Today's Message Index:
----------------------
1. 06:11 AM - Re: O-540 / IO-540 Crank AD Excerpts (Condon, Philip M.)
2. 06:21 AM - Re: RV10-List Digest O-540 IO-540 2006 Crank AD (Condon, Philip M.)
3. 07:16 AM - Re: Re: O-540 / IO-540 Crank AD Excerpts (David McNeill)
4. 07:26 AM - Re: Re: O-540 / IO-540 Crank AD Excerpts (Kelly McMullen)
5. 07:26 AM - Heated Pitot Mount Location (Tom Gesele)
6. 07:35 AM - Re: Re: O-540 / IO-540 Crank AD Excerpts (David McNeill)
7. 11:06 AM - Re: Re: O-540 / IO-540 Crank AD Excerpts (Brinker)
8. 11:12 AM - OP-37 PDF (Jack Sparling)
9. 11:18 AM - Alternate Air (Conti, Rick)
10. 12:15 PM - New Web Site (John Jessen)
11. 02:20 PM - Re: Re: O-540 / IO-540 Crank AD Excerpts (David McNeill)
12. 02:48 PM - Re: Re: O-540 / IO-540 Crank AD Excerpts (Kelly McMullen)
13. 02:50 PM - Re: Re: O-540 / IO-540 Crank AD Excerpts (linn Walters)
14. 03:03 PM - Re: Re: O-540 / IO-540 Crank AD Excerpts (David McNeill)
15. 05:11 PM - Re: Re: O-540 / IO-540 Crank AD Excerpts (Gary Specketer)
16. 05:25 PM - Re: Heated Pitot Mount Location (Larry Rosen)
17. 05:33 PM - Re: Re: O-540 / IO-540 Crank AD Excerpts (Dj Merrill)
18. 05:44 PM - Re: O-540 / IO-540 Crank AD Excerpts (Dan Masys)
19. 06:10 PM - Re: Re: O-540 / IO-540 Crank AD Excerpts (Lloyd, Daniel R.)
20. 06:14 PM - GRT AHRS/Magnetometer Location (McGANN, Ron)
21. 06:48 PM - Re: Re: O-540 / IO-540 Crank AD Excerpts (LIKE2LOOP@aol.com)
22. 07:03 PM - RV Trim (rv10builder)
23. 07:24 PM - Re: RV Trim (David McNeill)
24. 07:31 PM - Re: Re: O-540 / IO-540 Crank AD Excerpts (John W. Cox)
25. 07:32 PM - Re: GRT AHRS/Magnetometer Location (David McNeill)
26. 07:51 PM - Re: Re: O-540 / IO-540 Crank AD Excerpts (John W. Cox)
27. 08:00 PM - Re: GRT AHRS/Magnetometer Location (Marcus Cooper)
28. 08:11 PM - Re: Re: O-540 / IO-540 Crank AD Excerpts (David McNeill)
29. 08:18 PM - Re: Re: O-540 / IO-540 Crank AD Excerpts (Kelly McMullen)
30. 09:12 PM - Re: GRT AHRS/Magnetometer Location (John Dunne)
31. 09:14 PM - Re: Re: O-540 / IO-540 Crank AD Excerpts (LIKE2LOOP@aol.com)
Message 1
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| Subject: | RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: "Condon, Philip M." <pcondon@mitre.org>
Front part of the AD. The next 60 pages are the list of S/N effected
engines.
DATE: February 21, 2006 Service Bulletin No. 569
SUBJECT: Crankshaft Retirement for Certain Lycoming Engines
MODELS AFFECTED: Any Lycoming engine model specified below
manufactured, rebuilt,
overhauled, or repaired after March 1, 1997:
Lycoming counterweighted (L)O-360, (L)IO-360, HIO-360 and AEIO-
360 engines described in Section 1.
Lycoming IO-390 and AEIO-390 engines described in Section 2.
Lycoming O-540, IO-540, AEIO-540 and (L)TIO-540 engines described
in Section 3.
Lycoming IO-580 and AEIO-580 engines described in Section 4.
Lycoming IO-720 engines described in Section 5.
Lycoming crankshafts with a crankshaft serial number listed in Table 5
shipped as a spare after March 1, 1997. These crankshafts may have been
installed in any of the engine models listed above.
NOTE
1. Engines that have complied with Service Bulletin No. 552,
Service Bulletin No. 553, Service Bulletin No. 566, or
Supplement No. 1 to Service Bulletin No. 566 that have not
had a crankshaft replaced in the field after compliance with
one of the above Service Bulletins, are not affected by this
Service Bulletin.
2. Any new, rebuilt, overhauled, or repaired (example: prop
strike) engines received from Lycoming after July 11, 2005
(logbook date of manufacture) that have not had a
crankshaft replaced in the field are not affected by this
Service Bulletin.
TIME OF COMPLIANCE: At the crankcase separation or at next overhaul,
whichever occurs first, not to
exceed three years from the date of this Service Bulletin; therefore
affected
crankshafts must be retired by February 21, 2009.
Lycoming has continued to analyze crankshafts in service. While there
have been no failures in the
crankshafts which are the subject of this Service Bulletin, as part of
our commitment to quality, Lycoming is
initiating a crankshaft retirement program. This crankshaft retirement
program requires the removal of the
subject crankshafts when the crankcase is separated or at overhaul,
whichever occurs first, not to exceed
three calendar years from the date of this Service Bulletin, no later
than February 21, 2009.
Page 1 of 56
(c)2006 by Lycoming "All Rights Reserved'
Service Bulletin No. 569
A crankshaft kit will be provided at a price of $2000 (US). The kit
includes the appropriate crankshaft and
the following additional parts:
Main bearings Piston ring sets Connecting rod bearings
Piston pin plugs Connecting rod bolts and nuts Counterweight washers
Crankshaft gear bolt Counterweight snap rings Seal and gasket set
Lockwashers
The crankshaft part number and serial number are marked on the O.D. of
the propeller mounting flange.
Both will be required to determine effectivity.
NOTE
1. The engine model, engine serial number, and date of engine
manufacture, can be found in
the engine logbook. This information will be required to determine if
your engine is
affected.
2. Lycoming crankshaft part number formats that are affected by this
Service Bulletin
include the following:
a. The number "13" followed by a letter, then by the number "27",
followed by 3 digits
(example: 13x27###).
b. The number "13" followed by a letter, then by the number "37",
followed by 3 digits
(example: 13x37###).
3. If your crankshaft part number is in the format shown in either Note
2.a. or 2.b., then go
to Table 5 to determine whether your crankshaft serial number is
affected by this Service
Bulletin. Lycoming crankshaft serial number formats that are affected
by this Service
Bulletin include the following:
a. "V5379" followed by 4 or 5 digits.
b. A "V" followed by 5 digits.
c. An "I" followed by 5 digits.
CAUTION
SOME AFFECTED SERIAL NUMBERS BEGIN WITH THE LETTER "I". THIS "I" MAY
BE MISINTERPRETED AS THE NUMBER ONE.
4. Some field repair stations mark their own identification (numbers
and/or letters) on the
propeller flange O.D. These numbers are not related to any Lycoming
information.
