RV-6_2_poh - AnythingAboutAviation

EXPERIMENTAL AIRCRAFT
PILOT OPERATING HANDBOOK
RV-6A N86CG
CONTENTS
General
Limitations
Emergency Procedures
Normal Operations
Performance
Weight and Balance
Systems Description
Handling, Servicing and Maintenance
Flight Check Lists
Equipment List
Torque Tables
Systems Diagrams
Manual Revision Date: 5/27/01
Kit Manufacturer and Model: Van’s RV-6A
Aircraft Registration Number: N86CG
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Serial Number: 60135
This aircraft is amateur-built and is certificated in the Experimental
category. This handbook, while believed to be complete and accurate
at the time of publication, may not contain ALL of the information
needed to safely operate the aircraft described. By virtue of its
Experimental amateur-built status, all persons entering this aircraft do
so at their own risk.
First Flight: 3rd June ’00, KETB, West Bend, WI
Builder/Owner:
By: Chris Good
Chris Good
EAA#: 504532
5580 West Lake Drive
West Bend, WI 53095
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1.0
GENERAL
1.1
AIRFRAME SPECIFICATIONS
Length: 20'
Height: 72"
Cabin Height: 41"
Cabin Width: 43"
Cabin Length: 41"
Wing Span: 22'-11.5"
Wing Area: 110 ft2
Wing Airfoil Type: NACA 23013.5
Wing Loading: 17.27 lb/ft2
Wing Lift Coefficient: 0.3
Wing Aspect Ratio: 4.75
Wing Incidence: 1°
Wing Washout: 0°
Wing Dihedral: 3.5°
Zero Lift Drag Coefficient: 0.021
Max Lift Coefficient: 2.136
Calculated Aerodynamic Center (AC): 39% MAC
Flap Travel: 0 to 45° down
Aileron Travel: 28° up, 15° down
Main Gear Track: 82"
Wheel Base: 54.5"
Nose Gear Breakout Force: 22 to 25 lb @ 7.375" (axle)
Flat Plate Area: 2.35 ft2
Tail Group Airfoil Type: NACA 0009
Horizontal Stabilizer Span: 106.25"
Horizontal Stabilizer Incidence: 0°
Elevator Travel: 28° up, 22° down
Rudder Travel: ±33° from center
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1.2 INSTRUMENT READINGS
Manifold Pressure Range: 14 to 31 inHg
Engine Idle: 750 to 850 rpm
Mixture Lean Increase: 20 rpm
L/R Mag Drop @ 1800 rpm: <200 rpm
Exhaust Gas Temperature [Max]: 1200°F to 1500°F [1650°F]
Cylinder Head Temperature [Max]: 200°F to 432°F [500°F]
Fuel Pressure Ideal [Range]: 5 psi [0.5 to 9 psi]
Oil Pressure Range [Idle]: 65 to 95 psi [>25 psi]
Cruise Oil Temperature Ideal [Range]: 180°F [140 to 245°F]
Bus Voltage: 14 ± 0.2 VDC
Gyro Suction: 5 ± 0.5 inHg
Carburetor Air Temp (CAT): >5°C if icing conditions exist
Cruise Fuel Flow: 6 to 11 gph
Cruise Power Settings Guide (Note: All figures are approximate)
%PWR
SQ
Fuel (gph) Max Range (nm)
TAS (Kts)
50
642
22.0
6.9
117
55
639
22.5
7.6
128
60
633
23.0
8.3
138
65
617
23.5
9.0
146
70
596
24.0
9.7
152
75
572
24.5
10.4
157
Airspeed Indicator Markings:
White Arc: Bottom VS0 48 Kts
Top VFE 87 Kts
Green Arc: Bottom VS1 52 Kts
Top VNO: 157 Kts
Blue Line: VA 117 Kts
Red Line: VNE 183 Kts
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2.0 LIMITATIONS
(Sea Level, ISA, IAS @ UTILITY GROSS WT)
2.1 TAKEOFF DISTANCE, HARD SURFACE
No Flaps, No Wind: 700 ft
To Clear 50 ft Obstacle: 900 ft
2.2 LANDING DISTANCE, HARD SURFACE
Flaps @ 40°, No Wind: 800 ft
To Clear 50 ft Obstacle: 1400 ft
2.3 OTHER LIMITATIONS
Empty Weight: 1068 lb
Utility Gross Weight (@+4.4/-3 g): 1750 lb
Utility Useful Load: 682 lb
Baggage Capacity: 100 lb max [15 ft3]
Service Ceiling: 20,000 ft
Design Ultimate Load Factors @ Aerobatic Gross Weight: +9/-6 g
Aerobatic Gross Weight (@+6/-4 g): 1375 lb
Aerobatic Useful Load: 307 lb
Never Exceed (VNE): 183 Kts
Maximum Direct Crosswind Component: 15 Knots
Minimum Turning Circle: 28'-6"
Engine Redline: 2700 rpm
Fuel Capacity: 37.5 gal Usable
THIS AIRCRAFT IS APPROVED FOR POSITIVE g AEROBATIC
OPERATIONS.
INTENTIONAL
SPINS
ARE
NOT
RECOMMENDED, AS AIRSPEED TENDS TO BUILD RAPIDLY IN
THIS AIRCRAFT.
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3.0 EMERGENCY PROCEDURES
3.1 Fire. Electrical and fuel are the two most common sources of fire.
In the event of fire while on the ground, set Master-OFF, Mags-OFF,
Mixture-IDLE CUTOFF, Fuel-OFF and clear the aircraft. For
inflight fire, attempt to ascertain the cause. If an electrical fire, set
Master-OFF. If a fuel fire, set Master-OFF, Mags-OFF, MixtureIDLE CUTOFF and Fuel-OFF. Execute an Emergency landing
immediately and clear the aircraft. A small Halon extinguisher is
mounted inside the cabin.
