Today's Message Index:
----------------------
1. 01:33 AM - Re: Re: O-540 / IO-540 Crank AD Excerpts (RAS)
2. 03:12 AM - Re: GRT AHRS/Magnetometer Location (Rob Kermanj)
3. 03:35 AM - Re: GRT AHRS/Magnetometer Location (Russell Daves)
4. 06:30 AM - Please remove this e-mail from your list. Thank You. (Dean Van Winkle)
5. 07:00 AM - Re: RV10-List Digest: Link to Crank AD/SB for Lycoming engines ( crank crankshaft ) (Condon, Philip M.)
6. 07:13 AM - Re: RV10-List VANS IO-540-D4A5 Lycoming and Crank SB/AD (Condon, Philip M.)
7. 07:30 AM - Re: Re: O-540 / IO-540 Crank AD Excerpts (Brinker)
8. 07:30 AM - Re: Re: RV10-List Digest: Link to Crank AD/SB for Lycoming engines ( crank crankshaft ) (Rhonda Bewley)
9. 08:42 AM - Re: Re: O-540 / IO-540 Crank AD Excerpts (GRANSCOTT@aol.com)
10. 08:51 AM - Re: Re: O-540 / IO-540 Crank AD Excerpts (Rhonda Bewley)
11. 09:08 AM - Re: Re: O-540 / IO-540 Crank AD Excerpts (GRANSCOTT@aol.com)
12. 09:53 AM - O/OI-540 overhaul question (John Hasbrouck)
13. 10:23 AM - Re: O/OI-540 overhaul question (Tim Dawson-Townsend)
14. 11:03 AM - Re: O/OI-540 overhaul question (Stewart, Michael (ISS Atlanta))
15. 11:11 AM - Re: GRT AHRS/Magnetometer Location (Richard Sipp)
16. 11:14 AM - Re: O/OI-540 overhaul question (BPA)
17. 05:59 PM - Re: O/OI-540 overhaul question (linn Walters)
Message 1
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| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
--> RV10-List message posted by: "RAS" <deruiteraircraftservices@btinternet.com>
hi,
Can anyone explain why an AD or SB does not have to complied with because
the engine is experimental? It is not the certified status of the engine
that dictates issue of an AD or SB, but the parts that have been used to
built the particular engine which dictate the issue of an AD or SB.
I do not believe that Lycoming does this as a money spinner, whomever has
read the SB569 knows that the Crankshaft kit is made available for $2000,
this is not even half the normal list price of a four cylinder crankshaft,
let alone the price for a six cylinder crankshaft. In addition to the
crankshaft itself, the kit comes with bearings, nuts, bolts, etc.
In an ideal world engines are built and run 1000hours past their TBO with
nothing more than a regular oil change. This is fantasy. This little
exercise is costing Lycoming quite a few $$$, and therefore should be
treated a bit more serious than some people seem to suggest on this forum.
The reality is that a lot of the 500 odd builders haven't even got an
engine, and that those who do, have not got to the stage where the engine is
actually mounted. It is not that much work to split the crankcase in the
overall scheme of building a RV10, and the $2000 for a new shaft doesn't
really compare to the investment for the a/c kit and all bits and bobs to be
got to complete the project.
Another thing to consider, in particular for those who haven't got their
engine yet, is to take the SB569 with them when they go and look at an
engine, you know what the pitfalls are when you buy one that's on the list!
Oh, and yes, our engine is effected and the crankkit is on order, good deal
if you ask me, 0 hour overhauled bottom end for $2000..........
Message 2
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| Subject: | Re: GRT AHRS/Magnetometer Location |
--> RV10-List message posted by: "Rob Kermanj" <flysrv10@gmail.com>
Mine is located at the wing tip. I could not fit any more wires to
the aft fuselage so I decided to install it in the wing tip. The
AHARS is installed in the forward fuselage and leveled with the canopy
rail. That way, I will level the magnometer with the canopy rail. I
do not have any strobes in the wing tip soI am not sure how it might
effect the magnometer. Talk to Todd ot Geff at GRT.
On 3/21/06, McGANN, Ron <ron.mcgann@baesystems.com> wrote:
>
>
> 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 3
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| Subject: | Re: GRT AHRS/Magnetometer Location |
GRT AHRS/Magnetometer LocationFor what it is worth, as I have not yet flown, I
mounted duel AHRS and duel Magnetometers side by side on a shelf I built behind
the baggage compartment. The shelf is anchored to the upper side longeron's
and I nutplated the shelf to the cross members so I could remove the entire
shelf with the AHRS and Magnetometers in place. Since the wiring comes up from
underneath the baggage compartment and the shelf is only 14" wide sitting in
the middle of the cross members, it is easy to hook up the AHRS and Magnetometers
before screwing the plate onto the cross members. I put the nutplates in
so that I could set the shelf on the cross members and then screw the shelf on
from underneath.
