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  #1  
Old 02-06-2013, 04:26 PM
NASA515 NASA515 is offline
 
Join Date: Nov 2011
Location: Hansville, Washington
Posts: 536
Default Coolant hose chafing (SB 13-2-6)

SB covering subject released today:

http://www.vansaircraft.com/pdf/sb13-2-6.pdf

Bob Bogash
N737G

Last edited by DeltaRomeo : 02-06-2013 at 07:12 PM. Reason: added SB number to title
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  #2  
Old 02-06-2013, 05:33 PM
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MartySantic MartySantic is offline
 
Join Date: Apr 2008
Location: Davenport, IA
Posts: 1,392
Default An Alternative Solution

After some discussion with John Peck, I added two Adel clamps, a year ago or so (back to back), after observing some chafing.

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  #3  
Old 02-06-2013, 05:58 PM
RFSchaller RFSchaller is offline
 
Join Date: Oct 2010
Location: Phoenix, AZ
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Default

When I built my 12 I used RTV on all the potential chafe points. It's standard practice so I'm surprised the plans didn't just include a general statement to look for chafe points on all hoses and wires.
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  #4  
Old 02-06-2013, 07:09 PM
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ScottSchmidt ScottSchmidt is offline
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Location: Salt Lake City, Utah
Posts: 1,171
Default Did the same

Seems like the E-LSA must have a higher standard to comply with. This is a very common issue on all aviation engines.
But it is a great reminder for everyone. The nice thing with the E-LSA I guess is that we all will have the same problem where most E-AB's are different.
There are many places on my IO-540 that have the same issue with the same prevention technique.
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  #5  
Old 02-06-2013, 07:35 PM
PilotBrent PilotBrent is offline
 
Join Date: Dec 2011
Location: Hackettstown, NJ
Posts: 475
Default New firewall forward kits

The SB doesn't apply to newer firewall forward kits after 2/13/12. Does anyone have the background on that? (would assume that checking for chafing should be standard on any inspection checklist) Or is it that Van's is/will write the SB directly into the builder plans?
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  #6  
Old 02-07-2013, 09:02 AM
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WingedFrog WingedFrog is offline
 
Join Date: Mar 2010
Location: Raleigh, NC
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Default

Quote:
Originally Posted by ScottSchmidt View Post
The nice thing with the E-LSA I guess is that we all will have the same problem where most E-AB's are different.
Great point Scott, too often people focus exclusively on the constraints of the E-LSA type without realizing it's benefits. E-LSA is a kind of "Certified light" type, no pun intended!
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  #7  
Old 02-07-2013, 11:02 AM
Red Five Red Five is offline
 
Join Date: Aug 2012
Location: Kentucky
Posts: 12
Default 2013, not 2012

Quote:
Originally Posted by PilotBrent View Post
The SB doesn't apply to newer firewall forward kits after 2/13/12. Does anyone have the background on that? (would assume that checking for chafing should be standard on any inspection checklist) Or is it that Van's is/will write the SB directly into the builder plans?


Affected Models: All flying RV-12 aircraft and RV-12 Powerplant Kits
shipped prior to February 18, 2013

Alan
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  #8  
Old 02-07-2013, 12:23 PM
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rvbuilder2002 rvbuilder2002 is offline
 
Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 9,656
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Quote:
Originally Posted by PilotBrent View Post
The SB doesn't apply to newer firewall forward kits after 2/13/12. Does anyone have the background on that? (would assume that checking for chafing should be standard on any inspection checklist) Or is it that Van's is/will write the SB directly into the builder plans?
The check and remedy proceedure will be in the construction manual from that date on so complying with the S.B would be redundent.
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  #9  
Old 02-07-2013, 02:06 PM
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DonFromTX DonFromTX is offline
 
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Default

I suppose I have too much A&P blood running in my system, but it just seems to me that even if not noticed before the AW cert, somehow in 750 hours someone should have noticed that there was a problem.
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  #10  
Old 02-07-2013, 07:42 PM
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rvbuilder2002 rvbuilder2002 is offline
 
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Default

Your right Don... anyone that would take any time to look back through your hundreds of posts about building your RV-12 would see that it is obvious you do everything perfectly every time



More to the point...

This type of problem can happen at very different rates, from one airplane and another (even if they are built exactly the same, as most RV-12's are)
Prop. balance, overall airframe vibration, etc. can be major factors in the rate that this occurs.

Don't assume that hose wear has been present on the prototype (or will be on other RV-12's) after only 50 or 100 hrs. The point of teh S.B was to alert all RV-12 owners that it can occur, and you should look to see if it is.
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