VansAirForceForums  
Home > VansAirForceForums

-POSTING RULES
-Advertise in here!
- Today's Posts | Insert Pics

Keep VAF Going
Donate methods

Point your
camera app here
to donate fast.

  #1  
Old 05-14-2021, 07:11 PM
Steve Melton's Avatar
Steve Melton Steve Melton is online now
 
Join Date: Apr 2011
Location: Cincinnati, OH
Posts: 3,261
Default Condition Inspection at 900 hrs - rambling

I don't like unscheduled maintenance but I don't mind scheduled maintenance. Especially if you have nice weather and we have had a very nice cool Spring in Ohio. I schedule my condition inspection in May each year. If I thought I was going to have some issues I would probably schedule it earlier in the year.

Compression check:
1) 74 (last year 70)
2) 75 (last year 70)
3) 75 (last year 78)
4) 76 (last year 78)

the only thing I did differently this year was to use cowl inlet air dams all through the Winter to get my engine temps up. I don't know if this helped even the compressions or if it was something else.

**********

this year I focused on locating any wear issues because I'm at 900 hrs. I was pleasantly surprised to find essentially no wear on some of the areas that are prone to wear so I thought I would post some photos. the three areas I looked at in detail were the rudder cable lever attachments, the carb heat area, exhaust hangers.

********

rudder cable attachments. hole measured .190 inch in both the x and y planes. I believe if you keep these lubed (however you do it) you can keep these holes in really good shape.









******

carb heat arrangement. no wear in 900 hrs. no adjustment ever made since new. set it and forget it. carb heat is important. it can save your life. do I use it much, nope. have I really needed it in the past, yes.









******

exhaust hangers. never touched since new. I keep the exhaust balls (flex joint) lubed with mouse milk when I have the cowls off and make sure they are free and float around. double clamped with a slight flare on the tube ends. I think I got this slight flare idea from Sam. It works.

__________________
Steve Melton
Cincinnati, OH
RV-9A, Tip-up, Superior O-320, roller lifters, 160HP, WW 200RV, dual impulse slick mags, oil pressure = 65 psi, EGT = 1300F, flight hours = 900+ for all

Simplicity is the art in design.
I was born an airplane nut. I have no explanation for it.
My Artwork is freely given and published and cannot be patented.
www.rvplasticparts.com

Last edited by Steve Melton : 05-15-2021 at 04:17 PM.
Reply With Quote
  #2  
Old 05-14-2021, 07:19 PM
Steve Melton's Avatar
Steve Melton Steve Melton is online now
 
Join Date: Apr 2011
Location: Cincinnati, OH
Posts: 3,261
Default Condition inspection

oil change, I needed to clean up after this oil change. I used one paper towel. I did make a bigger mess when I checked the lower oil pump screen.









********

some AT-205 on the baffle seals made them flexible again. no need to change them. I also used AT-205 on the inlet rubber connectors. we will see if this helps reduce some cracking at the edges. I swear I could see the crack close. I think you want to be careful with this stuff. if you use it too often the rubber may become too soft.







__________________
Steve Melton
Cincinnati, OH
RV-9A, Tip-up, Superior O-320, roller lifters, 160HP, WW 200RV, dual impulse slick mags, oil pressure = 65 psi, EGT = 1300F, flight hours = 900+ for all

Simplicity is the art in design.
I was born an airplane nut. I have no explanation for it.
My Artwork is freely given and published and cannot be patented.
www.rvplasticparts.com

Last edited by Steve Melton : 05-15-2021 at 08:21 AM.
Reply With Quote
  #3  
Old 05-14-2021, 07:29 PM
Steve Melton's Avatar
Steve Melton Steve Melton is online now
 
Join Date: Apr 2011
Location: Cincinnati, OH
Posts: 3,261
Default Condition inspection

fuel screens / filters..... I have four of them. after checking these multiple times over the years and not finding anything significant and this year was the same, nothing. I thought I would try an alternate approach using fuel flow at the carb criteria. In the future I will only remove and inspect the carb screen and use the electric fuel pump to discharge fuel into a container and measure the flow. if the flow is not changed from a KNOWN clean condition then I will not disassemble any other filters as that just adds opportunity for errors to occur. I measured this 8 yrs ago and found my pump supplies 24 gal per hour. this year I measured and found it supplied 24.5 gal per hour. I recorded the fuel weight on the carb for reference next year. I am more interested in actual fuel flow rather than a visual inspection of each screen. keep sumping the fuel tanks to get the crud out of the system early.

fuel filter screens:
1) fuel tank pick up screen
2) 74 micron screen in the tunnel before the fuel pump
3) gascolator in the usual place
4) carb screen (cleaned with throttle body cleaner, it was not dirty, found nothing)





__________________
Steve Melton
Cincinnati, OH
RV-9A, Tip-up, Superior O-320, roller lifters, 160HP, WW 200RV, dual impulse slick mags, oil pressure = 65 psi, EGT = 1300F, flight hours = 900+ for all

Simplicity is the art in design.
I was born an airplane nut. I have no explanation for it.
My Artwork is freely given and published and cannot be patented.
www.rvplasticparts.com

Last edited by Steve Melton : 05-14-2021 at 09:32 PM.
Reply With Quote
  #4  
Old 05-14-2021, 07:43 PM
Steve Melton's Avatar
Steve Melton Steve Melton is online now
 
Join Date: Apr 2011
Location: Cincinnati, OH
Posts: 3,261
Default Condition inspection

900 hr findings....

torque on one fwd vertical stab bolt (under fairing) torque was ~15 in-lb. should have been 25 in-lb. tightened.

all other bolts and fittings had good torque.

