RV 9A condition inspection findings
ฝัง
- เผยแพร่เมื่อ 16 พ.ค. 2023
- Vic from Base Leg Aviation shows the items that need repair during a condition inspection on a RV-9A. These include fuel drain cleaning, intake gaskets and hoses, cylinder drain-back tubes, Slick mag 500hr sb. He discusses the probable cause of corrosion on the impulse magneto drive and the importance of running the engine long enough to ensure no moisture accumulation in the engine.
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Thanks for the tip on the leaking fuel drains. Mine have been weeping for a while and this morning I pulled them out, cleaned the debris from under the O-rings and reinstalled. Should be good to go.
Good advice, as always. Thanks for sharing your expertise.
That was excellent! Thank you for sharing
The canopy lift-struts are mounted backwards on this plane. The piston/rod should be attached to the fuselage, and the black cylinder should be attached to the canopy. Seems like better than half of the people out there are getting this wrong! 😉
I never understood why Lyc intake gaskets were so thin and wear prone. I made my own out of much heavier fiber stock and they last forever. Camguard is really good for engines that sit for long periods.
I have stored mine for the winter but the Camguard manufacturer says it's ok to double the amount of Camguard in that situation. Usually do it on the last flight of the season.
@@jcheck6 I have several years of data from Blackstone on the wear metals of my O-360-A1A that shows no indication of accelerated wear even during Covid era when I only flew a few hours all year. Normal amount of Camguard.
@@garyvanremortel5218 Thanks for the update Gary, I have the same engine.
Interesting how they installed the fuselage bottom forward skin. On mine i installed so that fuselage side skins were over-top the bottom skin. Maybe i did mine wrong, ive seen at least two RV 9s like this.
What target system voltage do you shoot for aircraft with the Odyssey battery? I replaced my Concorde a long while back, but never adjusted the voltage regulator. I know the AGMs prefer a higher charging voltage (and use an AGM compatible charger) but didn't adjust my aircraft systems.
14.3-14.5 is best for them.
When my plane is going to sit for a while, I place a desiccant pack in the oil filler neck and seal it with plastic and a rubber band. I cover the crankcase breather as well. If it's going to set for weeks, I also install desiccant plugs in the cylinders. Do you think I'm adding engine protection or just making myself feel better?
there’s lots of other openings such s the exhaust pipes. if it’s going to sit for weeks you should consider investing in one of the units that recirculates dry air through the engine.
@@baselegaviation1614 I have a desiccant pack put my exhaust also. Do you think this helps any? These do attract moisture.
you have to refresh the desiccant regularly.
What concerns do you have regarding the cylinder scoring you found? Is this an indicator/predictor of further wear down the road with resultant decreased performance and shortened engine life? At what point would you remove such a cylinder and hone/ replace rings?
Compressions were all still favorable and the plugs were dry, so not too much oil being burned yet. Yes, it is a predictor, and we will watch it closely.
G,day from Sydney Australia.
Is it not sufficient to open the oil cap and allow any steam vapour pressure out?
💦🛩️
That's good practice, I'm told by Ed Kollin of Camguard fame. I do this after most flights. I also use an engine dryer/dehydrator - the Black Max.
Yes, that’s a good idea AFTER a flight in which it was brought to normal operating temp. If it wasn’t run long enough, all of the vapor will not escape.
At 5:48 i noticed that the Oil Filter safety wire, is , in my opinion, not correctly installed. It appears that if the oil filter were to loosen, this configuration of the safety wire would not prevent rotation that would loosen the oil filter. You have probably safety wired 2 orders of magnitude more oil filters than I, but this does not appear correct. Please tell me I am wrong. BTW, loved your Hummingbird series.
As an AP/IA that has safety-wired a metric ton of oil filters, I agree with you, it does appear to be backwards. It happens sometimes, no matter how many you’ve done. Good eye Tom.
I noticed the same thing. Just did mine so it caught my eye
Thx. We caught it, too. 😊. Talked to the new guy.
Vic, on the mags. Is that 500 hours Hobbs or tach?
tach
Isn't the oil filter safety wire reversed?
I think you are right...
@@gawebm Noticed same thing. Bet Vic put that in there to test us!