3.2 Engine Roughness. Modern aircraft engines are durable and seldom
fail catastrophically without advance warning (erratic/lowering oil or
fuel pressures, unusual/excessive mechanical noise, rising oil and/or
cylinder head temperatures, etc.). If these are experienced, the flight
should be promptly aborted, and the problem corrected prior to
further flight. Pilot induced failures are more common (carb ice, fuel
starvation, improper use of controls, poor fuel management). If the
engine begins to run roughly, especially at partial throttle settings,
suspect carb icing and set Carb Heat-ON until normal operation is
restored. Readjust Carb Heat to maintain >5°C on the CAT gauge
for best performance and continued protection against carb ice
formation as long as conditions warrant, then set Carb Heat-OFF. If
carb ice is not the problem, check Mags-BOTH, set Boost Pump-ON,
Mixture-ENRICHEN and Fuel-SWITCH TANKS. If these actions
fail to correct the roughness, make a precautionary landing as soon as
possible. DO NOT attempt to further troubleshoot the problem in the
air. Avoid vapor lock in the fuel system by being aware of the
conditions which can promote it, running the Boost Pump for >5
minutes and verifying that fuel pressure has stabilized prior to
takeoff.
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3.3 Engine Failure. In the event of inflight engine stoppage, setup for
best glide (VGLIDE) and continue to fly the aircraft. Then set MixtureRICH, Fuel-SWITCH TANKS, Boost Pump-ON, Mags-BOTH, and
attempt engine restart if there is time. If failure occurs during
departure, DO NOT turn back to the airport unless you are certain
that a safe landing can be made. Below 1000 ft AGL, it is often
preferable to land nearly straight ahead, if feasible. DO NOT
hesitate to declare an Emergency with ATC in order to report
position, request vectors to the nearest safe landing site and/or to
obtain a priority landing clearance. Announce Emergencies on
121.50 MHz.
3.4 Engine Out Approach. At best glide (VGLIDE), for every 1000 ft of
altitude AGL the aircraft will travel about 1.75 miles (at 764 fpm
sink rate). This is less than a 5° glide angle. A stopped prop
produces more drag than a windmilling one, so the actual distance
may be less. Plan a good approach and stick with the plan. Set final
flaps after the landing site is made. Setup the final approach at 70
Kts (no slower). Prepare for any off-airport landing by setting
Master-OFF, Mags-OFF and Fuel-OFF to reduce the chances of fire.
Land and promptly clear the aircraft.
3.5 Crash Concepts. Pilots flying VFR flight plans stand a better
chance of timely rescue in remote areas than those who are not.
Activate ELT manually during the Emergency approach.
Touchdown with the least forward speed and sink rate consistent
with good aircraft controllability.
Sacrifice non-vital aircraft
structures if helpful in reducing damage to vital structures
surrounding occupants. Land on vegetation (brush or dense crops) or
pass between two trees to break the landing roll. Endeavor to contact
the ground in a nearly flat attitude. If ditching over water, don
emergency life vests, if available, and prepare for egress. Land in the
direction of the swell on the backside or across the swell at the crest
and as near the shore as possible. Perform a full stall landing with
tail contacting first. A snow landing should be approached in similar
fashion.
3.6 Inflight Canopy Opening. The sliding canopy opening in flight
need not be a catastrophic event. Continue to maintain control of the
aircraft and slow the forward speed to <85 Kts to minimize wind
blast. If it is then possible to close the canopy, do so. If not, make a
precautionary landing and correct the situation on the ground.
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3.7 Main Brake Failure. As the main gear brakes are the primary
means of directional control below 20 mph, landing with one brake
out poses a special kind of problem. If possible, select a runway with
a crosswind coming from the side of the failed brake. The aircraft
will weather-vane into the crosswind and by careful application of
the remaining good downwind brake, adequate directional control
can be maintained. If it is inevitable that the aircraft will exit the
runway surface and enter rough terrain or strike an obstacle, a ground
loop performed using the remaining brake may be the better option
and should be considered.
3.8 Alternator Failure. The Low Volts lamp illuminates when main
bus voltage is less than 13VDC, indicating that the alternator is
producing insufficient energy to run accessories and/or charge the
battery. Although this is not necessarily an Emergency during the
day, it can be critical to continued safe flight at night. Set all
external lights-OFF to shed high lighting loads. Cycle the alternator
field switch to see if the alternator will come back on-line. If
alternator output is not restored, the remaining battery power will
need to be rationed for the remainder of the flight. Turn OFF the
alternator field. Close the emergency master by-pass switch, then set
Master-OFF to shed the Master contactor load. Set any unneeded
appliances OFF as feasible. Be aware that transponder cycle time
can be as long as 5 minutes and the four GPS/Comm startup pages
each need to be acknowledged (using ENT key) following restoration
of power. Endeavor to reduce the load on the battery to the
maximum practical extent. Determine the proper flight termination
strategy and implement it based on an honest assessment of the
current situation. Contact ATC as necessary to request assistance
and safely terminate the flight as soon as feasible.
3.9 Master Contactor Failure. If power to all systems is abruptly lost,
suspect Master contactor failure. Although this is not necessarily an
Emergency during the day, it can be a shock when it happens at
night. Close the emergency master by-pass switch, then set MasterOFF. All systems will be restored except starter capability.
3.10 Go-Around. Carb Heat-OFF, Throttle-FULL, Flaps-RETRACT TO
½ (then remove balance of flaps slowly when able). Side-step the
runway if possible and re-establish normal pattern flight on the
crosswind leg. Communicate situation or intentions as necessary.
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4.0 NORMAL OPERATIONS
4.1 Ground Handling. Use towbar or tug on nose gear front cap head
screws to manually position the aircraft. DO NOT push or pull on
control surfaces.
4.2 Boarding. Complete the preflight checklist prior to boarding. Board
by placing the inboard foot on the step and swinging the outboard
foot onto the anti-skid coated wing walk area. Note: Applying flaps
aids entry and egress. DO NOT step on flaps or any other wing
surfaces beyond the anti-skid material. Unlock the key lock on the
left side of the fuselage and rotate the access handle on top clockwise
to release the sliding canopy latch. Open canopy fully prior to
entering. Grasp roll over bar center brace and step onto the seat.
