Today's Message Index:
----------------------
1. 07:20 AM - Chat Room Reminder (George Race)
2. 11:43 AM - 601HDS to LSA (Bill Shirley Mitchell)
3. 12:13 PM - Re: 601HDS to LSA (Paul Mulwitz)
4. 12:13 PM - Re: 601HDS to LSA (George Swinford)
5. 12:56 PM - Re: 601HDS to LSA (LarryMcFarland)
6. 02:20 PM - Re: 601HDS to LSA (cherring)
7. 02:27 PM - Re: 601HDS to LSA (Bill Naumuk)
8. 02:48 PM - Re: 601HDS to LSA (cherring)
9. 03:43 PM - Re: 601HDS to LSA (Bryan Martin)
10. 03:43 PM - Re: Re: 601HDS to LSA (jaybannist@cs.com)
11. 03:49 PM - Re: Re: 601HDS to LSA (Bryan Martin)
12. 03:56 PM - Re: Re: 601HDS to LSA (Bryan Martin)
13. 04:33 PM - Re: Re: 601HDS to LSA (Paul Mulwitz)
14. 04:34 PM - Re: Re: 601HDS to LSA (jaybannist@cs.com)
15. 05:07 PM - Wanted cracked canopy (Buryl Hill)
16. 05:44 PM - First Start of an O-200 (Peter W Johnson)
17. 06:36 PM - Re: First Start of an O-200 (Ashley)
18. 06:39 PM - Re: First Start of an O-200 (Ron Lendon)
19. 08:44 PM - check your rudder bearing (Frank Probst)
20. 09:12 PM - Re: First Start of an O-200 (Peter W Johnson)
21. 09:12 PM - Re: First Start of an O-200 (Randy L. Thwing)
22. 09:12 PM - Re: check your rudder bearing (JohnDRead@aol.com)
23. 10:56 PM - Re: First Start of an O-200 (Sabrina)
Message 1
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| Subject: | Chat Room Reminder |
Live Chat Room every Monday evening around 8:00 EDT
www.mykitairplane.com <blocked::blocked::http://www.mykitairplane.com/>
Click on the Chat Room link on the page.
Just started up, a new forum type list for airplane builders.
Users wanted. Stop by and give it a try.
www.mykitairplane.com/forum
George
Do Not Archive
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I need info on changing my HDS to LSA status. It seems that I need to chang
e the wings to HD or ?=0AThere has been prior discussions on this, but I ca
n't find it. I've sent e-mail to Zenith, no reply yet. My wings are complet
ed with tanks and lockers. Maybe a trade?? Thanks for any help.=0ABill Mitc
hell----------- cont-0-200=0A=0A=0A
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| Subject: | Re: 601HDS to LSA |
Hi Bill,
I wonder why you might want to do this change.
If your plane is compatible with the LSA spec then you can operate it
as a Sport Pilot without any paper work changes. If it is not then
there is nothing you can do to make it work for that purpose.
I think the basic problem with an HDS for use as a LSA is the stall
speed. Unfortunately, changing the wings to make it compliant
doesn't help. I believe rule requires that any plane have always
been consistent with that definition to qualify for use by a Sport Pilot.
Perhaps a trade of entire planes would work better for you.
Paul
XL awaiting engineering changes.
At 11:34 AM 8/17/2009, you wrote:
>I need info on changing my HDS to LSA status. It seems that I need
>to change the wings to HD or ?
>There has been prior discussions on this, but I can't find it. I've
>sent e-mail to Zenith, no reply yet. My wings are completed with
>tanks and lockers. Maybe a trade?? Thanks for any help.
>Bill Mitchell cont-0-200
>
>
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| Subject: | Re: 601HDS to LSA |
Bill:
Would the addition of vortex generators give you a sufficient decrease
in stall speed to qualuify for LSA? Just a thought...
George Swinford CH601 HD project holding at 90%
----- Original Message -----
From: Bill Shirley Mitchell
To: zenith-list@matronics.com
Sent: Monday, August 17, 2009 11:34 AM
Subject: Zenith-List: 601HDS to LSA
I need info on changing my HDS to LSA status. It seems that I need to
change the wings to HD or ?
There has been prior discussions on this, but I can't find it. I've
sent e-mail to Zenith, no reply yet. My wings are completed with tanks
and lockers. Maybe a trade?? Thanks for any help.