Russ Daves
N710RV (Reserved)
Hopefully flying to OSH2006
----- Original Message -----
From: McGANN, Ron
To: rv10-list@matronics.com
Sent: Tuesday, March 21, 2006 8:13 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 4
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| Subject: | Please remove this e-mail from your list. Thank You. |
--> RV10-List message posted by: "Dean Van Winkle" <dvanwinkle@royell.net>
----- Original Message -----
From: <LIKE2LOOP@aol.com>
Sent: Tuesday, March 21, 2006 8:47 PM
Subject: Re: RV10-List: 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 5
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| Subject: | RE: RV10-List Digest: Link to Crank AD/SB for Lycoming |
engines ( crank crankshaft )
--> RV10-List message posted by: "Condon, Philip M." <pcondon@mitre.org>
http://www.mstewart.net/deletesoon/sb569.pdf
Mike Stewart, (fast RV builder) has hosted the Lycoming document in its
entirety. I posted the front of the document as text to this list
yesterday. The link contains the serial number and engine designation
for further research.
http://www.mstewart.net/deletesoon/sb569.pdf
The post may not remain on Mikes site for ever....you may want to draw
it down for personal archiving.....note the directory name)
Message 6
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| Subject: | RE: RV10-List VANS IO-540-D4A5 Lycoming and Crank SB/AD |
--> RV10-List message posted by: "Condon, Philip M." <pcondon@mitre.org>
Someone posted yesterday that their (or all) of VANS IO-540-D4A5 are
NOT subject to this action. A word of caution here....the Lycoming
SB/AD DOES mention the IO-540-D4A5 as a possible candidate for the
Crank problem. Read the front of the SB/AD, check the number on the
crank flange and the serial number to verify. Of course, if a rebuilt
engine was done within the time frame indicated by the SB/AD then
further investigation is warranted (shop records, part ids, repair
billing records, assembly records & log book entries). Total Lycoming
bulletin is on Mikes website (Thanks Mike)
http://www.mstewart.net/deletesoon/sb569.pdf
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>
Just wondering if it was mandantory for an experimental as was
stated. Yes would be a good idea to take advantage of Lycomings assistance.
No need to flirt with disaster.
Randy
----- Original Message -----
From: "Kelly McMullen" <kellym@aviating.com>
Sent: Tuesday, March 21, 2006 4:47 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 8
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| Subject: | RE: RV10-List Digest: Link to Crank AD/SB for Lycoming |
engines ( crank crankshaft )
--> RV10-List message posted by: "Rhonda Bewley" <Rhonda@BPAENGINES.com>
The Service Bulletin is also listed on Lycoming's website at
www.lycoming.textron.com
Rhonda
Do Not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Condon,
Philip M.
Sent: Wednesday, March 22, 2006 8:59 AM
Subject: RV10-List: RE: RV10-List Digest: Link to Crank AD/SB for
Lycoming engines ( crank crankshaft )
--> RV10-List message posted by: "Condon, Philip M." <pcondon@mitre.org>
http://www.mstewart.net/deletesoon/sb569.pdf
Mike Stewart, (fast RV builder) has hosted the Lycoming document in its
entirety. I posted the front of the document as text to this list
yesterday. The link contains the serial number and engine designation
for further research.
http://www.mstewart.net/deletesoon/sb569.pdf
The post may not remain on Mikes site for ever....you may want to draw
it down for personal archiving.....note the directory name)
Message 9
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| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
In a message dated 3/21/06 6:04:55 P.M. Eastern Standard Time,
dlm46007@cox.net writes:
'm just the devils advocate as I have a Van's IO540 to which the SB does
not apply.
Who is making Van's cranks?
P
Message 10
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| Subject: | RE: O-540 / IO-540 Crank AD Excerpts |
The Van's engines are Lycoming certified engines directly from the
factory.
Rhonda
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
GRANSCOTT@aol.com
Sent: Wednesday, March 22, 2006 10:41 AM
Subject: Re: RV10-List: RE: O-540 / IO-540 Crank AD Excerpts
In a message dated 3/21/06 6:04:55 P.M. Eastern Standard Time,
dlm46007@cox.net writes:
'm just the devils advocate as I have a Van's IO540 to which the
SB does
not apply.
Who is making Van's cranks?
