Newsletter No. 44 First Quarter, 1992

Stub Pilotte, Glasair I RG A P-

51 pilot's dream come true!

ARTICLES

MAINTENANCE OF THE BENDIX RSA FUEL SYSTEM

The following article was sent courtesy of the Allied Corporation, Bendix Controls Division. It was the basis for an article which appeared in Sport Aerobatics Magazine in 1987.

THE SERVO INLET FILTER Most pilots and mechanics do not realize that maintenance

on the fuel servo unit is required at 50 hour intervals. The inlet filter requires inspection and cleaning after the first 25 hours of operation and at 50 hour intervals thereafter. It should be inspected and cleaned at each annual regardless of accumulated hours since last inspection. Before you start tearing into the fuel system, it might be a good idea to obtain a set of "O" rings that will be required. You'll need one each of the part numbers shown in table 1 as determined by the model of injector installed on your aircraft. It is best to always replace these packings each time the filter is cleaned.

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Table 1. Inlet Fitting and Filter "O" Ring Part Numbers. Inlet

Model Fitting Filter RS/RSA-5 Series 951789 953541-10 RSA-7 951790 951392 RS/RSA-10 Series 951790 951392

Normally these can be procured from your local Bendix distributor or any facility that repairs/overhauls Bendix servo units. A word of CAUTION here; DO NOT substitute standard AN or MS "O" rings for the Bendix part numbers. Using the wrong "O" ring on the inlet fitting has been known to exert sufficient force to crack the servo unit housing. A few pennies saved is hardly worth the $1,000.00 plus price tag of a new housing.

Servicing the filter requires removal of the inlet hose to the servo unit so you can get at the inlet fitting. A word of CAUTION here; DO NOT remove the filter from the side opposite the inlet fitting as any contamination that is in the filter may be introduced into the servo unit. Inlet fittings vary from union-type fittings to 90 degree elbows. Be careful with these fittings since they are specially modified for the filter assembly. Remove the fitting using clean wrenches of the appropriate size. Once the fitting is removed, it is a simple task to remove the filter.

If the filter is permanently attached to the inlet fitting similar to those shown in figure 1 items a through c, then Bendix bulletin RS-48 revision 2 or later revision should be complied with. This changes the filter to a bypassing type (reference figure 1, item D); the theory being that dirty fuel is better than no fuel should the filter ever become plugged.

Inspection of the filter is relatively easy. Just looking down the middle and inspecting for particulate matter is not sufficient to tell if it's clean. The best inspection method is to first dry the filter with air and tap it, open side down, on a clean piece of paper. You might want to examine any contamination and determine the type and source. This could prevent more serious problems in the future. Then look into the center of the filter while shining a light through the outside. You should be able to see light through the weave on most of the surface areas. Another method is to breathe through the dried filter. Very little restriction to air flow should be felt.

Cleaning can be accomplished using Acetone or M.E.K. followed by a rinse in Stoddard solvent and then air drying the filter. Be certain to comply with all manufacturer's instructions and warnings while using M.E.K. or Acetone for this cleaning operation. Set the filter aside and inspect the inlet fitting. Inspect the filter "O" ring sealing surface for corrosion damage, and the cone surface for damage as indicated in figure 2, If the,

fitting is badly damaged, or corroded, it must be replaced.

Once cleaning and inspection is complete, install new "O" rings on the filter and inlet fitting. Reinstall the filter, spring end first. Lubricate the packing on the inlet fitting and install fitting into the servo unit Again, DO NOT use anything other than Bendix approved "O" rings (packings).

NOTE

When AN or MS equivalent parts are approved for use in a particular application, those equivalents will be listed as the primary part and the Bendix part will be shown as the optional part. This helps you keep costs down while improving safety by elimination of the "I think this will work" syndrome.

Inlet fittings or nuts are torqued to values shown in table 2. Re-connect the inlet hose and tighten to the value specified in the engine maintenance manual. This is not a good line to have only finger tight. Should this line decide to loosen by 1 and 1/2 turns from finger tight, the resultant leak path will (in most cases) exceed the fuel pumps capacity to supply fuel to the engine. If unable to locate torque limits, then refer to torque tables for standard AN type fittings.

While you are in the area, inspect all fuel hoses for any signs of deterioration. The line(s) installed between the servo unit and either a flow divider, pressurizing valve, or splitters should be (in most cases) Teflon lines with a silicone coated fire sleeve. If you do not have this type of line installed, now is a good time to make the change. This does three things:

1. Eliminates the shelf life associated with other types of hoses. 2. Eliminates a possible source of fuel system contamination from continued use of deteriorated hoses. 3. Brings you into compliance with Lycoming Service Instruction 1274.

Table 2. Torque Values for Inlet Fittings

Fitting Torque Model Style (Pound-Inches)

RS/RSA-5 Series Union 65-70 Elbow with nut Nut 65-70

RSA-7 Series Union 65-70 Elbow with nut Nut 90-100

RS/RSA-10 Series Union 45-70 Elbow with nut Nut 90-100

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CLEANING FUEL NOZZLES

The next step in maintaining the system is cleaning the fuel injection nozzles. Most of the fuel-system-related engine operational symptoms (as opposed to actual problems) are the result of dirty and/or improperly maintained fuel nozzles. Fuel nozzles become dirty in the same manner that a house becomes dusty. Much of the contaminants are airborne dust and dirt, drawn in through the air bleed hole. There are other contaminants such as sand, salt, dirt, and other matter in the fuel that may be fine enough to pass through the various fuel filters. With time, some of this material sticks to the inner surface of 2 internal nozzle restrictors. The air bleed is an additional restrictor formed by the gap between these. An increase in indicated fuel flow at various power settings is generally the first indication that nozzles need cleaning. Engine operational problems due to dirty fuel nozzles will be experienced at some later date when contamination has reached an extreme. Fuel stains around the nozzle indicate cleaning is necessary. During cleaning, any unusual contaminant should be identified and its source located and corrected.

Cleaning the nozzle assemblies is a relatively simple process. This process IS NOT categorized as preventative maintenance. This means the maintenance must be performed by a person legally and technically qualified to service the equipment. A small reminder: there are many mechanics who have virtually no idea about how to properly clean, inspect, and reinstall fuel nozzles.

The following steps are required to ensure the Bendix fuel injection nozzles are properly cleaned. Most of this information is contained in Bendix bulletin RS-77 revision 2 (or later) and Lycoming S.I. 1414.

1. Disconnect fuel lines from the nozzles using a clean 7/16" open end wrench. It is important to use CLEAN tools to reduce the possibility of introducing external contamination during reinstallation.

2. Install a protective cover over the threaded end of the nozzle. Tire air valve caps work best for this purpose and their use is especially important during annual cleaning of the newer (1980 vintage) two-piece nozzle assemblies where the fuel restrictor could be easily lost without proper precautions.

NOTE

Refer to Bulletin RS-77, since it is not required to remove the entire nozzle body except at annual inspection.

CAUTION

IT IS NOT NECESSARY OR RECOMMENDED THAT SPARK PLUGS OR SPARK PLUG LEADS BE REMOVED WHEN CLEANING NOZZLES, ESPECIALLY NOZZLES WITH THE STEEL INSERT. THE LAST THING YOU OR THE OWNER WOULD WANT IS TO HAVE THE FUEL RESTRICTOR ACCIDENTALLY DROP THROUGH AN OPEN SPARK PLUG HOLE.

3. Use a CLEAN. 6-POINT. 1/2 IN.. DEEP WELL SOCKET to remove nozzles. Twelve-point sockets will only increase your vocabulary of four letter words, make the nozzles extremely difficult to remove, and in most cases damage the soft brass nozzle body. We do not care about the vocabulary, but your customer may add even more when he gets the bill for a replacement nozzle.

4. Nozzles may be cleaned using any of the old standbys such as M.E.K. or Acetone. Soaking overnight and the use of an ultrasonic cleaner is required for proper cleaning with these two solutions. Be certain to follow manufacturer's instructions and warnings for handling these solutions.

DESPITE WHAT WAS PUBLISHED IN ONE OR MORE MAGAZINE ARTICLES ON THIS SUBJECT, A NOZZLE IS NOT CLEAN AND SATISFACTORY FOR USE WHEN THE CLEANING SOLUTION NO LONGER CHANGES COLOR.

The best cleaning solution we have found in recent years is HOPPES® No. 9 gun cleaning solvent available at almost any local sporting goods store. A 20 to 30 minute soaking is all that is necessary, following by a Stoddard solvent rinse and air dry prior to inspection (which will be covered later).

During cleaning of the two-piece nozzle assemblies, ensure each restrictor is kept with its respective body. This can be accomplished by using separate containers for each nozzle assembly. If you are only cleaning the restrictors, then it is recommended to work with each cylinder separately by removing, cleaning, INSPECTING, reinstalling the restrictor and reconnecting the fuel line using torque values listed in RS-77 or the latter part of this article.

NOTE

If you lose a fuel restrictor, you will have to buy an entire new nozzle body assembly. These restrictors are flow matched to their respective bodies. So do not ask for a replacement restrictor if you break or lose one because

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you will not be allowed to purchase at any cost.

Should restrictors become mixed (normally engine operation is not affected), the whole set of nozzles should be sent to a repair station for rematching and flow testing.

INSPECTING NOZZLES

1. Standard inspection procedures have always dictated if you cannot see an item clearly with the naked eye to determine its condition, then you must obtain a suitable device to ensure the item (in this case the fuel nozzle) is in satisfactory condition and is suitable for continued service.

The nozzles used with the Bendix fuel injection system have a fuel orifice diameter of approximately 0.028 inch. The only proper method of field inspecting these assemblies is with the use of a 10-power magnifying glass. Figure 3 indicates the difference between the "eyeball" method and the proper magnifying glass approach on a supposedly clean nozzle assembly. Both the fuel and fuel air restrictors should be "shiny clean" with no evidence of film or particulate contamination. Do not use lockwire, pins, or other metal items to remove contamination since calibration of the nozzle will be affected.

2. On older style nozzles, check the top threads (at the fuel line connection) per figure 4 for damaged threads and/or cracks. Damage in this area indicates the fuel line nut has been overtorqued. This can cause a reduction in the size of the air restrictor. Operationally, this only affects engine idle. The fact that the nozzle has been damaged is grounds for replacement.

NOTE

New style and old style nozzles for normally aspirated engines are interchangeable with one another and may be used in any combination on an engine.

NOT ALL BENDIX NOZZLES FLOW ALIKE ANY MORE

It used to be that all Bendix nozzles, normally aspirated and turbocharged, were calibrated the same and could be interchanged between cylinders of like engines. For many applications this is still true. There are, however, nozzle assemblies referred to as "HIGH FLOW" nozzles (only on turbo applications) which flow at a higher rate. Standard nozzles flow 32 pounds per hour at 12+0 psi. High flow nozzles flow 32 Ib/hr at 8+0 psi. The inserts of these no/./les are identified with a step machined on their circumference. These same inserts also have a larger.

diameter to prevent installation into the wrong body. Always refer to the engine manufacturer's publications prior to ordering replacement nozzle assemblies.

NOZZLE FUEL LINES

Before installing your freshly cleaned nozzles, it is good practice to inspect the nozzle fuel lines. Though these lines are supplied by the engine manufacturer, their condition is critical to the proper operation of the system. Items to check are:

1. The inside diameter of lines used on most engines should be 0.085-0.095 inch (reference Lycoming S.I. 1301). Mechanics have been known to substitute other lines such as the smaller I.D. primer lines when a replacement line was required. A smaller line on any one cylinder can cause that cylinder to run leaner than the others. Line length is not critical to the operation of the Bendix system.

2. Look for signs of longitudinal twisting - a sign of overtorqued nuts. Inspect for kinks. The minimum bend radius for a line is 0.62 inch (ref. figure 5).

3. Nuts for cracks.

4. Ferrule braze joint and surrounding area for cracking evidenced by fuel dye stains.

FINAL ASSEMBLY

Install your freshly cleaned nozzles using a CLEAN, 6-POINT, deep well socket In many instances, you will have to install the socket over the nozzle first and then attach your extensions and torque wrench. Too many mechanics damage nozzles by trying to force a socket and extensions past engine baffling and over a partially installed nozzle. This is the primary reason for loose shrouds and screens. Torque nozzles (or nozzle bodies) to 40 inch-pounds. If your installation requires alignment of the "A" (very few do), then increase torque from 40 inch-pounds until the alignment is obtained. DO NOT EXCEED 60 INCH-POUNDS OF TORQUE UNDER ANY CIRCUMSTANCES. On nozzles installed horizontally, the "A" should point down +30 degrees.

For those who have the new two-piece assemblies, NOW is the time to check to ensure the fuel restrictor is properly installed. If you are missing one, then it is time to lock the doors and search everyone since a new nozzle will cost approximately $80.00 (complain all you want, but we DO NOT sell the restrictors separately because we are unable to ensure they would be properly calibrated to your nozzle body). On engines that have nozzles installed horizontally, it is best to leave the shipping cap (tire valve

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cap) installed until you connect the fuel line.

Connecting the fuel line is simple, so why cover that here. You just hook it up, tighten the nut, and you are done! WRONG!!!! Improper line connection is the source of a lot of damage, and if you have the newer two-piece nozzles, the cost for failing to follow procedures can be a new set of nozzles. When installing nozzle fuel lines, it is necessary to install the nut finger-tight (provided all threads are clean). At this point you have two options: dig out the trusty torque wrench plus adapters and torque the nut 25 to 50 inch-pounds, or you can take a standard 7/16 inch open end wrench and continue to tighten the nut from finger-tight to 1/2 to 1 FLAT, then stop. The latter has proven to give you the 25-50 inch pound torque limit. DO NOT EXCEED THE 50 INCH-POUND TORQUE LIMIT AS NOZZLE DAMAGE MAY AND USUALLY DOES OCCUR WITH RESULTING ROUGH, RICH RUNNING AT IDLE.

Now that you have completed the fuel system maintenance, check over your work to ensure something was not overlooked. Pressure test the system for fuel leaks; then you are ready for ground run, minor adjustment of idle speed and mixture if necessary, and return to service. Before you fly, make sure you have made the appropriate log book entry in accordance with AC43-12A for owners performing their own preventative maintenance.

The R'SA series aircraft fuel injection system is over 25 years old. There have been changes to improve overall durability of the system. Other improvements, such as the new style (two-piece) nozzle assemblies, were made to ease maintenance. All the improvements and modifications made by the manufacturer do not mean as much to the longevity of the system as does proper routine maintenance performed by technically and legally qualified personnel.

For persons interested in learning more about the operation of the Bendix RSA fuel injection systems, two manuals are available.

1. RSA Training Manual, form 15-812. 2. Troubleshooting Techniques for the RSA System, form 15-810.

These books are available at nominal charge from:

Allied Corporation Bendix Energy Controls Division 717 N. Bendix Drive South Bend, IN 46620-1000

ATTN: Tech Pubs Dept.

New Style Bypassing Type Filter

Figure 1. Fuel Strainers

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Figure 2. Typical Inlet Fitting

Inspection with naked eye. Clean or dirty? (Actual size)

With 10X glass (old style nozzle or new style with insert) showing contamination

Figure 3. Nozzle Inspection DAMAGED THREADS

Figure 4. Nozzle

Inspection

fuel Line Showing Minimum Dimensions for Bending

Figure 5. Fuel Line. Showing a Minimum Dimensions for Bending

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LA-3111A

CRACKS

GLASAIR FACTORY NEWS

GLASAIR INSTRUMENT PANELS

Our new pre-wired instrument panels for Glasair aircraft are designed to help give your finished aircraft a polished, professional, well thought out appearance. These panels will save you many of the hours it would take to design a panel, purchase the many components from diverse suppliers, install them, and then sort out the finished product. Most importantly, these panels will give you a panel and radio package that will look and work as it should. Also consider the resale value enhancement of a professional instrument panel installation.

By the time most builders get to the panel of their Glasair they are anxious to get into the air. We often hear that it seems like the last 10% of the project takes 90% of the building time. In their hurry to get into the air many builders skimp on the panel design or execution, thinking they'll fix it up later. Often that never happens. Purchasing a complete panel will get you into the air faster with the panel you really want. We estimate that one of these panels will easily save you over 200 hours of planning, shopping, and installation time. An average of 10-20 weeks of spare time work!

When looking at panel prices remember to include the cost of ALL components, and also the cost of installation. King requires that the radio distributor install the radios into the panel so you WILL have such a charge even if you do everything else yourself. Getting a full avionics package to work properly in a glass airplane is something of a black art to most radio shops, so ask for customer references if they say they've done it before, and ask those customers how the radios actually work. If you get an attractive quote for radios make sure that it is a firm price including whatever it takes to get them operating properly. We have seen quotes for panels like our Premium IFR panel with installation labor at over $ 7,000, and that was for radio installation only; it didn't include installing the Vision system, flight instruments, lighting, switches, circuit breakers, or any help in antenna cable routing and antenna installation, etc.

There are four standard configurations: one VFR panel and three IFR panels with varying degrees of sophistication. All of the panels use our future vision instrument panel and the Vision Microsystems EPI engine and fuel gauges like those you have probably seen in our factory Glasair IIS RG. These panels are of molded fiberglass with detachable aluminum panels for mounting the instruments and are painted in light grey like our

factory Glasair IIS RG. They are contoured with gauges and radios angled towards the pilot position. All instrumentation and avionics are internally lit and the panel is designed to be easy to install into your Glasair II, II-S, or IE. Complete installation instructions and wiring diagrams for the panel and antennas are included. Also included are antenna cable routing instructions to minimize system cross talk or RF interference problems.