Bill Mitchell cont-0-200
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| Subject: | Re: 601HDS to LSA |
Bill,
If your HDS flight envelope and stall speed agree with Light Sport
Aircraft, you have the plane you want. Some of the HDS 601s have a
higher stall speed than
required for LSA, so you need to visit your Aircraft's Operating
Handbook to find out what stall speed is for your particular plane.
Larry McFarland 601HDS at www.macsmachine.com (LSA compliant)
Bill Shirley Mitchell wrote:
> I need info on changing my HDS to LSA status. It seems that I need to
> change the wings to HD or ?
> There has been prior discussions on this, but I can't find it. I've
> sent e-mail to Zenith, no reply yet. My wings are completed with tanks
> and lockers. Maybe a trade?? Thanks for any help.
> Bill Mitchell cont-0-200
>
> *
> *
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| Subject: | Re: 601HDS to LSA |
If you have a plane that did not meet the LSA specs at the time it received its
original airworthiness certificate, or any time since, that plane can never qualify
as light-sport. It must meet the guidelines at the time of original AW
cert and must have been "continuously operated" under those guidelines since that
time. That means you cannot fly the plane outside the LSA criteria and then
make modifications later which make the plane meet the LSA performance specs.
Yes, the POH would be the place to look. If it shows the gross weight, stall
& cruise speed limites within LSA, you're in luck. If not, there is nothing you
can do to make it LSA.
I researched this pretty well because I have an HDS that I bought 90% complete
and have almost finished. I plan to have it meet the LSA criteria by adding VG's
before the inspection for the initial airworthiness certificate so it should
meet the guideline for stall speed. Trying to follow the rules.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258254#258254
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| Subject: | Re: 601HDS to LSA |
All-
To sum up the main points-
1. You can't add vortex generators to achieve LSA compliance because
they aren't included in the original design, but are aftermarket.
2. If you haven't completed and previously registered your plane as
Experimental, Owner Built, you can legally change in midstream to the HD
wing configuration with the blessing of both the FAA and Zenith.
There are numerous posts on this subject in the archives.
Bill
----- Original Message -----
From: Paul Mulwitz
To: zenith-list@matronics.com
Sent: Monday, August 17, 2009 2:58 PM
Subject: Re: Zenith-List: 601HDS to LSA
Hi Bill,
I wonder why you might want to do this change.
If your plane is compatible with the LSA spec then you can operate it
as a Sport Pilot without any paper work changes. If it is not then
there is nothing you can do to make it work for that purpose.
I think the basic problem with an HDS for use as a LSA is the stall
speed. Unfortunately, changing the wings to make it compliant doesn't
help. I believe rule requires that any plane have always been
consistent with that definition to qualify for use by a Sport Pilot.
Perhaps a trade of entire planes would work better for you.
Paul
XL awaiting engineering changes.
At 11:34 AM 8/17/2009, you wrote:
I need info on changing my HDS to LSA status. It seems that I need
to change the wings to HD or ?
There has been prior discussions on this, but I can't find it. I've
sent e-mail to Zenith, no reply yet. My wings are completed with tanks
and lockers. Maybe a trade?? Thanks for any help.
Bill Mitchell cont-0-200
Message 8
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| Subject: | Re: 601HDS to LSA |
I think I am correct that adding VG's before the original AW Cert would help because
it would (hopefully) allow the plane to meet the LSA stall speed limit.
It isn't the VG's themselves that make it compliant or not, it is the stall speed,
which is what it is as determined during initial flight testing. Agreed,
adding them later does not allow a plane to meet LSA it is has been previously
flown outside of the criteria.
Not sure what you mean by "aftermarket" - do you mean after the original A/W?
>>>>>>>
"1. You can't add vortex generators to achieve LSA compliance because they aren't
included in the original design, but are aftermarket. "
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258258#258258
Message 9
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| Subject: | Re: 601HDS to LSA |
If it's an E-AB, the original design doesn't mean a thing. The only
thing that matters is that the airplane meet the LSA limitations at
the time of it's original certification. For an E-AB, whatever it
takes to make the plane meet the requirements of LSA is fair game. The
entire airplane is "aftermarket". The only place the stall speed is
recorded is in the POH, which you will prove out during phase 1
testing. Make sure that your POH shows compliance with the rules.
In the E-AB airworthiness certification, there is no mention of LSA
limitations. You will certificate is as E-AB and then, if you
determine that it meets the limitations, you can fly it under LSA
rules. You will probably have no trouble flying any Zodiac under LSA
rules. The FAA would be extremely unlikely to call you on it. If you
tried it with an RV-6, it would be a different matter, it is well
known that most RVs far exceed the LSA limits.
