Precision Airmotive LLC

Oh, come on. If the manufacturer did really "tighten" the bolts, then they
would have had to "slip" an entire thread on every pitch. Fixed threads
don't "slip" if they are worn, they jump threads. If the carb body was this
worn, the "tightening" would have completely stripped every pitch and they
wouldn't have been able to torque the bolts down.

BTW, a screw has a slot, a cross, or a keyway. A bolt has a hex head.

Me? I use the hex bolts but I replace them with drilled head bolts and use
both the bendmeup tabs and safety wire as well. There is nothing in the
manual that says you can't ADD safety, you just can't do less.

Jim

--
"If you think you can, or think you can't, you're right."
--Henry Ford




"four-oh-four" wrote in message
...
On Tue, 06 Nov 2007 03:43:50 GMT, "Cy Galley"
wrote:

My question is Why oh Why didn't you check the carb screws before to put
in
on your plane?


You can't. The screws have bend up tabs that are bent up to keep the
hex head screws from backing out. The only way you would know the case
was loose would be if it were so loose you could see the gap in the
seam, or bend the tabs down and then tighten the screws, and then bend
the tabs back up. But who would think that would be necessary with a
newly rebuilt carb shipped from the manufacturer? I think they did
tighten the screws, but the threads were worn out inside the carb
body, the screw threads slipped. Wasn't my fault! It was carb
manufacturers for shipping such a sloppy piece of crap.

On Tue, 6 Nov 2007 08:01:07 -0800, "RST Engineering"
wrote:

Oh, come on. If the manufacturer did really "tighten" the bolts, then they
would have had to "slip" an entire thread on every pitch. Fixed threads
don't "slip" if they are worn, they jump threads. If the carb body was this
worn, the "tightening" would have completely stripped every pitch and they
wouldn't have been able to torque the bolts down.

BTW, a screw has a slot, a cross, or a keyway. A bolt has a hex head.

Me? I use the hex bolts but I replace them with drilled head bolts and use
both the bendmeup tabs and safety wire as well. There is nothing in the
manual that says you can't ADD safety, you just can't do less.

Jim

If the threads didn't slip, then they were never torqued correctly.
And the bolts were the type that had hex heads, and also a phillips
slot for a screw driver. Not sure how to label those. And who receives
a new carb from the manufacturer and disconnects all saftey wire/tabs
to check for tightness of all screws/bolts? virtually no one you
idiot! To suggest such a procedure is ridiculous. But there are always
those who will defend the manufacturer and blame the pilot/mechanic
regardless. You seem to fit nicely into that catagory. I'm the one who
flew the plane home with a leaking, brand new carb, not you mister
know-it-all.

I wrote Precision the following letter, and got back a reply.

I would like to know if your company will still manufacture the
SilverHawk
fuel injection systems? And what about carburetors for experimental
aircraft, are they to be discontinued also? And companies like Kelly,
that
rebuild your carbs, will they be able to do so, or was Precision the
only
source of approved parts for the float carburetors? Are there other
companies that manufacture STC'd parts for your carbs?


Their reply,
We are continuing to sell all of our fuel injection products. We are
not
able to supply any carburetors or components for any purpose.
Precision has
no affiliation with Kelly or any other aftermarket PMA carburetor
parts
manufacturers.


From what they said, it seems manufacturers like Kelly Aerospace do
indeed manufacture parts for the carbs, so about the only thing that
won't be available are the actual carb bodies. And there should be
enough of those around to last the G/A fleet for a long time. I
suspect parts prices will go up though. The key words in their reply
was "other aftermarket PMA" which means other companies can
manufactures replacement parts. That fact should keep us flying.

four-oh-four wrote:
On Tue, 6 Nov 2007 08:01:07 -0800, "RST Engineering"
wrote:


Oh, come on. If the manufacturer did really "tighten" the bolts, then they
would have had to "slip" an entire thread on every pitch. Fixed threads
don't "slip" if they are worn, they jump threads. If the carb body was this
worn, the "tightening" would have completely stripped every pitch and they
wouldn't have been able to torque the bolts down.

BTW, a screw has a slot, a cross, or a keyway. A bolt has a hex head.

Me? I use the hex bolts but I replace them with drilled head bolts and use
both the bendmeup tabs and safety wire as well. There is nothing in the
manual that says you can't ADD safety, you just can't do less.

Jim


If the threads didn't slip, then they were never torqued correctly.
And the bolts were the type that had hex heads, and also a phillips
slot for a screw driver. Not sure how to label those. And who receives
a new carb from the manufacturer and disconnects all saftey wire/tabs
to check for tightness of all screws/bolts? virtually no one you
idiot! To suggest such a procedure is ridiculous. But there are always
those who will defend the manufacturer and blame the pilot/mechanic
regardless. You seem to fit nicely into that catagory. I'm the one who
flew the plane home with a leaking, brand new carb, not you mister
know-it-all.