FOUR PANELS AVAILABLE

Four packages are available: Basic VFR, Standard IFR, Deluxe IFR, and Premium IFR.

Basic VFR Panel Description

The Basic VFR panel is for those who do not desire IFR capability and expense. It does not have an artificial horizon or directional gyro. This panel includes a basic electronic digital Vision Microsystems EPI engine and fuel gauge package including tachometer indicator, manifold pressure indicator, cylinder head temperature/exhaust gas temperature indicator, volt/amp indicator, fuel computer/fuel pressure indicator and fuel level indicator.

The nav/com radio used in this package is the new King KX 125. This is a TSO'd Nav/Com system. This radio has it's own LCD course deviation indicator, a 5 watt com, offers 760 com frequencies in 25 kHz steps, nav and com flip-flop frequency switching and a nav radial/bearing display. It has a built-in audio amplifier and is used in our installation without a separate audio panel. Being such a new product for King, delivery time will range between 12-14 weeks. Once the current backlog has been taken care of, this delivery should come down.

This panel also includes a King KT 76A Mode C transponder with remotely mounted altitude encoder. Loran, GPS, stereo sound system, and autopilot are available as options.

Standard IFR Panel Description

The Standard IFR panel is an entry level IFR panel designed to include the panel equipment necessary for legal IFR operations. It includes vacuum driven artificial horizon and directional gyro and an electric turn coordinator. This panel also includes the basic Vision Microsystems EPI engine and fuel gauges as included in the Basic VFR package.

The radio stack in this panel includes a King KMA 24

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Audio Panel with marker beacon receiver, King KX 155 Nav/Com (10 watt com) with glide slope, a King KI 209 Vor/Loc/GS Indicator, and a King KR 86 ADF with built-in indicator. Also included is a King KT 76A Mode C transponder with remotely mounted altitude encoder. Loran, GPS, stereo sound system, and Autopilot are available as options.

Deluxe IFR Panel Description

The Deluxe IFR panel is a big step up from the Standard IFR panel in features and functionality. A second Nav/Com and the addition of a DME allow full IFR operations. This panel includes everything listed in the Standard IFR panel and adds the Vision Microsystems EPI Visual and Audio Annunciator System.

As mentioned above, this panel includes all of the radios included in the Standard IFR panel and adds a second King KX 155 with glideslope and a King 62A digital DME. The panel has twin KI 204 nav/glideslope indicators. A cooling fan is also included. Loran, GPS, stereo sound system and Autopilot are available as options.

Premium IFR Panel Description

The Premium IFR package is very similar to the one in our Glasair IIS RG. Our pilots are hooked on it and we're sure you will love it too. The panel features an electrical Century Horizontal Situation Indicator which is slaved to a compass and makes room in the panel for a remotely located ADF indicator. This panel includes all of the Vision Microsystems EPI gauges included with the other panels and the Visual and Audio annunciator system.

The avionics stack is as follows from top to bottom: King KMA 24 Audio Panel with marker beacon receiver, King KY 197A Com, King KNS 80 RNav with DME and Glideslope, King KX 165 Nav/Com with glideslope and digital vortac radial readout, Loran or GPS of your choice (optional), and King KR 87 Digital ADF. A King KT 79 transponder is located at the bottom of the next panel to the right of the radio stack. A King KI 206 nav and glideslope indicator and a KI 227 ADF indicator are located to the right of the flight instruments. A cooling fan for the radio stack is also included. A photo of our Glasair II-S RG instrument panel is enclosed.

Options for this panel include Loran, GPS, autopilot, and stereo sound system.

PANEL ARRANGEMENT

Placement of flight instruments, engine instruments, radios and controls has been standardized after extensive testing

in our factory aircraft.

Flight instruments are placed directly in front of the pilot. There are (8) 3-1/8" gauges. Clockwise from the upper left they are: airspeed indicator, artificial horizon, altimeter, ADF head or VOR head, VOR head, vertical speed indicator, directional gyro or HSI, and turn coordinator. The VFR package does not have all of these items and will have only four openings, those for airspeed indicator, altimeter, vertical speed indicator, and turn coordinator. The Deluxe IFR Panel has two VOR indicators and the ADF indicator is located on the radio itself. The IFR panels also have a vacuum gauge mounted under the turn coordinator.

The Vision Microsystems EPI engine and fuel gauges are arranged in 2 1/4 inch holes in three locations. To the left of the flight instruments there is a panel with the manifold pressure, tachometer, and oil pressure arranged vertically. To the right of the radios is a panel with four instruments arranged in a square pattern, from upper left clockwise they are the fuel computer, CHT/EGT monitor, electrical system monitor, and fuel quantity gauge. The Deluxe and Premium IFR packages also include the Vision annunciator light system which is mounted on a molded panel above the flight instruments.

Radios are mounted in a stack to the right of the flight instruments. There is additional room to the right of this stack for additional radios, autopilot, or stereo if desired.

Circuit breakers and intercom are mounted on another removable panel on the far right.

A console panel is not provided because of the many custom configurations and material for construction of one is provided in the aircraft kit. There is space for you to locate your vernier engine controls in the upper portion of this panel. Builders of RG models will probably locate the hydraulic pressure gauge, boost pump switch, mag switch and gear switch below these controls. In the FT models there is room to mount the mag switch and boost pump here.

ANTENNAS

ADF antennas are supplied for panels that include an ADF and are accompanied by instructions for installation and location, as are Loran and GPS antennas, as applicable. DME and transponder blade antennas and instructions for installation are also included with the IFR kits as appropriate. Antennas for com, nav, and FM entertainment are sold separately through the Glasair Options Catalog and are generally installed inside the fiberglass aircraft structure. Complete location instructions and wire routing diagrams are included with the panel

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package. Antenna installation is extremely important to proper radio operation and we have done a lot of work to get this right.

OPTIONS

Standardization of the panels allows us to offer lower prices. On the other hand, we know that we can't please everyone with four panels. We will be glad to quote the following options:

1. King Loran and II Morrow and RNAV Loran or GPS systems.

2. Century or S-Tec autopilot system with slaving to radios.

3. Stereo intercom system to be used with either portable or panel mounted FM, CD or cassette stereo system.

4. "Panel mounted FM, CD, or cassette deck, manufactured by JVC.

PANEL INSTALLATION BY ARLINGTON AVIONICS ASSOCIATES, INC.

Arlington Avionics Associates, Inc. will install these panels in your aircraft or replace the radios or panel you have now if you deliver your panel to their facility at the Arlington Airport (100 yards north of Stoddard-Hamilton). They will also sort out any problems with radios you have installed in your aircraft now. Let us know if you are interested and we will put you in contact with them for a quote.

NOTE: A complete full-up display of our premium IFR panel all powered up will be on display at our booth at Sun 'n Fun, Arlington and Oshkosh '92. Come take a look!

To introduce our Glasair Prewired Instrument Panels we are offering the following special prices:

Basic VFR Standard IFR Deluxe IFR Premium IFR

STANDARD PRICE

$10,900 19,800 32,900 45,800

INTRODUCTORY OFFER

$10,300 18,800 31,200 43,500

SAVINGS!!!

$ 600 1,000 1,700 2,300

To obtain this special pricing your order must be received by us before April 15,1992. Since this is the first time the panels have been offered we expect to receive orders from people at many stages of the construction cycle. Because of this we will have to schedule the people who are further along first. Please indicate your desired month. We will try to comply with your desired month but reserve the right to put you in the schedule at the place that works best for us. All panels must be scheduled for delivery prior to July 1, 1992, unless we find that demand is heavy enough to allow a later delivery date.

If you are interested in one of our panels, contact us and we will send you an information packet and order form, complete with an 8" x 11" color photo of the Premium IFR panel. We also enclose a lot of information about the radios and options.

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SOME BASIC AVIONICS INSTALLATION TIPS:

Composite aircraft do not present any significant disadvantages to avionics and antenna installation, they merely require extra care and planning to insure a problem free operation.

First, composite aircraft lack a natural electromagnetic shield ("NO-METAL AIRFRAME"). Therefore, special considerations must be taken to compensate and make the laws of physics work for us. If you can't beat mother nature then why not make it work for you?

There are three basic methods of dealing with electromechanical/electrical/electronics generated NOISE in an aircraft:

1. Eliminate the source of noise. The noise producer if possible or at least its' intensity.

2. Shield the source or its transmission medium.

3. Filter out any remaining interferences.

Now, implementing the above principles;

a) In order to eliminate RF energy propagation problems inside the Glasair composite aircraft, we have obtained better results using the BELDEN 9222 50 ohm TRIAX coaxial cable.

Our research indicates a significant reduction in interferences using this cable over the regular RG58 cable.

b) The routing of BELDEN 9222 TRIAX is extremely critical, especially in autopilot equipped Glasair aircraft, due to the light electromagnetic field that dissipates inside a composite aircraft.

Remember the physics; the aircraft structure is a dialectric (acts as an RF frequency insulator), so keep the intensity to a minimum and direct the unwanted energy in areas where it won't matter or disturb anything.

c) All high current devices such as battery cables, gear motors, pumps, etc. should be wired in such a way as not to be in close proximity of any navigation systems and their transmission lines (antenna cables), such as Loran- ADF, VOR-G/S-LOC, etc.

Navigation systems such as used in aircraft depend on signal levels of mili and micro volts and mili and micro amps, therefore they are easily influenced. Remember the physics again.

d) All transmission lines should be kept away from computer controlled equipment. Keep every kind of equipment as isolated as permissible. Equipment location requirements are often dictated by C.G. considerations, therefore, if close proximity cannot be avoided, shielding of transmission lines may be necessary.

e) Do not route pulse cables DME transponders next to nav equipment lines and keep the cables as short as possible, using the manufacturer's recommended pulse antennas. Remember the physics. I*R Loss.

In closing, every little bit of gain you get in the right direction will improve your net operation.

Next issue:

More specific details of these critical installations will be coming in our next newsletter. Stay in touch for more avionics tips for your Glasair.

Till then, Ronald Pepin Arlington Avionics Associates

NAMAO INT'L. AIR SHOW (To include Bob Herendeen's Glasair III Airshow)

Edmonton Municipal Airport Edmonton, Alberta, Canada May 16th and 17th (Victoria Day Weekend)

Namao is billing this airshow as the biggest ever in Canada. (If it's bigger than Abbottsford, then it is truly BIG.) They estimate 150-200,000 people according to information sent to us by Glasair II RG builder Dieter Fehlberg. Civilian and military airshow acts will be featured.

Dieter Fehlberg made the decision to personally sponsor Bob Herendeen's act for this airshow in his home town. Stoddard-Hamilton's marketing budget didn't allow for an airshow in Edmonton this year, but thanks to Dieter's generosity, many Canadians will be treated to Bob's exciting airshow act. Thanks, Dieter!

Listed below are the frequencies and numbers for services at Edmonton Municipal Airport:

Telephone Numbers

Customs (403) 428-3991 Duty Managers (403)428-3991 Field Operations (403) 428-4456

FSS (403) 890-8386

Noise Abatement (403)428-3618

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Frequencies

ARR/DEP 119.5/226.3 ATIS 121.3 Clearance 121.3 FSS 119.1 Ground 121.9

Tower (403) 495-4901 Weather (403)495-6730

Dieter reports that weather by mid May is usually good and averages 75-80 degrees. He welcomes any Glasair builders wishing to visit Edmonton and attend the show. For more information, contact Dieter at 403/456-3052.

CANADIAN/U.S. BORDER CROSSING IN EXPERIMENTAL AIRCRAFT

Canadian Air Regulation 210(1C) covers all the particulars of civilian flight procedures into Canada.

Thanks to the efforts of EAA, FA A and Transport Canada, civilian flight across the CAN-AM border are much easier than they used to be. Listed below are the procedures:

1992 CANADIAN BORDER CROSSING

A special flight authorization is required for amateur built aircraft flying either into the United States from Canada or into Canada from the United States. The following is the procedure.

Canadian Pilots Flying Into the U.S. Contact Don Perrault, ANE 180, Manager, Manufacturing Inspection Office, 12 New England Executive Park, Burlington, MA 01803, telephone (617) 273-7108, fax (617) 270-2412.

United States Pilots Flying Into Canada Contact Roger Menard, AARDF, Transport Canada, Transport Canada Building, Place de Ville, Ottawa, Ontario, Canada Kl A ON8, telephone (613) 952-4377, fax (613) 996-9178.

EAA Members Flying To The 1992 EAA Convention & Fly-In EAA members from Canada flying amateur built, ultralight or warbird aircraft to the Oshkosh Convention, write directly to EAA Headquarters, ATTN: Canadian Coordinator, EAA Aviation Center, Oshkosh, WI 54903-3086, telephone (414) 426-4800, fax (414) 426-4873. Non EAA members flying amateur built, ultralight or warbird aircraft to Oshkosh do not write to EAA Headquarters, our waiver applies only to EAA members. Address your request to Mr. Richard Porter, Manager, Federal Aviation Administration, Milwaukee Flight Standards District Office, 4915 S. Howell Avenue, Milwaukee, WI 53207 or fax (414) 747-0244. For this Oshkosh event only--the only airports of entry are Pembina, ND; Duluth, MN; Sault Ste. Marie, MI; and Port Huron, MI.

Information required for a special flight authorization for

border "crossing for this category of aircraft is:

1) Aircraft make 2) Aircraft model 3) Aircraft serial number 4) Nationality and registration mark 5) Name and address of registered owner, pilot's name and address if different 6) Purpose of flight (briefly) 7) Place departing from 8) Place arriving at 9) Routing - include fuel stops and border crossing, if applicable 10) If aircraft is IFR equipped 11) How long authorization should remain in effect (normally 30 days) 12) Who should authorization be made out to 13) Who should authorization be sent to 14) Name and telephone number of person to contact 15) State pilot's name and address if different from No. 5 owner above

NOTE: INSURANCE REQUIRED

Private aircraft visiting Canada has minimum liability insurance required. You are required to show evidence of insurance. Minimum limits are:

-$300,000 per passenger on aircraft of more than 5,000 Ibs. take off weight -Public liability (bodily injury and property damage, excluding passengers) - 2,300 Ibs. or less __ $ 100,000 - 2,300 thru 5,200 Ibs ................ 500,000 - 5,000 thru 12,500 Ibs ...............1,000,000 -12,500 thru 75,000 Ibs............... 2,000,000

PERSONAL IDENTIFICATION

Crossing the Canada-U.S. border you may be advised to obtain acceptable photo-identification or a passport. Due to tightening of security at the border, this situation is expected to continue for some time.

CANADIAN TOURISM INFORMATION

Two booklets published by Transport Canada may be of interest to U.S. pilots planning to visit Canada in 1992. Both are free from: Aeronautical Information Services. Transport Canada, AANDHD, Ottawa, Ontario, Canada K1A ON8. They are: TP 77 IE, Air Tourist Information Canada, and TP 2168E, Flying the Alaska Highway in Canada. A free list of Civil Aviation Publications, TP 3680E, is also available from the same address. If you require a copy of the Border Crossing 1992 and Liability Insurance requirements, please write the EAA Canadian

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Refuelers 123.0 Tower 119.1/283.7 VOT 114.9

Council. The February 1991 issue of Sport Aviation.' page 72, lists the U.S. Airports Exempted from Mode C Requirement and may be of interest to Canadians flying in the United States.

U.S.-CANADA BORDER CROSSING FLIGHT

PLANS AND CUSTOMS REQUIRED

You must file either a VFR or an IFR flight plan when crossing the border in either direction. NOTE: Homebuilt experimental aircraft are not allowed to fly IFR in Canada. Flights are VFR only. No VFR on top allowed. Also put "AD CUS" in the flight plan (advise customs). You may be fined if you do not file a flight plan or advise customs that you are coming. Contacts are: Canadian Customs, P.O. Box 10, Station A, Manulife Center, 10th Floor, 55 Bloor St. W., Toronto, Ontario, Canada M5W 1A3, telephone (416) 973-8022, U.S. Customs, 1301 Constitution Ave. N.W., Washington, DC 20229, telephone (202) 566-8195.

U.S. pilots flying into Canada are required to have restricted radio-telephone licenses for themselves and Canadian pilots flying into the United States are required to have the Canadian equivalent. The six inch fuselage or tail numbers and 20 inch under wing numbers on Canadian aircraft are acceptable in the United States.

NOTE: Private aircraft crossing the border into the United States are required to pay a processing fee of $25 per calendar year. The fee is charged U.S. citizens returning to the U.S. as well as Canadians traveling to the U.S. You may obtain a decal indicating that you have paid the fee in advance. Write for Form 339 from U.S. Customs Service, Box 198151, Atlanta, GA 30384. Complete the form and mail with $25 in U.S. funds and a decal will be sent to you; or have $25 U.S. cash for your first crossing into the U.S. or Canada in 1992. Check your Customs Office hours before you depart as there is an overtime change to clear you outside normal office hours.

CHARTS U.S. charts are available from the National Oceanic and Atmospheric Administration Distribution Branch, N/CG33, National Ocean Service, Riverdale, MD 20737, telephone (301) 436-6990. Canadian charts are available from the Canadian Map Office, Dept. of Energy, Mines & Resources, 615 Boot St., Ottawa, Ontario, Canada K1A OE9, telephone (613) 952-7000. Approach and departure charts are available from the same sources, ask for their catalogs.

