Thorp Air Command - T18.net

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Sun & Fun 2011, the reason for the restoration of N718DR. There are always a few things you would do different, this is my chance.


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The final bend on the aileron skins. Yes it makes me nervous too but they flex back just fine


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Bottom side of left aileron with trim tab installation.


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Outer wing panels, ailerons, antiservo tabs primed and ready to rivet


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Riveting ailerons. The blue pipe has a square end to buck with, but obviously requires a doctor

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David Read
Olney, Illinois
N718DR

Great rundown! Looks fantastic! We'll have to try another "Westward Ho!" trip with a properly breathing engine.

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Bob Highley
N711SH
SN 835
KLAL

Nice. You make it look easy.

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In theory, theory and practice are the same. In practice, they are not.

Wow, that sure looks good David! I admire your attitude, fast work & "stick-to-itness"!
Are you related to Lee? [;)]

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John Evens
Arvada, Colorado
T-18 N71JE (sold)
Kitfox 7 SS N27JE

David,
Did you have any indication that the cam and lifters were wearing? Do you do an oil analysis when you change your oil?
Inquiring minds want to know.

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Bruce Finney
N18JF T-18C #262
Yelm, WA USA

I did not have a clue about the cam till I split the case. I did not do oil analysis but did cut my filters open. A little metal showed in the media but not much. I did some reading on sacskyranch and apparently people typically cannot tell the cam is wearing by performance I assume because it changes so slowly. On our last flight down to Florida I would have told you the engine was running perfectly.

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David Read
Olney, Illinois
N718DR

Looking good Dave! Getting ready to tackle the rolled edge rudder ... you saved me an hour or two of head scratching!

Good question John Evens ... we may have a common ancestor somewhere we sure have the same taste in airplanes.

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Lee Walton
Houston, TX
N51863,N118LW
KEFD

Hi David, That beautiful Thorp on its back makes skin crawl. The beautiful sheet metal work you do is Fantastic, no doubt, it will look as good and probably better than before. I too run the 320-E2D, good powerplant, I have a question when you get the time. My engine has 2300 hrs on it, it burns a quart or almost a quart in 25 hrs and runs very well. Here is the kicker, it does not like to be leaned at all,I can run full rich at 5500ft with no troubles. At 10,000ft the mixture knob is out maybe 1/2". I do believe it runs too lean but I dont know which nozzle it calls for in the carb. The intake air is rammed. Inspection is due in Dec, would like to get it right. When you get the time.......Dan

Now figure out how to rivet it together with no pull rivets.

I personally gave up on that a while back ... I'm not a fan of blind rivets but a wise man once said "better to use a pop rivet then mangled up AD rivet."

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Lee Walton
Houston, TX
N51863,N118LW
KEFD

I am running the marvel Schleber MA-4 SPA carb that came with the 30 yr old engine. As far as I know it is set up to original jetting, ran mostly rich at sea level, I learned that I had to lean a lot at altitude, especially during our trip out to Salt Lake. There is much about carbs that I do not know, there are others on this forum that can be more helpful than me, but it sounds like a richer setup would be better. Good luck!

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David Read
Olney, Illinois
N718DR

thanks Dave

Dan: MY MA4-5 carb seems to runs rich on the ground and
I too have to lean a considerable amount at altitude, but then again you're talking to a guy that is use to throwing a fuel control lever on at 20% and watching for Max EGT on start and never having to worry about a mixture control !

I did have to lean out my mixture for ground idle to get the 25-50 rpm rise during shut down.

RB

Guys Lycoming news letters have the modifyed
jet sizes for rough running engines..
Used to use 36 liters per hour. With the new
jetting dropped to 28 liters. J.P.

Thanks JP...did not know that. Will check it out.

RB