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07-16-2014, 01:15 PM
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Join Date: Jun 2006
Location: 8I3
Posts: 3,564
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Quote:
Originally Posted by Jesse
With all of this said, we have asked our local FSDO on several occasions for approval to do just this. Their response to our phone request was, "Have fun."
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I'm almost finished with a Rotec/carb swap and today called the FSDO to put the airplane back into Phase 1. He advised that 1. this is a minor change (part swap) and 2. they didn't know what carb was on there to begin with so it's immaterial to them what you are changing it to. He said if it was an engine change, that would be a different deal since they know what engine is in the airplane. He also advised to definitely test the airplane (which of course we are doing) but it was not required to go into formal Phase 1 testing.
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Please don't PM me! Email only!
Bob Japundza CFI A&PIA
N9187P PA-24-260B Comanche, flying
N678X F1 Rocket, under const.
N244BJ RV-6 "victim of SNF tornado" 1200+ hrs, rebuilding
N8155F C150 flying
N7925P PA-24-250 Comanche, restoring
Not a thing I own is stock.
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07-16-2014, 01:32 PM
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Join Date: May 2005
Location: X35 - Ocala, FL
Posts: 3,679
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The new prop should be in the log book, the W&B should be updated and the Phase 1 should be signed off before you can move outside the flight area or take passengers.
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Jesse Saint
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07-16-2014, 01:54 PM
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Join Date: Mar 2005
Location: Dallas area
Posts: 10,768
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What Jesse said!
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Mel Asberry, DAR since the last century.
EAA Flight Advisor/Tech Counselor, Friend of the RV-1
Recipient of Tony Bingelis Award and Wright Brothers Master Pilot Award
USAF Vet, High School E-LSA Project Mentor.
RV-6 Flying since 1993 (sold)
<rvmel(at)icloud.com>
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07-16-2014, 09:11 PM
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Join Date: Feb 2005
Posts: 592
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Britt,
Even if what Jesse wrote has not been done, it's a non issue for you to put it back in Phase 1 flight test for 5 hrs and then enjoy.
Anyway you'd want a few hours to get the feel of it before carrying passengers.
If you buy post some pics for us.
Glenn Wilkinson
__________________
_____________________________________________
RV-4 Sold
N654RV @ MLJ
RV-7 Coming Soon
N987RV Reserved
2015 Donation Gladly Paid
"Maintain Thy Airspeed, Lest the Earth Arise and Smite Thee"
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07-17-2014, 08:02 AM
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Join Date: Jan 2005
Location: TX32
Posts: 1,891
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Prop me up...
Quote:
Originally Posted by britt fincher
I am looking at an RV 6 that had a prop change from a Pacesetter 68/66-20 to a metal Sensenich 70CM6S9-0-76, both fixed pitch props. I believe the wt and balance was done with the pacesetter prop and can not find documentation of the prop change in the aircraft log book. What should be done to make the documents be in compliance with the FARs? Is there a big wt difference in the props? What would the process be to do a new wt and balance?
Thanks for any advise.
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Britt,
Great posts and advice, and congrats. The FSDO has an appointment phone number and you can chat with an "agent" and discuss the Ops limits. Phase one as mentioned above is no big deal, I installed nine different props on my RV4 over 15 years and FP to FP according to my OL was not a "major change", I made a logbook entry and pressed on. Call me...
V/R
Smokey
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07-18-2014, 09:02 AM
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Join Date: Aug 2005
Location: Pasadena CA
Posts: 2,484
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Quote:
Originally Posted by rocketbob
I'm almost finished with a Rotec/carb swap and today called the FSDO to put the airplane back into Phase 1. He advised that 1. this is a minor change (part swap) and 2. they didn't know what carb was on there to begin with so it's immaterial to them what you are changing it to. He said if it was an engine change, that would be a different deal since they know what engine is in the airplane. He also advised to definitely test the airplane (which of course we are doing) but it was not required to go into formal Phase 1 testing.
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Score! The downside to that assessment (unless you get in in writing) is that the engine that you have on the airplane doesn't list that carb on it's TC, so it's technically a different engine. Some OTHER FSDO or mechanic down the road could whine about it. Same idea goes if someone does a 25hr flyoff with a certified engine, then convert it to EI. It's not a certified engine anymore, so 5 more hours? 15 more hours? Seems loophole-ish.
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Stephen Samuelian, CFII, A&P IA, CTO
RV4 wing in Jig @ KPOC
RV7 emp built
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07-18-2014, 02:53 PM
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Join Date: Jan 2005
Location: TX32
Posts: 1,891
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We"re not happy till you're not happy....
Quote:
Originally Posted by osxuser
Score! The downside to that assessment (unless you get in in writing) is that the engine that you have on the airplane doesn't list that carb on it's TC, so it's technically a different engine. Some OTHER FSDO or mechanic down the road could whine about it. Same idea goes if someone does a 25hr flyoff with a certified engine, then convert it to EI. It's not a certified engine anymore, so 5 more hours? 15 more hours? Seems loophole-ish.
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Re:FAA inconsistencies.
Absolute power corrupts, absolutely...
Socrates
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07-18-2014, 10:56 PM
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Join Date: Feb 2007
Location: San Diego, CA
Posts: 1,670
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I was reported that SmokeyRay took a pitch that was a bit low and inside, and hit it out of the park! 
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Pete Hunt, [San Diego] VAF #1069
RV-6, RV-6A, T-6G
ATP, CFII, A&P
2020 Donation+, Gladly Sent
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08-09-2014, 10:36 PM
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Join Date: Mar 2010
Location: KSGJ / TJBQ
Posts: 2,039
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These are my Operation Limitations:
So in my case, if I change the propeller I have to do the 5hr test phase, enter it onto the logbook but I don't have to contact the FSDO at all? Or am I missing something?

Last edited by GalinHdz : 08-09-2014 at 10:43 PM.
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08-09-2014, 11:19 PM
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Join Date: Aug 2007
Location: Wichita Falls, TX
Posts: 2,182
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If you have the most lenient op lims like that which were issued between 1999 and 2003 then you don't need to contact the FSDO for concordance on your phase 1 flight area. Just log the aircraft back into phase1, and fly off your 5 hours in a sparsely populated area. Sticking to a 50nm radius of your home airport is probably still a good idea.
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Neal Howard
Airplaneless once again...
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