Ex Bonanza Bucko
Well Known Member
How do you remove the cowl on and RV12 to get a good look at the engine in preflight? I'd love to see a picture/video of that.
EBB
EBB
How do you remove the cowl on and RV12 to get a good look at the engine in preflight? I'd love to see a picture/video of that.
EBB
I can remove or replace a (well fitted) top cowl on an RV-12 in about 2 minutes, but as already stated, few people do that for a pre-flight inspection.
Many of us are used to certificated aircraft that have cowls that easily open.
I reality, for most (I didn't say all) of those airplanes, if you evaluate what you are really able to inspect and see, it is not all that much. Unless it is important to you to check the brake fluid level (I just look for a puddle under the main wheels) or something else simple like that. If you don't believe me, ask an experienced mechanic how many of the problems he finds during FWF inspections, would have been detected without removing the entire cowl.
The context of this question is exactly why I say that oil quick drains should not be used to make for an easy oil change on RV's (or any airplane for that matter). Conscientious maintainers, pull the entire cowl and do a though inspection of the entire FWF while the oil is draining. An oil quick drain should only be used to simplify the process.
....
Many of us are used to certificated aircraft that have cowls that easily open.
I reality, for most (I didn't say all) of those airplanes, if you evaluate what you are really able to inspect and see, it is not all that much. Unless it is important to you to check the brake fluid level (I just look for a puddle under the main wheels) or something else simple like that. If you don't believe me, ask an experienced mechanic how many of the problems he finds during FWF inspections, would have been detected without removing the entire cowl.
.....
I once had a brand new (17 hours of Ferry time only) Cessna Turbo 206 lose the following on a flight from KLVK (San Francisco) to KOSH: 30 gallons of gas out of the port wing tank due to no O ring; the XPNDR on climb out in IFR (fell out of the rack); the turn gyro on approach to KMKC (defective); the artificial horizon on approach to KRFD (not due to vacuum failure and defective); the #2 Nav enroute; the #1Com enroute and the O2 system just as I got to altitude at 12000 in IFR out of KOGD. Then to make my full day the engine quit on the runway at KRNO where we stopped for a potty break....the failure was due to a clevis coming loose on the throttle at the engine. Trust...or don't trust....but verify!!
It was a good airplane after some heavy duty maintenance on new stuff installed and inspected by 1975 type "labor" at the factory all of whom must have been at least A&Ps in waiting.
EBB
Thanks for the input. I've read on the net that it's a good idea for a good inspection of a Rotax engine to be made pretty frequently to look for coolant and fuel leaks. Then to make my full day the engine quit on the runway at KRNO where we stopped for a potty break....the failure was due to a clevis coming loose on the throttle at the engine. Trust...or don't trust....but verify!!
EBB
I think the real question should be -
"How many aircraft have been taken to that experienced mechanic after the pilot found something wrong in the engine compartment during a pre-flight?"
You quoted my post Gil, but I haven't the foggiest idea what this question means.
an inspection before each flight is still a valuable safety feature.
I once had a brand new (17 hours of Ferry time only) Cessna Turbo 206 lose the following on a flight from KLVK (San Francisco) to KOSH: 30 gallons of gas out of the port wing tank due to no O ring; the XPNDR on climb out in IFR (fell out of the rack); the turn gyro on approach to KMKC (defective); the artificial horizon on approach to KRFD (not due to vacuum failure and defective); the #2 Nav enroute; the #1Com enroute and the O2 system just as I got to altitude at 12000 in IFR out of KOGD. Then to make my full day the engine quit on the runway at KRNO where we stopped for a potty break....the failure was due to a clevis coming loose on the throttle at the engine. Trust...or don't trust....but verify!!![]()
Second oil change coming Monday - all cowls off. Detailed FW Fwd inspection planned.
This is an instant replay of this previous thread
http://www.vansairforce.com/community/showthread.php?p=754412#post754412
with the same protagonists.
Anything rationalizing the less than optimum cowl situation is....well, just rationalizing.
... Still wish there was a fore-aft support beam with piano hinges that allowed you to pop the cowls open...
Bob Bogash
N737G
Second oil change coming Monday - all cowls off. Detailed FW Fwd inspection planned.
We Rvers never let our planes get in such decrepit condition....especially if we built it!
It's the difference between a taxicab that came of an assembly line and a lovingly maintained show car.![]()
This is an instant replay of this previous thread
http://www.vansairforce.com/community/showthread.php?p=754412#post754412
Still wish there was a fore-aft support beam with piano hinges that allowed you to pop the cowls open.
We've done a mod like this on a quite a few RV-10's. It changes your pre-flight inspection world completely. We call it a big oil door, but it measures about 2.5ft x3ft and opens in about 20 seconds with camlocs. I am sure it would be a great mod to the RV-12 as well. Here are some pics:
http://www.aircraftersllc.com/hatch_mod.html
We've done a mod like this on a quite a few RV-10's. It changes your pre-flight inspection world completely. We call it a big oil door, but it measures about 2.5ft x3ft and opens in about 20 seconds with camlocs. I am sure it would be a great mod to the RV-12 as well. Here are some pics:
http://www.aircraftersllc.com/hatch_mod.html
Hey Sam:
Read the message again. I said it was a BRAND NEW C-206 with 17 Ferry Hours on it. I took delivery from the DEALER and flew it to OSH and back. All those failures had nothing to do with "letting our planes get in such a decrepit condition"....the "condition" was BRAND SPANKING NEW!! I don't think any of the problems and failures I had on the trip could have been discovered by a full preflight.....well, maybe the missing O ring.
But I think any pilot would think he was in a decent and well maintained airplane outside the dealer's show room.
EBB:-(