MODEL DESCRIPTIONS:
SECTION 1
Any Lycoming counterweighted (L)O-360, (L)IO-360, HIO-360 and AEIO-360
engines manufactured,
rebuilt, overhauled or repaired by Lycoming after March 1, 1997 and
with serial numbers listed in Table 1.
Any field overhauled or repaired Lycoming counterweighted (L)O-360,
(L)IO-360, HIO-360 or AEIO-360
series engine that has had a crankshaft replaced after March 1, 1997
with a crankshaft serial number listed in
Table 5.
NOTE
The counterweighted 360 engines can be identified by the numeral 6 as
the 4th suffix
character in the engine model (Example: IO-360-A1B6).
Page 2 of 56
Service Bulletin No. 569
SECTION 2
Any Lycoming IO-390 and AEIO-390 engines manufactured, rebuilt,
overhauled or repaired after April 1,
2002.
Any field overhauled or repaired Lycoming IO-390 or AEIO-390 series
engine that has had a crankshaft
replaced after April 1, 2002 with a crankshaft serial number listed in
Table 5.
SECTION 3
Any Lycoming O-540, IO-540, AEIO-540 and (L)TIO-540 engines
manufactured, rebuilt, overhauled or
repaired by Lycoming after March 1, 1997 and with serial numbers listed
in Table 2.
Any field overhauled or repaired Lycoming O-540, IO-540, AEIO-540 or
(L)TIO-540 series engine that has
a crankshaft replaced after March 1, 1997 with a crankshaft serial
number listed in Table 5.
SECTION 4
Any Lycoming IO-580 and AEIO-580 engines manufactured, rebuilt,
overhauled or repaired by Lycoming
after March 1, 1997 and with serial numbers listed in Table 3.
Any field overhauled or repaired Lycoming IO-580 or AEIO-580 series
engine that has had a crankshaft
replaced after March 1, 1997 with a crankshaft serial number listed in
Table 5.
SECTION 5
Any Lycoming IO-720 engines manufactured, rebuilt, overhauled or
repaired by Lycoming after March 1,
1997 and with serial numbers listed in Table 4.
Any field overhauled or repaired Lycoming IO-720 series engine that has
had a crankshaft replaced after
March 1, 1997 with a crankshaft serial number listed in Table 5.
INSTRUCTIONS FOR COMPLIANCE:
1. If your Lycoming engine serial number is listed in the Table for
your engine model (Table 1, 2, 3 or 4),
and the crankshaft serial number is in Table 5, then at next engine
overhaul, or when the crankcase is
separated or within three calendar years from the date of this Service
Bulletin, whichever occurs first,
contact Lycoming by phone at 570-323-6181 for information required to
obtain the appropriate
replacement crankshaft kit at a price of $2000 (US). This price is only
valid when complying with this
Service Bulletin and when the affected crankshaft is returned to
Lycoming.
2. If your engine model was overhauled, repaired, or had the crankshaft
replaced after March 1, 1997,
verify the crankshaft serial number through pertinent aircraft/engine
documentation or
overhaul/maintenance facility records. The engine logbook may contain
crankshaft replacement and
serial number information. If your crankshaft serial number is listed
in Table 5, contact Lycoming by
phone at 570-323-6181 to obtain the appropriate replacement crankshaft
kit at a price of $2000 (US).
This price is only valid when complying with this Service Bulletin and
when the affected crankshaft is
returned to Lycoming. If your crankshaft serial number cannot be
verified through engine records,
contact Lycoming.
3. Crankshafts listed in Table 5 must be returned to Lycoming and must
not be reused to assemble any
engine. Check any uninstalled crankshaft against Table 5. If a subject
crankshaft is found, contact
Lycoming by phone at 570-323-6181.
4. After you determine that your engine and crankshaft are not affected
by this Service Bulletin, make
appropriate logbook entries.
5. Factory replacement crankshaft kits can be determined from the Table
in Appendix 1.
Page 3 of 56
Message 2
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| Subject: | RE: RV10-List Digest O-540 IO-540 2006 Crank AD |
--> RV10-List message posted by: "Condon, Philip M." <pcondon@mitre.org>
http://www.mstewart.net/deletesoon/sb569.pdf
Mike hosted the Lycoming file for review for us. You need the free
Adobe Acrobat reader to get the 65 page document
Message 3
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| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
I believe this is a Service Bulletin and is not an Airworthiness directive.
----- Original Message -----
From: "Condon, Philip M." <pcondon@mitre.org>
Sent: Tuesday, March 21, 2006 7:08 AM
Subject: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
> --> RV10-List message posted by: "Condon, Philip M." <pcondon@mitre.org>
>
> Front part of the AD. The next 60 pages are the list of S/N effected
> engines.
>
>
> DATE: February 21, 2006 Service Bulletin No. 569
> SUBJECT: Crankshaft Retirement for Certain Lycoming Engines
> MODELS AFFECTED: Any Lycoming engine model specified below
> manufactured, rebuilt,
> overhauled, or repaired after March 1, 1997:
> Lycoming counterweighted (L)O-360, (L)IO-360, HIO-360 and AEIO-
> 360 engines described in Section 1.
> Lycoming IO-390 and AEIO-390 engines described in Section 2.
> Lycoming O-540, IO-540, AEIO-540 and (L)TIO-540 engines described
> in Section 3.
> Lycoming IO-580 and AEIO-580 engines described in Section 4.
> Lycoming IO-720 engines described in Section 5.
> Lycoming crankshafts with a crankshaft serial number listed in Table 5
> shipped as a spare after March 1, 1997. These crankshafts may have been
> installed in any of the engine models listed above.
> NOTE
> 1. Engines that have complied with Service Bulletin No. 552,
> Service Bulletin No. 553, Service Bulletin No. 566, or
> Supplement No. 1 to Service Bulletin No. 566 that have not
> had a crankshaft replaced in the field after compliance with
> one of the above Service Bulletins, are not affected by this
> Service Bulletin.
> 2. Any new, rebuilt, overhauled, or repaired (example: prop
> strike) engines received from Lycoming after July 11, 2005
> (logbook date of manufacture) that have not had a
> crankshaft replaced in the field are not affected by this
> Service Bulletin.
> TIME OF COMPLIANCE: At the crankcase separation or at next overhaul,
> whichever occurs first, not to
> exceed three years from the date of this Service Bulletin; therefore
> affected
> crankshafts must be retired by February 21, 2009.
> Lycoming has continued to analyze crankshafts in service. While there
> have been no failures in the
> crankshafts which are the subject of this Service Bulletin, as part of
> our commitment to quality, Lycoming is
> initiating a crankshaft retirement program. This crankshaft retirement
> program requires the removal of the
> subject crankshafts when the crankcase is separated or at overhaul,
> whichever occurs first, not to exceed
> three calendar years from the date of this Service Bulletin, no later
> than February 21, 2009.
> Page 1 of 56
> (c)2006 by Lycoming "All Rights Reserved'
> Service Bulletin No. 569
> A crankshaft kit will be provided at a price of $2000 (US). The kit
> includes the appropriate crankshaft and
> the following additional parts:
> Main bearings Piston ring sets Connecting rod bearings
> Piston pin plugs Connecting rod bolts and nuts Counterweight washers
> Crankshaft gear bolt Counterweight snap rings Seal and gasket set
> Lockwashers
> The crankshaft part number and serial number are marked on the O.D. of
> the propeller mounting flange.