P
Message 11
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| Subject: | Re: RE: O-540 / IO-540 Crank AD Excerpts |
Thanks Rhonda, I was sort of trying to be rhetorical on this comment...I'm
sure Van's are a Lyca as who else would build a Lyca and be sold as a Lyca
except the folks in Williamsport...but the parts come from the subcontractors
and one needs to know more about the various major engine parts, than just who
the seller was on the main name plate.
I know my buddy recently replaced his cylinders--with ECI Titans...the paper
work arrived and ECI had all kinds of errors in the paper work as to the
numbers etc...they had sent this out to many repair stations who have similar
the repairs...the A&P noticed the problem, discussed it with the FSDO, they
took it up with ECI and now ECI is making correction on the Titans...that's only
a paper problem. But before a lot of folks on here get thinking "it
experimental" so I'm OK...you'd hate to be sitting in the weeds upside down on
fire
and thinking: hey that crank was ok when it went bust because after all it's
an experimental engine and I, with that repairman's licenses, said
so...there potentially, may be some really poor cranks out there...IMHO.
Patrick
do not archive
Message 12
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| Subject: | O/OI-540 overhaul question |
--> RV10-List message posted by: "John Hasbrouck" <jhasbrouck@woh.rr.com>
I've been following the thread re: Lycoming crank AD and trying to follow
the distinctions between Certificated and Experimental and who can work on
what. My question is: can I, as a builder, buy an existing Lycoming and
overhaul it without an A/P or I/A being involved, hang it on the airplane
and fly it within the current regs? Does this then require a 40 hour fly
off or 25? Ignore, for the time being, the wisdom of this move. If the
above is within the regs then an A/P could look over my shoulder and not
have the liability of having his name in the engine log. As far as the
SB/AD question, the point is moot. As has been said before, nobody wants
bad parts in their engine. The FARs cause me to fall asleep and when I
think I know them someone always comes up with another interpretation.
John Hasbrouck
#40264
waiting for fuse. delivery
Message 13
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| Subject: | O/OI-540 overhaul question |
--> RV10-List message posted by: "Tim Dawson-Townsend" <Tdawson@Avidyne.com>
The most fun is when two people or two offices from the FAA interpret
the same FAR in different ways themselves!
TDT
40025
Somewhere in the Avionics industry . . .
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John
Hasbrouck
Sent: Wednesday, March 22, 2006 12:52 PM
Subject: RV10-List: O/OI-540 overhaul question
--> RV10-List message posted by: "John Hasbrouck"
<jhasbrouck@woh.rr.com>
I've been following the thread re: Lycoming crank AD and trying to
follow
the distinctions between Certificated and Experimental and who can work
on
what. My question is: can I, as a builder, buy an existing Lycoming
and
overhaul it without an A/P or I/A being involved, hang it on the
airplane
and fly it within the current regs? Does this then require a 40 hour
fly
off or 25? Ignore, for the time being, the wisdom of this move. If the
above is within the regs then an A/P could look over my shoulder and not
have the liability of having his name in the engine log. As far as the
SB/AD question, the point is moot. As has been said before, nobody
wants
bad parts in their engine. The FARs cause me to fall asleep and when I
think I know them someone always comes up with another interpretation.
John Hasbrouck
#40264
waiting for fuse. delivery
Message 14
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| Subject: | O/OI-540 overhaul question |
--> RV10-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
Of course.
You could break down the lyco, install Briggs and Stratton heads, A ford
rear end, drive a boat propeller, and attach a kite and go fly.
Just make sure your kite has the N numbers properly applied.
Mike
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John
Hasbrouck
Sent: Wednesday, March 22, 2006 12:52 PM
Subject: RV10-List: O/OI-540 overhaul question
--> RV10-List message posted by: "John Hasbrouck"
<jhasbrouck@woh.rr.com>
I've been following the thread re: Lycoming crank AD and trying to
follow
the distinctions between Certificated and Experimental and who can work
on
what. My question is: can I, as a builder, buy an existing Lycoming
and
overhaul it without an A/P or I/A being involved, hang it on the
airplane
and fly it within the current regs? Does this then require a 40 hour
fly
off or 25? Ignore, for the time being, the wisdom of this move. If the
above is within the regs then an A/P could look over my shoulder and not
have the liability of having his name in the engine log. As far as the
SB/AD question, the point is moot. As has been said before, nobody
wants
bad parts in their engine. The FARs cause me to fall asleep and when I
think I know them someone always comes up with another interpretation.
John Hasbrouck
#40264
waiting for fuse. delivery
Message 15
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| Subject: | Re: GRT AHRS/Magnetometer Location |
GRT AHRS/Magnetometer LocationDavid & list,
It is my understanding that the new Pinpoint GADAHRS that will replace the Crossbow
AHRS in the Chelton system is a modular design with the magnetometer being
a separate unit. Your suggestion for mounting remains a good one in my opinion.
