X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 23 Jan 2012 15:20:52 -0500 Message-ID: X-Original-Return-Path: Received: from imr-mb02.mx.aol.com ([64.12.207.163] verified) by logan.com (CommuniGate Pro SMTP 5.4.3) with ESMTP id 5361442 for lml@lancaironline.net; Mon, 23 Jan 2012 14:17:54 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.207.163; envelope-from=Sky2high@aol.com Received: from mtaomg-mb06.r1000.mx.aol.com (mtaomg-mb06.r1000.mx.aol.com [172.29.41.77]) by imr-mb02.mx.aol.com (8.14.1/8.14.1) with ESMTP id q0NJHEKC008770 for ; Mon, 23 Jan 2012 14:17:14 -0500 Received: from core-mte004a.r1000.mail.aol.com (core-mte004.r1000.mail.aol.com [172.29.236.77]) by mtaomg-mb06.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 94C97E000089 for ; Mon, 23 Jan 2012 14:17:14 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <5451.2b51d595.3c4f0c3a@aol.com> X-Original-Date: Mon, 23 Jan 2012 14:17:14 -0500 (EST) Subject: Re: [LML] Re: Engine mounts legacy X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_5451.2b51d595.3c4f0c3a_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [24.1.9.48] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 1:2:457835648:93952408 X-AOL-SCOLL-URL_COUNT: 1 x-aol-sid: 3039ac1d294d4f1db23a40f2 --part1_5451.2b51d595.3c4f0c3a_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Paul, Don't ask how I know about tightening the nut to the bolt shoulder - 'cept that the engine rattles around a bit. BTW, It is a good idea to check the torque of the engine mount to firewall bolts each year - you might be surprised..... Scott PS: I have always used high temp stop nuts without tabbed washers. Of course, you have two extra cylinders. see _http://www.aircraftspruce.com/catalog/hapages/an363.php_ (http://www.aircraftspruce.com/catalog/hapages/an363.php) In a message dated 1/23/2012 11:42:13 A.M. Central Standard Time, paul@tbm700.com writes: Scott: thanks, that makes sense because I believe I want to see some threads out the top of the mount to confirm full engagement. On a related topic, is there any reason not to use AN7H drilled bolts (in the head) in order to lockwire the engine mounts versus adding the unique lock tab washers that are more difficult to obtain? I can't see any reason not to use the drilled bolts beyond the $4 cost from Spruce. On other aircraft, I note we use a lock tab washer that fits into the hole on the isolator and those are an MS standard. But Lancair specs an additional washer between the isolator and bolt head hence the hybrid lock tab washer requirement. An AN7H bolt would seem to be a simple answer to avoid the lock tab washer. I'm betting someone has already been down this road? Paul On 2012-01-23, at 12:16 PM, _Sky2high@aol.com_ (mailto:Sky2high@aol.com) wrote: Paul, AN7 bolts in tension should be torqued to 450-500 inch lbs. Make sure no more that three threads show - otherwise there is danger that the nut has been torqued to the shoulder of the bolt rather than holding the bolt in proper tension. Scott Krueger In a message dated 1/23/2012 6:50:46 A.M. Central Standard Time, _paul@tbm700.com_ (mailto:paul@tbm700.com) writes: Reinstalling isolators on the io550 and cannot see any specs for the AN7 bolts for torque or threads. Do they get torqued or just threaded through top of the engine mount? Thx Paul -- For archives and unsub _http://mail.lancaironline.net:81/lists/lml/List.html_ (http://mail.lancaironline.net:81/lists/lml/List.html) = --part1_5451.2b51d595.3c4f0c3a_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Paul,

Don't ask how I know about tightening the nut to the bolt shoulde= r -=20 'cept that the engine rattles around a bit.

BTW, It is a good idea to check the torque of the engine mou= nt to=20 firewall bolts each year - you might be surprised.....

Scott

PS: I have always used high temp stop nuts without tabbed=20 washers. Of course, you have two extra cylinders. see http://www= .aircraftspruce.com/catalog/hapages/an363.php

In a message dated 1/23/2012 11:42:13 A.M. Central Standard Time,=20 paul@tbm700.com writes:

= Scott:=20 thanks, that makes sense because I believe I want to see some threads out= the=20 top of the mount to confirm full engagement.=20

On a related topic, is there any reason not to use AN7H drilled bolt= s (in=20 the head) in order to lockwire the engine mounts versus adding the unique= lock=20 tab washers that are more difficult to obtain? I can't see any rea= son=20 not to use the drilled bolts beyond the $4 cost from Spruce. On ot= her=20 aircraft, I note we use a lock tab washer that fits into the hole on the= =20 isolator and those are an MS standard. But Lancair specs an additio= nal=20 washer between the isolator and bolt head hence the hybrid lock tab washe= r=20 requirement. An AN7H bolt would seem to be a simple answer t= o=20 avoid the lock tab washer. I'm betting someone has already been do= wn=20 this road?=20

Paul

On 2012-01-23, at 12:16 PM, Sky2high@aol.com wrote:

<= FONT=20 color=3D#000000 size=3D2 face=3DArial>
Paul,

AN7 bolts in tension should be torqued to 450-500 inch lbs. = Make=20 sure no more that three threads show - otherwise there is danger that t= he=20 nut has been torqued to the shoulder of the bolt rather than holding th= e=20 bolt in proper tension.

Scott Krueger

In a message dated 1/23/2012 6:50:46 A.M. Central Standard Time, <= A=20 title=3Dmailto:paul@tbm700.com=20 href=3D"mailto:paul@tbm700.com">paul@tbm700.com writes:
Reinstalling isolators on the io550 and cannot see any s= pecs=20 for the AN7 bolts for torque or threads. Do they get torqued or= just=20 threaded through top of the engine mount? Thx
Paul
--
For=20 archives and unsub http://= mail.lancaironline.net:81/lists/lml/List.html

=

=3D --part1_5451.2b51d595.3c4f0c3a_boundary--