> Both will be required to determine effectivity.
> NOTE
> 1. The engine model, engine serial number, and date of engine
> manufacture, can be found in
> the engine logbook. This information will be required to determine if
> your engine is
> affected.
> 2. Lycoming crankshaft part number formats that are affected by this
> Service Bulletin
> include the following:
> a. The number "13" followed by a letter, then by the number "27",
> followed by 3 digits
> (example: 13x27###).
> b. The number "13" followed by a letter, then by the number "37",
> followed by 3 digits
> (example: 13x37###).
> 3. If your crankshaft part number is in the format shown in either Note
> 2.a. or 2.b., then go
> to Table 5 to determine whether your crankshaft serial number is
> affected by this Service
> Bulletin. Lycoming crankshaft serial number formats that are affected
> by this Service
> Bulletin include the following:
> a. "V5379" followed by 4 or 5 digits.
> b. A "V" followed by 5 digits.
> c. An "I" followed by 5 digits.
> CAUTION
> SOME AFFECTED SERIAL NUMBERS BEGIN WITH THE LETTER "I". THIS "I" MAY
> BE MISINTERPRETED AS THE NUMBER ONE.
> 4. Some field repair stations mark their own identification (numbers
> and/or letters) on the
> propeller flange O.D. These numbers are not related to any Lycoming
> information.
> MODEL DESCRIPTIONS:
> SECTION 1
> Any Lycoming counterweighted (L)O-360, (L)IO-360, HIO-360 and AEIO-360
> engines manufactured,
> rebuilt, overhauled or repaired by Lycoming after March 1, 1997 and
> with serial numbers listed in Table 1.
> Any field overhauled or repaired Lycoming counterweighted (L)O-360,
> (L)IO-360, HIO-360 or AEIO-360
> series engine that has had a crankshaft replaced after March 1, 1997
> with a crankshaft serial number listed in
> Table 5.
> NOTE
> The counterweighted 360 engines can be identified by the numeral 6 as
> the 4th suffix
> character in the engine model (Example: IO-360-A1B6).
> Page 2 of 56
> Service Bulletin No. 569
> SECTION 2
> Any Lycoming IO-390 and AEIO-390 engines manufactured, rebuilt,
> overhauled or repaired after April 1,
> 2002.
> Any field overhauled or repaired Lycoming IO-390 or AEIO-390 series
> engine that has had a crankshaft
> replaced after April 1, 2002 with a crankshaft serial number listed in
> Table 5.
> SECTION 3
> Any Lycoming O-540, IO-540, AEIO-540 and (L)TIO-540 engines
> manufactured, rebuilt, overhauled or
> repaired by Lycoming after March 1, 1997 and with serial numbers listed
> in Table 2.
> Any field overhauled or repaired Lycoming O-540, IO-540, AEIO-540 or
> (L)TIO-540 series engine that has
> a crankshaft replaced after March 1, 1997 with a crankshaft serial
> number listed in Table 5.
> SECTION 4
> Any Lycoming IO-580 and AEIO-580 engines manufactured, rebuilt,
> overhauled or repaired by Lycoming
> after March 1, 1997 and with serial numbers listed in Table 3.
> Any field overhauled or repaired Lycoming IO-580 or AEIO-580 series
> engine that has had a crankshaft
> replaced after March 1, 1997 with a crankshaft serial number listed in
> Table 5.
> SECTION 5
> Any Lycoming IO-720 engines manufactured, rebuilt, overhauled or
> repaired by Lycoming after March 1,
> 1997 and with serial numbers listed in Table 4.
> Any field overhauled or repaired Lycoming IO-720 series engine that has
> had a crankshaft replaced after
> March 1, 1997 with a crankshaft serial number listed in Table 5.
> INSTRUCTIONS FOR COMPLIANCE:
> 1. If your Lycoming engine serial number is listed in the Table for
> your engine model (Table 1, 2, 3 or 4),
> and the crankshaft serial number is in Table 5, then at next engine
> overhaul, or when the crankcase is
> separated or within three calendar years from the date of this Service
> Bulletin, whichever occurs first,
> contact Lycoming by phone at 570-323-6181 for information required to
> obtain the appropriate
> replacement crankshaft kit at a price of $2000 (US). This price is only
> valid when complying with this
> Service Bulletin and when the affected crankshaft is returned to
> Lycoming.
> 2. If your engine model was overhauled, repaired, or had the crankshaft
> replaced after March 1, 1997,
> verify the crankshaft serial number through pertinent aircraft/engine
> documentation or
> overhaul/maintenance facility records. The engine logbook may contain
> crankshaft replacement and
> serial number information. If your crankshaft serial number is listed
> in Table 5, contact Lycoming by
> phone at 570-323-6181 to obtain the appropriate replacement crankshaft
> kit at a price of $2000 (US).
> This price is only valid when complying with this Service Bulletin and
> when the affected crankshaft is
> returned to Lycoming. If your crankshaft serial number cannot be
> verified through engine records,
> contact Lycoming.
> 3. Crankshafts listed in Table 5 must be returned to Lycoming and must
> not be reused to assemble any
> engine. Check any uninstalled crankshaft against Table 5. If a subject
> crankshaft is found, contact
> Lycoming by phone at 570-323-6181.
> 4. After you determine that your engine and crankshaft are not affected
> by this Service Bulletin, make
> appropriate logbook entries.
> 5. Factory replacement crankshaft kits can be determined from the Table
> in Appendix 1.
> Page 3 of 56
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 4
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| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
You might want to reset your computer clock to the correct month.
Yes it is an SB. However, if you wait for it to be an AD, it will cost
a lot more money, as Lyc. will have stopped any warranty consideration
by then.
Do Not Archive
Quoting David McNeill <dlm46007@cox.net>:
> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>
> I believe this is a Service Bulletin and is not an Airworthiness directive.
Message 5
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|
| Subject: | Heated Pitot Mount Location |
--> RV10-List message posted by: Tom Gesele <tgesele@optonline.net>
I know this has been covered (sort of) in the archives, but I've got a
slightly different idea from what seems to be the two "standard" mounting
locations discussed earlier (bay outboard of bellcrank & 2nd bay in from
wingtip).
I'm considering putting the pitot where the plans specify for Van's pitot,
in the bay inboard of the bellcrank. To avoid any possible interference with
the aileron push/pull tube, use a 90 degree AN fitting that connects the
flared connection on the pitot tube to the aluminum tube which will keep the
entire assembly tight to the bottom flange of the spar (the line off the
pitot tube extend 1/2" above the mount which is perfect). This does
eliminate any service loop in the pitot line where it joins to the pitot
tube but the connection point is accessible from the inspection panel under
the bellcrank.
In case I'm missing something, can anyone think of a reason not to mount it
in this location? I'd appreciate any opinions on this before finalizing the
location.