ALTITUDES TO FLY The U.S. rule on VFR cruising altitudes is that, for a

magnetic course of zero degrees through 179 degrees, fly any odd thousand feet MSL altitude plus 500 feet On a magnetic course of 180 degrees through 359 degrees, fly any even thousand feet MSL altitude plus 500 feet. Emergency frequency is 121.5.

In Canada both VFR and IFR traffic fly the same as U.S. rules.

TOURIST INFORMATION

For information on Canadian tourism program, contact the Canadian Embassy (ANNEX) N.A.B. Building, Suite 200, 1771 North Street N.W., Washington, DC 20036-1985, telephone (202) 785-1400, extension 324.

For Canadian pilots, tourism offices are located in each individual state and you may contact EAA Headquarters for the offices of the states you plan to visit.

CREDIT CARDS

Major U.S. credit cards such as Exxon (SOESSO), Shell, Texaco and Gulf are useable in Canada and the United States. The Canadian "Imperial" gallon is bigger than the U.S. gallon.

Ed.: We called Roger Menard at Transport Canada. He offered these last few notes:

In addition to the above list of 15 items, send or fax a copy of your Airworthiness Certificate (Canadians call it the "Flight Authority" with list of operating limitations. Tell him where you are going and when.

If you fax the request, he will usually respond within a few days. Most requests are granted a temporary 90 day permission slip to fly into Canada.

MYSTERIOUS CHARGES TO YOUR CREDIT CARD?

We have received a few phone calls from some of our builders inquiring about charge(s) to their credit card account. If you have requested an automatic renewal for the Glasair Newsletter, you will be billed $20.00 (or $30.00 for out of the country) to cover the 1992 subscription.

Another type of charge that you may not recall would be for builder support. When you request a prompt response by fax, the fax charges are billed to your credit card also. The rates for fax charges are:

Int'l.: $5.00 up to 3 pages/$1.00 addl. pages Domestic: $2.50 up to 3 pages/$1.00 addl. pages

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GLASAIR PICNIC '92 OSHKOSH '92 BUILDERS' BANQUET

This year's annual Glasair builder picnic will be held on Saturday, July 11 at our facility in Arlington, WA. The picnic will be held during the N.W. EAA Fly-In here at Arlington, scheduled to run 5 days, July 8-12. The annual picnic keeps getting bigger each year with more fun, so make 1992 the year you plan to attend!

Back by popular demand, we will once again have a fantastic salmon dinner (prepared by the authentic Indian method over an open fire) with the same delicious menu, which includes an appetizer, baked potato, fresh green salad, corn on the cob, whole grain bread and strawberry shortcake for dessert.

Rental cars are available from American International Rent-A-Car of Everett. They will pick you up in Arlington to get the car and, afterwards, you can leave the car at Stoddard-Hamilton and they will pick it up here. Their phone number is (206) 259-5058.

For accommodations we are suggesting four hotels which are all within a 10 mile radius of the airport. The first two hotels are priced between $30 and $50, depending on the number of people and beds. They are the Smokey Point Motor Inn (2 miles), 206/659-8561 and the Arlington Motor Inn (4 miles), 206/652-9595. The hotels are nothing fancy but very comfortable and within walking distance to restaurants. The Tulalip Inn Best Western, 206/659-4488 and Village Motor Inn, 206/659-0005 (both 8 miles) are newer, fancier, and run between $46-$55. (Mention Stoddard-Hamilton and ask for the corporate rate and you may save a few dollars.) We strongly suggest you call these hotels as soon as possible to make your reservations. They do require a deposit of some kind and report they are already starting to receive reservations for the fly-in weekend.

As our fly-in has been growing, we have noticed that there are two different groups that attend. The first group is those that come in Saturday and just take part in the salmon dinner. The second group comes in by Friday and spends at least two days if not three. This year we have opted to cater to both groups. The price for the first group, consisting of those people here just for the salmon barbecue, will be $20.00, which includes a t-shirt. The price for the second group will be $25.00, which includes the above mentioned items plus a Friday night barbecue, donuts, cookies, pop, etc. When making your reservations, please specify banquet only or weekend package. Plan to come early and enjoy the Northwest summer weather. See you soon!

Date: Monday, August 3, 1992 Location: Pioneer Inn Cost: $16.00 per person Cocktails/Socializing: 6:30 p.m. Dinner: 7:30 p.m.

Prepayment and registration are required either through the Stoddard-Hamilton factory before July 24th or at the Glasair tent through Sunday, August 2nd.

EAA EAST COAST FLY-IN CORP. "FALL FESTIVAL OF FLIGHT"

September 26 and 27, 1992 - New Castle County Airport, Wilmington, Delaware. The EAA East Coast Fall Festival of Flight. "Milestones in Aviation" theme. Expect 800 aircraft. Award-judging Saturday and Sunday. Forums, parade of flight, fly-bys, exhibits, vendors, aviation celebrities, pancake breakfast, fast foods, Saturday dinner. Mode C waiver and no-radio procedure.

For info packet contact EAA East Coast Fly-In Corp., 2002 Elnora St., Wheaton, MD 20902-2706. Phone 301/942-3309

For more detailed press release, photos or feature story information, please contact Hugh Horning, 1703 N. Scott Street, Wilmington, DE 19806.

WAUSAU, WISCONSIN FLY-IN

I am writing this letter to invite all composite aircraft owners/builders who live in the Wisconsin, Northern Illinois and Minnesota areas to come to our fly-in on June 28th, 1992. After working with the fly-in committee for the last few years, I have gone out on my own in requesting a "composite only" area for our show. We have a few brave souls who come here every year, but mostly it has been limited to local low and slow types and factory built. I guess what I am proposing is a meeting of the composite aircraft here in Wausau well before the big one in Oshkosh. If you are a manufacturer of components or materials please let me know if you have some flyers available (or catalogs) so we can show them and hand them out at the show to qualified pilots and builders. Also, we can show any videotapes (VHS) that advertises your aircraft or services if you send them to the address above by the beginning of June. For you pilots out there Wausau is NOT CWA!! We have no tower, new runways (5200 and 3375 hard surface), and auto fuel is available. I would appreciate it if you could pass this notice on to

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your respective newsletter editors to be included with their publications, and post at your local FBO the next time you visit. I appreciate your help, and please do not hesitate to call me at 715/842-4961 or write to me at the address below. Thank you all for listening, and hope we can get some type of association together here and have fun at the same time! By the way, if you have a computer and the Prodigy service I can be reached at MWJJ63A.

Sincerely, Thomas LaPointe, Owner Net Mailorder 1106 Gallon Wausau, WI 54401

HUNTINGTON LIFT RESERVE INDICATOR TEST REPORT

As mentioned in the last issue of Glasair News, page 772, Glasair III owner Phil Reed and Frank Miller of NorthernAir followed through with their intentions to install and flight test the Huntington LRI for Mike Jones (also building a Glasair III).

Here are their general notes and comments.

A small amount of testing was accomplished to obtain some general results. Time limitations did not allow for thorough testing to obtain a more accurate evaluation. Weight change or temperature variation effects were not tested. The aircraft was flown at the following weights and configuration:

Tests: SH-3R N2XZ at 2212 Ibs. 52 Degrees, Wind Calm Plain Flaps, Electric Actuation

Landing Configuration Full Flaps Final approach reference - 97 knots.

No Haps Final approach reference - 107 knots.

NOTE: Shallow approaches with power seem to give the same results as steep approaches without power.

Best glide seems to be at final approach reference: 107 knots, 1000 fpm, A/C clean, prop low RPM.

During initial flight tests they experienced difficulty adjusting for a mush-no-mush per the installation instructions. Much better results were obtained using approaches with the flare as a reference. Both Frank and Phil cautioned that the process of calibration of the LRI

not b*e attempted during initial flight testing by inexperienced Glasair HI owners. Due to the sensitivity of its adjustments, it could do more harm than good to someone not familiar with the Glasair's flying qualities. It should be set up and tested by someone with experience and a feel for the particular handling qualities of the Glasair HI.

An initial adjustment of 40.4 degrees off the firewall joggle was a good place to start adjustments from.

Advantages: 1. Good primary approach indicator (as long as the

airspeed indicator collaborates. No one indicator should be blindly trusted!)

2. Allows for varying landing configurations. 3. Could indicate best glide for engine out conditions.

Concerns: 1. Potential for sensor to be altered with just one fastener. 2. The LRI indicator needle seems to be most sensitive in

the approach configuration and chasing the needle could promote an accident. (Pilot awareness)

Recommended Improvements: 1. Supplied sensor attach plate (poor quality). Could be

better. 2. Recommended upgrading the tubing and fittings to

standard plastic pilot static fittings and lines. 3. Indicator markings need big bold lines for final

approach reference and flare minimum. 4. A 2-1/4" gauge would work better for the Glasair

canted panel installation, not much room for the 3- 1/8".

5. Indicator must be in front of the pilot

Other Comments

The LRI is very valuable and most useful on approaches. It is very consistent and would be useful as a wind-shear indicator. It is useful as a complementary device in addition to the airspeed indicator.

Pilots can use it as a tool to alert them to potential problems. It is instantaneous in reaction; however using it as a primary indicator could get pilots into trouble if they attempt to chase the needle. Pilot induced pitch oscillation caused by chasing the needle could be disastrous.

The LRI compensates for flap versus no-flap configuration nicely and is useful for maintaining the "reserve lift" margin under varying conditions such as this.

Proper installation is important The final analysis was summed up in one question we put to Frank Miller of

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NorthernAir, Inc.: Would you use one on your1 own plane? "Yes" was the answer. "When flying a high-performance plane like the Glasair, it provides one more important tool to alert the pilot to a potentially imminent problem in managing the speed and angle of the aircraft."

As a final thought, Frank added that although the LRI (or an angle of attack indicator) is an important instrument, it is by no means a substitute for proper pilot training, and experience with high-performance flying characteristics.

AVIATION TRADITIONS

Consider yourself lucky to have had the tail cut off of your favorite shirt after completion of your first solo. We recently learned that in the country of Guatemala in Central America, they pour dirty crankcase oil over the initiate's head rather than cutting off their shirt. After completion and first flight of a composite kitplane it might be more appropriate to use resin rather than crankcase oil. Which could be worse?

G-III BRAKES: RETROFIT KIT NOW AVAILABLE

We have been working with Parker Hannifin Corporation on improving the brake effectiveness of the Glasair in by a simple retrofit to different materials. As a result, they have created a new retrofit kit for existing wheel and brake assemblies already delivered.

The new 30-164 offers a 51% increase in energy absorption capability when compared to the 30-133 brake assembly. The metallic lining used on the 30-164 is fabricated to handle higher braking energies without fade and will also offer increased service life.

This kit converts one aircraft currently equipped with Cleveland wheels and brakes, P/N 40-151/30-133, to new metallic lining wheel and brakes, P/N 40-151/30-164.

Please contact our order desk to order P/N: 903-0199-196, Price: $110.00. Allow 8-10 weeks upon receipt of your order.

G-II BRAKES: RETROFIT KIT

We have also been working with Parker Hannifin to develop a new upgrade of the G-II 199-10200 wheel and brake assemblies to improve their braking ability. The latest word is that they have now identified the new pad material, but are waiting on FAA approval to release the new brake assembly.

We expect the additional delay to be about another 30 to 60 days.

NOTE: As mentioned in the last newsletter, the old retrofit brake assemblies, 199-93, are no longer available due to hazardous material use in the linings.

CENTURY AUTOPILOTS

Enclosed in this newsletter you will find an updated price list for our 1991/1992 Options Catalog. It is interesting to note that while pricing went up on many items, all of the Century products have reduced! Couple this with the work our research and development department has done in the area of RF interference in relation to Century autopilots, makes these systems an excellent value.

SENSENICH FIXED PITCH METAL PROPELLER

Over the last two years we have been working with Sensenich Propeller Company on a fixed pitch metal propeller for Glasairs using 160 hp powerplants. Finally, after extensive testing and retesting, Sensenich will be introducing this propeller at the 1992 Sun 'n Fun show. The Glasair version will be 70" long and its flight performance characteristics are slightly better than the Pacesetter wood propeller, model 68-71-20. Its main advantages however are in longevity and smoothness. We will begin taking orders for this propeller mid April. Please allow 8-10 weeks for the Sensenich factory to ship direct to you. Price includes mounting bolts. The spinner mounting kit will be extra and at the time of this writing not yet determined. Please call our customer service department on this.

Part number: 681-7077-101

AIRSPEED INDICATORS

It is amazing how many combinations are possible when it comes to True Airspeed Indicators! In our 1991/1992 catalog we listed eleven different variations and soon discovered that we have three more. We thought that this would be a good time to update you on all of these units (including the three that were just added!).

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Price: $1,500.00

Part Number Description Price

121-0103-001 121-0103-002 121-0103-101 121-0103-102 121-0103-103 121-0103-104 121-0103-105 121-0103-106 223-0103-001 123-0103-002 123-0103-101 123-0103-102 123-0103-103 123-0103-104

NOTE:

I Knots/MPH Nonlighted I Knots/Nonlighted I Knots/MPH Reg Flaps I Knots Reg Flaps II/IIS Knots/MPH Reg Flaps I/II Knots/MPH Slotted Haps II/IIS Knots Reg Haps I/II/IIS Knots Slotted Haps III Knots/MPH Nonlighted III Knots Nonlighted III Knots/MPH Reg Flaps III Knots Reg Haps III Knots/MPH Slotted Flaps III Knots Slotted Flaps

$280.00 280.00 345.00 345.00 345.00 295.00 345.00 345.00 280.00 280.00 345.00 345.00 295.00 345.00

1) The "nonlighted units are being discontinued and are limited to the stock on hand.

2) Pricing for the "Knots/MPH Slotted Haps" lighted indicators are lower than the other lighted units because they are ordered from the factory in this configuration. All the other variations require a dial change that is performed as a separate step by a local avionics house. This will add about two weeks to your delivery time as well so please plan accordingly.

3) The "Glasair" logo is attractively screened onto all the dials. This attribute was omitted from our catalog description.

LOW PASSES CAN BE COSTLY

The following article was clipped from our local paper.

$500,000 won in suit over spooked horses.

PORTLAND - The federal government has agreed to pay a Prineville couple $500,000 to settle a lawsuit over injuries suffered when two low-flying fighter jets spooked the couple's horses.

Cole Still, 71, and Charlotte Still, 65, were hurt in July 1988 as they rode horses with a friend in the Mount Jefferson Wilderness. The Stills were thrown from their mounts when a pair of Oregon Air National Guard F-4C jet fighters made a low pass over the Pacific Crest Trail, creating a sonic boom.

Cole Still suffered a skull fracture. Charlotte Still suffered broken ribs, a lower back fracture, a broken collar bone and head injuries. Both were knocked unconscious. A riding companion, Robert Hatherill, rode 12 miles for help.

Charlotte Still received $300,000, Cole Still received

$200,000 and Hatherill received $40,000, attorney Jan Baische said Tuesday. A trial in the lawsuit had been set to begin today in Portland before U.S. District Judge Malcolm March.

The Stills alleged the jets violated Federal Aviation Administration rules and said the pilots flew carelessly and recklessly.

A military investigation concluded that the fighter pilots used poor judgment, but did not violate FAA rules. The FAA found the jets had violated rules but the agency lacks jurisdiction over military pilots.

Military officials refused to release the names of the pilots.

"We're just pleased to have the matter completed at this point," said Oregon Air National Guard spokesman Lt. Mike Allegre.

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GLASAIR III INSURABILITY - AVEMCO

The Avemco Insurance Company has made it official; they will offer insurance to owners of high-performance kitplanes. We thank Avemco for their commitment to the kitplane industry, especially in this higher-risk high performance category. High-performance kitplanes (in regard to insurance classification) are defined as follows:

1. Cruise speed (75% power) in excess of 200 KIAS. 2. Stall speed (Vso) greater than 61 knots or wing

loading greater than 25 pounds per square foot. 3. Service ceiling over 25,000 feet.

An aircraft possessing any one of these may be classified as high performance; however, if an aircraft has only items 2 or 3, they may classify it as non-high performance until the accident rate indicates a different story.

The Glasair III, Lancair IV, Questair Venture, Cirrus VK-30, SX-300, etc., are examples of aircraft which fall into the high-performance classification.

Glasair I, II, II-S, Lancair 235, 320, RV-3, 4, 6 and most other homebuilts are not considered high-performance unless the accident rate for a particular type indicates a future re-classification.

Avemco has two qualifications for its high performance category. One applies to the quality of the plane, the other to the proficiency and skills of the pilot.

The Plane: One Glasair III hull loss was attributed to non-repairability due to poor workmanship. Avemco simply wants to know that the aircraft it insures (high performance are usually the more expensive ones) are meeting a certain level of quality and they will be repairable if damaged.

We've worked together with a company called Loss Management Services to devise an inspection checklist which will determine a quality point relating score for Glasair Ill's. We recently held a two-day course at Stoddard-Hamilton's facilities to familiarize three Glasair builder assist and repair firms with the checklist.

The following firms are the only ones recognized by Loss Management Services, Inc. as being accepted to perform the quality inspections to qualify for Avemco Insurance:

Northern Air, Inc. 18650 59th Drive, N.E. Building 2 Arlington, WA 98223 (206) 435-8066 Frank Miller

Southern Kitcraft 1028 Opelika Road Auburn, AL 36830 (205) 821-9944 Art Bond

Phoenix Composite Technology 5035 E. Roadrunner Drive Mesa, AZ 85205 (602) 345-9121 Dace Kirk

These companies are located strategically throughout the U.S. to facilitate an inspection in your general area (unless you live in the N.E.). Information concerning price and scheduling of an appointment for inspection may be obtained by contacting one or more of the above.