Swing feet forward onto the floor and sit down. Secure harnesses
and don headsets.
4.3 Pilot and Passenger Position. Pilots and passengers from 5'-2" to
6'-4" tall and from 100 to 250 lb can be accommodated with a
combination of seatback position adjustments and use of seat booster
pad(s). Correct positioning will normally place the head within 2 to
4" of the canopy.
4.4 Cold Engine Start. Preheat engine as necessary in cold climates.
Complete the startup checklist. Prime for 4 seconds, hold brakes,
clear the prop area and start engine. Oil pressure should come up
within 20 seconds. Lean the mixture aggressively during sustained
idle to reduce the tendency for plug fouling. For all normal
operations, the oil cooler door control should be left in the fully
OPEN (forward) position unless a minimum cruise oil temperature of
180°F cannot be maintained.
4.5 Hot Engine Start. If a hot start within a short period of time is
anticipated, open the oil dipstick access door after shutdown to
reduce heat soak tendency in high heat ramp conditions. Shut the oil
access door prior to engine start. Complete the startup checklist.
Turn Boost Pump-ON. Do not prime, hold brakes, clear the prop
area and start engine. Run-up engine for 5 minutes minimum with
Boost Pump-ON and do not attempt takeoff until fuel pressure has
stabilized.
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4.6 Taxiing. All harnesses shall be secured prior to ground taxi
operations. Taxiing may be performed with the sliding canopy open
or closed depending on conditions. Taxi at a brisk walking pace
using rudder and differential braking to steer the aircraft with the
castoring nose wheel. Lean the mixture aggressively during taxi to
reduce the tendency for plug fouling.
4.7 Normal Takeoff. Complete the run-up check-list prior to take-off.
Set elevator pitch trim and aileron roll trim to their center positions
for takeoff. Ensure that the canopy is closed and latched prior to
takeoff. Apply throttle smoothly (three second count) and ensure
engine reaches full takeoff rpm (2650 to 2700 rpm) prior to rotation.
As the aircraft accelerates, use rudder as necessary to maintain
directional control. Maintain slight aft stick pressure to relieve
weight on the nose gear. When passing thru rotation speed (VR),
rotate smoothly, then establish an appropriate climb attitude. Avoid
the tendency to over-rotate. Be aware that dynamic hydroplaning on
wet runways begins around 57 mph IAS on this aircraft.
4.8 Crosswind Takeoff. Preferred technique is to hold aileron into the
wind and use downwind rudder. In severe gusty crosswind
conditions, apply the downwind brake intermittently and allow the
aircraft to accelerate between applications. The takeoff run can be
extended by 50% or more in the presence of a strong crosswind. For
crosswind components above 10 mph, add 5 mph plus ½ the gust
speed to normal rotation speed and raise the nose more abruptly to
achieve a clean lift-off without side-skip.
4.9 Short Field Takeoff and/or Obstacle Clearance. Reduce gross
weight as much as is feasible and ensure that the aircraft CG is
nominal. Ensure that the engine oil is fully warmed up and lean as
necessary for best power (max rpm) above 5000 ft PA. Apply 10 to
15° of flaps. Using all of the available runway, align the aircraft with
the centerline and hold full brakes while applying full power.
Release brakes and use minimum differential braking for directional
control. Rotate at VR and climb at best angle (VX) until any obstacle
is cleared, then slowly retract flaps and establish an appropriate
climb attitude.
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4.10 Rough or Soft Field Conditions. The aircraft gear is suitable for
operation from turf runways, however, the use of excessively soft,
rough, gravel or unprepared surfaces should be approached with
caution. If a takeoff must be made from such a marginal surface,
reduce the gross weight as much as possible, taxi onto the runway
without stopping, apply full power, hold back stick and attempt to
rotate as soon as possible. Release stick back pressure after lift off
and accelerate in “ground effect” until adequate climb airspeed is
achieved, then establish an appropriate climb attitude. In the
presence of sloping runway conditions, it may be preferable to
takeoff downhill, even though there may be a slight tailwind present.
4.11 High Density Altitude. Pay attention to runway length limitations
and limit gross weight as feasible. Always lean for best power at
pressure altitudes exceeding 5000 ft. Refer to charts in Section 5.0.
4.12 Climb. Best angle of climb (VX) is achieved at 90 mph IAS. Best
rate of climb (VY) is achieved at 105 mph IAS. A cruise-climb of
120 mph IAS at 25 square is recommended for best cooling and
increased forward visibility. Set Boost Pump-OFF when above 1000
ft AGL.
4.13 Cruise. Depending on weather and other factors, higher cruising
altitudes (10,500 to 17,500 ft MSL) will allow for improved ground
speeds and often less thermally induced turbulence. The maximum
recommended continuous cruise power setting is 75% power (24
square) and best endurance is achieved between 55% and 65% power
(21 to 22.5 square). At 75% power and below, the mixture may be
leaned 150°F rich of peak EGT for best power and 100°F rich of
peak EGT for best economy. Endeavor to switch tanks every 30 to
60 minutes over areas where a landing may be easily accomplished.
Set Boost Pump-ON for a moment during tank changeover. Be aware
of conditions which promote carburetor icing and adjust carb heat
promptly as required to maintain an adequate air temperature,
especially at low throttle settings in the presence of visible moisture.
Adjust oil cooler door control as necessary to maintain oil
temperature between 180 and 200°F for best performance and
minimum moisture evaporation.
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4.14 Low Speed Handling and Stall Behavior. The aircraft has good
slow speed handling and the stall warning is a slight buffet, followed
by a crisp break with moderate left wing drop. Stall recovery upon
stick release is nearly instantaneous and the altitude loss can be held
to as little as 100 to 150 ft. Control feel is light at all speeds. Rudder
and ailerons are effective into the stall. Normal spin recovery
techniques are effective. Caution: Fully developed recreational
spins are not encouraged as downhill speed builds quickly in this
aircraft.