Thanks,
Tom Gesele #40473
Message 6
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| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
It also depends whether you have a data plate on the engine. If so then
certified and must comply with ADs
----- Original Message -----
From: "Kelly McMullen" <kellym@aviating.com>
Sent: Tuesday, March 21, 2006 8:25 AM
Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
> --> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
>
> You might want to reset your computer clock to the correct month.
> Yes it is an SB. However, if you wait for it to be an AD, it will cost a
> lot more money, as Lyc. will have stopped any warranty consideration by
> then.
>
> Do Not Archive
>
> Quoting David McNeill <dlm46007@cox.net>:
>
>> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>>
>> I believe this is a Service Bulletin and is not an Airworthiness
>> directive.
>
>
> http://www.matronics.com/Navigator?RV10-List
>
>
>
Message 7
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|
| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: "Brinker" <brinker@cox-internet.com>
Even if it's an experimental aircraft ?
Randy
----- Original Message -----
From: "David McNeill" <dlm46007@cox.net>
Sent: Tuesday, February 21, 2006 9:35 AM
Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>
> It also depends whether you have a data plate on the engine. If so then
> certified and must comply with ADs
> ----- Original Message -----
> From: "Kelly McMullen" <kellym@aviating.com>
> To: <rv10-list@matronics.com>
> Sent: Tuesday, March 21, 2006 8:25 AM
> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>
>
>> --> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
>>
>> You might want to reset your computer clock to the correct month.
>> Yes it is an SB. However, if you wait for it to be an AD, it will cost a
>> lot more money, as Lyc. will have stopped any warranty consideration by
>> then.
>>
>> Do Not Archive
>>
>> Quoting David McNeill <dlm46007@cox.net>:
>>
>>> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>>>
>>> I believe this is a Service Bulletin and is not an Airworthiness
>>> directive.
>>
>>
>>
>>
>>
>> http://www.matronics.com/Navigator?RV10-List
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?RV10-List
>
>
>
Message 8
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--> RV10-List message posted by: "Jack Sparling" <jhs_61@yahoo.com>
I've been told that someone made a PDF of the electrical system kit
information supplied by Van's if this is so, could you please e-mail it too
me or let me know how to get it?
Thanks,
Jack Sparling
#40487 QB Wings and Fuse
Message 9
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--> RV10-List message posted by: "Conti, Rick" <rick.conti@boeing.com>
HELP
Someone had a photo of a turn valve protruding from their panel they are using
for alternate air. Where did you get the valve? What are other builders using?
I'm having a difficult time finding an acceptable valve.
Thank You
Rick Conti
Senior Engineering Manager
The Boeing Company
office: 703 - 414 - 6141
blackberry: 571 - 215 - 6134
Message 10
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--> RV10-List message posted by: "John Jessen" <jjessen@rcn.com>
I have finally "finished" the web site. I did it to teach myself the basics
of web site "programming" and design so I can do something similar for my
business. And, of course, for the pure painful pleasure of it.
So, for what it's worth, since it doesn't hold anywhere as much helpful
stuff found on other sites, you can reach it here, until I get a better home
for it.
http://www.soundingsresearch.com/RV-10/Local_Sites/Home/Home.htm
I'll give you the updated link in a few days and at that time will have
Van's post it.
Anything that doesn't work, please let me know. Any suggestions as to how
to make it better, again, please let me know.
One note: The Builder's page is obviously not up-to-date. Send me a note
by clicking on my picture in the upper left if you want your name and web
site address included or taken off. I haven't decided just how complete to
make these builder pages, but I'd like to at least give a link and a
building / flying status. So these pages will probably be redone.
Man, this really is a time sink. But glad I learned it. Now, back to
building!
John Jessen
~328 (Tailcone)
Message 11
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| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
If the Lycoming data plate is there then it is still considered a certified
engine and ADs must be performed; even if the aircraft itself is
experimental. Of course if engine was experimental to start, then you can
ignore the ADs.
----- Original Message -----
From: "Brinker" <brinker@cox-internet.com>
Sent: Tuesday, March 21, 2006 12:03 PM
Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
> --> RV10-List message posted by: "Brinker" <brinker@cox-internet.com>
>
> Even if it's an experimental aircraft ?
>
> Randy
>
> ----- Original Message -----
> From: "David McNeill" <dlm46007@cox.net>
> To: <rv10-list@matronics.com>
> Sent: Tuesday, February 21, 2006 9:35 AM
> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>
>
>> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>>
>> It also depends whether you have a data plate on the engine. If so then
>> certified and must comply with ADs
>> ----- Original Message -----
>> From: "Kelly McMullen" <kellym@aviating.com>
>> To: <rv10-list@matronics.com>
>> Sent: Tuesday, March 21, 2006 8:25 AM
>> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>>
>>
>>> --> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
>>>
>>> You might want to reset your computer clock to the correct month.
>>> Yes it is an SB. However, if you wait for it to be an AD, it will cost a
>>> lot more money, as Lyc. will have stopped any warranty consideration by
>>> then.
>>>
>>> Do Not Archive
>>>
>>> Quoting David McNeill <dlm46007@cox.net>:
>>>
>>>> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>>>>
>>>> I believe this is a Service Bulletin and is not an Airworthiness
>>>> directive.
>>>
>>>
>>>
>>>
>>>
>>> http://www.matronics.com/Navigator?RV10-List
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>> http://www.matronics.com/Navigator?RV10-List
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?RV10-List
>
>
>
Message 12
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| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
Legalities aside, do you really want to fly behind an engine with a
crankshaft with known flawed metalurgy? Several of these cranks have
failed in six cyl Lycomings. How much do you really want to rationalize
this away? Why not get Lycoming's assistance in replacing the suspect
crank with a new crank?
Do not archive
Quoting David McNeill <dlm46007@cox.net>:
> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>
> If the Lycoming data plate is there then it is still considered a
> certified engine and ADs must be performed; even if the aircraft
> itself is experimental. Of course if engine was experimental to
> start, then you can ignore the ADs.
> ----- Original Message ----- From: "Brinker" <brinker@cox-internet.com>
> To: <rv10-list@matronics.com>
> Sent: Tuesday, March 21, 2006 12:03 PM
> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>
>
>> --> RV10-List message posted by: "Brinker" <brinker@cox-internet.com>
>>
>> Even if it's an experimental aircraft ?
>>
>> Randy
>>
>> ----- Original Message ----- From: "David McNeill" <dlm46007@cox.net>
>> To: <rv10-list@matronics.com>
>> Sent: Tuesday, February 21, 2006 9:35 AM
>> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>>
>>
>>> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>>>
>>> It also depends whether you have a data plate on the engine. If so
>>> then certified and must comply with ADs
>>> ----- Original Message ----- From: "Kelly McMullen" <kellym@aviating.com>
>>> To: <rv10-list@matronics.com>
>>> Sent: Tuesday, March 21, 2006 8:25 AM
>>> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>>>
>>>
>>>> --> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
>>>>
>>>> You might want to reset your computer clock to the correct month.
>>>> Yes it is an SB. However, if you wait for it to be an AD, it will
>>>> cost a lot more money, as Lyc. will have stopped any warranty
>>>> consideration by then.
>>>>
>>>> Do Not Archive
>>>>
>>>> Quoting David McNeill <dlm46007@cox.net>:
>>>>
>>>>> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>>>>>
>>>>> I believe this is a Service Bulletin and is not an Airworthiness
>>>>> directive.