On Aug 17, 2009, at 4:05 PM, Bill Naumuk wrote:
> All-
> To sum up the main points-
> 1. You can't add vortex generators to achieve LSA compliance
> because they aren't included in the original design, but are
> aftermarket.
> 2. If you haven't completed and previously registered your plane
> as Experimental, Owner Built, you can legally change in midstream to
> the HD wing configuration with the blessing of both the FAA and
> Zenith.
> There are numerous posts on this subject in the archives.
>
Bill
> ----- Original Message -----
> From: Paul Mulwitz
> To: zenith-list@matronics.com
> Sent: Monday, August 17, 2009 2:58 PM
> Subject: Re: Zenith-List: 601HDS to LSA
>
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
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| Subject: | Re: 601HDS to LSA |
As I have said before, in this provision of the LSA rules, we have a real "Catch
22".? You build an E-AB airplane, fully expecting it to be LSA compliant.?
Then in Phase 1, you discover that the stall speed is above allowable for LSA.?
You should be able to make corrections to bring it into compliance.? Trouble
is that you have had it certified as E-AB.? That essentially establishes the
physical configuration of the airplane. It has been flown outside the limitations
for LSA.? According to a strict interpretation of the regs, you can not now
make the alterations to the airframe to bring it into compliance.? In this case
we are talking about adding VGs, but it would also apply to something like
propeller pitch that drives the airplane faster that the LSA speed limitations.?
Is that bizarre and downright unfair?? I think it is a serious glitch in the
regs that really needs to be corrected.
Jay Bannister
Do not archive
-----Original Message-----
From: cherring <ocean_guy238@HOTMAIL.COM>
Sent: Mon, Aug 17, 2009 4:48 pm
Subject: Zenith-List: Re: 601HDS to LSA
I think I am correct that adding VG's before the original AW Cert would help
because it would (hopefully) allow the plane to meet the LSA stall speed limit.
It isn't the VG's themselves that make it compliant or not, it is the stall
speed, which is what it is as determined during initial flight testing. Agreed,
adding them later does not allow a plane to meet LSA it is has been previously
flown outside of the criteria.
________________________________________________________________________
Email message sent from CompuServe - visit us today at http://www.cs.com
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| Subject: | Re: 601HDS to LSA |
I think Paul is just a little bit confused on the subject. I believe
you are correct, if VGs give you a low enough stall speed to meet the
LSA rules and every thing else falls within the limits, you're good to
go. It's your airplane, you built it, you write the POH.
On Aug 17, 2009, at 4:48 PM, cherring wrote:
> >
>
> I think I am correct that adding VG's before the original AW Cert
> would help because it would (hopefully) allow the plane to meet the
> LSA stall speed limit. It isn't the VG's themselves that make it
> compliant or not, it is the stall speed, which is what it is as
> determined during initial flight testing. Agreed, adding them later
> does not allow a plane to meet LSA it is has been previously flown
> outside of the criteria.
>
> Not sure what you mean by "aftermarket" - do you mean after the
> original A/W?
>
>
>>>>>>>>
> "1. You can't add vortex generators to achieve LSA compliance
> because they aren't included in the original design, but are
> aftermarket. "
>
>
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
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| Subject: | Re: 601HDS to LSA |
As long as your final POH reflects the proper limitations, how is the
FAA going to know whether or not you had to make some minor
adjustments during phase 1 flight testing to meet them?
On Aug 17, 2009, at 5:37 PM, jaybannist@cs.com wrote:
> As I have said before, in this provision of the LSA rules, we have a
> real "Catch 22". You build an E-AB airplane, fully expecting it to
> be LSA compliant. Then in Phase 1, you discover that the stall
> speed is above allowable for LSA. You should be able to make
> corrections to bring it into compliance. Trouble is that you have
> had it certified as E-AB. That essentially establishes the physical
> configuration of the airplane. It has been flown outside the
> limitations for LSA. According to a strict interpretation of the
> regs, you can not now make the alterations to the airframe to bring
> it into compliance. In this case we are talking about adding VGs,
> but it would also apply to something like propeller pitch that
> drives the airplane faster that the LSA speed limitations. Is that
> bizarre and downright unfair? I think it is a serious glitch in the
> regs that really needs to be correct ed.
