Hi - is it Don? Dont know how I got here then I saw your SIU shirt so I watched. Anyway - I graduated from SIU aviation in the ‘70’s when Mr DeRosa was there. WONDERFUL man and molded many many young kids lives, not just in aviation but in life. One of my instructors was Dave Rich. Boy you had to earn his respect - tough, but great guy. I earned my A&P and private there then a BS on campus. I worked at Eastern Air Lines for 10 years as an A&P in Miami and moonlighted in general aviation at Opa Locka airport. Then moved on to a different career for 33 yrs and retired. Fond memories of SIU aviation. From what I’ve seen you look like a great instructor and I’m sure your students are fortunate to have you, although they might not know it right now :) I wish you good fortune.
Hello, A&P here. Since you installed the wings, first I would set both cams neutral. Second, I would check that the flaps are all the way up to thier stops and both sides match. Third, I would check that the ailerons are neutral with the flaps and cables rigged properly and yokes are leveled, etc.. Many times the ailerons are not neutral with the flaps and causes the slight turn. Also, adjusting the cams at the end may affect the cable tension.
Yes - and after properly installing the wings and setting travels and tensions it will often still fly wing heavy. This is because not every wing is exactly identical. That's why Cessna provided the cams - to correct for such errors. This video is demonstrates what they are there for. Setting the cams does not affect cable tension.
@@1donagin Wide-face of Cam needs to always point towards cabin. if backwards this will "sweep" the wings and you often end up with Flap to Fuselage contact. Agree with Frank statement above in that cable tensions are altered with every eccentric adjustment. You can adjust in opposites L to R and try to balance (as you should), but still effect tension.
@@1donagin, this video and thread is quite informative. I do have a question regarding the centric adjustments. If there is play in rear spar, when pushing up with your and against the bottom of the reward spar, accompanied by a thud noise and noticeable movement of nearly 1mm, would this excessive wear likely be in the spar itself or the centric bushing? Best guesses?
Thanks so much for doing this. It's very helpful in understanding how this works. I noticed in my (1976 C150M) Service Manual that Cessna cautions to rotate the eccentric bushings simultaneously to maintain proper bolt alignment.
Thanks for the video! Would like to ask a question: Is there any way which we can verify the correct settlement of the wing during a pre-flight inspection? I mean, how can I assume that the wing will not fall off during an eventual couple of postive G's situation? I assume that it will be only possible during an maintenance inspection, right? Again, would like to thanks this great video. Greetings from Brazil!
Hi - is it Don? Dont know how I got here then I saw your SIU shirt so I watched. Anyway - I graduated from SIU aviation in the ‘70’s when Mr DeRosa was there. WONDERFUL man and molded many many young kids lives, not just in aviation but in life. One of my instructors was Dave Rich. Boy you had to earn his respect - tough, but great guy. I earned my A&P and private there then a BS on campus. I worked at Eastern Air Lines for 10 years as an A&P in Miami and moonlighted in general aviation at Opa Locka airport. Then moved on to a different career for 33 yrs and retired. Fond memories of SIU aviation. From what I’ve seen you look like a great instructor and I’m sure your students are fortunate to have you, although they might not know it right now :) I wish you good fortune.
Hello, A&P here. Since you installed the wings, first I would set both cams neutral. Second, I would check that the flaps are all the way up to thier stops and both sides match. Third, I would check that the ailerons are neutral with the flaps and cables rigged properly and yokes are leveled, etc.. Many times the ailerons are not neutral with the flaps and causes the slight turn. Also, adjusting the cams at the end may affect the cable tension.
Yes - and after properly installing the wings and setting travels and tensions it will often still fly wing heavy. This is because not every wing is exactly identical. That's why Cessna provided the cams - to correct for such errors. This video is demonstrates what they are there for. Setting the cams does not affect cable tension.
@@1donagin Wide-face of Cam needs to always point towards cabin. if backwards this will "sweep" the wings and you often end up with Flap to Fuselage contact. Agree with Frank statement above in that cable tensions are altered with every eccentric adjustment. You can adjust in opposites L to R and try to balance (as you should), but still effect tension.
@@1donagin, this video and thread is quite informative. I do have a question regarding the centric adjustments. If there is play in rear spar, when pushing up with your and against the bottom of the reward spar, accompanied by a thud noise and noticeable movement of nearly 1mm, would this excessive wear likely be in the spar itself or the centric bushing? Best guesses?
I like that you took us out of the classroom and used an actual plane!
You are a great instructor.
Thanks so much for doing this. It's very helpful in understanding how this works. I noticed in my (1976 C150M) Service Manual that Cessna cautions to rotate the eccentric bushings simultaneously to maintain proper bolt alignment.
You’re an absolute beast. Clearly you know what you’re doing.
I've often wondered how to do this. Thank you.
Hi, wich is the proper angle for the Cessna 185 wings?
thanks
Thank you, looking forward with new videos. This video is great!
Great video.. keep making some details nobody has in the net.. thanks
Is posible to change the wings for a longer ones so it can glide better?
That cam or part is called the eccentric bushing
Great video!
Great video!! Subscribed!
Wow I had no idea thank you!
Thanks for the video! Would like to ask a question: Is there any way which we can verify the correct settlement of the wing during a pre-flight inspection? I mean, how can I assume that the wing will not fall off during an eventual couple of postive G's situation? I assume that it will be only possible during an maintenance inspection, right?
Again, would like to thanks this great video. Greetings from Brazil!
Thanks for making vid I also have 66 150 that will need rigged.
It’s like an alignment for airplanes.
Nice.
I am preparing A&P mechanic License
The First visiter😀😀