>>>>
>>>>
>>>>
>>>>
>>>>
>>>> http://www.matronics.com/Navigator?RV10-List
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>> http://www.matronics.com/Navigator?RV10-List
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>> http://www.matronics.com/Navigator?RV10-List
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?RV10-List
>
>
Message 13
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| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: linn Walters <pitts_pilot@bellsouth.net>
Hey guys, this is getting scary. If there's an AD on something (in this
discussion, it's the crank) I think that ignoring it for any reason is
not conducive to a long flying career. It really doesn't matter whether
the crank is in an experimental engine or in a certified engine when the
sucker fails. That crank doesn't take the time to look and see if
there's a data plate or not because it doesn't really care! Ignore the
ADs???? Poor advice IMHO.
Linn ...... two off-field landings already.
David McNeill wrote:
> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>
> If the Lycoming data plate is there then it is still considered a
> certified engine and ADs must be performed; even if the aircraft
> itself is experimental. Of course if engine was experimental to start,
> then you can ignore the ADs.
> ----- Original Message ----- From: "Brinker" <brinker@cox-internet.com>
> To: <rv10-list@matronics.com>
> Sent: Tuesday, March 21, 2006 12:03 PM
> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>
>
>> --> RV10-List message posted by: "Brinker" <brinker@cox-internet.com>
>>
>> Even if it's an experimental aircraft ?
>>
>> Randy
>>
>> ----- Original Message ----- From: "David McNeill" <dlm46007@cox.net>
>> To: <rv10-list@matronics.com>
>> Sent: Tuesday, February 21, 2006 9:35 AM
>> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>>
>>
>>> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>>>
>>> It also depends whether you have a data plate on the engine. If so
>>> then certified and must comply with ADs
>>> ----- Original Message ----- From: "Kelly McMullen"
>>> <kellym@aviating.com>
>>> To: <rv10-list@matronics.com>
>>> Sent: Tuesday, March 21, 2006 8:25 AM
>>> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>>>
>>>
>>>> --> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
>>>>
>>>> You might want to reset your computer clock to the correct month.
>>>> Yes it is an SB. However, if you wait for it to be an AD, it will
>>>> cost a lot more money, as Lyc. will have stopped any warranty
>>>> consideration by then.
>>>>
>>>> Do Not Archive
>>>>
>>>> Quoting David McNeill <dlm46007@cox.net>:
>>>>
>>>>> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>>>>>
>>>>> I believe this is a Service Bulletin and is not an Airworthiness
>>>>> directive.
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>> http://www.matronics.com/Navigator?RV10-List
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>> http://www.matronics.com/Navigator?RV10-List
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>> http://www.matronics.com/Navigator?RV10-List
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?RV10-List
>
>
Message 14
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| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
I'm just the devils advocate as I have a Van's IO540 to which the SB does
not apply.
----- Original Message -----
From: "Kelly McMullen" <kellym@aviating.com>
Sent: Tuesday, March 21, 2006 3:47 PM
Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
> --> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
>
> Legalities aside, do you really want to fly behind an engine with a
> crankshaft with known flawed metalurgy? Several of these cranks have
> failed in six cyl Lycomings. How much do you really want to rationalize
> this away? Why not get Lycoming's assistance in replacing the suspect
> crank with a new crank?
> Do not archive
>
> Quoting David McNeill <dlm46007@cox.net>:
>
>> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>>
>> If the Lycoming data plate is there then it is still considered a
>> certified engine and ADs must be performed; even if the aircraft itself
>> is experimental. Of course if engine was experimental to start, then you
>> can ignore the ADs.
>> ----- Original Message ----- From: "Brinker" <brinker@cox-internet.com>
>> To: <rv10-list@matronics.com>
>> Sent: Tuesday, March 21, 2006 12:03 PM
>> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>>
>>
>>> --> RV10-List message posted by: "Brinker" <brinker@cox-internet.com>
>>>
>>> Even if it's an experimental aircraft ?
>>>
>>> Randy
>>>
>>> ----- Original Message ----- From: "David McNeill" <dlm46007@cox.net>
>>> To: <rv10-list@matronics.com>
>>> Sent: Tuesday, February 21, 2006 9:35 AM
>>> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>>>
>>>
>>>> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>>>>
>>>> It also depends whether you have a data plate on the engine. If so then
>>>> certified and must comply with ADs
>>>> ----- Original Message ----- From: "Kelly McMullen"
>>>> <kellym@aviating.com>
>>>> To: <rv10-list@matronics.com>
>>>> Sent: Tuesday, March 21, 2006 8:25 AM
>>>> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>>>>
>>>>
>>>>> --> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
>>>>>
>>>>> You might want to reset your computer clock to the correct month.
>>>>> Yes it is an SB. However, if you wait for it to be an AD, it will cost
>>>>> a lot more money, as Lyc. will have stopped any warranty consideration
>>>>> by then.
>>>>>
>>>>> Do Not Archive
>>>>>
>>>>> Quoting David McNeill <dlm46007@cox.net>:
>>>>>
>>>>>> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>>>>>>
>>>>>> I believe this is a Service Bulletin and is not an Airworthiness
>>>>>> directive.
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>> http://www.matronics.com/Navigator?RV10-List
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>> http://www.matronics.com/Navigator?RV10-List
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>> http://www.matronics.com/Navigator?RV10-List
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>> http://www.matronics.com/Navigator?RV10-List
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?RV10-List
>
>
>
Message 15
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| Subject: | RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: "Gary Specketer" <speckter@comcast.net>
My understanding is that any engine or prop installed into an experimental
automatically decertifies it. To be reinstalled into a certified aircraft
it would need to go through reinspection/certification by an authorized
repair station.
No I do not have the FAR's to back this up so don't flame me, I burn easily
Gary Specketer
Tech Councilor
40274
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of David McNeill
Sent: Tuesday, March 21, 2006 5:18 PM
Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
--> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
If the Lycoming data plate is there then it is still considered a certified
engine and ADs must be performed; even if the aircraft itself is
experimental. Of course if engine was experimental to start, then you can
ignore the ADs.
----- Original Message -----
From: "Brinker" <brinker@cox-internet.com>
Sent: Tuesday, March 21, 2006 12:03 PM
Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
> --> RV10-List message posted by: "Brinker" <brinker@cox-internet.com>
>
> Even if it's an experimental aircraft ?
>
> Randy
>
> ----- Original Message -----
> From: "David McNeill" <dlm46007@cox.net>
> To: <rv10-list@matronics.com>
> Sent: Tuesday, February 21, 2006 9:35 AM
> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>
>
>> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>>
>> It also depends whether you have a data plate on the engine. If so
>> then
>> certified and must comply with ADs
>> ----- Original Message -----
>> From: "Kelly McMullen" <kellym@aviating.com>
>> To: <rv10-list@matronics.com>
>> Sent: Tuesday, March 21, 2006 8:25 AM
>> Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>>
>>
>>> --> RV10-List message posted by: Kelly McMullen
>>> --> <kellym@aviating.com>
>>>
>>> You might want to reset your computer clock to the correct month.