Oh my golly...

Jim tried to give you some good advice.

I guess I must be an idiot too, because I have no problem opening up a
new carb for inspection.

Mister Know-It-All, huh?
I guess that could fit a whole bunch of us who know how to care for a
flying machine.

But, oh no, not you.
You don't know squat.
And to suggest otherwise is ridiculous.

Here he is, gents.
This is the guy that makes everybody look bad.

Sloppy workmanship.
Dangerous pilot.
Arrogant mouth.
Won't take instruction and can't take criticism.

404 - Document not found...
Seems appropriate to me.


Very Sincerely,

Richard Lamb

RST Engineering wrote:
Oh, come on. If the manufacturer did really "tighten" the bolts, then they
would have had to "slip" an entire thread on every pitch. Fixed threads
don't "slip" if they are worn, they jump threads. If the carb body was this
worn, the "tightening" would have completely stripped every pitch and they
wouldn't have been able to torque the bolts down.

BTW, a screw has a slot, a cross, or a keyway. A bolt has a hex head.

Me? I use the hex bolts but I replace them with drilled head bolts and use
both the bendmeup tabs and safety wire as well. There is nothing in the
manual that says you can't ADD safety, you just can't do less.

Jim


Damn, I got ripped off, my machine supply house just sold me a couple
pounds of 1/2" SAE hex head cap screws. Must be some kind of government
conspiracy though, as I also have a bucket of AN21 "Bolts" out here in
the shop that obviously aren't bolts no matter what the AN spec calls
them. What else have I been lied to about? Looking in the bin under my
bench now...Oh my god, I really am screwed now -- I have bins full of
NAS stuff, all labeled "bolts" that can't possibly be bolts. At least
my Torx screws are authentic.

Charles

F.U. bud, what good advise? None I saw.

Oh my golly...

Jim tried to give you some good advice.

I guess I must be an idiot too, because I have no problem opening up a
new carb for inspection.

Mister Know-It-All, huh?
I guess that could fit a whole bunch of us who know how to care for a
flying machine.

But, oh no, not you.
You don't know squat.
And to suggest otherwise is ridiculous.

Here he is, gents.
This is the guy that makes everybody look bad.

Sloppy workmanship.
Dangerous pilot.
Arrogant mouth.
Won't take instruction and can't take criticism.

404 - Document not found...
Seems appropriate to me.


Very Sincerely,

Richard Lamb

"four-oh-four" wrote in message
...
On Tue, 6 Nov 2007 08:01:07 -0800, "RST Engineering"
wrote:

Oh, come on. If the manufacturer did really "tighten" the bolts, then
they
would have had to "slip" an entire thread on every pitch. Fixed threads
don't "slip" if they are worn, they jump threads. If the carb body was
this
worn, the "tightening" would have completely stripped every pitch and they
wouldn't have been able to torque the bolts down.

BTW, a screw has a slot, a cross, or a keyway. A bolt has a hex head.

Me? I use the hex bolts but I replace them with drilled head bolts and
use
both the bendmeup tabs and safety wire as well. There is nothing in the
manual that says you can't ADD safety, you just can't do less.

Jim

If the threads didn't slip, then they were never torqued correctly.
And the bolts were the type that had hex heads, and also a phillips
slot for a screw driver. Not sure how to label those. And who receives
a new carb from the manufacturer and disconnects all saftey wire/tabs
to check for tightness of all screws/bolts? virtually no one you
idiot! To suggest such a procedure is ridiculous. But there are always
those who will defend the manufacturer and blame the pilot/mechanic
regardless. You seem to fit nicely into that catagory. I'm the one who
flew the plane home with a leaking, brand new carb, not you mister
know-it-all.

You don't need to disconnect the safety devices to check for tightness.
First, you wiggle the bowl. If it wiggles or twists, the bolts are loose.
Then, you put a screwdriver on the screws. If they wiggle back and forth
against the safety tab (or if they have any in/out slop indicating a jumped
thread), *then* you remove the safety tab and figure out why the screws are
loose.

Alternately, you could skip all those steps and save enough time to make a
handful of obnoxious posts on usenet.

KB

I hope this dissuades anyone of you of even thinking of voting for
John Edwards.

Nothing will be done.

Check what group is the largest contributor to campaigns.

Trial lawyers.

nuf said.

wrote:
Nothing will be done.

Check what group is the largest contributor to campaigns.

Trial lawyers.

nuf said.


You have your head up your ass, keep the politics out of the news group.
this is an airplane group, keep it that way.