4.15 Descent. Plan the descent well in advance of arrival, considering the
cruising altitude and the elevation of the destination. Reduce power
slowly to avoid shock cooling the engine and adjust the prop pitch
such that a descent under power (>20 square) will not exceed
limiting airframe speed (VNE). Start the descent about 6 miles (2
minutes) out for every 1000 ft of altitude loss required allowing for a
nominal 500 fpm sink rate.
4.16 Operation in Congested Traffic Areas.
Use landing light
Wig/Wag feature in addition to strobes to enhance the visibility of
this aircraft when operating in close proximity with other aircraft and
particularly in congested traffic areas. Fly standard patterns and be
especially vigilant when operating from non-towered airports.
4.17 Approach and Landing. Plan the arrival so that a normal pattern
entry to the active runway can be made from the aircraft’s present
position. Select a runway which (1) will minimize excessive
tailwinds/crosswinds, (2) is of an adequate length, (3) has an
adequate surface and (4) presents minimal downslope. Fly 90 Kts
IAS on downwind, 80 Kts IAS on base and 70 Kts IAS on final. 65
Kts IAS may be used for final speed if there are no turbulent or gusty
conditions. Flaps may be deployed below 87 Kts IAS to a maximum
of 40°. Operate boost pump below 1000 ft AGL. Establish a 500
fpm sink rate on final approach. Round out a few feet above the
landing surface, hold it off and touchdown on the main gear at about
55 Kts IAS. Hold aft stick as long as the elevator is effective to
reduce loads on the nose gear. Use rudder and differential braking to
steer during the roll out.
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4.18 Crosswind Landings. Both the side-slip to landing or wings level
crab techniques work well in this aircraft, although a slip is preferred
to minimize side loading the gear. Maximum recommended
crosswind component is 15 kts.
4.19 Ground Handling and Tie-Down. The aircraft handles easily using
a common towbar or tug attached to the nose gear forward cap
screws. The aircraft is equipped with a permanent tail tie down ring
and two removable wing tie down rings. All are stainless steel. The
wing tie-down structural supports are threaded 3/8"-16 UNC-2B and
may serve as safe aircraft jacking points for performing gear
maintenance.
4.20 Aerobatics. Entry speeds for various aerobatic maneuvers are as
follows:
Loops
120 to 165 Kts
Immelmanns
Aileron and Barrel Rolls
Vertical Rolls
Split-S
85 to 95 Kts
125 to 165 Kts
105 to 165 Kts
155 to 165 Kts
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5.0 PERFORMANCE
(Sea Level, ISA, IAS @ 1750 lbs Utility Gross Weight)
Stall (½ to Full Flaps) (VSO): 42 Kts
Stall (No Flaps) (VS1): 47 Kts
Touchdown: 55 Kts
Rotation (VR): 55 Kts
Final Approach (Full Flaps) (VREF): 60-65 Kts
Minimum Sink Rate: 750 fpm @ 80 Kts
Best Angle of Climb (VX): 65 Kts
Maximum Full Flap Extended (VFE): 87 Kts
Best Rate of Climb (VY): 2000 fpm @ 75 Kts
Best Glide (Max L/D=12.21) (VGLIDE): 80 Kts
Cruise-Climb: 120 Kts
Maneuvering (VA): 117 Kts
Best Speed vs Drag (Carson’s Speed): 120 Kts
Maximum Structural Cruise (VNO): 157 Kts
Maximum Cruise (VMAX): 175 Kts
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Press Altitude ft = Field Elevation ft + 27943.34 - (933.94 x Indicated
Press inHg)
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6.0
WEIGHT AND BALANCE
Datum is 60" Forward of Wing Leading Edge (¼" forward of the
tip of spinner). Weight is in pounds, arms in inches from Datum.
CG RANGE: 15% to 29% MAC (MAC=58")
Forward CG Limit: 68.70"
Aft CG Limit: 76.80"
Aerobatic Aft CG Limit: 75.37"
Aircraft Empty Weight
Left Gear
Right Gear
Nose Gear
TOTAL
Weight
388
394
286
1068
Arm
84.25
84.25
28.50
69.32
Moment
32689
33195
8151
74035
Weight
1068
228
180
174
100
1750
1522
Arm
69.32
70.00
87.40
87.40
117.00
75.79
76.66
Moment
74035
15960
15732
15208
11700
132634
116674
Aircraft at Gross Weight
Empty weight
Fuel (38 gallons)
Pilot
Passenger
Baggage
Totals
Zero Fuel
19
Most Aft CG
Weight
1068
30
180
210
100
1588
Arm
69.32
70.00
87.40
87.40
117.00
76.78
Moment
74035
2100
15732
18354
11700
121921
Empty weight
Fuel (38 gallons)
Pilot
Passenger
Baggage
Totals
Weight
1068
228
180
0
0
1476
Arm
69.32
70.00
87.40
87.40
117.00
71.63
Moment
74035
15960
15732
0
0
105727
Aerobatic
(1375 lbs & 75.3 aft CG)
Empty weight
Fuel (21 gallons)
Pilot
Passenger
Baggage
Totals
Weight
1068
126
180
0
0
1374
Arm
69.32
70.00
87.40
87.40
117.00
71.75
Moment
74035
8820
15732
0
0
98587
Empty weight
Fuel (5 gallons)
Pilot
Passenger
Baggage
Totals
Most Forward CG
20
Gross Weight CG Limits
Aerobatic CG Limits
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7.0
AIRCRAFT SYSTEMS DESCRIPTION
7.1
Airframe Description. This aircraft is of aluminum semimonocoque construction with steel corner weldments at critical
support points. Primary fasteners are aircraft quality rivets,
screws and bolts. Cowlings, Wing Tips and Fairings are
polyester/glass. Fixed Wittman type tapered steel gear legs are
used. Mains have additional vinylester/glass gear leg and
intersection fairings. Two-piece wheel pants are polyester/glass
two-piece types on aluminum mounts. Sliding canopy transparent
surfaces are 3/16" thick acrylic. Exterior paint is DuPont Imron
over DuPont primer and chromate chemical film.