>>> Yes it is an SB. However, if you wait for it to be an AD, it will
>>> cost a lot more money, as Lyc. will have stopped any warranty
>>> consideration by then.
>>>
>>> Do Not Archive
>>>
>>> Quoting David McNeill <dlm46007@cox.net>:
>>>
>>>> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>>>>
>>>> I believe this is a Service Bulletin and is not an Airworthiness
>>>> directive.
>>>
>>>
>>>
>>>
>>>
>>> http://www.matronics.com/Navigator?RV10-List
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>> http://www.matronics.com/Navigator?RV10-List
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?RV10-List
>
>
>
Message 16
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| Subject: | Re: Heated Pitot Mount Location |
--> RV10-List message posted by: Larry Rosen <LarryRosen@comcast.net>
I mounted mine one bay outboard of the bell crank. I feel there is
better access than the position specified in the plans, and it will not
interfere with the aileron push/pull tube.
William C. put his heated pitot tube in the stock location. It looks
like (from a photo here
<http://wcurtis.nerv10.com/07Wings/wings95m.html>) that kept the tubing
tight to the spar with a service loop. Maybe William can fill you in on
the details of his install.
Larry Rosen
http://lrosen.nerv10.com
Tom Gesele wrote:
>--> RV10-List message posted by: Tom Gesele <tgesele@optonline.net>
>
>I know this has been covered (sort of) in the archives, but I've got a
>slightly different idea from what seems to be the two "standard" mounting
>locations discussed earlier (bay outboard of bellcrank & 2nd bay in from
>wingtip).
>
>I'm considering putting the pitot where the plans specify for Van's pitot,
>in the bay inboard of the bellcrank. To avoid any possible interference with
>the aileron push/pull tube, use a 90 degree AN fitting that connects the
>flared connection on the pitot tube to the aluminum tube which will keep the
>entire assembly tight to the bottom flange of the spar (the line off the
>pitot tube extend 1/2" above the mount which is perfect). This does
>eliminate any service loop in the pitot line where it joins to the pitot
>tube but the connection point is accessible from the inspection panel under
>the bellcrank.
>
>In case I'm missing something, can anyone think of a reason not to mount it
>in this location? I'd appreciate any opinions on this before finalizing the
>location.
>
>Thanks,
> Tom Gesele #40473
>
>
>
>
>
>
>
>
>
Message 17
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| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: Dj Merrill <deej@deej.net>
Gary Specketer wrote:
> --> RV10-List message posted by: "Gary Specketer" <speckter@comcast.net>
>
> My understanding is that any engine or prop installed into an experimental
> automatically decertifies it. To be reinstalled into a certified aircraft
> it would need to go through reinspection/certification by an authorized
> repair station.
I think it depends on which FSDO you ask. We had a gentleman
from the Portland, ME FSDO give a presentation to our local EAA chapter.
According to him, if the engine started out as "certified", you had to
comply with ADs even if the data plate were removed and it was installed
in an experimental aircraft. Go figure...
It would be nice to get something in writing from the FAA about
this. Anyone care to inquire to EAA if they have something like this?
-Dj
Message 18
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| Subject: | RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: Dan Masys <dmasys@cox.net>
>
> --> RV10-List message posted by: "Gary Specketer" <speckter@comcast.net>
>
> My understanding is that any engine or prop installed into an experimental
> automatically decertifies it.
Yep. That's what the FSDO guy who signed off on my repairman's certificate paperwork
said also. Makes you think twice about the premium to be paid for using
a new certified engine.
-Dan Masys
#40448 wings N104LD reserved
N747DL -7A flying with IO-360A1A with new ECI crankshaft in it. Dodged that particular
Lycoming SB bullet!
Message 19
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| Subject: | RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: "Lloyd, Daniel R." <LloydDR@wernerco.com>
Well you can think about it this way, the only one who can do Annual
condition inspections on a certified aircraft is an A&P, and the only
one who can tear down and rebuild a certified engine, and return it to
service is an A&P or a certified repair facility, right?
So when we as the repairmen certificate holder for the aircraft we
built, tear down and rebuild an engine with a data plate that engine is
no longer certified, because we do not hold an A&P license to be able to
return that engine to service on anything other than our experimental
aircraft. That is not to say the engine can't be inspected by an A&P and
found to comply with all AD's, and returned to certified service, just
that you as a home builder are not authorized to do this. I am in the
Northern Pittsburgh area and our local FSDO was at Greenville, and we
had a discussion on this topic today. Seems to me there is not
consistency on this topic even from the Fed's.
By the way in my opinion it is a mute point to not comply with a
crankshaft AD.
Just my .02 and as usual it is worth what you paid.
Dan Lloyd
40269
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Dj Merrill
Sent: Tuesday, March 21, 2006 8:30 PM
Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
--> RV10-List message posted by: Dj Merrill <deej@deej.net>
Gary Specketer wrote:
> --> RV10-List message posted by: "Gary Specketer"
<speckter@comcast.net>
>
> My understanding is that any engine or prop installed into an
experimental
> automatically decertifies it. To be reinstalled into a certified
aircraft
> it would need to go through reinspection/certification by an
authorized
> repair station.
I think it depends on which FSDO you ask. We had a gentleman
from the Portland, ME FSDO give a presentation to our local EAA chapter.
According to him, if the engine started out as "certified", you had to
comply with ADs even if the data plate were removed and it was installed
in an experimental aircraft. Go figure...
It would be nice to get something in writing from the FAA about
this. Anyone care to inquire to EAA if they have something like this?
-Dj
Message 20
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|
| Subject: | GRT AHRS/Magnetometer Location |
G'day all,
There was a brief thread 6 or so months ago about where to locate the GRT AHRS
and Magnetometer. I get the feeling that a few builders (myself included) are
going with the GRT EFIS 1. Have you guys given any further thought to AHRS and
magnetometer location? How many are locating the magnetometer in the wing?
Are there any pros/cons about locating the AHRS/magnetometer together in the
aft fuse? Does the AHRS need to be in proximity to the displays? How do you
ensure only 0.5 deg variation in orientation of the AHRS and magnetometer?
As always, all feedback welcome.
cheers,
Ron
187
about to attach tailcone
Message 21
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| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: LIKE2LOOP@aol.com
If one owns a certified engine (in an experimental) and wishes to replace
a cylinder or do any work (overhaul), what does it take to officially make the
engine experimental? As in, not needing an A&P sign off???
Do not archive ....the question.
Steve
Port St. Lucie, FL
772-475-5556
Sent from my Treo 600
Message 22
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--> RV10-List message posted by: rv10builder <rv10builder@bellsouth.net>
Hey folks,
I was curious to know how much "authority" the -10 (or any RV) elevator
trim has. I recently lost an acquaintance of mine in a 210 accident due
to what was thought to be runaway electric trim. I think in the 210 it
can be turned off and manually trimmed.