I found a 50 ft/min leak rate on my static system. no action taken.

ELT check.

no cracks on the airframe. one small crack on the engine baffle at the oil cooler. it extends the width of a nut plate and hasn't grown in the past 200 hrs. no action taken.

no loose rivets or jam nuts. (jam nuts are glued in place with loctite.)

brake pads and tires are good. 900 hrs on the original nose wheel.

**********

in 900 hrs, I have needed to do very little maintenance (outside of normal wear items, tires, brakes, battery, etc.).

unscheduled maintenance includes:
1) hall effects sensor replaced on a mag because the sensor became "unpotted".

2) engine crank seal replaced.

3) UMA 2 1/4 backup altimeter internal leak

**********







__________________
Steve Melton
Cincinnati, OH
RV-9A, Tip-up, Superior O-320, roller lifters, 160HP, WW 200RV, dual impulse slick mags, oil pressure = 65 psi, EGT = 1300F, flight hours = 900+ for all

Simplicity is the art in design.
I was born an airplane nut. I have no explanation for it.
My Artwork is freely given and published and cannot be patented.
www.rvplasticparts.com

Last edited by Steve Melton : 05-14-2021 at 09:18 PM.
Reply With Quote
  #5  
Old 05-15-2021, 04:44 AM
terrykohler terrykohler is offline
 
Join Date: Jan 2005
Posts: 1,037
Default Great Job Steve!

Please book my appointment for second week in October.

Thanks for all the pictures and details. I think I need to dig deeper this year. What your inspection really points out points out- if you build them right, they’re pretty well designed, durable, and reliable.
Terry, CFI
RV9A N323TP
Reply With Quote
  #6  
Old 05-15-2021, 06:22 AM
Vlad's Avatar
Vlad Vlad is offline
 
Join Date: Oct 2008
Location: Utah
Posts: 8,348
Default

Steve any reason for making carb heat door area smaller? I am talking about the cut corner where steel arm is. I know you calculate everything

__________________
Where is N666BK?

Не имей сто рублей, а имей сто друзей.
Reply With Quote
  #7  
Old 05-15-2021, 07:00 AM
Steve Melton's Avatar
Steve Melton Steve Melton is online now
 
Join Date: Apr 2011
Location: Cincinnati, OH
Posts: 3,261
Default

Quote:
Originally Posted by Vlad View Post
Steve any reason for making carb heat door area smaller? I am talking about the cut corner where steel arm is. I know you calculate everything

no. I simply could not make it any bigger with my arrangement. it gives me about 40 RPM delta.
__________________
Steve Melton
Cincinnati, OH
RV-9A, Tip-up, Superior O-320, roller lifters, 160HP, WW 200RV, dual impulse slick mags, oil pressure = 65 psi, EGT = 1300F, flight hours = 900+ for all

Simplicity is the art in design.
I was born an airplane nut. I have no explanation for it.
My Artwork is freely given and published and cannot be patented.
www.rvplasticparts.com

Last edited by Steve Melton : 05-15-2021 at 07:03 AM.
Reply With Quote
  #8  
Old 05-15-2021, 07:33 AM
Steve Melton's Avatar
Steve Melton Steve Melton is online now
 
Join Date: Apr 2011
Location: Cincinnati, OH
Posts: 3,261
Default

Quote:
Originally Posted by terrykohler View Post
Please book my appointment for second week in October.

Thanks for all the pictures and details. I think I need to dig deeper this year. What your inspection really points out points out- if you build them right, they’re pretty well designed, durable, and reliable.
Terry, CFI
RV9A N323TP
yep, and relatively inexpensive.
__________________
Steve Melton
Cincinnati, OH
RV-9A, Tip-up, Superior O-320, roller lifters, 160HP, WW 200RV, dual impulse slick mags, oil pressure = 65 psi, EGT = 1300F, flight hours = 900+ for all

Simplicity is the art in design.
I was born an airplane nut. I have no explanation for it.
My Artwork is freely given and published and cannot be patented.
www.rvplasticparts.com
Reply With Quote
Reply


Thread Tools Search this Thread
Search this Thread:

Advanced Search
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -6. The time now is 04:57 AM.


The VAFForums come to you courtesy Delta Romeo, LLC. By viewing and participating in them you agree to build your plane using standardized methods and practices and to fly it safely and in accordance with the laws governing the country you are located in.