The Pilot: Pilot training by an established flight training school in the type aircraft with recurrency training is also a requirement of Avemco's high performance insurance program. We are in the final stages of detailing the flight training program with Professional Instrument Courses, Inc. (P.I.C.). It's a "we" program because P.I.C. provides the instructors and course syllabus, Stoddard-Hamilton provides the aircraft

We initially plan to have two training sessions in 1992 -one in the spring and the fall. The spring session will be held in Phoenix, AZ from May 15th to (length to be determined by number of applicants). Phoenix was selected because of its best assurance of VFR weather and based on having a facility at the site (Phoenix Composites) familiar with the Glasair III and qualified to fix any problems which might otherwise ground the aircraft.

Initial type training will be conducted in the factory Glasair HI N540RG and will consist of a two-day program to include study, ground school, homework, and 10 hours of flight time. Recurrency training will be in the customer's aircraft at our chosen sites or at the customer's home base. (P.I.C. specializes in personalizing and customizing its training to the customer in his/her aircraft.) Recurrency training will be required at an annual frequency or biennial frequency depending upon pilot experience and how often they operate the aircraft (currency). Recurrency requirements may be made by Avemco on a per-customer basis.

Initial Training: Cost of the initial type training is $2250 for the two-day VFR program or $3125 for the three-day IFR program. This price covers the instructor, course materials and aircraft costs. It does not include transportation, meals or lodging.

Training slots will be assigned sequentially as they are

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sold. A deposit of $500 will be taken to secure a position on the schedule. Payment in full for the course must be made no later than one month before the scheduled training date. All payments will be non-refundable unless the customer finds someone else to fill the slot.

No training program will be conducted unless there are at least 5 students scheduled. It would not be practical to bring in either the aircraft or the instructor.

As P.I.C. and Stoddard-Hamilton want to optimize the time spent on type training, some minimum prerequisites are necessary in determining if the individual is qualified to operate a high performance aircraft. Please recognize that these criteria will also help improve your chances of passing the course. Minimum prerequisites for training have been proposed at 150 hours total time and 50 hours complex aircraft or 10 hours recent complex aircraft time.

NOTE: P.I.C. will be directly mailing the details of this program to all Glasair III owners by the end of March. You should be receiving it at any time if you haven't already received it prior to this newsletter.

Be objective when considering training. Stand back and look at the big picture: your health and safety in operating the Glasair is the main objective. We've worked to make the cost reasonable so it wouldn't be a disincentive. Decide first that the training will be a benefit to you and making the decision to commit the time and money will be easier.

Avemco's minimum requirements for insurance are different than P.I.C.'s requirements for initial training. However, if you think that you want to be insured with Avemco, be sure to contact them and let them know your needs. Avemco may consider each pilot on an individual basis and with experience under the program, their requirements may change.

We applaud Avemco, Loss Management Services, Professional Instrument Courses, Inc., S.A.M.A. and the efforts of individuals who have helped make it possible to salvage high-performance kitplane insurance. The alternative was no insurance or upward soaring rates which would jeopardize this category of kitbuilt aircraft. Thank you in advance for your consideration of this professional approach to flight training. The improvement of the safety record for Glasair Ill's will indirectly benefit all Glasair III customers and, we're convinced, will very directly benefit those who participate.

NOTE: Due to the effort which has gone into the set-up of this training offering, Stoddard-Hamilton will discontinue factory familiarization for Glasair HI customers. We feel that while familiarization may be

acceptable for Glasair I, II and II-S operators, a more thorough and professional approach is necessary to prepare operators of Glasair Ill's.

Avemco Rate Sampling: We asked Avemco to provide us with a couple of examples of insurance rates for a Glasair III. Rates may vary due to aircraft hull value, pilot experience, deductibles, etc. Here are a couple of examples from Avemco.

LOW TIME PILOT QUALIFICATIONS 1150 TOTAL TIME, 250 R/G, COMPLETION OF PJ.C. TRAINING SCHOOL

LIABILITY LIMIT: $100,000 each person $ 590 $1,000,000 property damage $1,000,000 each accident

$100,000 All risk hull coverage $3116 $130,000 All risk hull coverage $3762

Deductibles: $ 500 not-in-motion 5,000 in-motion

The hull rates assume that the aircraft will be hangared.

HIGH TIME PILOT QUALIFICATIONS 4500 TOTAL TIME, 500 R/G, COMPLETION OF PJ.C. TRAINING SCHOOL

LIABILITY LIMIT: $100,000 each person $ 525 $1,000,000 property damage $1,000,000 each accident

$100,000 All risk hull coverage $2575 $ 130,000 All risk hull coverage $3107

Deductibles: $ 500 not-in-motion 5,000 in-motion

The hull rates assume that the aircraft will be hangared. For more information call Avemco at (800) 874-9125.

A parting thought on aircraft insurance. We occasionally learn of aircraft which are purchased and insured through an initial insurance binder. We've heard complaints from aircraft owners who suffered an unfortunate accident shortly after obtaining the binder without thoroughly reading the policy; there are sometimes bitter disappointments because the pilot wasn't qualified or there was a misunderstanding between the agent and insurance purchaser. Here are some helpful hints:

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WHAT TO LOOK FOR ON AN INSURANCE BINDER

LIMITS OF LIABILITY

Are the limits of liability what you selected when talking to the agent? Are the limits adequate for your needs?

HULL COVERAGE

Is the amount of hull coverage shown on the binder what you agreed to with the agent? Is the insured value based on an agreed amount or actual cash value basis? Are the deductibles what you agreed to?

TRAINING REQUIREMENTS/APPROVED PILOTS

If training requirements were discussed with the agent when you bound coverage are they shown on the binder? Are any requirements shown that were not discussed with the agent? Ask who is approved to operate the aircraft in flight.

PREMIUMS

Do the premiums match what the agent gave you over the phone?

Ask the agent about exclusions in the policy and that would affect your particular type of aircraft prior to binding coverage. Ask about any other applicable endorsements that restrict or alter coverage.

The best protection is to write the information down while talking with the agent on the phone.

HARTZELL PROPELLERS FAA Airworthiness Directive (AD) 77-12-06 Compliance

NOTE: The FAA has determined that the previous AD compliance can be relaxed for new Hartzell propellers. The FAA is currently reviewing AD 77-12-06 for reduced applicability.

AD 77-12-06 requires repetitive inspections in accordance with overhaul intervals specified in Hartzell Service Letter 6IB, or later FAA approved revision. This latest revision to Service Letter 61 (61R dated February 28,1992) hereby changes the repetitive compliance for AD 77-12-06 to ELIMINATE the repetitive 60 calendar month interval and REVISE the time-in-service interval to 12,000 hours.

Service Letter 61R has been coordinated with and is approved by the Manager, FAA, Chicago Aircraft Certification Office, 2300 E. Devon Avenue, Des Plaines, Illinois 66018 and this section is also FAA approved as

the revised compliance interval for AD 77-12-06.

CUSTOMER SUPPORT THOUGHTS

We understand that it can be difficult at times to get through on the customer support dedicated line. There are peak times such as Mondays and late afternoons which are the busiest. If you call at other times, you'll experience less competition getting through.

Simply adding more personnel and phone lines isn't the answer as some have suggested. We need to keep our costs in line with our kit revenues, and in maintaining a balance with all the services and costs we incur, we have to keep customer telephone support to a specified reasonable level.

Our customer base continues to grow with over 1200 kits delivered to date. Customer support continues to be an ever-increasing demand because it is reduced but doesn't end with flying Glasairs.

When comparing the level of customer support services we offer as compared to other kit companies, we feel confident that we offer a superior program. (Magazines have conducted interviews with customers of various homebuilts and judged that, based on customer sentiment, Stoddard-Hamilton is one of the leaders in this area.)

Our sales have averaged 80-100 Glasair kits per year for over 11 years now. While the revenue has remained fairly constant, the growing total number of Glasair kits in process or complete puts a growing strain on the customer support department.

A reasonable suggestion we have offered in the past and put forth once again is for builders to support one another building like-model Glasairs. If you are constructing a Glasair II-S RG, get to know at least three or four others who are also constructing your model. When you have a question try us first, if we are busy, try another builder who may be ahead or near your point of assembly. Sometimes it may be a simple confirmation or interpretation of assembly instruction. You want to proceed and not waste time, but would like to know you are on the right track.

Some homebuilt kit aircraft companies have done an excellent job of promoting customer self-help groups throughout the U.S. We are more than willing to help promote the same organization amongst Glasair customers. Call us for the names of other Glasair builders in your state or geographic area. We are pleased to offer a solid program of competent factory technical support complemented by promoting and assisting customer-to-customer cooperation.

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COMPOSITE CONSTRUCTION CLASS The 1992 workshop will revolve around a Glasair II-S FT that will be fitted with a long range fuel system. The class activities will be useful to anyone contemplating building any type of composite aircraft or anyone seeking an interesting aviation related experience. It is also a great time of fellowship as the class participants study and work on the aircraft. The class includes a few socials and field trips.

The class will run June 8 through July 3, 1992. Tuition: $400, Lab fee: $100. For details please contact Dr. John Riley, Professor at 515/432-6319 or John Vandello, Coordinator at 800/726-2585, ext. 183 (see page 822).

NEW DERAKANE 470 RESIN Now that both the R&D department of Stoddard-Hamilton and the customers have had a chance to use the new resin on their kits, some builder questions have arisen.

1. COLOR OF RESIN The new 470-2000 resin has a more golden color (even after promotion) than the earlier resins. The new resin does have a green tinge when it is in the "green cure" condition as does the earlier resin.

2. PROMOTION OF NEW RESIN We have found it works best to promote the new resin in smaller quantities. We have found that the promoted resin has a tendency to "eat" the CoNap promoter over a period of time causing a lengthening of "gel" times. We recommend that the resin be promoted in quantities that can be used in approximately 30 days to make sure the resin will act and cure in the manner expected.

3. LONGER GEL TIMES OF NEW RESIN Some builders have reported that the longer gel times experienced with the new resin have caused problems maintaining the same building schedule as with previous resin. If the builder does find that the "gel" time of the new promoted resin is too long for the work being done, a number of steps are possible to decrease gel time.

a. Gel time can be sped up by increasing the MEKP to a maximum of 4 percent. b. If this still does not gel fast enough, the user should try to increase the CoNap and DMA 10 percent above original promotion ratio. Try a sample of this high promoted resin first with the 1 and 2 percent MEKP catalyst to check "gel" times. The catalyst ratio can, if desired, be increased to a maximum of 4 percent.

4. NEW RESIN VISCOSITY Styrene is the thinning agent used with the vinylester resins. The new resin seems to lose some of its thinning styrene easier than the old resin. New style resin exposed

to air or in mixing tubs in a breezy environment are particularly subject to styrene loss and subsequent thickening. Saturating the cloth is more difficult with thicker resin. To keep the resin as thin as possible, store it in a tightly sealed container and, when in use, cover the pot to minimize styrene loss.

GLASAIR CANOPIES/ULTRAVIOLET RADIATION by Glen L. Breitsprecher, President Gee Bee Canopies, Inc. EAA #35503

The March issue of Sport Aviation expressed concern over exposure to ultraviolet while flying under plexiglass canopies. I hope I can put these fears to rest.

I can only speak for myself, but for twenty-five years I have been forming canopies and windshields from high-quality cell-cast acrylic sheet. This thermoformable acrylic has many unique features, one of which is that it absorbs ultraviolet rays (UVA). Published physical property data for commercial grade cell-cast acrylic sheet states a 0% transmittance value for UV. This is for clear material.

Tinted acrylic adds other benefits; namely, solar heat, haze, and glare control. The solar gray tint no. 2515 is by far the most popular tint we use. It is the standard tint for all the Glasairs, RV-3, RV-4, and RV-6 kits we produce, and for about 90% of all other canopies and windshields also. 2515 cuts the solar heat by more than 30%. It also cuts glare, and in hazy conditions it helps define clouds and other objects better.

For those in the hotter climes where 38% just doesn't cut it, there are tinted films available-check with your local automotive glass tinter or if space permits, obtain a piece of dark acrylic-say tint no. 2064 or 2074~in .060 thickness and stick it overhead with those small clear suction cups.

Not all acrylic is UVA, however. Tanning salons use ultraviolet transmitting (UVT) acrylic in tanning beds. So, if you see some guy flying a tanning bed around out there he is the only one in real trouble.

NUT TIGHTENING TORQUE VALUES

Most kitplane assemblers are likely overtorquing 3/16" and 1/4" nuts if installed "by feel" without a torque wrench. The smaller the nut and bolt, the easier to over tighten by hand (especially you Arnold Swartzenegger Terminator Weight Lifter types). Kidding aside, it is very easy for anyone to overtorque these size nuts especially the AN310-32 variety.

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Now that you've been tipped off, it will probably influence your results, but try the following test anyway: Take a couple of AN3 bolts and AN365-1032A nuts and hand tighten with a socket and ratchet to your normal feel. To check your torque, take a small torque wrench which measures inch-pounds and start on a low setting of 15 inch-pounds and raise it in increments of 5 inch-points

until you find the torque value (when the nut will turn). If you've been uninfluenced by the first sentence of this discussion, you may be overtorquing AN364 (or 365)-1032A nuts by a factor of two or more times as high as they should be. Here are the proper torque values as listed within FAA Advisory Circular 43.13 Aircraft Inspection and Repair:

Values are listed for both tension nuts (thick) and shear nuts (thin). As one example of locating torque values, let's examine the combination of a 3/16" AN3 bolt with an AN364-1032 nut. The bolt is located in the left column (AN3 thru AN20) and the nut is located in the second column from the left under nuts. Following the column down under the AN364 nut, the torque value for a 10-32 fine thread bolt with 364 nut is 12 inch-lb minimum and 15 inch-lb maximum.

NOTE: Torque values for lubed nuts or bolts are 5-10 inch Ib lower. New hardware (unless exposed to lubricants) is considered dry and bolts in service (especially in engine compartment) would be considered lubricated.

With some simple, limited bench torque tests, we found that AN365-1031A nuts snapped or stripped at 70-100 inch Ibs; however, the yield point is likely much lower than the point at which you physically feel the nut strip or bolt shear off.

If you can't develop a consistent feel for hand tightening small hardware, you would be well advised to invest in a small torque wrench. If you do choose to hand tighten, use only a 1/4 inch drive ratchet with a short handle. Practice the feel until you can demonstrate consistency and accuracy.

THE FOLLOWING ARTICLES WERE REPRINTED FROM THE LYCOMING FLYER.

SPECTROMETRIC OIL ANALYSIS

Much is heard these days about spectrometric oil analysis; however, little is understood about the subject by the vast majority of the general aviation public. We will attempt here to set forth our position on the subject and to point out the advantages and disadvantages of the service.

Oil analysis is not new to military and commercial airline operation, but it came to general aviation later. The object is to examine oil samples from an engine, and break down the sample in parts per million in order to determine the internal health of the engine. This is based on the fact that all lubricated engine parts wear and deposit a certain amount of metallic particles in the oil. The number of particles per million of each metal determines the wear pattern for the particular engine being analyzed. It is of the utmost importance to understand that the results of the analysis is only pertinent to THE ENGINE BEING ANALYZED, although accumulation of data on any specific engine series is a basis for establishing standards for that series of engine. The fact that is important is a sharp rise of the amount of a particular metal in the oil.

It is imperative then to build a case history of each engine, wherein a sharp rise in any one metal will indicate abnormal engine wear. The analysis can also tell you whether the oil contains other liquid contaminants such as gasoline or water. Gasoline contamination of the oil can result from blow-by from the combustion chamber caused by poor combustion, bad timing, improper fuel mixture, worn rings, and the like. Water contamination is usually restricted to condensed vapor, but this vapor combines with the fuel combustion products to form harmful metal-attacking acids. Water also helps to form sludge, which is death to a filter. Based on this contamination in the oil, the analysis will be able to pinpoint improper mixture, poor maintenance, etc.

There are five basic types of solid contamination in airplane engines-carbon, gums, tars, sand (dirt), and metal.

Carbon contamination is a product of incomplete combustion, high-speed operation, high load, or high temperature. Gum in the crankcase is usually a direct result of raw fuel washing the cylinder walls and getting into the oil, caused by infrequent and sporadic operation of the engine, improper mixture, and bad rings. Tar is created when the oil itself starts to decompose, and high engine temperature is the prime cause. Sand or dirt is perhaps the most common contaminant in aircraft engines and can get into the engine much easier than might be expected.

The oil is analyzed on an emission-type direct-reading spectrometer. When the machine operator pushes a button, an electrical spark passes through the specimen to be analyzed. This spark vaporizes a sample of all the elements present and causes their atoms and ions in the spark column to emit light of wavelengths characteristic to iron. If the specimen also contains nickel, chromium, or other elements, the emitted light will then include these wavelengths also. All this information is instantly recorded. The machine, or instrument measures 16 key elements present in normal aviation lubricating oil, thus immediately indicating excessive traces of any one element or combination of elements.

Textron Lycoming Service Letter No. L171, entitled "General Aspects of Spectrometric Oil Analysis", provides a guide for the use of oil analysis in measuring engine health. The information is in general terms since the health of each engine must be determined on its own merits.