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20060214X00200&key=1
Thanks,
Brian
40308 fs
Message 23
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--> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
hence the reason my trim servo is on its own pullable breaker. Every
appliance in the aircraft ought to be on its own breaker either the w31 type
or the w23
----- Original Message -----
From: "rv10builder" <rv10builder@bellsouth.net>
Sent: Tuesday, March 21, 2006 8:02 PM
Subject: RV10-List: RV Trim
> --> RV10-List message posted by: rv10builder <rv10builder@bellsouth.net>
>
> Hey folks,
>
> I was curious to know how much "authority" the -10 (or any RV) elevator
> trim has. I recently lost an acquaintance of mine in a 210 accident due
> to what was thought to be runaway electric trim. I think in the 210 it
> can be turned off and manually trimmed.
>
> http://www.ntsb.gov/ntsb/brief.asp?ev_id=20060214X00200&key=1
>
> Thanks,
>
> Brian
> 40308 fs
>
>
> http://www.matronics.com/Navigator?RV10-List
>
>
>
Message 24
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| Subject: | RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: "John W. Cox" <johnwcox@pacificnw.com>
In a vacuum the rumors can sure abound. As it pertains to Experimental
Owner Built aircraft, one individual is entitled to declare themselves
as the builder. The certificate issued is separate from the
Airworthiness issued by the DAR. With a certified statement from the
one builder, the FAA will grant a Repairman Certificate for that one
individual to maintain that exact aircraft through its entire life.
Sell it and the next owner must seek out an A & P willing to stretch
their neck to complete a Conditional. The "Repairman" builder has all
of the rights of an A & P with IA designation as it pertains to
maintaining said aircraft - An annual Condition Inspection. To that end,
every FSDO marches the same tune. It is consistent as the sun setting
each day.
Certified Production Aircraft do not get Conditional Inspections. They
get Annual Inspections some even get 100 hour inspections. And only an
A & P with IA designation can do the annual inspection. Period...
Any A & P and the Repairman (builder) of the specific Experimental
Amateur built aircraft they built, can do the Conditional. It is not an
Annual. It just has to be done each year.
John - KUAO
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Lloyd, Daniel
R.
Sent: Tuesday, March 21, 2006 6:10 PM
Subject: RE: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
--> RV10-List message posted by: "Lloyd, Daniel R."
<LloydDR@wernerco.com>
Well you can think about it this way, the only one who can do Annual
condition inspections on a certified aircraft is an A&P, and the only
one who can tear down and rebuild a certified engine, and return it to
service is an A&P or a certified repair facility, right?
So when we as the repairmen certificate holder for the aircraft we
built, tear down and rebuild an engine with a data plate that engine is
no longer certified, because we do not hold an A&P license to be able to
return that engine to service on anything other than our experimental
aircraft. That is not to say the engine can't be inspected by an A&P and
found to comply with all AD's, and returned to certified service, just
that you as a home builder are not authorized to do this. I am in the
Northern Pittsburgh area and our local FSDO was at Greenville, and we
had a discussion on this topic today. Seems to me there is not
consistency on this topic even from the Fed's.
By the way in my opinion it is a mute point to not comply with a
crankshaft AD.
Just my .02 and as usual it is worth what you paid.
Dan Lloyd
40269
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Dj Merrill
Sent: Tuesday, March 21, 2006 8:30 PM
Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
--> RV10-List message posted by: Dj Merrill <deej@deej.net>
Gary Specketer wrote:
> --> RV10-List message posted by: "Gary Specketer"
<speckter@comcast.net>
>
> My understanding is that any engine or prop installed into an
experimental
> automatically decertifies it. To be reinstalled into a certified
aircraft
> it would need to go through reinspection/certification by an
authorized
> repair station.
I think it depends on which FSDO you ask. We had a gentleman
from the Portland, ME FSDO give a presentation to our local EAA chapter.
According to him, if the engine started out as "certified", you had to
comply with ADs even if the data plate were removed and it was installed
in an experimental aircraft. Go figure...
It would be nice to get something in writing from the FAA about
this. Anyone care to inquire to EAA if they have something like this?
-Dj
Message 25
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| Subject: | Re: GRT AHRS/Magnetometer Location |
GRT AHRS/Magnetometer LocationI went with the Chelton which has the magnetometer
integral to the AHRS; However my suggestion is a platform in the rear and mount
it next to the AHRS. It makes alignment on/parallel to the axis easy.
----- Original Message -----
From: McGANN, Ron
To: rv10-list@matronics.com
Sent: Tuesday, March 21, 2006 7:13 PM
Subject: RV10-List: GRT AHRS/Magnetometer Location
G'day all,
There was a brief thread 6 or so months ago about where to locate the GRT AHRS
and Magnetometer. I get the feeling that a few builders (myself included) are
going with the GRT EFIS 1. Have you guys given any further thought to AHRS
and magnetometer location? How many are locating the magnetometer in the wing?
Are there any pros/cons about locating the AHRS/magnetometer together in the
aft fuse? Does the AHRS need to be in proximity to the displays? How do you
ensure only 0.5 deg variation in orientation of the AHRS and magnetometer?
As always, all feedback welcome.
cheers,
Ron
187
about to attach tailcone
Message 26
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| Subject: | RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: "John W. Cox" <johnwcox@pacificnw.com>
Certificated engines when coupled with certificated propellers are most
often found in certificated mass produced civil production aircraft.
When that combination is installed in an Owner Built Amateur Aircraft
they do not loose their certification or the requirement for routine and
reoccurring maintenance just by being in the Kitplane. The
Annual/Conditional, just needs to be done by a current A & P with IA
designation.
When said combination is used in an Experimental built RV-10 the DAR is
granted the latitude to reduce the initial built fly-off period from 40
to 25 hours around the home patch. Change one of the two mated
certificated components or go with an esoteric auto conversion and the
rule reverts to 40 hours. The perception is that the risk goes up.
A certificated engine and prop which was properly maintained in an
experimental can go right back into a certificated production aircraft
with just simple log book entries. As long as the certificated
manufacturer approved the certificated engine and certificated propeller
in the first place. Hence the reason for an aircraft TCDS.
A certified product is one where someone makes a statement - "I
certify", nothing more. That will not be enough to remain certificated.
Each component has its own Engine/Prop/Accessory TCDS. Repairmen are
not authorized to work on certificated engines or propellers unless
under the color of their respective approved repair station. Home
builders with a repairman certificate maintain their own equipment but
it will not comply with maintaining airworthiness for certificated
purposes. To do so revokes the FAA authorization granting certification.
Once the data plate is removed, they can sure be put into OAMA and they
get a 40 hour fly off for being non certificated.
Repair stations are not the only approved means for recertification.
Don't forget the engine/prop/accessory factory and a properly trained
and tooled A & P with IA. Clearly everyone needs to have a better
understanding of the rights and responsibilities of maintenance. I
think the EAA does a pretty good job. If you find dissimilarities with
FSDOs let me know and I will show you the path to their boss's boss.
John - $00.02
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Gary
Specketer
Sent: Tuesday, March 21, 2006 5:06 PM
Subject: RE: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
--> RV10-List message posted by: "Gary Specketer" <speckter@comcast.net>
My understanding is that any engine or prop installed into an
experimental
automatically decertifies it. To be reinstalled into a certified
aircraft
it would need to go through reinspection/certification by an authorized
repair station.
