be accurate as tightening of the associated bolts requires the insertion of a ½” socket into the base of the mount.
I have provided some questions to the Van’s team based on my experience:
1. Will the U00020A-250 link become a standard option for 6A builders / updaters?
2. Will the drilling of Engine-mount holes on the firewall be standardized so that the engine-mounts can be pre-drilled?
Thanks to all assisting in making this configuration work for the 6A – hopefully now, all 6A builders/owners have the option to convert to the new design.
Hopefully, I can claim to be the first RV6A builder/customer flying a RV6A with the new elastomer mount system. Installation required a shortened version of the elastomer link which I assisted the Van’s team in developing (sent to me as part number U00020A-250).
First flight with the new configuration was uneventful related to the NoseGear/Engine Mount change. No issues with Taxi, Take-off, or Landing. The new elastomer system provides a smoother ride in my opinion from the original stiff leg.
The shortened elastomer link still provided sufficient clearance for the prop when the nose came down during the landing rollout.
The blockoff plates for the cowl slot to accommodate the NoseGearLeg travel were placed according to plans and did not exhibit evidence of contact upon inspection after the first landing.
The suggested cowl louvers were not installed for the first flight and were not shown to be necessary at this time based on a 90KIAS full-power climbout to 3500’ MSL and another climbout to 4500’ MSL
FYI, my configuration is IO360B1F6, MTV12 three blade CS prop, LASAR ignition, and AFP injection all under a SamJames cowl/plenum. The Throttle and Mixture cabling required customized mounting brackets to accommodate the engine mount / nosegearleg attachment structure.
There are a few points that need to be emphasized for other builders making this change:
1. The shortened U00020A-250 link is required to allow for a safe deck angle for take-off and landing since the 6A has shorter mainger legs than the 7A/9A
2. The new engine mount moves the engine forward approximately ¾” depending on the manufacture date of the original mount being removed. In my case, this necessitated the installation of a new cowl to accommodate the shift.
3. The installation of the new mount requires emphasis and concentration on the drilling of the lower center two mounting holes in the new mount. Centering of these two holes is required to be accurate as tightening of the associated bolts requires the insertion of a ½” socket into the base of the mount.
I have provided some questions to the Van’s team based on my experience:
1. Will the U00020A-250 link become a standard option for 6A builders / updaters?
2. Will the drilling of Engine-mount holes on the firewall be standardized so that the engine-mounts can be pre-drilled?
Thanks to all assisting in making this configuration work for the 6A – hopefully now, all 6A builders/owners have the option to convert to the new design.