7.2
Engine Description. The engine is a normally aspirated
Lycoming O-360-A1A on a tubular 4130 chromolly steel
Dynafocal 1 mount. No inverted fuel and oil systems are
provided. Ignition is via two single magnetos, with the left
magneto impulse coupled. Updraft carburetor, filtered airbox,
prop governor, spin-on oil filter, oil cooler, low pressure
mechanical fuel pump, vacuum pump, alternator and lightweight
starter are provided. Throttle, Mixture and Carb Heat controls are
of conventional design. A friction lock maintains the desired
throttle position in flight. The exhaust system is a stainless steel
crossover type. A separate carb heat muff on the front crossover
pipe provides the necessary air temperature rise. A ratchet control
located on the left of the instrument panel, adjusts the position of
the oil cooler outlet door.
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7.3
Propeller Description. The Sensenich fixed pitch prop, with a
Sensenich aluminum spinner, has a 2700 RPM limit.
7.4
Cockpit Description. The cockpit provides side-by-side upright
seating for pilot and passenger. Full dual flight controls with
brakes are provided and the aircraft may be soloed from either
side, although the standard configuration places the flight
instruments in front of the left seat by default. Throttle, mixture,
and carb heat controls are located on a center bracket at the
bottom of the instrument panel. An oil cooler door control is
located on the left of the instrument panel. Closing the oil cooler
exit door is analogous to installing an engine winterization kit.
7.5
Flight Controls Description. Dual joysticks control roll and
pitch. Controls are light and responsive and there is marked
absence of adverse yaw. Aileron and Elevator actuation is via
aluminum push/pull tubes. Dual hanging pedals control yaw. The
rudder is cable operated and has a fixed trim wedge on the left
side. The single axis Autopilot/Turn Coordinator (TC) is capable
of wing leveling (WL) mode or GPS course tracking (TK) mode.
Electric Flaps are equipped with a freewheeling (retracted and
extended) linear actuator and a panel mounted momentary switch.
7.6
Trim System Description. The Electric Elevator trim servo is
controlled with a left stick mounted momentary switch (Coolie hat
type). An adjustable servo rate governor is mounted behind the
instrument panel above the servo position indicator and is
adjusted to provide a servo transport speed which suits average
conditions. A panel mounted trim position indicator is provided,
along with an additional control switch on the instrument subpanel for the co-pilot’s use. Aileron trim is controlled by a lever
between the seats. This adjusts spring tension on the control
sticks to bias the ailerons for trim.
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7.7
Heating and Ventilation System Description. A single cabin
heat vent in the right foot well area is controlled by a ratchet cable
control located on the right side of the instrument panel.
Adjustable ambient air diffusers are connected to two side
mounted NACA ducts. Danger: The exhaust pipe surface is
used as the heat source for cabin air. CO may enter thru the
cabin heat system if cracks develop in the exhaust pipes within
or near the heat muffs. The panel mounted CO detector must
be replaced and the exhaust system inspected at regular
intervals.
7.8
Oxygen System Description. N/a.
7.9
Fuel System Description. Fuel is carried in two 19 gallon
individually selectable wing tanks. Unvented caps are used and
the tanks are vented to two ram air pressurized ports located on
the fuselage underside just aft of the firewall. The position of the
fuel selector arrow point (not the handle) determines which tank is
supplying fuel. LEFT, RIGHT and OFF positions with detents are
provided. Fuel lines in the engine compartment are 3/8" Aeroquip
AQP with firesleeve, Teflon with stainless steel jacketing or solid
stainless. Fuel lines from the tanks to the firewall are 3/8" 5052-0
aluminum. A dual fuel quantity gauge is provided with float
operated senders. This gauge is calibrated in two gallon
increments, but is unable to register fuel above 15 gallons in each
tank. The engine monitoring system includes a fuel flow &
totaliser option. Caution: Fuel gauges are for reference only
and are not to be considered linear or accurate. A Facet
electric fuel boost pump is located in the cabin on the left side
wall, plumbed between the fuel selector & the gascolator. This
pump should be switched on for take-off, landing, and also for
extended climbs if the fuel pressure drops below 1 PSI. Fuel
taken from the gascolator is fed through a switch operated
solenoid valve to prime the cylinders 1, 2 & 4 for cold starts.
Standard atomizing primer fittings are used.
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7.10
Brake System Description. Dual differential hydraulic brakes
with shuttle valves are provided. Differential braking influences
castoring nosewheel for taxi turning.
7.11
Instrumentation Description.
Day/Night VFR & IFR
instrumentation is provided. Outside Air Temperature (OAT) and
Carburetor Air Temperature (CAT) gauge is available on the EIS
4000 Engine Monitor. A resettable accelerometer is also provided
for monitoring airframe loading during all phases of flight.
Instrument Panel
7.12
Radio Systems Description. An Avionics Master Switch
provides power to the avionics bus GPS, Nav/Comm, Mode C
Transponder, & voice activated Intercom systems are provided.
Push-to-talk switches are provided on the joystick handles. Be
aware that certain seldom used aircraft band frequencies can cause
GPS reception problems. They are 121.125 thru 121.250 MHz,
121.750 MHz and 131.200 thru 131.350 MHz. The GPS signal
may be lost and the unit may require rebooting after transmitting
on one of the offending frequencies
25
7.13
Gyro Suction System Description. Power for attitude and
directional gyros is provided by an engine driven suction pump.
The bi-directional pump has a frangible coupling that is designed
to separate if the rotor vanes break during operation. A suction
regulator with garter filter as well as a pleated suction intake filter
and suction gauge are provided. The attitude gyro is not cageable.
7.14
Electrical System Description. The electrical system is of
conventional design and uses a switch operated battery master
contactor to enable all electrical system functions. Standard two
magneto ignition is provided. An alternate master bypass switch
is available to power the avionics bus in the case of master
contactor failure. The output of the 35 Amp alternator is
controlled by an adjustable voltage regulator having crowbar
overvoltage protection. The alternator B-lead is routed thru a 70A
Fuse, while the alternator field is fed from a breaker on the
instrument sub-panel. Caution: If power is lost to any or all
systems, the affected gauges or indicators are not to be
considered accurate.