>
> Jay Bannister
> Do not archive
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
Message 13
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| Subject: | Re: 601HDS to LSA |
Hi Jay,
I think you are taking this a little bit too literally.
For legal purposes, the only thing that matters is what appears on
paper. If your POH says your plane meets the details of the LSA
requirements then it does. You will not find an FAA inspector
chasing you around to see if your plane stalls at 45 KCAS or 46.
There is a special provision on the propeller pitch question called
maximum continuous power. If your plane goes a little too fast for
the LSA spec and you want it to meet the spec then all you need to do
is reduce the defined maximum continuous power for your
plane. Again, it is what is documented on paper that counts. If the
documents indicate it meets the required performance specs then it does.
The case of an existing HDS is a special one. If it has been
documented as having a stall speed too high for the LSA definition
then the show is over for that plane.
For any model plane, it doesn't matter what sort of airworthiness
certificate you have. It can be E-AB or E-LSA or any other thing you
can manage. If it meets the LSA definition it can be operated under
the Sport Pilot limits.
Paul
XL awaiting engineering changes
At 03:37 PM 8/17/2009, you wrote:
>As I have said before, in this provision of the LSA rules, we have a
>real "Catch 22". You build an E-AB airplane, fully expecting it to
>be LSA compliant. Then in Phase 1, you discover that the stall
>speed is above allowable for LSA. You should be able to make
>corrections to bring it into compliance. Trouble is that you have
>had it certified as E-AB. That essentially establishes the physical
>configuration of the airplane. It has been flown outside the
>limitations for LSA. According to a strict interpretation of the
>regs, you can not now make the alterations to the airframe to bring
>it into compliance. In this case we are talking about adding VGs,
>but it would also apply to something like propeller pitch that
>drives the airplane faster that the LSA speed limitations. Is that
>bizarre and downright unfair? I think it is a serious glitch in the
>regs that really needs to be correct ed.
>
>Jay Bannister
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| Subject: | Re: 601HDS to LSA |
Bryan,
You are right, but remember, I said "STRICT interpretation of the regs".? There
are obviously ways around it; but I still think the regs need to change to keep
everything on the up and up, whether the FAA knows about it or not.
Jay Bannister
Do not archive
-----Original Message-----
From: Bryan Martin <bryanmmartin@comcast.net>
Sent: Mon, Aug 17, 2009 5:55 pm
Subject: Re: Zenith-List: Re: 601HDS to LSA
?
As long as your final POH reflects the proper limitations, how is the FAA going
to know whether or not you had to make some minor adjustments during phase 1
flight testing to meet them??
?
On Aug 17, 2009, at 5:37 PM, jaybannist@cs.com wrote:?
?
> As I have said before, in this provision of the LSA rules, we have a > real "Catch
22". You build an E-AB airplane, fully expecting it to > be LSA compliant.
Then in Phase 1, you discover that the stall > speed is above allowable for
LSA. You should be able to make > corrections to bring it into compliance.
Trouble is that you have > had it certified as E-AB. That essentially establishes
the physical > configuration of the airplane. It has been flown outside
the > limitations for LSA. According to a strict interpretation of the > regs,
you can not now make the alterations to the airframe to bring > it into compliance.
In this case we are talking about adding VGs, > but it would also apply
to something like propeller pitch that > drives the airplane faster that the
LSA speed limitations. Is that > bizarre and downright unfair? I think it
is a serious glitch in the > regs that really needs to be correct ed.?
>?
> Jay Bannister?
> Do not archive?
?
?
--Bryan Martin?
N61BM, CH 601 XL,?
RAM Subaru, Stratus redrive.?
do not archive.?
?
?
?
?
?
________________________________________________________________________
Email message sent from CompuServe - visit us today at http://www.cs.com
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| Subject: | Wanted cracked canopy |
Wanted cracked canopy,clear, end for a 601. Offering $100
bus@commspeed.net
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| Subject: | First Start of an O-200 |
Hi Guys,
I am about to start my rebuilt O-200 for the first time. The Overhaul Manual
calls for "Pre-oil the lubrication system using an external pre-oiling
pressure system". I don't have one. What is the best way to ensure I have
oil pressure if the motor magically starts on the first key?
Cheers
Peter
Wonthaggi Australia
http://zodiac.cpc-world.com <http://zodiac.cpc-world.com/>
Message 17
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| Subject: | Re: First Start of an O-200 |
Peter,
Do you have an oil filter on the motor?
