Return-Path: Sender: (Marvin Kaye) To: lml Date: Sat, 26 Apr 2003 00:45:23 -0400 Message-ID: X-Original-Return-Path: Received: from vineyard.net ([204.17.195.90] verified) by logan.com (CommuniGate Pro SMTP 4.1b4) with ESMTP id 2147836 for lml@lancaironline.net; Fri, 25 Apr 2003 21:23:41 -0400 Received: from direct (fsy16.vineyard.net [66.101.65.16]) by vineyard.net (Postfix) with SMTP id BAD5391AC0 for ; Fri, 25 Apr 2003 21:23:24 -0400 (EDT) X-Original-Message-ID: <006401c30b92$a88009c0$01416542@direct> From: "Ted Stanley" X-Original-To: "Mail List Lancair" Subject: Pre First Flight inspection items X-Original-Date: Fri, 25 Apr 2003 21:21:01 -0400 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2720.3000 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2600.0000 Hi All - I've seen a variety of posts inquiring about pre-first flight inspection items. Some time ago I was in contact with Mike DeHate and asked him what sorts of things he was finding in the course of flight testing various newly built Lancairs. He faxed me a list that I retyped. You'll find it below with minor changes in language. Thanks Mike ..... this is useful. I can't think of too much to add to all this except to say that what each of you will be doing is basically a super preflight inspection with the mind set that you're looking for trouble. You might also think of it as if you were doing a thorough pre-purchase inspection. I would also highly recommend that you find one or more other inspectors to review your work. Once you've looked at something a million times you naturally tend to miss a few things that you've looked at over and over again. Ted Stanley - ATP - A&P-IA From: Mike Dehate PROBLEMS ENCOUNTERED ON PRE-FLIGHT TEST INSPECTIONS Rudder pedal return springs too large causing excessive drag and/or friction on cable Jamb nuts loose Brakes weak, spongy, or leaking Hinge pins need to be safety devices installed 320 models set with flaps reflexing 7 degrees above fillet Elevator hinges not aligned causing binding Missing cotter pins Landing gear "doughnuts" old or soft Brakes installed with bleeder fitting on top of caliper Loose cables running thru flap well Control rod ends without AN970 washers (needs "walls" on both sides) Bolts too short to extend thru lock nuts Engine breather hoses kinked Cabin heat cable bending Screws loose in gear doors (especially inboard door forward ends) Fuel tank quick drains without safety devices Fuel flow transducers not installed correctly Hydraulic leaks at sequence valves Cockpits full of trash and building materials No cooling air for magnetos Screws loose in carburetor air box (should be saftied to preclude ingestion into engine) Fuel gascolator not safety wired Alternator not safety wired Engine controls not rigged to give full travel and cushion Home made fuel lines without clamps (on barbed fittings) Carburetor air box chaffing on engine cowling Old hoses and/or fuel lines (brittle) Excessive gap between rubber engine baffle material and engine cowl Stiff controls (engine, flight, or otherwise) Control or flap hinge screws countersunk too deep Size, height, and shape of engine control knobs identical Wires to gear switches improperly routed Gear cycling check not performed after alteration or repair Insufficient gap at BL50 wing junction Aileron gap seals too tight (should not touch) Sequence valve screw loose - jamb nut not tight Tires rubbing hard on lines in wheel well (perform initial retraction tests with gear doors removed) Pitch trim handle too long Top inboard edge of spars not rounded (cuts like a knife) Landing gear switch located next to power controls (should be adjacent to light as far from power controls as possible) Inboard gear door hinge loose at front attach point Aileron pushrod rubbing at BL50 Flap actuator rod interference Tire pressures too high Engine breather venting into breather compartment Oil pressure transducer mounted direct to engine Fuel and oil lines assembled loosely Packing foam used as an air filter Safety wire on brake disc missing Allen head screws holding brake disc not countersunk Brake Allen head screws not safetied Cockpit closeout rib not glassed in Cabin heat valve leaks NACA vent cutout improperly located (sucks instead of blows) Bowden cable not secured allowing cable to float Battery not in box or container Battery box not sealed or vented to outside Brakes lock up due to improper rigging Static system leaks Prop blades hit spinner dome blade cutouts Spinner hits engine cowling Exhaust parts hit engine cowling Gascolator drains into engine cowl Hardware missing on landing gear retract system Controls improperly rigged Gear does not free fall properly Landing gear lights tied into landing gear solenoid power Landing gear doors improperly rigged Ineffective instrument static system (pitot and static head types) Hand written notes indicate that center of gravity should be located near the forward end of the envelope. Another note advises to check the fuel stand pipe since vent air pressure is critical. Note that the vast majority of engine stoppages in amateur build aircraft occur as a result of fuel system problems.