Differences in manufacturing processes may cause a variation in analysis results for different engine models. The amount of tin plating, copper plating, nitrating, etc., performed during manufacture has a definite relationship to the oil analysis reports. It is not uncommon, for

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example, to see what seems to be high copper content early in the life of an engine, only to have this content continually decrease as the engine accumulates time and then disappear altogether. Poor air filter maintenance, running the aircraft on the ground with carburetor/alternate air on and holes in the air intake system are all factors which will allow an engine to ingest dirt and foreign matter. The result of this will show up as high iron (cylinder barrels) and chrome (piston rings) content at the next oil analysis. Neither time nor space permits us here to list all of the variables involved (indeed we do not profess to know them all) but it should be obvious to everyone that a history of each engine is the only criteria by which its health can be determined. Remember that several samples must be taken to determine the characteristics of an engine, and also remember that the first few samples on factory fresh engines will read high as new parts are wearing in and conforming to each other.

These traces show up in parts per million on the spectrograph long before detrimental flaking or scoring takes place and almost always before any outward indication of trouble. Such an example is illustrated by a curve showing a plot of parts/million of silicone, copper, aluminum, iron, etc., as obtained on a Lycoming IO-540-D4A5 installation in a Piper Comanche airplane operating at a flying school. At 270 and 300 hours, the dirt ingested by the engine (as shown by parts/million of silicon) increased rapidly beyond its normal level of 10, resulting in increased wear to the piston rings and cylinders. This is clearly shown by the sharp rise in the chrome and iron content. Corrective action by the operator (filter change and better fit) quickly resulted in normal iron levels with resultant good health to the engine. If long TBO's are to be achieved, it is MOST IMPORTANT that clean air be provided to the engines.

Basically, that is the oil analysis story. It is a good tool IF PROPERLY USED. Like any other tool, it is only one of many things that must be used to determine engine health.

MINIMIZING THE SPARK PLUG FOULING PROBLEM

Perhaps it's too cliché to say that using proper operating and maintenance procedures will minimize spark plug fouling, according to engineers at Textron Lycoming and the spark plug manufacturers. However, this is the best known method of coping with the problem.

RECOMMENDATIONS ON OPERATION TO MINIMIZE SPARK PLUG FOULING 1. Use helpful ground operating techniques such as: a. Idle engines in the 1000-1200 RPM range so that the lead scavenger in the fuel can operate.

b. Avoid closed throttle idle. c. After flight, before shutdown, run engine one

minute at 1200 RPM, increase to 1800 RPM for 15 to 20 seconds, reduce to 1200 RPM and cut engine with mixture control.

d. Check magnetos on fixed pitch direct drive engines at 1800 RPM to help prevent lead fouling, and generally at 2200 RPM with a constant speed prop.

e. Avoid abrupt throttle movements on the ground as it invites spark plug fouling.

2. Use efficient fuel management (good leaning techniques) at cruise power: a. Lean at any altitude at the manufacturer's

recommended cruise power. b. Lean as close to best economy mixture as the

engine will permit by running smoothly, it will help prevent spark plug fouling and save fuel: (1) With an EGT system, this means operate at peak

EGT at cruise power of 75% or less on the small direct drive engine.

(2) With a float-type carburetor, it means leaning to roughness at cruise power, then enriching just enough to remove the roughness.

(3) With a fuel injection engine, it means leaning to the bottom of the percent of power point on the fuel flow gage, with a smooth engine result.

3. During descents to the traffic pattern, we recommended maintaining the mixture at the leaned cruise condition with a gradual richening of the mixture, carrying some power, and at a sensible air-speed to maintain the most efficient engine temperatures possible. Avoid low power-high speed descents which cause sudden cooling, severe lead fouling, cracked cylinder heads and warped exhaust valves.

4. If the magneto check before or after flight reveals any roughness caused by a fouled spark plug, open the throttle slowly and smoothly to cruise RPM and lean the mixture as far as possible, (yet with a smooth engine). After several seconds leaned, return to the proper mixture position for takeoff and recheck the magneto. If two such attempts do not clear the fouled plug, then return to the line and report the problem to maintenance.

RECOMMENDATIONS ON MAINTENANCE TO MINIMIZE SPARK PLUG FOULING 1. Rotate spark plugs from top to bottom on a 50-hour

basis, and service plugs every 100 hours, particularly in an engine certified for 80 octane aviation fuel, but using a higher leaded fuel such as 100 LL.

2. Make sure the correct heat range spark plug is being used in your engine if you are experiencing plug problems. Textron Lycoming Service Instruction No. 1042 is the basic reference source concerning the proper spark plug for the specific engine. Do not simply replace plugs with same model number that

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were in the engine. The previous installer may have used the wrong plug. Don't be trapped! Use the chart.

3. Oil (and filter) should be changed at a maximum of 50 hours, particularly when using the higher leaded fuels. Oil filters do not filter the lead sludge which accumulates from combustion. Controlled programs have revealed that the higher leaded fuels build an accumulation of lead in the oil from combustion. IF the oil is continued in use beyond 50 hours time, it has caused sticking exhaust valves.

4. If idle mixture is too rich on the ground, have maintenance adjust it properly.

Combustion deposit fouling fundamentals.

5. Low ambient temperatures can be a cause of spark plug fouling. Lead from the fuel should become vaporized during combustion and converted into a powder form which is normally blown out the exhaust In order to achieve the proper vaporization, suitable engine operating temperatures should be maintained. Note in the chart that the most desirable range to avoid spark plug fouling is the temperature range 900°-1 SOOT.

Oil temperature is also an important factor in preventing plug fouling. It has been our experience that a desirable oil temperature during flight should be in the range of 165°F to 200°F. For low ambient outside temperature operations, one method to keep oil hot is by closing off at least some of the air flow to the oil cooler. Airframe manufacturers make available a winterization kit that can be used to raise oil temperatures to the desired range. If a kit is not available, use any accepted means of blocking the cooler such as with a good grade of tape. Tip -remove kit or tape in spring or you'll be calling for help in regards to high oil temperature.

SUMMARY:

Spark plug fouling is not limited to engines that were

certified for 80 octane aviation fuel, but which are using the higher leaded 100 octane as well. Therefore, the techniques recommended herein for operation and maintenance apply to all our engines, but with emphasis on the 80 octane engine using 100 octane fuel.

LEANING TEXTRON LYCOMING ENGINES

(How to use this outline presentation: All operators should read the General Introduction and Summary Recommendations, but should carefully study the section that applies to his or her specific powerplant.)

GENERAL INTRODUCTION

The information outlined in this presentation has been reduced to minimum essential facts, and is based on leaning as described in the various Lycoming "Engine Operator's Manuals", and Service Instruction No. 1094, "Fuel Mixture Leaning Procedures".

Although the above documents are authentic basic references on leaning, and including the related write-ups in past issues of the "Flyer", we see the need to review all of these and outline the basic combined information in one article for the following reasons:

1. The basic leaning information needs to be repeated from time to time.

2. We need to update our information on new engine models, or concerning new and improved engine instrumentation.

3. Operators in the field have stated that some of the Pilot's Operating Handbooks lack sufficient information on leaning.

4. The engine manufacturer with the approval of the FAA and in cooperation with the airframe manufacturer, is the authority on the operation of his product

5. Small aircraft, such as the typical General Aviation trainer, have limited engine instrumentation. Therefore, we provide the operator with certain basic leaning rules to protect the powerplant and yet operate it efficiently. Damage to this type of engine results from leaning at higher than the manufacturer's recommended cruise power.

6. The more complex powerplants of higher horsepower or higher compression ratios (200 HP and higher), are generally accompanied by sufficient engine instrumentation to protect the powerplants while operating at approved higher than routine power settings. However, the engine manufacturer helps protect these engines by establishing certain requirements for leaning at higher than average cruise power by reference to fuel flow, exhaust gas temperature, or turbine inlet temperature, cylinder head

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temperature, oil temperatures and pressures. , The airplane pilot's manual will specify this information for these more complex high performance powerplants.

WHY LEAN THE ENGINES?

In spite of a number of variations in the different models of our powerplants, there are some general recommendations on leaning we can offer for all Lycoming piston engines.

1. Most carburetors or fuel injectors are set slightly on the rich side - this calls for leaning at any altitude at the manufacturer's recommended cruise power.

2. Proper leaning means economy of fuel, which results in lower cost of operation.

3. Rich running engines cause roughness - proper leaning makes them smooth, which protects engine mounts and engine accessories from undesirable vibration and possible failure.

4. An engine properly leaned is a more efficient powerplant.

5. Leaning at cruise can extend the range of the aircraft - a safety factor.

6. Proper leaning means less spark plug fouling and longer life for plugs - also a safety factor, as well as lower maintenance cost.

7. Correct leaning means cleaner combustion chambers and less likelihood of pre-ignition from undesirable combustion deposits.

8. Proper leaning at cruise power results in more normal engine temperatures in cool weather or at the cooler temperatures of altitude. Rich mixtures cause undesirable cool engine temperatures in cool or cold weather. a. Oil temperatures should be at least 165°F minimum

in order to reduce moisture forming vapors and undesirable acids in the engine oil.

The Three Basic Types of Fuel Metering Devices Used with Lycoming Engines in General Aviation; and the General Procedures for Leaning at Manufacturers' Recommended Cruise Power: 1. Float type carburetor.

a. Fixed pitch propeller - lean to a maximum increase in RPM and airspeed - or - just before engine roughness. (1) Engine roughness is not detonation at cruise

power, but is caused by the leanest cylinder not firing due to a very lean fuel-air mixture which will not support combustion in that cylinder.

b. Controllable propeller - lean the mixture until roughness encountered, and then enrich slightly until roughness is eliminated and engine is smooth. There may be a slight increase of airspeed noted in smooth air when properly leaned at cruise when

compared to full rich. c. The EOT offers little improvement in leaning the

float-type carburetor over the procedures outlined above because of the problem of imperfect distribution. However, if the EGT is installed, a good rule of thumb is lean the mixture plus 50° on the rich side of peak EGT with this type of fuel metering device.

d. With the application of carburetor heat, the mixture is richer; check and adjust mixture leaner.

2. Fuel injection. a. Because of the varied models of fuel injectors used

with Lycoming engines, the operator must consult the specific Pilot's Operating Handbook for specific leaning instructions.

b. However, as a basic technique, at the manufacturer's recommended cruise power limitation, with a manual mixture control, lean initially by reference to the fuel flow (if available) for the percent of cruise power without exceeding manufacturer's recommended limits. Then for more precise leaning, if an exhaust gas temperature is available, find peak EGT without exceeding limits, and operate there, or by the rule of thumb of plus 50°F on the rich side of peak EGT. (1) Monitor cylinder head temperatures. (2) The EGT is a helpful instrument for precise

leaning with fuel injection. (3) If EGT and fuel flow are not available, then lean to just outside roughness, or to a slight airspeed loss, then as desired by the pilot,

LEANING RECOMMENDATIONS FOR TYPES OF TEXTRON LYCOMING ENGINES

1. Direct drive normally aspirated engines (carbureted or fuel injection): a. May be leaned at any altitude, at manufacturer's

recommended cruise power (usually 75% or less), provided there is a manual mixture control.

b. In climb from sea level through 5,000 ft. density altitude, mixture must be full rich. Continued climb above 5,000 ft., mixture may be leaned for smooth engine operation. DO NOT confuse the 5,000 ft reference for climb with the cruise configuration.

c. Operation is higher than 75% power without reference to fuel flow, cylinder head temperatures, and without knowledge of specific power, requires full rich mixture. (1) Leaning at recommended cruise power does not

damage a normally healthy engine, but leaning at higher than 75% cruise power in this type of engine can cause engine damage when complete engine instrumentation is not available (CHT and fuel flow minimum), and limitations not spelled out in airplane pilot's operating handbook.

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2. Leaning the turbocharged Lycoming powerplant. a. The turbine inlet temperature gage (TIT) is a

required instrument with turbocharging by Lycoming.

b. During manual leaning, the maximum allowable TIT for the particular engine and installation must not be exceeded. Check the Pilot's Operating Handbook (POH) or The Engine Operator's Manual to determine this temperature limit.

c. At cruise power when leaning the mixture, if TIT reaches the maximum allowable limit before peaking, do not exceed the limit to find peak.

d. Operation may be at peak during cruise provided TIT does not exceed red line maximum and cylinder head should not exceed red line maximum and cylinder head should not exceed 435°F (224°C), for continuous operation. Mixture may be operated anywhere on the rich side of peak. CHT, fuel flow, and TIT will decide where the pilot will operate his mixture control as specified in the Pilot's Operating Handbook.

e. Very high altitudes may result in high temperatures which will require adequate fuel, cowl flaps, or air speed for cooling.

f. All takeoffs with turbocharged powerplants (where turbo is operating) must be at full rich mixture regardless of airport elevation. The turbocharged engine needs the extra fuel for cooling because of the high induction air temperatures created by turbocharging, and because the engine is operating at sea level horsepower.

g. Always consult the Pilot's Operating Handbook for any variations for the specific aircraft. If leaning by means of manual mixture is permitted at climb power, it will be specified in the Pilot's Operating Handbook and will list required ranges for fuel flow, power settings, and temperature limitations.

3. Leaning the supercharged Lycoming powerplants.

a. All takeoffs with supercharged powerplants must be full rich mixture regardless of the airport elevation. The supercharged engine needs the extra fuel for cooling because of the high induction air temperatures created by supercharging, and because it is operating at sea level horsepower.

b. If leaning by means of manual mixture is permitted at climb power, it will be specified in the Pilot's Operating Handbook, and will list required ranges for fuel flow, power settings, and temperature limitations.

c. The exhaust gas temperature gage is a helpful instrument for leaning the supercharged engine at cruise power with a manual mixture control.

d. Recommended standard cruise power for the supercharged engine is 65%. At 65% power or less

this type of engine may be leaned as desired as long as the engine operates smoothly, and temperatures and pressures are within manufacturer's prescribed limits.

SUMMARY RECOMMENDATIONS

1. This presentation has merely covered the minimum basics of the various types of Textron Lycoming powerplants. For a more detailed description of the leaning procedures, particularly the higher powered more complex engines, refer to the Pilot's Operating Handbook. If the manual is incomplete, refer to Textron Lycoming Service Instruction No. 1094.

2. For maximum service life, where there is a cylinder head temperature installed, maintain cylinder head temperature (for continuous operation), below recommended 435T (224°C). If cylinder head temperature is higher than recommended during flight, in order to complete the flight as safely as possible, reduce head temperature to within recommended operating range by enriching the mixture, or by adjusting cowl flaps if available, or by reducing power, or by use of any combination of these methods.

3. Some leaning during descent to traffic pattern may be in order to prevent roughness or sudden engine cooling. The before-landing check should prevent overlooking the mixture for landing.

4. Always return mixture to rich before increasing power. 5. Leaning the mixture in accordance with the engine

manufacturer's recommendations is practical and economical.

6. Normally aspirated, direct drive Lycoming engines operated at manufacturer's cruise power (usually 75% power or less) may be leaned at any altitude. Do not confuse the 5,000 ft. reference for climb with this type. If cruise (for example) is 2500 ft., and 75% power or less is used, then the mixture should be leaned for all routine cruise operations outside the traffic pattern.

7. Leaning techniques vary because of differences in fuel metering devices (carburetor or fuel injector), turbocharging or supercharging, fixed pitch or constant speed prop, etc. Read the airplane Pilot's Operating Handbook and determine the proper operating technique. Get a proper check-out in the aircraft.

PROPER LEANING AT CRUISE AIDS SAFE FLIGHT - AND SAVES $ DOLLARS

In previous issues of our Lycoming Flyer, we have always emphasized proper leaning at the manufacturer's recommended cruise power at any altitude; however, in this article we will expand our continuing discussion of leaning and explain - (1) how it saves dollars, and (2) how

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it aids safe flight. In a practical approach to our subject, let's look closely at the chart listed below:

Leaning the normally aspirated, direct drive Lycoming engine at cruise vs. full rich at 4,000 feet density altitude, 75% power.

Engine Airplane Model Model

300 HP Piper Cherokee 300 Full Best Economy Hours Hours Rich (Peak EOT) Rich Lean

19+gals. 15.6 gals. 4.2 hrs. 5.1 hrs. Engine Airplane Model Model

250 HP Piper Aztec Full Best Economy Hours Hours Rich (Peak EOT) Rich Lean

16.2 gals. 13.6 gals. 4.3 hrs. 5.1 hrs. Engine Airplane Model Model

180 HP Cessna Cardinal Full Best Economy Hours Hours Rich (Peak EOT) Rich Lean

11.9 gals. 9.7 gals. 4.1 hrs. 5.1 hrs.

Observe the fuel flows at "Full Rich" vs. "Best Economy", and note that the higher horsepowered engine uses almost 3-1/2 gallons per hour more fuel at full rich cruise power. Now multiply 3-1/2, times the cost of aviation gasoline per gallon, and conclude how much unnecessary additional cost per hour of flight time you are incurring by operating at full rich mixture at cruise power.

While we are on a discussion of unnecessary cost of operation, another important factor is the damage often done to engine accessories by operating at full rich at cruise power. Engines operating at full rich in cruise tend to be rough, resulting in shaking engine accessories and engine mounts, thereby considerably reducing their life and often resulting in expensive early replacement. A properly leaned engine at cruise power is a smooth engine - and will save money.