I unscrewed the filter and pumped oil into the center hole of the filter
adaptor. Unless the oil pump is primed (the above procedure will prime
the pump) there is a large chance you will not get oil pressure.
I removed the top spark plugs and then used the starter to turn the
engine over until oil pressure was indicated. Put the plugs in and you
are good to go.
Floyd Wilkes
601XL O-200
----- Original Message -----
From: Peter W Johnson
To: continental-list@matronics.com ; zenith-list@matronics.com ;
zenith601-list@matronics.com
Sent: Monday, August 17, 2009 7:43 PM
Subject: Zenith-List: First Start of an O-200
Hi Guys,
I am about to start my rebuilt O-200 for the first time. The Overhaul
Manual calls for "Pre-oil the lubrication system using an external
pre-oiling pressure system". I don't have one. What is the best way to
ensure I have oil pressure if the motor magically starts on the first
key?
Cheers
Peter
Wonthaggi Australia
http://zodiac.cpc-world.com
Message 18
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| Subject: | Re: First Start of an O-200 |
Prime the oil pump and turn it to pressurize the system. I don't know how to do
this on your particular engine.
--------
Ron Lendon, Clinton Township, MI
WW Corvair with Roy's Garage 5th bearing
Zodiac XL, ScrapBuilder ;-)
http://www.mykitlog.com/rlendon
Corvair Engine Prints:
http://home.comcast.net/~rlendon/site/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258328#258328
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| Subject: | check your rudder bearing |
The other day on my preflight I noticed a significant amount of play in the
top rudder attach point of my 601. Then I was at a fly in over the weeken
d with several 601's and they all had some play. One was really bad and th
e rest had quite a bit of play too. The hinge is just a bushing running in
aluminium. Mine has worn in just 100 hours.
Has anyone come up with a better bearing idea?
Thanks
Frank Probst
_________________________________________________________________
Stay on top of things=2C check email from other accounts!
http://go.microsoft.com/?linkid=9671355
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| Subject: | First Start of an O-200 |
Floyd,
Did you actually "pump" oil into the center hole or just fill it with an oil
can? (If you pumped, did you make up a pump of some sort?)
I have fitted the oil filter adapter so I could get some oil into the oil
pump that way.
Thanks
Peter
_____
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Ashley
Sent: Tuesday, 18 August 2009 11:30 AM
Subject: Re: Zenith-List: First Start of an O-200
Peter,
Do you have an oil filter on the motor?
I unscrewed the filter and pumped oil into the center hole of the filter
adaptor. Unless the oil pump is primed (the above procedure will prime the
pump) there is a large chance you will not get oil pressure.
I removed the top spark plugs and then used the starter to turn the engine
over until oil pressure was indicated. Put the plugs in and you are good to
go.
Floyd Wilkes
601XL O-200
----- Original Message -----
From: Peter W <mailto:vk3eka@bigpond.net.au> Johnson
zenith601-list@matronics.com
Sent: Monday, August 17, 2009 7:43 PM
Subject: Zenith-List: First Start of an O-200
Hi Guys,
I am about to start my rebuilt O-200 for the first time. The Overhaul Manual
calls for "Pre-oil the lubrication system using an external pre-oiling
pressure system". I don't have one. What is the best way to ensure I have
oil pressure if the motor magically starts on the first key?
Cheers
Peter
Wonthaggi Australia
http://zodiac.cpc-world.com
href="http://www.matronics.com/Navigator?Zenith-List">http://www.matronhref
"http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
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| Subject: | Re: First Start of an O-200 |
Hello Peter:
We went through this a couple of months ago when we overhauled the Cont.
C-145 engine in our flying club 1958 Cessna 172. Go to www.eaa163.com
click on flying club link.
A C-145 is a early version of the O-300 which is really a O-200 with two
more cylinders. The cyls. and many parts are identical.
I have a Franklin engine OH manual which says that if you don't have the
"pressure pre-oil system" then you remove the top spark plugs and
manually turn the engine over via the prop 200 revs.
We tried that on the C-145 and were unsuccessful in getting oil pressure
to show. It may work on your O-200. Do you have a tube type oil
pressure gauge that senses oil pressure from the engine clear up to the
instrument? Do you have an electric starter?
We apparently were not able to get the oil pump to prime by turning the
prop by hand. We used the electric starter to spin the engine (spark
plugs removed). This finally primed the pump and we had oil pressure
indications.
We have a oil filter adapter, but we did not have the advice that you
could prime the oil pump back through the filter adapter.