7.15
Lighting System Description. Lighting is provided in the form
of Strobes, Landing/Taxi, Position, Map and Instrument lamps.
Landing/Taxi Lights are equipped with Wig/Wag flashing
capability to enhance visibility of the aircraft, especially when in
the airport traffic area. Instrument lamps are infinitely adjustable
for brightness.
Canopy deck mounted full swiveling
map/instrument floods are provided as a backup for panel post
lights.
26
8.0
HANDLING, SERVICING AND MAINTENANCE
8.1
CONSUMABLES
Fuel: 38 gal of Aviation 100LL (Blue)
Fuel Additive: TCP may be added for lead scavenging purposes
Air Filter Element (clean and lube as needed): K&N E-3450
Spark Plug (8): Champion REM38E or REM40E @ .018" gap
Exhaust Gasket (4): Blo-Proof 77611
Main Tire (2): McCreary 5.00-5, 6-ply @ 30 psi
Main Wheel Bearings (4): Cleveland #214-00400
Nose Tire: Lamb 11.400-5, 6-ply @ 30 psi
Brake Lining (4) and Rivet (12): Cleveland 66-106
Battery (life 2-3 yrs): Concorde RG-25 (12V 21Ah)
ELT Battery (8) (life 3-4 yrs): Duracell MN1300
ELT Remote Panel Battery (life 4-6 yrs): Duracell PX28L
Pleated Vacuum Filter (change as needed): Rapco RAD9-18-1
Vacuum Regulator Garter Filter (as needed): Rapco RAB3-5-1
Alternator Belt (change as needed): Gates 7355
Wing Position Lamp (2): AeroFlash
Wing Strobe Tube: AeroFlash
8.2
LUBRICATION
Oil (change every 50 hrs): 5 to 7 qt 20W-50 AD
Oil Filter Element (change every 50 hrs max): Champion
CH48110
Hydraulic Fluid: per MIL-H-5606
Nose Gear Swivel Grease: High Temp Bearing Grease
Wheel Bearing Grease: High Temp Bearing Grease
Accessory Spline Grease: High Temp Bearing Grease
Rudder Pedal Pivot Grease: Lubriplate
Flap Tube Pivot Grease: Lubriplate
27
8.3
MAINTENANCE (Caution: Always look for corrosion,
leaks, loose fasteners, missing cotter pins/safety wire, chafing,
galling and/or other unusual wear. Ground mags before
working on prop and/or engine.)
50 hr
or 4 mths
Maintenance Schedule
Drain engine oil while hot. Send sample for analysis
Replace oil filter. Cut open & inspect.
Inspect & clean oil screen
Check & record brake fluid level
Empty & clean oil separator reservoir
Check integrity of:
Fuel & oil hoses
Primer system
Ignition system
Magneto P-leads & mounting bolts
Exhaust system & attachment h/w
Baffling/plenum
Firewall forward wiring
Engine mount bolts
Cooling blast tubes
Firewall seals
Cowling, check hinge condition
Inspect & lubricate:
Throttle & mixture linkages, check & lubricate
Carb heat door & control
Oil cooler door & control
Check alternator belt condition & tension
Check tires for wear, rotate/replace as necessary
On test flight, log engine data
28
Remove plenum cover
100 hr
or 12 mths Clean, inspect, regap, rotate spark plugs Rotate top to
bottom, swapping 1&4, 2&3 for mag polarity
Inspect & clean gascolator screen
Drain carb, inspect & clean carb fuel inlet screen
Compression check on all cylinders
Check Magneto to Engine timing
Re-install spark plugs with new washers
400 hr
Replace spark plugs
500 hr
Magneto disassembly, clean & adjustment or exchange
Check magneto points for clearance at .018 +- .006
Inspect breaker felts for proper cam lubrication
29
Annual Condition Inspection
Note: a 100 hr inspection in the last 12 months is considered to be a
progressive part of the Condition Inspection
Annual
Remove, clean & inspect
Three external inspection covers
Empennage & wing root fairings
Aft baggage bulkhead
Seats & forward seat floor
Baggage sidewalls
One side of electric flap housing
Spinner, noting alignment marks
Wheel pants
Empennage
Check condition & security of HS & VS attachment
Inspect & lubricate with Lubriplate
Elevator rod-end bearings
Elevator center bearing
Elevator control push-rod end
Rudder rod-end bearings
Rudder cable attach points
Trim tab hinge & servo attachment
Check condition of surfaces & fairings
Check mounting & wiring for ELT & nav antenna
Wings
Check condition & security of fwd & aft spar
attachment
Check for fuel leakage in wing root area
Check security of fuel connections & sender wiring
Inspect & lubricate with Lubriplate
Aileron bearings
Aileron control rod-end bearings
Aileron bell-crank bearing & rod-ends
Auto-pilot control rod-ends
Flap hinge & control rod
Check pitot mounting, wiring & tubing
Check auto-pilot servo mounting
Check security of internal wing wiring
30
Landing Gear
Remove main wheels, clean & repack bearings
Check brake pad wear (3/16" new, 1/10" replace)
Check brake calipers & lines for leakage
Remove nose wheel, clean & repack bearings
Grease the nose gear swivel joint
Check nose gear break-out torque 22 ft lbs
Propeller
Check security of mounting bolts & safety wire
Check condition of prop & spinner
Fuselage external
Clean belly
Check mounting of transponder & com antenna
Check fuel vents clear
Check static ports are open
Check steps mounting & condition
Check windshield mounting & condition
Sliding Canopy
Check general condition
Check & lubricate track wheels (Lubriplate)
Check rear mounting blocks & pins
Check & lubricate latch mechanism (Lubriplate)
31
Fuselage internal
Inspect & lubricate with Lubriplate
Elevator push rod bell-crank bearing & rod-ends
Elevator pushrod forward rod-end
Control stick bearings
Aileron control rod-end bearings
Aileron trim assembly
Flap control rod-ends
Flap motor assembly bearings
Flap control weldment UMHW bearings
Rudder pedal weldment UMHW bearings
Rudder cable attach points
Brake pedal bolts
Check seat belt condition & mounting points
Check braking system plumbing condition
Check main spar bolt security
Check landing gear mounting bolts
Check fuel system plumbing condition
Check condition of control stick wiring
Check ELT mounting & wiring
Check ELT operation & battery expiry dates
Check fire extinguisher mounting & condition
Check battery mounting, condition & wiring
General
A.D.s complied with
Van's service bulletins complied with
Registration, Airworthiness Certificate, Operating
Limitations
Logbooks up to date
2 Yrs
Pitot/static & transponder certification
Log entry:
"I certify that this aircraft has been inspected on (date) in accordance
with the scope and detail of Appendix D of FAR Part 43 and found to be
in a condition for safe operation."
