Condition Inspection Findings

N941WR · #1 03-31-2019, 12:23 PM

It has been over 11 years since I first flew my RV-9.

In that time I have changed the engine (O-290 to O-360) due to a prop strike. Last year I found a crack on my engine mount and replaced that.

I started my Condition Inspection on Friday night and so far so good. Compression on all four Cylinders are normal. Last year #3 was low and I was using oil like crazy. Just recently I noticed my oil consumption was back to normal and sure enough, the sparkplugs were all dry and the compression was back to "normal".

Last year I replaced the O-ring on the gascolator and lubricated it with fuel lube, which I would always do. This year I removed the unused plug on the gascolator and it pulled right off.

After the gascolator was reinstalled I decided to "bleed" the fuel pressure line. Over the past year I would get low fuel pressure warnings on my EFIS and have replaced the wire, sensor, etc. and it would still come back on occasion but once the engine warmed up, it would go away and not come back on. Also, even though it would read 1 PSI in a full power climb, the engine never sagged, so I know it was getting plenty of fuel.

So, this morning I turned on the electric fuel pump and started loosing the plug on the "manifold" that holds the fuel pressure sensor until fuel started coming out. I was surprised at how long it took for fuel to come streaming out, once it first bubbled. With fuel leaking out, I tightened the plug back up and then turned off the fuel pump and master.

I will report back, once I'm flying again to let you know if this solved my low fuel pressure readings.

N941WR · #2 03-31-2019, 04:24 PM

FWF, less brakes and wheels is complete.

The only maintenance issue is I will have to replace one of the neoprene tubes to connect my plenum to the Sam James cowl.

Regardless if you have a taildragger or nosewheel, please remember to put a torque wrench on the gear leg nuts (wrench on the bolt.) And make sure they are tight.

One thing I did years ago was to replace every nylock nut with metal locknuts FWF. Especially on the brakes, these can get surprisingly hot and start working their way off.

molson309 · #3 03-31-2019, 05:55 PM

Quote:

Originally Posted by N941WR

It has been over 11 years since I first flew my RV-9.

In that time I have changed the engine (O-290 to O-360) due to a prop strike. Last year I found a crack on my engine mount and replaced that.

..snip..

After the gascolator was reinstalled I decided to "bleed" the fuel pressure line. ..snip..

Please be careful here - air in the fuel pressure line is highly unlikely to be the cause of low fuel pressure alerts. You may actually _have_ low fuel pressure, perhaps plumbing in a temporary mechanical pressure gauge would be a good way to figure out if you have an instrumentation problem or a real issue.

N941WR · #4 03-31-2019, 06:04 PM

Quote:

Originally Posted by molson309

Please be careful here - air in the fuel pressure line is highly unlikely to be the cause of low fuel pressure alerts. You may actually _have_ low fuel pressure, perhaps plumbing in a temporary mechanical pressure gauge would be a good way to figure out if you have an instrumentation problem or a real issue.

If it was a pump issue, the long taxi I have to the end of the runway, along with waiting for the temps to come up, would have exhausted the fuel in the carb about halfway to the end of the runway. (I tested it once withe fuel valve turned off because I wanted to see if I was ever at risk of taking off with the valve in the off position and I'm not even close.)

No, I don't think it is the fuel pump but if blessing the line doesn't solve it, the only thing left is to replace the fuel pump.

No fuel has gone overboard via the drain line, so I know the pump's diaphragm is not compromised.

flyabq · #5 04-01-2019, 09:17 AM

Sorry, Not a condition inspection question. I am also in process of building a 9. How are you liking the o-360? If you had to do it again would you still use that engine?

Pilot135pd · #6 04-01-2019, 09:45 AM

Quote:

Originally Posted by flyabq

Sorry, Not a condition inspection question. I am also in process of building a 9. How are you liking the o-360? If you had to do it again would you still use that engine?

Best engine bang for your buck when you also take into consideration low maintenance issues. I've had them on many of the aircraft I've owned.

flyabq · #7 04-01-2019, 09:57 AM

I love the engine. I just know Van's position on the 360 on the 9, and I am wanting to put one on when I finally get the Fuselage done. I am trying to decide on that and the 320.

Pilot135pd · #8 04-01-2019, 10:57 AM

Quote:

Originally Posted by flyabq

I love the engine. I just know Van's position on the 360 on the 9, and I am wanting to put one on when I finally get the Fuselage done. I am trying to decide on that and the 320.

My comment is based on the engine on airframes designed for the engine. I don't know anything about putting a 360 on a RV-9, plus I'm not an aeronautical engineer or a test pilot so I always defer those kinds of decisions to the people who design the airplane.

N941WR · #9 04-01-2019, 11:29 AM

Quote:

Originally Posted by flyabq

Sorry, Not a condition inspection question. I am also in process of building a 9. How are you liking the o-360? If you had to do it again would you still use that engine?

First, Van's does not recommend this engine for the -9. This was been discussed many times in this forum. Try using the Advanced Search function.

The 360 is about 20 pounds heavier than the 320. I have a fixed pitch Catto prop, so my combined weight is less than a 320 with a fixed pich metal prop. If you ever want a CS prop, it should be a composite prop.

Remember, the -9 is limited to a GW of 1750, you will have to build extremely light and not go crazy with needless options, like a flap position sensor, backup batteries, alternators, BRS, etc.

With those limitations, I am very pleased with it and don't cruise at 75% power because it will drink fuel at that setting. Typical cruise for me is 150 to 160 knots while burning between 5.2 and 7.2 GPH, Depending on altitude, leaning, TAS, etc.

N941WR · #10 04-11-2019, 08:11 PM

Condition inspection completed and logbooks signed.

The only thing that needed to be replaced was the right side neoprene tube that goes from the aluminum inlet to the cooling plenum on my Sam James cowl.

With the two engine runs I performed, the fuel pressure was perfect. So, bleeding the fuel pressure line may have solved that annoying issue. I won't know until I fly it. That may have to wait until next weekend as we are supposed to get three days of rain here in the upstate of South Carolina.