There are three other places to get evidence that the pump is primed and
oil is pumping through the engine.
1. If you have the tube type oil pressure gauge, disconnect the oil
pressure instrument line where it connects to the firewall bulkhead
fitting. When the oil pump starts pumping, oil will squirt out there.
2. Face the front of the engine, look at the engine case on either side
of the crank prop flange. On both the left and right, there is a pipe
plug on the front of the engine case. These plugs "plug" the front end
of the main oil galleries. Loosen, preferable the left plug facing the
prop flange, and when oil pressure comes up, oil will come out around
this plug.
3. Remove the Rocker arm cover of a front cylinder, when oil pressure
comes up, it will travel through the hollow push rods and drip around
the rocker shaft, etc.
On our C-145, we used the oil pressure gauge tube and the front galley
plug. We already had all the baffles installed making it difficult to
remove a valve cover.
Spinning the engine (spark plugs removed) with the electric starter, it
didn't take long before oil was spurting out the oil pressure tube, and
around the front gallery plug. Both were tightened and we spun the
engine once more and oil pressure was indicated on the oil pressure
gauge. We had a short meeting on whether there was any reason NOT to
start the engine. Couldn't think of a thing. So we fired it off and
it's run perfectly for over a hundred flight hours so far.
We also have a first issue Cessna 150 (1959) which is currently in my
back yard with a newly OH O-200 hanging on it. It's not ready for
sartup yet, but when we do, we will use the above system for pre-oiling.
Let us know how this works out for you.
Regards,
Randy, Las Vegas
----- Original Message -----
From: Peter W Johnson
To: continental-list@matronics.com ; zenith-list@matronics.com ;
zenith601-list@matronics.com
Sent: Monday, August 17, 2009 5:43 PM
Subject: Zenith-List: First Start of an O-200
Hi Guys,
I am about to start my rebuilt O-200 for the first time. The Overhaul
Manual calls for "Pre-oil the lubrication system using an external
pre-oiling pressure system". I don't have one. What is the best way to
ensure I have oil pressure if the motor magically starts on the first
key?
Cheers
Peter
Wonthaggi Australia
http://zodiac.cpc-world.com
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
08/17/09 18:04:00
Message 22
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| Subject: | Re: check your rudder bearing |
Hi Frank;
I did not like the steel in aluminum bearing design so I made
the following redesign of all of the various pivot designs on my CH701. I
did submit them to the factory who commented that they did not see any
problems with the designs. I have attached the Rudder Pivot redesigns drawings.
The advantage of the designs is that the existing 4130 bushings are running
in "Oilite" type bearings and are many times longer than the original
Zenith designs.
John Read
CH701 - Elbert CO - Jabiru 3300
Phone: 303-648-3261
Fax: 303-648-3262
Cell: 719-494-4567
In a message dated 8/17/2009 9:45:31 P.M. Mountain Daylight Time,
fprobst@HOTMAIL.COM writes:
The other day on my preflight I noticed a significant amount of play in
the top rudder attach point of my 601. Then I was at a fly in over the
weekend with several 601's and they all had some play. One was really bad and
the rest had quite a bit of play too. The hinge is just a bushing running
in aluminium. Mine has worn in just 100 hours.
Has anyone come up with a better bearing idea?
Thanks
Frank Probst
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Message 23
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| Subject: | Re: First Start of an O-200 |
You know guys, spinning the engine with the starter is still a dry crank which
the TCM manual is trying to avoid. First off, everything inside the engine should
have been lubricated with 100W mineral oil before/during assembly. Second,
there are the (PN 532432) plugs at the front of the engine, the ports where
the oil cooler pad (PN 35033) mounts, the original oil screen housing (PN 35020),
the oil pressure relief valve (PN 21113) as well as the oil pressure outlet.
Each of these can be used to prime and/or check the effectiveness of your
prime. If you are ambitious, you can remove the valve covers as well. I
added a quart of Royco flight ready preservative oil before the first start.
The oil flow charts (Figure 38 of the TCM overhaul manual) for the O-200A showing
pressure oil, scavenge oil-suction and scavenge oil-drain are helpful in
understanding where the oil is going that you are pumping in with a rubber tipped
oil can.
Looking at the charts, it is clear that removing the oil cooler pad (or STC'd oil
filter) allows you to prime the oil pump with the top hole and pressurize the
oil passages, key to the first start up, with the lower hole.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258377#258377
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