We have been telling all concerned about the benefits to the spark plug by proper leaning at cruise power in earlier issues of the Flyer, and it can be repeated in this discussion because it well illustrates our point on saving dollars. Proper leaning at cruise helps prevent spark plug fouling. The maintenance cost to remove and clean spark plugs can be reduced by good leaning techniques. Frequent cleaning of spark plugs reduces their life and requires early replacement. Furthermore, badly fouled spark plugs could also become a safety of flight problem too.

For a very interesting safety of flight item, let's look at the chart again. Notice the difference in hours of flight at

full rich vs. lean at cruise. In the illustration of the 180 HP engine there is one additional hour of flight when properly leaned. This is a very real safety of flight fact.

These are some of the more important facts that illustrate how proper leaning at cruise power aids safe flight - and saves dollars.

A SPECIAL ON FUEL MANAGEMENT

While reading the report of a recent accident that could have been prevented, it occurred to us that despite all our efforts and those of others to inform people who operate our engines, people are still confused or they misunderstand some basic aspects of leaning. In this particular accident, it was caused either by lack of understanding, or confusion over the 5,000 ft. reference in leaning. We will attempt to clarify this area of misunderstanding; but first let's review the facts concerning the accident to observe how it happened - and then learn how to prevent a similar accident.

The private pilot involved had planned the same VFR 4:30 hour cross-country which he had made several times previously without refueling enroute. During his training, the pilot had been told erroneously not to lean his direct drive, normally aspirated Lycoming engine below 5,000 feet. Until the day of the accident, all flights to his same destination had been made at 5,000 feet or higher, and as a result he had leaned the mixture and always made the trip without refueling.

On the day of the accident, about half of the return trip was made at 7,500 feet with the mixture leaned. However, the rest of the flight was made at 2,300 to 3,000 feet with the mixture rich. He ran out of fuel and crashed a mile short of the airport, killing two passengers and seriously injuring another passenger and himself.

We will emphasize here again, as we have in the past, that these normally aspirated (not supercharged or turbocharged) direct drive engines with a manual mixture control should be leaned at cruise powers of 75% or less at any altitude while cruising. With this type of powerplant, the 5,000 feet reference was only for climb purposes. The recommendation during climb was to maintain full rich in the climb from sea level through 5,000 ft. density altitude. If the climb was to continue higher than 5,000 ft., mixture should be leaned for engine efficiency and smoothness.

Damage to a direct drive normally aspirated engine from excessive leaning is done at higher than cruise power, or above 75% on the direct drive engines we have been discussing, and above 65% power on the geared and supercharged engines. Therefore, the principal

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consideration in leaning is the percent of power at cruise, and secondly altitude. Even though the pilot of a direct drive normally aspirated powerplant is only flying 1,000 feet above sea level (for example), if he is at 75% power or less he should lean the mixture.

Leaning is not the easiest subject to write about when a manufacturer has as many varieties of engines and fuel metering devices as Lycoming offers. Our Service Instruction 1094 covers most aspects of leaning our engines across the board. This discussion has been largely limited to the misunderstood 5,000 ft. reference with normally aspirated direct drive engines with a manual mixture control, and limited engine instrumentation, in order to help prevent any similar accidents in this type of equipment. The more complex engines and aircraft are provided with more complete engine instrumentation to protect the powerplants.

WET AIR EFFECT ON ENGINE POWER

The FAA has published a pamphlet entitled "Wet Air", which enlightens the pilot concerning this potential danger to engine power. Scientists state that we can dismiss any appreciable effect of dampness in the air on the efficiency of the wing in lifting and the propeller in thrusting. But (they state), the effect of water vapor or high humidity on engine power output can be significant, and should be taken into consideration when planning takeoffs in muggy or high humidity weather.

The pamphlet explains the power loss by pointing out the fact that with water vapor present there is less air entering the engine. Secondly, this creates an excessive enrichment because the fuel amount is the same, but the amount of air is less. Furthermore, the water vapor slows the burning which slightly affects power, but offers no cooling value to the engine.

FAA recommends a rough rule of thumb is to keep high moisture content in mind, and suggests the pilot consult his aircraft owner's handbook for takeoff distances, and add another 10 percent for the possible effects of engine power loss due to water vapor on a muggy day. The pilot can easily identify a high water vapor condition by the muggy, hot, sticky feeling in this kind of weather. The higher the ambient temperature, the greater the water vapor content in the air; i.e. - 15 96°F, the water vapor content will be eight times as great as at 42°F. The write up also states that the effect of water vapor on supercharged piston and fuel injection engines is substantially the same as the effect on other piston engines. "Fuel injection systems meter fuel on the basis of a given volume of gas entering the combustion chamber, whether the gas is air or water vapor, just as the carburetor does. It cannot discriminate between

combustibles and non-combustibles."

Pilots be alert to the effect of wet air on the performance of your engine.

Mechanic's Creed

UPON MY HONOR I swear that I shall hold in sacred trust the rights and privileges conferred upon me as a certified mechanic. Knowing full well that the safety and lives of others are dependent upon my skill and judgment, I shall never knowingly subject others to risks which I would not be willing to assume for myself, or for those dear to me.

DM DISCHARGING this trust, I pledge myself never to undertake work or approve work which I feel to be beyond the limits of my knowledge; nor shall I allow any non-certified superior to persuade me to approve aircraft or equipment as airworthy against my better judgment; nor shall I permit my judgment to be influenced by money or other personal gain; nor shall I pass as airworthy aircraft or equipment about which I am in doubt, either as a result of direct inspection or uncertainty regarding the ability of others who have worked on it to accomplish their work satisfactorily.

I REALIZE the grave responsibility which is mine as a certified airman, to exercise my judgment on the airworthiness of aircraft and equipment. I, therefore, pledge unyielding adherence to these precepts for the advancement of aviation and for the dignity of my vocation.

THE BASICS OF MAINTENANCE IN GENERAL AVIATION

Even the "pros" of our industry admit they need to be reminded from time to time of the basics of General Aviation maintenance. Therefore to review, the term maintenance means the inspection, overhaul, repair, upkeep, and preservation of an aircraft and engine, including the replacement of parts, according to the FAA. The owner/operator is responsible for the proper maintenance of his aircraft and engine. The pilot in command of an airplane is responsible for:

1. Maintaining his airplane in an airworthy condition.

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2. Having a Registration Certificate and a ' valid Airworthiness Certificate appropriately displayed in his aircraft during all operations.

3. Having available in the aircraft an FA A approved flight manual, or operational limitations.

4. Assuring that maintenance is properly recorded in the aircraft records.

5. Keeping abreast of current regulations concerning the operation and maintenance of his airplane and engine.

INSPECTIONS

FAR 91.169 establishes minimum requirements pertaining to annual and 100-hour inspections. Not only does the FAA require these inspections, but they stipulate that the owner/operator must maintain the airworthiness of the aircraft and engine during the time between the required inspections by having any airworthiness defects corrected. Although maintenance requirements will vary for different types of aircraft, the FAA states that experience shows most aircraft will need some type of preventive maintenance every 25 hours flying time and minor maintenance at least every 100 hours.

ANNUAL INSPECTION

This inspection must be performed within the preceding 12 calendar months, by either a certified A&P mechanic holding an inspection authorization, an appropriately rated certified repair station, or the manufacturer of the aircraft.

100-HOUR INSPECTION

An aircraft used to carry passengers for hire, or for flight instruction for hire, must be inspected within each 100 hours of time in service by either a certified A&P mechanic, an appropriately rated certificated repair station, or the manufacturer. The annual inspection is acceptable as a 100-hour inspection,, but the reverse is not true.

DAILY AND PREFLIGHT INSPECTION

The owner/operator may conduct a daily inspection, if so desired, but the pilot must perform a satisfactory preflight inspection before flight (FAR 91.5).

AIRWORTHINESS DIRECTIVES

Airworthiness Directives, commonly referred to as "AD Notes", provide aircraft owners with information of unsafe conditions. The AD's specify the aircraft or component found to be unsafe by the FAA, and the conditions, limitations, or inspections, if any, under which the aircraft

may continue to be operated.

The Federal Aviation Regulation require a presentation showing the current status of applicable airworthiness directives, including the method of compliance, and the signature and certificate number of the mechanic or repair agency who complied with the AD.

It is the aircraft owner/operator's mandatory responsibility to assure compliance with all pertinent AD notes. This includes those AD's of a recurrent or repetitive nature; for example, an AD may require a certain inspection every 100 hours. This means that the particular inspection shall be made and recorded every 100 hours of flight time.

MANUFACTURER'S SERVICE BULLETINS

The FAA states that whenever an aircraft or engine manufacturer determines, through service experience, that his product may be improved by some modification, or that the service life of his product may be extended by some particular maintenance or repair, he may issue a service bulletin. The latter will tell what the trouble is and how to remedy it The service bulletin is technically not mandatory unless compliance is made mandatory by an FAA Airworthiness Directive; however, where the service bulletin has a time limit requirement for compliance it virtually becomes mandatory.

In addition to service bulletins, Textron Lycoming also publishes service instructions and service letters. A service instruction is product information with which Lycoming definitely recommends compliance. The service letter at Lycoming is product information which can be optional to the pilot/owner.

PREVENTATIVE MAINTENANCE Preventative maintenance means simple or minor preservation operations and the replacement of small standard parts not involving complex assembly operations. The holder of a pilot certificate issued under FAR 61 may perform preventive maintenance on any aircraft owner or operated by him that is not used in air carrier or air taxi. All other maintenance, repairs, rebuilding or alterations must be performed by persons authorized to do so by the FAA.

Except as noted under "Preventive Maintenance", all repairs and alterations are classed as either Major or Minor. Major repairs or alterations must be approved and returned to service by an appropriately rated certified repair facility, an A&P mechanic holding an Inspection Authorization, or a representative of the FAA. Minor repairs and alterations may be returned to service by an appropriately rated certified A&P mechanic or repair facility.

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PROGRESSIVE MAINTENANCE

This is a continuous maintenance program whereby the required FAA and manufacturer inspections are accomplished during the most convenient time, while keeping the aircraft in a state of continuous airworthiness.

Several General Aviation airframe manufacturers have established sound Progressive Maintenance programs with FAA approval. Owners and operators are reminded that certain FAA requirements must be met before a Progressive Maintenance program can be used. These requirements are contained in the Federal Aviation Regulations, Part 43, "Maintenance, Preventive Maintenance, Rebuilding and Alteration", and Part 91, "General Operating and Flight Rules".

The Progressive Maintenance program has had more appeal where planes for hire are involved (i.e., commuter, air taxi, flight instruction), rather than the private owner.

AIRCRAFT FLIGHT TEST AFTER REPAIR OR ALTERATION

The FAA reminds us that whenever a repair or alteration has been made to your aircraft or engine, the person authorized to return the aircraft to service should decide if a flight test is necessary. If the decision is affirmative, the aircraft must be flight tested after repair or alteration before it may be used to carry passengers in accordance with FAR 91.167. The test pilot must log the findings of the test flight in the aircraft or engine record, or maintenance record.

SPARK PLUGS - I KEY TO SMOOTH ENGINE OPERATION HOT AND COLD PLUGS ? ? ?

(Courtesy: Champion Spark Plug)

Today, the term "hot and cold" is commonplace in general aviation - especially when related to engine spark plugs.

With the introduction of high compression, and high horsepower engines, a need for improved spark plugs was imminent. Spark plugs used in low compression, low horsepower engines were not compatible with the new, more sophisticated powerplants. The non-compatibility factor of existing plugs with new engines resulted in development of spark plugs capable of operating efficiently at high compression ratios and high power settings.

Many aircraft operators have come in direct or indirect contact with the term "hot and cold" during the course of conversation with other pilots or mechanics. Its meaning

• and relationship to engine operation was sometimes rather vague. What do we mean by "hot and cold" spark plugs? What is the relationship between an engine and spark plugs? How important is it to smooth engine operation? These are but a few questions we will try to answer in this article.

Both spark plug and engine manufacturer working together determine the proper type spark plug suitable for each engine model. These plugs can be either fine wire or massive electrode type. Before being released for production, each new type plug is checked in the laboratory and under actual flight conditions. They are tested through a wide range of operating conditions and at different power settings, and only after both engine and spark plug manufacturers are completely satisfied with test data are plugs released for production. To eliminate any possibility of error in spark plug selection both manufacturers provide spark plug charts as a guide for proper plug selection. Final authority concerning proper plugs for a specific engine is the engine manufacturer. When selecting spark plugs, be sure to also consider the spark plugs' heat range.

Operating temperature of the spark plug insulator core nose is one factor which governs formation of troublesome combustion deposits. To help overcome this problem, selection of spark plugs with the proper heat range should be made. Spark plugs are susceptible to carbon deposits when the operating temperature of the core nose insulator is at or below 800°F, but an increase of just 100°F is sufficient to eliminate formation of these deposits. Also, lead deposits form because the bromide scavenger contained in tetraethyl lead is non-active at low temperatures. At 900°F temperature, the bromide scavenger is fully activated, disposing of lead deposits with combustion gases during exhaust cycle. In this case, an increase of just 100°F was sufficient to make the difference between a smooth and rough running engine. To eliminate or keep this problem at a minimum, avoid prolonged idling at low RPM, avoid power-offlet downs and after flooded starts run engine at medium RPM before taxiing.

Deposits formed between 1000°F and 1300°F are low in volume and electrical conductivity and are least apt to cause spark plug fouling. This is the reason for selecting a plug that will operate within the aforementioned temperature range at all power settings.

Now let's get back to the term "hot and cold" as related to engine spark plugs. Normally, a hot plug is used in a cold engine - low horsepower, and a cold plug in a hot engine - high horsepower. In actuality, these terms refer to the plugs ability to transfer heat from its firing end to the engine cylinder head. To avoid spark plug overheating

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where combustion chamber or cylinder head temperatures ' are relatively high, a cold plug is recommended - such as in a high compression engine. A cold-running plug has the ability to transfer heat more readily. A hot-running plug has a much slower rate of heat transfer and is used to avoid fouling when combustion chamber and cylinder head temperatures are relatively low.

From our discussion, it is clear to see that there is more to spark plugs than just buying a set and installing them in your engine. Be sure you know what type of spark plugs to use with your engine. Also, good spark plug service and maintenance is as important as proper plug selection. Take care in selecting and maintaining your plugs, it can result in many additional hours of smooth engine operation. Additional spark plug information is always available from the engine or spark plug manufacturers and other service organizations.

Spark plug tables are available by writing to Product Support Department, Textron Lycoming, Williamsport, PA 17701; Champion Spark Plug Company, Aviation Department, Toledo, OH 43116; or SGL Auburn Spark Plug Company, 89 York Street, Auburn, NY 13021.

SPARK PLUGS - II KEY TO SMOOTH ENGINE OPERATION

(Editor's Note: The following article is published with the permission of AC Spark Plug Division.)

Aircraft spark plugs removed from engines, especially if engine malfunctioning has been reported, should be closely inspected for abnormal indication or conditions because these analyses could help in determining the source of the reported malfunction. Spark plugs tell a story.

Terminal End and Lead Connectors

In "all-weather" or "3/4-20" terminal type, the insulator sleeve has an exposed edge or end, which should be inspected for evidence of carbon tracks. These will appear as heavy lead pencil lines across the entire width of the end of the insulator sleeve and indicate that the ignition lead connector, which was attached to the spark plug, may be defective. This permits electrical discharge to the metal part of the spark plug shield.

The misfiring of the spark plug, induced by the defective connector, will be noticed during take-off and climb engine operations, or at high altitudes, and may not be encountered during ground operation or with new spark plugs.

Short leads preventing a positive contact between the

contact spring and the contact gap in the spark plug may cause the engine to misfire during take-off and climb operation and, in extreme cases during low power, especially with lean mixtures.

Cross-firing in the magneto distributor can also produce spark plug insulator failure and piston distress.

The bottom of the insulator well around the contact cap location should be inspected for the presence of black contamination on the walls and also at the contact cap. Black soot-like deposits usually indicate that the insulation of the ignition lead has been exposed to temperatures above normal.

Damage From Excessive Temperatures

Overheating of the spark plug barrel, sometimes caused by damaged cylinder baffles or missing cooling air blast tubes, may seriously deteriorate the ignition leads. Any overheating of the spark plug barrel by a defective baffle or exhaust gas leakage at the exhaust pipe mounting flange can generate temperatures in the insulator tip sufficient to cause pre-ignition and piston distress.

Interpreting Color of Insulator Tip Deposits

The firing end of the spark plug should be inspected for color of the deposits, cracked insulator tips and gap size. The electrodes should be inspected for signs of foreign object damage and the massive type also for copper run-out.

The normal color of the deposits usually is brownish grey or gray tinted slightly with red. These colors are most prevalent, but there may be a different color combination which would be normal for the type of operation the spark plugs have been exposed to.

Dull and smooth black deposits on the insulator tip usually indicate that the spark plug is lead carbon fouled. This type of spark plug fouling is caused by incomplete combustion; it usually results from improper ground operation when the engine is cold, and is more prevalent when the atmosphere is cold and very humid. It can also happen in a cylinder with weak compression, an engine with a defective primer solenoid or in a cylinder that is using excessive amounts of oil. In many instances, if both spark plugs are affected, the deposits will not burn off under normal engine bum-out procedure, making replacement of spark plugs necessary.

Black, with some glaze or irregular formation and of sufficient amounts to short out the spark plugs, usually indicates prolonged ground operation with a very rich carburetor setting, followed by a sudden increase in power

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output. This causes a rapid increase of the insulator tip temperature and prevents the deposit formation from being vaporized. This type of spark plug fouling is more prevalent in float equipped aircraft.