Dick Sipp
----- Original Message -----
From: David McNeill
To: rv10-list@matronics.com
Sent: Tuesday, March 21, 2006 10:32 PM
Subject: Re: RV10-List: GRT AHRS/Magnetometer Location
I 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 16
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| Subject: | O/OI-540 overhaul question |
--> RV10-List message posted by: "BPA" <BPA@BPAENGINES.COM>
We have an engine going to Barcelona Spain this month. Mike, can you
help me put a boat prop, probably a 23 pitch (top end speed) on it. The
only way I figure I'll get to go to the RedBull races is to power the
engine over there myself. One good thing about it, the engine would be
pretty well broken in by the time it gets there :)
Allen
Do Not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Stewart,
Michael (ISS Atlanta)
Sent: Wednesday, March 22, 2006 1:01 PM
Subject: RE: RV10-List: O/OI-540 overhaul question
--> RV10-List message posted by: "Stewart, Michael (ISS Atlanta)"
<mstewart@iss.net>
Of course.
You could break down the lyco, install Briggs and Stratton heads, A ford
rear end, drive a boat propeller, and attach a kite and go fly.
Just make sure your kite has the N numbers properly applied.
Mike
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John
Hasbrouck
Sent: Wednesday, March 22, 2006 12:52 PM
Subject: RV10-List: O/OI-540 overhaul question
--> RV10-List message posted by: "John Hasbrouck"
<jhasbrouck@woh.rr.com>
I've been following the thread re: Lycoming crank AD and trying to
follow
the distinctions between Certificated and Experimental and who can work
on
what. My question is: can I, as a builder, buy an existing Lycoming
and
overhaul it without an A/P or I/A being involved, hang it on the
airplane
and fly it within the current regs? Does this then require a 40 hour
fly
off or 25? Ignore, for the time being, the wisdom of this move. If the
above is within the regs then an A/P could look over my shoulder and not
have the liability of having his name in the engine log. As far as the
SB/AD question, the point is moot. As has been said before, nobody
wants
bad parts in their engine. The FARs cause me to fall asleep and when I
think I know them someone always comes up with another interpretation.
John Hasbrouck
#40264
waiting for fuse. delivery
Message 17
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| Subject: | Re: O/OI-540 overhaul question |
--> RV10-List message posted by: linn Walters <pitts_pilot@bellsouth.net>
John Hasbrouck wrote:
> --> RV10-List message posted by: "John Hasbrouck" <jhasbrouck@woh.rr.com>
>
> I've been following the thread re: Lycoming crank AD and trying to
> follow the distinctions between Certificated and Experimental and who
> can work on what. My question is: can I, as a builder, buy an
> existing Lycoming and overhaul it without an A/P or I/A being
> involved, hang it on the airplane and fly it within the current regs?
AFAIK, yes. I had the prop flange on my O-360 crank fail ..... and the
prop, flywheel, and spinner departed the plane as an assembly. There I
was, in a glider without the endorsement on my license!
I rebuilt the engine using a crank manufactured by Moldex, with a
beefier flange! This is definitely an 'experimental' engine, and the
'bogus' crank is in the engine log, along with all the parts replaced or
overhauled.
> Does this then require a 40 hour fly off or 25?
That I can't say. I didn't ask anyone about putting the plane back in
service since I hadn't really changed anything except the crank ....
which was built to Lycoming's specs and the exception for the thicker
prop flange. Actually, I was remiss in not going back to the 30 mile 40
hr. restriction ..... I just flew it locally for a few hours to make
sure that the temps, power, oil pressure etc. were OK.
> Ignore, for the time being, the wisdom of this move.
What's wrong with your scenario??? You need the overhaul and parts
manuals (the parts manual is specific to your model engine) and some
tools from your toolbox. These engines are rock-simple, and everything
you need to know is in that manual. Do you think overhauling your
aircraft engine is any different form overhauling your car engione with
a "Motors" manual???
> If the above is within the regs then an A/P could look over my
> shoulder and not have the liability of having his name in the engine log.
This is true. And a good move, in my opinion. I've played mechanic (a
financial necessity) most of my life so I'm familiar with tools needed.
> As far as the SB/AD question, the point is moot. As has been said
> before, nobody wants bad parts in their engine.
AMEN!
> The FARs cause me to fall asleep and when I think I know them
> someone always comes up with another interpretation.
I second that!!! They're written that way so the feds can nail you if
they want ..... and you haven't done 'anything wrong'. IMHO, of course!
Linn
do not archive
>
>
> John Hasbrouck
> #40264
> waiting for fuse. delivery
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