Check this if you have an injected engine...

[airguy]

Originally Posted by Steve Ashby

I am working on FWF and have a red cap as depicted in Skylor?s photo. What is the correct part to plug this little doober?

If you are not running a Cessna-style "pressure-to-flow" meter, then just a standard NPT plug will do the trick. Teflon PASTE - never TAPE.

[skylor]

Originally Posted by Steve Ashby

I am working on FWF and have a red cap as depicted in Skylor?s photo. What is the correct part to plug this little doober?

That?s either a -2 or -3 AN cap (I don?t recall the exact size) that should go over the fitting. Aluminum ones can be found here:


http://www.aircraftspruce.com/menus/ha/an.html

Some prefer steel or stainless on FWF fuel lines and fittings but they are a little harder to find. Genuine Aircraft Hardware Co. should have them.

Skylor

[ctennis]

Originally Posted by Steve Ashby

I am working on FWF and have a red cap as depicted in Skylor?s photo. What is the correct part to plug this little doober?

When I removed the plug from my #4 cylinder to install the fitting for measuring manifold pressure, I used that plug for the fuel spider.

[TS Flightlines]

Really looks like a tire valve cap. Wow. makes you wonder.

Tom

[Jesse]

Originally Posted by ctennis

When I removed the plug from my #4 cylinder to install the fitting for measuring manifold pressure, I used that plug for the fuel spider.

I do the exact same thing every time. The FWF kit includes several of these caps too, but they usually are needed for the soil and fuel pressure manifold that bolts to the firewall. If there is a piece of red plastic on the engine, it is supposed to be removed and replaced with something. That?s why it is red.

Good catch, Vic.

[maniago]

Originally Posted by skylor

The safety wiring is legit and is how the factory delivers them, as you can see from the picture above. Also, here's an image from AC43-13 showing this technique:



Skylor
RV-8

Well, the factory didnt do that on my rebuilt motor....and I know the AC43-13 reference....just does it really qualify as "screws in a closely spaced...."...? I guess its a judgement call, where the ability to get the pliers into the location is what the AC is driving at, but for me in this case its not legit. I'd agree if the screws were like a 1/2" apart, but there not.

I know this could be a never ending debate and I'm not trying to make one, just saying I'd replace that single wire with a twist because I should and I can.

[rmarshall234]

Nice work, Vic!

I hope everyone appreciates the seriousness of this error. I would think an in-air, fuel-fed fire, would be a _very likely_ result if that cap were to come off in flight. Or melt off. The high volume of cool air flowing across the top of that cooling plenum is probably the only reason this didn't happen. There would also be a significant drop in fuel pressure which would likely cause the operator to turn on the boost pump. Arghhh!...

Guardian Angels...absolutely!

Again, nice job.

[jeffw@sc47]

Originally Posted by vic syracuse

Many of them show me a POH when I ask about the Operating Limitations.

Where do I find the Operating Limitations that are pertinent to my build, airframe, engine, other systems?

[BobTurner]

Originally Posted by jeffw@sc47

Where do I find the Operating Limitations that are pertinent to my build, airframe, engine, other systems?

They should have been, or will be, issued to you by the person who does your airworthiness inspection. They need to be kept in the airplane.

[rvbuilder2002]

Originally Posted by jeffw@sc47

Where do I find the Operating Limitations that are pertinent to my build, airframe, engine, other systems?

Operating limitations are part of the 8130-7 form (airworthiness certificate)

Many times they are actually attached/stapled to the certificate when it is issued (that is how document issued by my local FSDO are provided).

BTW, the FAA is in the process of revising how C of A's are issued for experimentals. New documents issues by a FSDO right now are no longer separated. The C of A is printed on the top of the first page of the operating limitations. I imagine this was to resolve the issue of people not having them in the airplane. Unfortunately that still wont resolve the issue of people not having ever read them (at first issuance, it is a required part of the certification process that the issuer review them with the applicant and confirm they understand they are operational requirements for the airplane. Unfortunately, it is common that when an airplane is sold, the new owner is clueless about them).
DAR's are still using the old documents, but it is my understanding that once the FAA works out the document security issues, that all new or amended documents will be issued this way.
One plus to the new process for us users is that since it is generated and signed digitally, a replacement can be sent via e-mail and printed locally.

The down side -
There is now four 8 1/2 X 11 sheets (they specifically say modifying them in any way is prohibited) that have to be folded up in a bundle small enough to fit into the traditional document pouch that has always been sized for the pink 8130-7 form.