No I do not have the FAR's to back this up so don't flame me, I burn
easily
Gary Specketer
Tech Councilor
40274
Message 27
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| Subject: | GRT AHRS/Magnetometer Location |
Ron,
You'll have to take this with a grain of salt as so far I have only
powered my GRT EFIS up enough to ooh and ahh. It seems like the wingtip is
a pretty common place for the magnetometer and theoretically would have the
minimum interference. My only concern about that is the strobe light that
would be within a couple feet surging away. As for the .5 degrees of
variation, I'm having a hard time believing the significance. It doesn't
seem to really matter which way I point the magnetometer and moving it
around hasn't caused the EFIS heading to change any, only moving the AHRS
changes the heading. Like I said up front, these are simple observations so
far, but I hope to being going final with the installation soon myself so
look forward to other inputs.
Marcus
40286
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of McGANN, Ron
Sent: Tuesday, March 21, 2006 9:14 PM
Subject: RV10-List: GRT AHRS/Magnetometer Location
G'day all,
There was a brief thread 6 or so months ago about where to locate the GRT
AHRS and Magnetometer. I get the feeling that a few builders (myself
included) are going with the GRT EFIS 1. Have you guys given any further
thought to AHRS and magnetometer location? How many are locating the
magnetometer in the wing? Are there any pros/cons about locating the
AHRS/magnetometer together in the aft fuse? Does the AHRS need to be in
proximity to the displays? How do you ensure only 0.5 deg variation in
orientation of the AHRS and magnetometer?
As always, all feedback welcome.
cheers,
Ron
187
about to attach tailcone
Message 28
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|
| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
One comment the 100 hour engine inspection can be done by an A&P. Certified
airplanes require an annual inspection for the airframe by an IA and a 100
hour engine inspection of the powerplant by at least an A&P.
----- Original Message -----
From: "John W. Cox" <johnwcox@pacificnw.com>
Sent: Tuesday, March 21, 2006 8:50 PM
Subject: RE: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
> --> RV10-List message posted by: "John W. Cox" <johnwcox@pacificnw.com>
>
> Certificated engines when coupled with certificated propellers are most
> often found in certificated mass produced civil production aircraft.
> When that combination is installed in an Owner Built Amateur Aircraft
> they do not loose their certification or the requirement for routine and
> reoccurring maintenance just by being in the Kitplane. The
> Annual/Conditional, just needs to be done by a current A & P with IA
> designation.
>
> When said combination is used in an Experimental built RV-10 the DAR is
> granted the latitude to reduce the initial built fly-off period from 40
> to 25 hours around the home patch. Change one of the two mated
> certificated components or go with an esoteric auto conversion and the
> rule reverts to 40 hours. The perception is that the risk goes up.
>
> A certificated engine and prop which was properly maintained in an
> experimental can go right back into a certificated production aircraft
> with just simple log book entries. As long as the certificated
> manufacturer approved the certificated engine and certificated propeller
> in the first place. Hence the reason for an aircraft TCDS.
>
> A certified product is one where someone makes a statement - "I
> certify", nothing more. That will not be enough to remain certificated.
> Each component has its own Engine/Prop/Accessory TCDS. Repairmen are
> not authorized to work on certificated engines or propellers unless
> under the color of their respective approved repair station. Home
> builders with a repairman certificate maintain their own equipment but
> it will not comply with maintaining airworthiness for certificated
> purposes. To do so revokes the FAA authorization granting certification.
> Once the data plate is removed, they can sure be put into OAMA and they
> get a 40 hour fly off for being non certificated.
>
> Repair stations are not the only approved means for recertification.
> Don't forget the engine/prop/accessory factory and a properly trained
> and tooled A & P with IA. Clearly everyone needs to have a better
> understanding of the rights and responsibilities of maintenance. I
> think the EAA does a pretty good job. If you find dissimilarities with
> FSDOs let me know and I will show you the path to their boss's boss.
>
> John - $00.02
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Gary
> Specketer
> Sent: Tuesday, March 21, 2006 5:06 PM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
>
> --> RV10-List message posted by: "Gary Specketer" <speckter@comcast.net>
>
> My understanding is that any engine or prop installed into an
> experimental
> automatically decertifies it. To be reinstalled into a certified
> aircraft
> it would need to go through reinspection/certification by an authorized
> repair station.
> No I do not have the FAR's to back this up so don't flame me, I burn
> easily
> Gary Specketer
> Tech Councilor
> 40274
>
>
>
Message 29
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| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
Not true. On certified aircraft the entire aircraft including the prop
and engine MUST be inspected by A&P WITH IA. Discrepancies can be fixed
by any A&P. The IA is certifying that he inspected the entire aircraft,
not just the airframe. Read the reg..it says each AIRCRAFT shall be
inspected annually.
KM
A&P
do not archive
David McNeill wrote:
> --> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
>
> One comment the 100 hour engine inspection can be done by an A&P.
> Certified airplanes require an annual inspection for the airframe by an
> IA and a 100 hour engine inspection of the powerplant by at least an A&P.
>
Message 30
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|
| Subject: | GRT AHRS/Magnetometer Location |
Hi Ron,
Info from GRT
"
* AHRS/Air Data Computer. The AHRS/Air Data Computer is the sensor
package which electronically measures attitude and
airspeed/altitude/vertical speed. It is a separate unit, and not built into
the display unit. Its overall dimensions are 6" long (including the
mounting flange), 4" wide, and 3.375" high. It is mounted with 6" long
dimension in the direction of flight. The pitot and static connections, and
a single d-sub connection for power and serial data connect to the rear side
side of the unit (the side which faces the rear of the airplane.) The
AHRS/Air Data Computer should be mounted in the cabin, and not in a location
subject to condensation, nor in a location in which cabin heat blows
directly onto it. It must be rigidly mounted. Weight is less than 1.75 lbs.
* Magnetometer: Ideally mounted near the wing tip, typically inside
the wing, more than 12" from any electrical power leads, motors, or moving
mechanisms that include ferrous metal. Its dimensions are 5.125" long
(including the mounting flanges), 2.75" wide, 1.125" high. The long
dimension is mounted in the direction of flight. A single 9-pin d-sub
connector is used for all electrical connections. Weight is 0.25 lbs "
Also if you need further info contact Todd Stehouwer [todds@grtavionics.com]
John 40315 Fuse
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of McGANN, Ron
Sent: Wednesday, 22 March 2006 12:14 PM
Subject: RV10-List: GRT AHRS/Magnetometer Location
G'day all,
There was a brief thread 6 or so months ago about where to locate the GRT
AHRS and Magnetometer. I get the feeling that a few builders (myself
included) are going with the GRT EFIS 1. Have you guys given any further
thought to AHRS and magnetometer location? How many are locating the
magnetometer in the wing? Are there any pros/cons about locating the
AHRS/magnetometer together in the aft fuse? Does the AHRS need to be in
proximity to the displays? How do you ensure only 0.5 deg variation in
orientation of the AHRS and magnetometer?
As always, all feedback welcome.
cheers,
Ron
187
about to attach tailcone
Message 31
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|
| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: LIKE2LOOP@aol.com
Annual inspections are required for certified aircraft. 100 hour
inspections are only required if the plane is for hire. Many do both entries
at
the annual if they coincide.
Steve
Port St. Lucie, FL
772-475-5556
Sent from my Treo 600
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