Orange-yellow and glaze appearing deposits on the insulator tip usually indicate that the spark plugs have been exposed to higher than normal temperatures as it happens when detonation is experienced.

An ash-grey colored surface or chalk-white surface on the insulator tip, and the exposed metal parts, indicates that the spark plug was exposed to very high combustion chamber temperatures, usually caused by severe detonation or pre-ignition. The free end of the side electrodes on fine wire spark plugs will be of a bluish-gray color and free of any accumulation of deposits. In massive type spark plugs, evidence of copper run out could be visible.

The cylinders from which spark plugs with the above conditions were found should be inspected with the aid of a boroscope. It may be desirable to replace the cylinder, especially if backfiring was reported by the flight crew. The reason for this precautionary action is that if the engine was operated under some detonation conditions, but not to the extent that it caused a complete piston failure, the piston rings could be broken and a piston failure requiring a complete engine change may show up at a later date.

A black-colored deposit on the spark plug gasket and the gasket flange indicates that the spark plug was insufficiently torqued, allowing combustion chamber gases to leak past the spark plug threads. In aircraft engines using helicoil inserts, it may also cause a helicoil burnout.

Cylinders in which spark plugs with cracked insulator tips have been found should be thoroughly inspected for damage due to abnormal combustion chamber conditions, even though the ceramic separation could have been caused by improper installation procedures, improper method used to check or reset the gap, or from being dropped. The electrode gap size should be inspected for uniformity and the electrodes for sign of distortion and nicks.

Besides cracked insulator and lead carbon fouling, spark plugs may also be made inoperative by ice or oil bridging of the electrodes; and if both spark plugs are affected in the same cylinder, it usually requires replacement. Spark plugs with fine wire electrodes are less susceptible to this form of malfunction due to the small surfaces available to collect the moisture or oil.

Electrode Gaps

The size of the electrode gap has a very definite effect on spark plug service life and also on the performance of the engine. Insufficient gap size will not only cause misfiring during idle, but will also misfire during cruise power with lean fuel/air mixture. This intermittent misfiring during cruise lowers the temperature of the insulator tip to such an extent that lead deposits forming on the insulators may not vaporize sufficiently to keep the tips clean.

IS YOUR SPARK PLUG CONNECTOR OVERTORQUED?

This is a brief summary of the Champion Spark Plug instruction for connecting the spark plug to the connector:

Terminal sleeves should be handled only with clean, dry hands. Before installation, wipe off the connector with a clean, lint-free cloth moistened in methylethylketone, acetone, wood alcohol, naphtha or clean unleaded gasoline. Make certain that the inside of the spark plug shielding barrel is clean and dry. Then, without touching the connector or spring with the fingers, insert the assembly in a straight line with the spark plug. Screw the connector nut into place finger tight-then tighten an additional 1/8 turn with the proper wrench. Damaged threads or cracked shielding barrels may result if the connector nuts are tightened excessively. Avoid excessive side load while tightening.

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By comparing the two spark plugs in this picture, you can see the results of overtorquing at the distorted end of the left spark plug. Since this distortion may make the spark plug unusable, great care should be taken to tighten the connector in accordance with the manufacturer's instructions.

WHY ROTATE SPARK PLUGS

The Positive and The Negative

The policy of rotating spark plugs from top to bottom has been practiced by mechanics and pilots for many years. It is common knowledge in the industry that the bottom plugs are always the dirty ones and the top plugs are the clean ones. By periodically switching the plugs from top to bottom, you get a self-cleaning action from the engine whereby the dirty plug placed in the top is cleaned, while the clean plug replaced in the bottom gradually becomes dirty. Based on this cleaning action, a rotational time period must be established.

Due to the ever-increasing cost of aircraft maintenance and a desire to get the maximum service life from your spark plugs, the following information is offered on the effects of constant polarity and how to rotate plugs to get maximum service life.

The polarity of an electrical spark, either positive or negative, and its effects on spark plug electrode erosion has long been known, but has had little effect on spark plug life in the relatively low performance engines of the past. However, in the later, high performance, normally aspirated and turbocharged engines where cylinder temperature and pressure are much higher, the adverse effects of constant polarity are becoming more prevalent. As you can see in the picture comparing spark plug wear, when a spark plug is installed in a cylinder that is fired negative and is allowed to remain there for a long period of time, more erosion occurs on the center electrode than on the ground electrode, and when a spark plug is fired positive, more erosion occurs on the ground electrode than on the center electrode. From this we can see that a periodic exchange of spark plugs fired positive with those fired negative will result in even wear and longer spark plug service life.

ADVERSE

GROUND ELECTRODE WEAR

To get a polarity change, as well as switching the plugs from top to bottom, the following rotational sequence is suggested. First, when removing the spark plugs from the engine, keep them in magneto sets. After the plugs have been serviced and are ready to be reinstalled in the engine, make the following plug exchange. For six cylinder engines, switch the plugs from the odd number cylinders with the plugs from the even numbered cylinders. For example, switch 1 with 2, 3 with 4, 5 with 6, or 1 with 6, 2 with 5, 3 with 4. On four cylinder engines, you must switch 1 with 4 and 2 with 3. During the following operating period, each plug will be fired at reverse polarity to the former operating period. This will result in even spark plug wear and longer service life. This rotational procedure works equally well on all four and six cylinder Lycoming engines except four cylinder engines equipped with the single-unit dual magneto. This is a constant polarity magneto and the only benefit to be gained by rotating the plugs is the reduction of lead deposit build-up on the spark plugs when a rotational time period is established and followed. Another exception occurs on a few four cylinder engines where one magneto will fire all of the top spark plugs and the other magneto will fire all of the bottom spark plugs. If the plugs are rotated as previously recommended, a polarity change will result but since the plugs do not get moved from top to bottom, no self-cleaning action by the engine will occur. This may result in the necessity to clean the bottom plugs at regular intervals as these are always the dirtiest For those engines with magnetos which fire all top or bottom spark plugs the choice of rotating plugs to change polarity or to obtain bottom to top cleaning action must be made by the aircraft owner or the A&P mechanic.

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SPARK PLUG FIRED NEGATIVE SPARK PLUG FIRED POSITIVE

ADVERSECENTER ELECTRODE

WEAR

BUILDER HINTS

Note: Stoddard-Hamilton Aircraft, Inc. freely shares ideas submitted by other builders. However, inclusion in this newsletter does not mean the ideas are reviewed or approved by Stoddard-Hamilton. Builders are urged to use their own discretion and judgement when considering the use of a suggestion submitted by others.

We are satisfied that this will help prevent a situation of fuel starvation developing while flying with one wing

Dear Stoddard-Hamilton,

If you have wondered what happened to that 15th "Glasair I" kit you turned out many years ago, it's found a home here in Lynchburg, VA by way of Colorado and Saskatchewan, Canada.

We purchased the kit last August (very little had been done), have made several changes that has extended our construction time, but hope to fly it before this year's end.

The new rear windows are added and the canopies are hinged to open full "gull wing" using the Glasair III hinges (this took some doing). We're also adding the large rudder, wing extensions and slotted flaps.

Below is a drawing of a change we think is a real improvement to the fuel cells. A center rib has been added splitting the wing tank. Two sumps have been installed with a line from each leading to a "Y" fitting. A fill cap will be installed outboard in each wing and tanks vented separately.

down and with less than full fuel on board. We also extended the wing fuel cells to increase fuel capacity.

We have had some problems with the extended cure time required with the new resin. Cliff's suggestion of adding 30% more DMA to the resin has helped.

Our local airport, New London, has a very active flying club with lots of taildraggers, ultralights, bi-wings, and open cockpits. Everyone is excited about our Glasair I taildragger project and always willing to help with problems and suggestions.

This is our first attempt at building an airplane from a kit. We're learning and having fun!

See you at Oshkosh, Buddy Lee Jerry Hollandsworth

Ed.: Thanks for the note, guys, and for finishing up kit #15. In regard to your idea for splitting the fuel tanks, please consider the following thoughts.

Typically, unporting isn't as much a problem in high-wing aircraft as the fuel feeds by gravity. In an unbalanced turn with low fuel, one tank may unport but the other can still gravity feed down to the engine via the selector valve. With a low-wing airplane, the fuel is pumped uphill to the engine. In an unbalanced turn where either fuel sump unports the pump may cavitate and result in engine starvation.

When splitting the tanks in the Glasair one should determine what the safe useable fuel for the wing should be under worse case conditions: low fuel, unbalanced skidding turn with wing down. The addition of fuel baffle ribs with flow check valves at least half the distance from the E-rib locations to the sumps will help considerably. The fuel selector valve switched to one side or the other when parked on the ground will prevent cross flow of fuel and reduce vent overflow problems. Selecting to a single tank rather than switching the selector OFF could prevent inadvertent takeoff in the OFF position with fuel starvation occurring during climbout. Splitting the main tank may simplify the fuel venting system, but add extra weight and cost to the fuel gauging system.

REAR WINDOWS

If you're going to install rear windows, cut 'em out as soon as you can, but resist the temptation to install them until you're ready to paint. The openings will make it much easier to glue laminates for seat back, baggage bulkhead, antenna bracket, etc. Also, the fact that you can breathe when your head is stuck way back in the tail cone will be greatly appreciated!

CANOPY HINGE INSTALLATION

When you install the canopy hinges: Be aware that the

frames bow out a little from the fuse...so if you install the hinges in a straight line on an unloaded canopy, the hinges won't be straight when the canopy is forced to fit the fuse. In other words, pre-load the canopy frames when you install the hinges.

FLAP STOPS

Borrowed this idea from Roger Heisdorffer: Putting a small hinge at the flap stop location will prevent the flap from bowing when air loaded up, so that all the up stop forces are on the flap stop bolt and not coupled into the flap drive mechanism.

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INSTRUMENT PANEL HINTS Before you drill that first hole in that nice shiny instrument panel blank, wax it up and make a 2 layer mock up of your panel. Do all your first pass work on it. It'll keep you from making a mess of your panel (I only thought of this after botching the pilot side panel.)

For an avionics installation that's going to weigh in big time, consider carrying the 1 inch angle aluminum all the way down to the wing. This will require moving the fiberglass brackets on the wing 90 degrees, but results in a very stiff avionics stack (no doubler required at the throttle/prop/mix controls). This mod is a must if you're going to shock mount the pilot side panel.

If you load your panel to the max, and end up bumping the instrument panel up a bit to get all those goodies installed (for us GI/II builders who want all the instruments in a III panel), you may need to use an RC Allen Attitude Indicator. Imagine our horror when we discovered the Cessna style unit was too long and hitting on the windshield bow! The RC Allen unit is about 1-1/2 inches shorter than most others.

Consider bending the bottom of the instrument panel for stiffening instead of riveting angle. This makes a safer installation from a crashworthy perspective—and allows you to mount the instruments 1/4 inch lower than you could have.

Thanks, Mike Palmer

Ed.: Thank you, Mike, for your regular contributions.

OVERHEAD CONSOLE Enclosed are photographs of the overhead console I installed in my Glasair III. It consists of three overlapping sections extending from the windshield thru the upper baggage compartment bulkhead. In addition to serving as a cover for the canopy hinge pins, and a wire chase, the console includes a mount for the wet compass, a compartment for a compact disc player, map and cabin lighting, standard and Bose headset interfaces and a cigarette lighter receptacle for the operation of 12V accessories.

After laying out the configuration on cardboard (see photo 1), basic mold forms were cut from three inch thick Clark foam. The foam was then sanded to shape and to parallel the contour of the mating fuselage surfaces.

These mating surfaces were then covered with foil tape and the foam mold hot melt glued in position. The exposed tape was then waxed with mold release and a three layer laminate applied with about a 3/4 inch flange to register the fuselage contour.

Once cured, the mold and laminates were removed from the aircraft, the flange trimmed flush with the console sides, and two more laminates applied.

After these have cured, the foam core is removed. Unfortunately I have been unable to find an easy way to do this. I have tried multiple coats of PVA, mold release wax and a lot of swearing, all without any positive result. A chisel and dye grinder with a carbide burr seem to provide the most expedient means of removal.

Pre-cured tabs and slots for the forward and aft sections facilitate the mounting of the entire system without any visible hardware (see photos 2 and 3). Remaining mounts consist of rivnuts, 6-32 s.s. socket head capscrews and ears laminated to accessible portions of the console interior.

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While the width of the cd compartment was sufficient to cover the forward hinge pin recesses, the mount for the lighting fixture was not wide enough to cover the aft recesses. Two pre-cures were bonded to the fuselage covering the outboard halves of these. This retains access to the pins while permitting a narrow cover (see photo 4).

Special hinge arms fabricated from fiberglass for the cd platform permit a very narrow gap when the compartment is closed. The aluminum pivots that flank the cd player serve only to limit the angle of opening. A spring loaded dual latch engages dogs on the platform to retain it in the closed position while velcro is used to attach the player to the platform (see photos 5 and 6).

The compact disc player is a Sony model D-180K, with a built in suspension system, and is powered through a 12V to 9V transformer that is plugged into the aforementioned cigarette lighter receptacle mounted behind the baggage

bulkhead.

The overhead light unit can be found in some Jeep Cherokees, Chevrolet Camaros and Pontiac Firebirds. Mine was obtained from a wrecking yard for $15. It is very lightweight, contains two individually operated map lights and a cabin light

A side benefit to this console is that it should simplify upholstering the cabin interior by providing a full length cover over the area where fabric from either side of the aircraft meets at the center of the overhead. The console itself will be filled and painted.

Photo 7 illustrates the vent slot located at the high point of the console and depicts the longitudinal relationship of the various components. It is important that the cd player be mounted no closer than nine inches to the wet compass to avoid magnetic interference.

I have saved the cardboard layout templates should anyone wish to borrow them.

Thanks for a really useful newsletter and the opportunity to trade ideas with other builders. I have recently discovered that it is also valued and subscribed to by constructors of other makes...a real compliment to your efforts.

Sincerely, Mike Jones S/N 3117

Ed.: Thanks to another regular contributor.

HINT FOR REMOVING HALF FORKS

Removing difficult screws - S.B. 105A

Recently I had a need to remove my half forks on my Glasair RG as per service bulletin 105, rev. A to examine the welds on the flange. The AN structural screws were connected by using hidden nuts in the forks. Access to the nut was not practical. Hence, how could I remove this

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I needed a way to develop a large torque on a recessed screw head without damaging the screw. I chose to combine a three inch clamp with a short phillips head screwdriver tip as shown in the attached photograph. Please note that either a box or open end wrench will work to rotate the screwdriver lip. The clamp is tightened snug over the screwdriver tip, the screw and nut, and drawn up tight. The screwdriver tip should be rotated with the wrench as required. In the example shown, the wrench is rotated the same direction as the c-clamp threads. Of course, adjustments must be made if the c-clamp thread is different than the screw thread which you are trying to remove. The main idea is to keep the c-clamp snug. These otherwise difficult to remove screws were easy to remove using this technique. Also removing the wheel may not be necessary if you can get to the four screws.

Sincerely, Don Wall

Ed.: Thanks, Don, for your time and suggestions.

REPORTED FAILURE OF GLASAIR I FLAP PLUNGER BOLT Please note the following service difficulty incident:

Name: Richard J. Pekin Type: Glasair I TD, S/N 551 (N55TX) Date: January 20, 1992 Location: Gillespie Field, San Diego, CA

While on final approach to SEE @ 70 KIAS and 50° flap there occurred a loud "bang" and the flaps instantaneously retracted to 0°. The aircraft immediately settled and had I been slightly lower would have impacted the ground (read crash).

Examination revealed that the AN4 bolt that extends through the flap handle and engages the detent had cleanly fractured where the threaded and unthreaded portions of the bolt join.

My repair was: 1) use an NAS bolt for additional shear strength 2) note in my schedule to replace this bolt every second annual inspection

This aircraft has 700 hours time over 5 years. I have been careful not to exceed flap speed and the cusp has been reworked from flaps and ailerons, further reducing the air loads.

I guess the old rule about never cantilevering a load on the end of a bolt is still valid.

Sincerely, Jerry

Ed.: We appreciate the service report, Jerry. The suggested switch to an NAS bolt is a good one and replacing the bolt at a specified frequency is negligible in cost compared to the potential problem it could cause. We haven't issued a service bulletin (yet) on this service, but all owners of Glasair I aircraft would be well advised to follow Jerry's suggestions.

Ted, I've enclosed a couple of "plenum chamber" air box photos of my SH-2. Didn't change the upper half, just bulged out the lower half. Dick Van Grunsven has done quite a bit of work with this approach as you doubtless know. This air box has essentially eliminated the engine "bugs".

Bill Russell Ed.: Thanks to yet another regular contributor. Speaking of regular contributors, we'd like to encourage submission from the not-so-regular builders. Do you appreciate these hints from others? Then send in some hints of your own. If it doesn’t need a sketch or photo it can be as easy as calling Alice and dictating it over your car phone when you are stuck in traffic!

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highly torqued screw without removing the strut from the aircraft.

FIRST FLIGHTS

Aircraft Name/City Kit # Type/H.P. Date

Stub Pilotte 581 IRG 1/92 Novato, CA 180 h.p.

The shot (see front) over the Golden Gate should make good copy in your newsletter. I now have 20 hours on the bird with no hitches - it's the most "honest" aircraft I've ever flown in my 50 years of flying!