32
8.4
SERVICE SCHEDULE
C=CLEAN
R=REPLACE
L=LUBE
I=INSPECT
[TASK]
ENGINE OIL/FILTER
SPARK PLUGS
AIR FILTER
SCREENS
OIL SEPARATOR
BATTERY
VALVE WOBBLE SB
STRAINERS
OIL COOLER
100
R
C
C
C
C
200
R
C
C
C
C
300
R
C
R
C
C
R
400
R
R
C
C
C
I
I
S=SERVICE
[ OPERATING HOURS ]
500 600 700 800 900 1000 1100
R R R R R
R
R
C C C R C
C
C
C R C C R
C
C
C C C C C
C
C
C C C C C
C
C
R
R
I
I
I
33
RV-6A N86CG Check Lists
12-Feb-01
BEFORE STARTING
ENGINE RUN-UP
All Switches Off
Master On, Fuel Pump On
Check Gascolator for Water
Fuel Pump Off, Master Off
Check Wing Drains for Water
Check Control Pivot Bolts
Rudder Cable Bolts
Check Oil Level > 6 qts
Seat Belts Fastened
Run-up to 1700 RPM
Check Mags <100 RPM Drop
Check Carb Heat
Check Voltage & Suction
TAKE-OFF
Canopy Closed & Locked
Check Flaps Up
Flaps 10 deg for Short
Field
Set Altimeter, DG & AH
AutoPilot Off
Set Elevator & Aileron Trim
Controls Free & Correct
Fuel Pump On
On Runway:
Strobes, Heading Indicator
Transponder, Time
Full Throttle ~ 2200 RPM
Lift Nose Wheel at 55 Kts
Climb Out at 110 Kts
Fuel Pump Off when Level
Cell Phones Off
Fasten Seat Belts
Select Full Tank
Check Alternator Breaker
Mixture Fully Rich
Master On
Fuel Pump On, Prime 4 secs
Fuel Pump Off
Set Throttle ¼” Open
Clear Area
Mag Switch to Start
AFTER STARTING
Avionics Switch On
Set 1000 RPM
Check for No Engine Alarms:
Oil Pressure 60-70 PSI
Voltage 14 volts
Fuel Pressure 4-6 PSI
Vacuum 4-6 inches
Strobes & Nav Lights if
Needed
Headsets On
Radios On – Set Frequencies
Transponder to Standby 1200
Skymap IIIC On
Flaps Up
SPEED
Never Exceed
Max Cruise
Maneuvering
Flaps 40 deg
Best Glide: 800 fpm
Vy Max Climb Rate
Vx Max Climb Angle
Vs Stall - Clean
Vso Stall - Landing
Vne
Vno
Va
Vfe
34
KIAS
182
157
117
87
80
75
65
47
42
BEFORE LANDING
ENGINE FIRE ON GROUND
Landing Light On
Fuel Selector to Fullest Tank
Fuel Pump On
Mixture Fully Rich
AutoPilot Off
Carb Heat On
Throttle to 1200 RPM
Flaps Down 20 deg at 85 Kts
Approach at 70-75 Kts
Flaps as Necessary
60-65 Kts over Threshold
Hold the Nose Off
Continue Cranking
If Engine Starts:
1700 RPM for Two Minutes
Shutdown & Inspect
Engine Fails to Start:
Throttle Fully Open
Mixture to Idle Cut-off
Continue Cranking
Use Fire Extinguisher
ENGINE FIRE IN FLIGHT
Mixture to Idle Cut-off
Fuel Selector Off, Master Off
Cabin Heat & Air Off
AFTER LANDING
Fuel Pump Off
Carb Heat Off
Flaps Up for Taxi
Landing Light Off
Transponder to Standby
Slide Canopy Open
ENGINE FAILS IN FLIGHT
Airspeed 80 Kts (~800 fpm)
Fuel Pump On, Switch Tanks
Carb Heat On
Mixture Fully Rich
Mags – Both, Left, Right
Transponder 7700
Turn Downwind – 80 Kts
Look for Landing Site
SHUTDOWN
Flaps Down for Exit
Avionics Off
Throttle to Idle
Mixture to Idle Cut-off
Mags Off, All Switches Off
Master Off
RPM
OilT
OilP
CHT
NORMAL
500 - 2700
165 - 220°°F
50 - 90 psi
350 - 435°°F
FORCED LANDING
Airspeed 80 Kts
Fuel Off, Mags Off, Master Off
AEROBATICS
LIMIT
2700
245
40-99
500
1375 lbs Max Weight, 75.3 aft
CG
-3G to +6G limits
Aileron Roll: 145 Kts, 30°° up
Loop:
145 Kts, 3G
Chandelle:
35
10.0
EQUIPMENT LIST
Description
Airframe
Aircraft Kit
Brake Master Cyls
Brake Calipers
Main Tires
Nose Wheel Tire
Firewall Forward
Engine
Propeller
Engine Mounts
Electric Fuel Pump
Gascolator
Carburetor
Magneto (left)
Magneto (right)
Spark Plugs
Starter Motor
Alternator
Alternator belt
Regulator
OV Crowbar
Exhaust System
Oil Cooler
Vacuum Pump
Vacuum Regulator
Vacuum Filter
Oil Filter
Air Filter
Oil Separator
Manufacturer
Model
Serial #
Supplier
Van's
Matco
Cleveland
Aerotrainer
Lamb
RV-6A QB
3091
30-9
5.00-5
11 x 4.00-5
(35 psi)
(35 psi)
Van's
Van's
Van's
Van's
Van's
Lycoming
Sensenich
Barry Controls
Facet
O-360-A1A