Stalls mildly at 60 mph and flies solid, dirty at 80 mph. At low altitude it indicates 200 mph using 23" and 2300 rpm. It goes 170 mph indicated at 20" and 2000 rpm! With 65 gallons (55 in wing and 10 gallons in header) it should have very long legs.

Engine is 180 hp Lycoming 0-360A1G6 with fuel injection. Constant speed prop. I plan on showing it at Oshkosh '92. If I do a little extra bragging in your booth, please put up with it! Thanks to Roy and the gang for their support.

Kevin Heronimus 510 ITD/RG 2/92 Huntsville, AL 150 h.p.

(from Jim Hamlett) I am enclosing an article from the Huntsville Times that ran 29 January 1992. I thought that I'd send it along because Kevin is not one to blow his own horn.

His kit number is 510. The postmaster here in Huntsville bought it long ago and I gave him a hand in setting up for construction. He was then transferred to Orlando, Florida, where he sold the kit to Kevin. Kevin then moved to Huntsville. (The airplane had a lot of miles before it even flew!) I helped him here and there in final assembly. Kevin is a good friend of Johnny Murphy from Florida, and so Johnny came up last October 13 to sign it off and do the test flights. There were some problems with the mags, so we all quit for the day.

After the minor mag problems were fixed, I worked with him from 27 October until he was comfortable with flying it. Kevin is an amazingly competent pilot for his having less than 80 hours total time when he was checked out

Kevin's Glasair RG has a 150 hp 0-320E2D with a Warnke 72" diameter prop with a pitch of approximately 78". He trues out at about 210 mph at 8,000 ft. He still has to finish his interior and apply his final paint job, but he is a happy camper.

Ed.: Thanks for the thoughtful letter, Jim, and congratulations to you, Kevin, for the successful completion of your Glasair RG. Please send us a nice photo when the paint job is complete.

Ted Beck 3207 III 2/8/92 Helena, MT

Slotted flaps, Stamm wing lips with Herendeen style extended ailerons. E.W. 1,680 Ibs.

Ed.: As of March 1, Ted reported having made 23 flights and logged 19.2 hours. As a general rule, when the number of flights exceeds the flight hours, it is a good indication that the owner is conducting flight tests. Short flights with meticulous monitoring of all critical systems and frequent inspection of the engine, airframe, controls and gear between flights should be the standard procedure.

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When flight test hours exceeds the number of flights by a 'Significant margin, it indicates less attention to frequent inspections and perhaps more of a program to "fly off the hours". Avoid this for your own health.

Ted informed us that his engine wasn't running quite right on the first few flights. It seemed too mixture sensitive. The mixture had to be adjusted between power changes to smooth out the engine.

He found that a couple of the injectors were fouled but the engine still wasn't operating quite right. After a thorough troubleshooting session, Ted found that he had the wrong fuel servo. His engine was overhauled and the servo was shipped to him at a later date. The servo he received was for a turbocharged engine. Ted cautions other builders not to accept anything as gospel. You'd expect that the engine overhaul company would send the correct part, but people make mistakes. Cross check part numbers. Engine manuals with such information are easily obtained from Avco Ly coming.

Lastly, he reported the plane now flies beautifully. With slotted flaps and extended wing, he says it is easier to land than his Glasair IRG. Ted and Vicky plan to fly the III to Mexico this spring for a vacation. Ted promised a story for the next issue with a photo of his plane.

John Barber Springfield, IL

599 IRG 3/2/92

Has about 10 hours and required only small changes to control surface trim tabs. All engine operating temperatures good. All going well.

LETTERS

PRESIDENT'S DAY FLY-IN '92

The Arizona desert was still soggy from heavy rains, and cold air was moving in from the north. On that Saturday morning dark gray clouds blocked the sky in all directions. February 15th, 1992, was slow to awaken.

Radios in the tower at Falcon Field in Mesa, began to crackle with the familiar sound of Glasairs, "Falcon Tower, Glasair Mike Juliet, 14 miles west, inbound with India".

The first Glasair to arrive was Myron Jenkins in his award winning III. Myron flies out of Parker Arizona and won Grand Champion at the Copperstate Fly-In and Kerrville, Texas shows. His Glasair III looks like a thoroughbred stallion, with sleek lines and smooth body standing proud for all to enjoy.

As the clouds began to break up and temperatures settled in the high 60's, more than fifty enthusiasts gathered around picnic tables for a delicious barbecue. (Someone made brownies which could become world famous, they were that good!)

All who were there went away with a renewed determination and desire to work on their projects.

Cliff Rosch, from Chandler, AZ (a Glasair taildragger pilot) made a yeoman's effort to record this event with

photographs, but due to technical error, the photos are not available. We will do better next year.

Dace Kirk and his people at Phoenix Composites, (the Glasair Southwest Service Center) did a magnificent job of making everyone feel welcome. They want to say thanks, again, to everyone who came and participated in the FIRST ANNUAL PRESIDENT'S DAY FLY-IN.

Phoenix Composites asks that you plan to visit with them this October 2nd on your way to the Copperstate Fly-In at Prescott, AZ, and put President's Day '93 on your calendar to visit with all of us here in Arizona.

Thanks to all the participants who openly shared their knowledge and encouragement with the soon to be Glasair pilots.

Jim Osborn Glendale, AZ

ROUND THE WORLD IN 1610 DAYS

Dear Ted, Hi! G-III, S/N 3059, has now returned to the U.S.A. (Houston) after a round the world trip. I'll be closing the wing in the next several months and look forward to getting it flying. Please upgrade my address.

Kind regards, Ron Simard

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Ed.: This is the world's longest around the world speed attempt for a Glasair HI! The kit was shipped from Stoddard-Hamilton on September 3, 1987.

SOUTHERN KITCRAFT GLASAIR KITBUILDING COURSE

Dear Bill,

When you sold me my kit last summer at Oshkosh you suggested that I contact Art Bond at Southern Kitcraft about attending his one week "kitbuilder's course". I am writing to thank you for the suggestion as I have just returned from an excellent week with Art and his crew in Auburn, AL, where the hospitality was as warm as the weather.

The course was a valuable, "hands on" overview of the entire kitbuilding process from fiberglass to paint and since Art specializes in Glasairs everything pertained! As a result, I feel that not only will I see faster progress on my own project, but I will build a better, safer and more beautiful Glasair - time and money well spent! I would recommend Art's course to any Glasair builder or prospective builder. Seeing all those well-built airplanes is as inspiring as the flight line at Oshkosh!

Bill, thanks again for your suggestion. I only regret that I didn't follow up on your advice sooner.

Sincerely, W.H. "Pete" Quorlrup SIN 3241

In response to last quarter's accident brief discussion regarding quality of construction, builder motivation, etc., we received a letter from Glasair builder Bill Knox to have someone come by and look at his project just to see how he's doing. Since no other Glasair builders or factory representative had ever seen his Glasair, he wasn't sure whether the quality standard that he had set for himself was adequate. As we hear requests like this from time to time, we felt that printing the following letter of his was appropriate:

Dear Cliff,

Success at last!!! Thanks to your taking the time to get involved and try to do something on my behalf, I finally had a fellow builder come by and look over my project. Please pass my thanks and appreciation on to Ted for his help, too.

Arnie Luters stopped by yesterday and spent several hours looking at the project and passing on some hints about how to make future work go a little easier. He is a true gentleman, and a wealth of information. You need not be concerned about advice he may give. He and I will stay

in contact as time goes on, we live close enough together to make that easy.

Ted asked me to let him know my thoughts after another builder looked at my project My primary concern was very simply that I wanted to know how well I was doing. I've built to my own standards all through the project, but didn't know how that related to others. Arnie looked the airplane over for some time and found nothing that he would improve upon. His primary suggestion was that I study the manual and understand the objective. Then, without fretting too much over a molded curve that doesn't quite fit, or a dimension that is nearly impossible to get to within .01 inches, just go ahead and do it. Structurally, the airplane is very strong. The truly minor details are too easy to correct to worry very much about.

1 am a mathematician by education and if the dimension says 1.76 inches, then I'll do my damndest to give it 1.76, not 1.75. My problem (or maybe it's a personality flaw) is that I have no feel for how much latitude there is in the construction process. Arnie does. That is the value in having someone like him look things over. I get myself worked up because the manual says that at one place the dimension should be 2 inches when, because of a set in the panel, within inches of that location the surface is an eighth of an inch or so one way or the other out of spec. Arnie assures me that I am being too inflexible. So I'll chill out a bit, as my son would say. The truly good news is that where it really counts I am doing well enough to satisfy an experienced builder's critical review. That review is exactly what I was looking for. Thanks again for the help.

Sincerely, Bill Knox II-S FT S/N 2063

THE VOICE OF EXPERIENCE

During the past couple of years I have been doing a number of first flights on builders' aircraft. Prior to the flight I do a thorough inspection of the aircraft. What I have found is an alarming amount of nuts, bolts, screws, fittings and electrical connectors loose. Any one of which can lead to an incidence or fatality.

The Glasair owner/builder is the manufacturer of this aircraft and should be extremely thorough in checking every nut, bolt, screw, fitting, and electrical connection.

Remember when the FAA inspector hands you the Airworthiness Certificate you have graduated from Builder to Test Pilot.

One problem is the inevitable mad rush prior to the FAA

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When I was a young AME working in New Guinea, there was a terrible plane crash which I'll never forget. The following is the true story as told by the AME who made one fatal mistake.

Normally, I'm a happy freckle-faced redhead hut one day my world turned upside down. Grief washed over me in suffocating waves. The sight of those seven caskets in a grimly accus-ing row was almost more than I could bear. I didn't think I could stand it. I was responsible. They were dead be-cause of my error. I was a failure.

I'll never forget the moment 1 first heard the news. It was almost supper-time. Nearly everyone at Ukarumpa, in Papua New Guinea's highlands hangar where I'm an air-craft maintenance engi neer, and I had gone on home. Two planes were still out but would be home before dark. The flight dis-patcher was at the hangar standing by for their radio calls and made the call. He hit me with it cold. "Craig, the Aztec just crashed at Nadzab. Paul was on his way to Lae and saw it from the air. He says it looks bad." I couldn't believe it! It couldn't be! Not our plane!

Paul told me about it later while I listened in numbed silence. He was near Nadzab, an abandoned WWII air-field about halfway on the 40 minute-run to Lae when he heard Doug call the Lae tower "Mayday, Mayday, Mayday!" I have a fire in my starboard engine and am now feathering. I'll try for a landing at Nadzab Paul spotted the Aztec, streaming frightful orange and white flames from the right en-gine and a long trail of ugly black smoke traced Doug's desperate dive for safety. The Aztec passed over the runway and was turning to land when

suddenly there was a brilliant flash of fire and the right wing folded upward. The plane rolled violently to the right and crashed inverted. There were no survivors. Seven people perished in-stantly in a ball of flame and twisted metal.

Too stupefied to feel emotion, I stumbled off in a daze. My thoughts raced around in tortured circles. Did I do something wrong? I was one of the aircraft mechanics maintaining the Aztec. I

tried to think, but my mind

w a s numb. The events of the

preceding two days were routine. I had performed a hundred hour inspection as I had done so many times before. I had inspected the right engine! The one that caught fire! That had to be the key. Was there something I had or hadn't done? A new chap had helped me on the inspection. He was doing the magne-tos while I was underneath the engine replacing the carburetor fuel finger screen. I had just hooked up the fuel line again and twisted the B nut finger tight when he asked for a hand with the mags. I got out from under the engine to help and... That had to be it!! I never finished tightening that nut with a wrench! I was stunned My practice of always making a final in-

spection of everything I do had failed. How could I have missed that nut! The thought was agonizing. The simple lack of a final twist of the wrench on that fuel line meant a fine spray of gasoline could escape. It went unnoticed on the post inspection run up, but after several hours of flying, the nut must have loosened more and then....WHOOSH, Fire!

I ran to catch Ken, our Chief Pilot and in the midst of tears and grief, told him it

was my fault. Sure enough, a subsequent in-

vestigation by the De-partment of Civil Avia-tion proved it. The nut on the fuel line

was only finger tight. My failure to

tighten that nut cost seven people,

my close friends and co-workers, their lives.

The funeral was a ghastly

ordeal. The sight of those caskets lined up hit me like a blow to the stomach I wanted nothing but to get out of there. At the grave site the same terrible anguish gnawed at my vitals. Oblivious to anything but my grief, I was absolutely, totally wretched. How could l face my friends? How could 1 face myself? I was overwhelmed with guilt. I was a failure. The tyranny of that failure made the next few days the worst I've ever lived. Our chief mechanic was at the crash site helping clean up the wreckage and left me responsible for the engine-change in one of our other planes. It was going from the hangar into the engine shop to get the supercharger. I started to pick it up but couldn't. I was literally repulsed. Tears flooded my cheeks; I leaned on the bench and sobbed. I couldn't do it. I couldn't work on planes Look what I had just done - sent seven people to their deaths

inspection. It will happen and it is very easy to overlook something at this point. I would recommend that when you consider the aircraft ready for flight testing that you stop, clean up the work area, take the day off to clear your head and the next day do an annual (Part 43 Inspection) on the aircraft with a check list (see Owners Manual). Do not skip anything on the list (oil change, wheel bearing packing, etc.) A good annual will take 2 to 3 days.

Another problem is the tendency to overlook a fastener or fitting that is not torqued. Your hands work very well finding loose fittings but you can't always reach the fittings once everything is routed. Using a product called Torque Seal can help. Torque Seal has the consistency of tooth paste and comes in many colors. You apply it to the edge of a nut or bolt - it dries quickly, leaving a noticeable mark. If the bolt works loose the Torque Seal will break, which you will be able to see during future

inspections.

The Torque Seal will only help if used properly: torque each bolt or nut and apply the witness mark - one at a time. If you tighten all the bolts in an area then go back and witness mark, you can very easily apply the Torque Seal to a unit you did not tighten.

Another item we use is a red tag, which we attach to a unit that is not finished or is considered work in progress.

Below is an article out of FLIGHT PLAN, Volume 14, Number 3 called "A Price of a Mistake". This article says it all...

Sincerely, Francis P. Miller, President NorthernAir, Inc.

The Price of a Mistake

Love got me through that week, the love of two persons assigned to help with the engine change. They sensed the tumult in my mind and they en-couraged me. I'm sure that almost everyone knew something of the cause of the accident but I never sensed rejection by anyone. But it was not over yet. The emotional wringer squeezing me dry of everything but guilt and grief still had one more twist before spitting me out. I wanted to talk with Doug's wife and the rest of his family but I was afraid. What would she say? I couldn't face her so I put it off and the longer I put it off the harder it got.

On the day Doug's oldest daughter was scheduled to return to New Zealand, I was working at the hangar as usual. The weather was bad, rain, low overcast and bad visibility. So, while waiting for it to lift, the family had coffee in the pilots' lounge. I had to talk to them. I hesitantly pushed the door open and asked everyone but the family to leave. No one spoke; they just got up and left; left me with the family of the man I had killed. I closed the door and opened my broken heart. I wept and wept. My voice choked with sobs as I asked their for-giveness. "That hand there," I said, "took Doug's life". Almost incoher-ent, sobs shaking my whole body, I sat wrapped in misery. Glennis reached out and took my hand into hers, the hand that had taken her husband's life. The warmth of her forgiveness flowed over me like a balm. Time has gone on and the healing continued.

/ hope that none of us ever has to live through the agony of having made a mistake.

Gordon Dupont Technical Investigator Canadian Aviation Safety Board/Pacific

New U.S. Customs Services Rules

Documents Required Aboard Private Aircraft

The U. S. Customs Service recently published final rules on the "Documents Required Aboard Private Aircraft." These rules apply to 19 CFR, Parts 122 and 178. The original Notice of Proposed Rulemaking (NPRM) on the subject was published January 8, 1990.

The final rule, though less than perfect, is somewhat more defined than originally proposed and essentially requires ( I I a valid Pilot Certificate, (2) a Medical Certificate, and |3) a non-"pink slip" aircraft registration. WARNING: The penalty for non-compliance is $5,000.

For additional information, contact Louis M. Razzino, director, U.S. Customs Office of Enforcement and Facilitation, (202) 566-5607. tj-

Cut on the dashed line and place in your aircraft. The U.S. Customs airports and telephone numbers for Washington state are printed on the back side of this article.

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ACCIDENT BRIEFS

As FAA and National Transportation Safety Board reports can take up to one year to be published, advanced publication of accidents in this column do not contain all the facts and information necessary to draw definitive conclusions. Rather, these accident briefs are intended to bring the circumstances to the attention of Glasair builders in the interest of improving safety. They are not intended to judge the ability or capacity of any person, living or dead, or any aircraft or accessory. We appreciate the willingness of Glasair builders to share their experiences with others so they may have the opportunity of avoiding similar circumstances.

One accident this past quarter to report which resulted in repairable damage to the Glasair but no injuries. The owner requested that we not print it in the newsletter. To honor his request, but to offer some educational value to other Glasair pilots, here's a clue: the mistake made was in missing one of the items on the pre-takeoff checklist.

Most pilots get into the habit of not using a checklist because 1) it takes extra time to go through a checklist as compared to a mental review, 2) using a checklist in front of the passenger might appear to them that you don't quite know or remember how to operate the airplane? BE HONEST. People would likely laugh if you used a checklist to operate your automobile. Does using a checklist mean that you aren't smart enough to remember how to operate a single engine airplane? No, it means you are smart enough to recognize that all humans forget once in a while, and forgetting in an airplane can have terrible consequences.

Another summer flying season is beginning. Fly smart. Fly responsibly, Fly safe!

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