72FM8S9-1(83)
94011-20
40108
Precision Airmotive
Slick
Slick
Champion
SkyTech
MA4-5
4373
9020027
REM40E
149-12LS
F2L-689917
Gates
7355
Aero Electric
High Country
Positech
Rapco
Rapco
Rapco
Champion
K&N Engineering
S/S Cross-over
4211 MN
RA2H3-12
RA1J7-1
CH48110
Re-usable
36
L-36691-36A
99-0124
153-04
Van's
Van's
Van's
Van's
Van's
Van's
Van's
Van's
A/C Spruce
Van's
Van's
Parts Center
Van's
Aero Electric
Van's
Van's
A/C Spruce
A/C Spruce
A/C Spruce
Van's
Van's
Wicks
Electrical Systems
Elevator Trim
Trim Governor
Heated Pitot
Strobes/nav lights
Landing/taxi lights
Primer Solenoid
Master Solenoid
Starter Solenoid
Fuse Blocks
Ignition Switch
Misc switches
Battery
Light Dimmer
Defrost fans
Concorde
Aero Electric
Radio Shack
Flight Instruments
Airspeed Indicator
Altimeter
Falcon
United
MAC
Matronics
Aeroflash
Duckworks
Parker
Bussman
ACS
Van's
Van's
Gretz
Cleaveland
Van's
B2DX62
A/C Spruce
24115
Van's
24022
Van's
20 fuse model (2)
Aero Electric
A-510-2
Van's
Aero Electric
RG-25
CBC 350888
Van's
DIM15-14
Aero Electric
273-243B 0.16A 3" DC brushless Radio Shack
Mk III
AN5812-12
156-0049
GM300187
VSI
Attitude Indicator
Directional Gyro
Turn Coordinator & A/P
Vacuum Gauge
Compass
United
Sigma-Tek
Sigma-Tek
Navaid Devices
Rapco
SIRS
ASIT21K
ASI99110008
IF 5934PD-3
408108
A130
IF 7030
288740
5000B-42
T70056M
4000B-30
T55880K
AP-1
1784
5001
10139
Navigator NV-2F
Engine Instruments
Engine Monitor
Fuel Flow Sensor
Fuel Gauge
Fuel Level Sensors
Grand Rapids
Flowscan
Electronics Int.l
Stewart Warner
EIS-4000
1012
201
FL-2R
38886
385B-F & 385C-F
Misc Instruments
Clock
G Meter
Astro-Tech
Century
LC-2
37
54786
Van's
Van's
Van's
A/C Spruce
A/C Spruce
Navaid
A/C Spruce
A/C Spruce
Grand Rapids
Grand Rapids
Van's
Van's
A/C Spruce
A/C Spruce
Avionics
Audio Panel
GPS moving map
Nav/com
Transponder
Altitude encoder
ELT
RST Engineering
Skyforce
UPS
UPS
Ameri-King
ACK
RST-565 kit
Skymap IIIC
SL30
SL70
E-01
TR1295
34274
RST
Chief
Van's
Van's
Van's
Van's
8x Duracell MN1300 'D' cells (Mar 2004) [Change 2 yrs]
VHF Com Antenna
VOR/Loc/GS Antenna
Interior
Upholstery
Seat Belts
Panel Labels
Fire Extinguisher
Firewall insulation
Floor insulation
Carpet
Paint
Wash primer
Primer, spray-can
Steel topcoat
Interior enamel
Engine mount
Panel lacquer
Exterior paint
Exterior paint
Exterior paint
Miscellaneous
Pitot & static tubing
Pitot to tygon tube
fittings
Engine hoses
Gear leg fairing, nose
Gear leg fairings,
main
Wheel Pants
Comant
Comant
CI-122
CI-158C
DJ Lauritsen
Pacific Aero
Avery
PAH-212-02
Clear labels
8667
Halon 2.5lbs
H&R
Divinycell
H45
Dark Gray
Sherwin-Williams P60G2/R7K44
Sherwin-Williams
GBP 988
Sherwin-Williams G2-W103 white
Valspar
Dupli-Color
Valspar
Imron
Imron
Imron
21934 gray
DH 1604 white
Semi-Gloss
8051
White 7372
Turquoise 94121
Blue K9740
AN818-4D
Tygon
1/4" Al tube
Aeroquip
Tracy Saylor
Team Rocket
A/C Spruce
A/C Spruce
1/2" x 1 3/4"
3/4" fire resist
Central Av
Central Av
Central Av
3/8" OD 1/4" ID
AN818-4D
Pressure recovery
38
A/C Spruce
Orndorff
A/C Spruce
Orndorff
Self etch
S-W
Self etch
S-W
Acrylic
S-W
ena
mel
Enamel
Fleet Farm
High temp 1200'F
Lacquer
Fleet Farm
AE-466
Van's
Cleaveland
Pacific Aero
Office Max
A/C Spruce
AN807-4D
Herber
Tracy Saylor
Team Rocket
Van's
Engine Hoses & Fittings
Engine to oil cooler
Oil cooler to engine
Engine to oil pressure
sender
Firewall fuel to gascolator
Gascolator to fuel flow
sensor
Flow sensor to mech fuel
pump
Fuel pump to carb
Fuel pump T to pressure
sender
Fuel pump vent
Gascolator to primer valve
Primer valve to cylinders
Hose type
AE466-8
AE466-8
AE601-4
3/8" Al (firesleeved)
3/8" Al (firesleeved)
Hose ends
straight, strt
straight, strt
straight, strt
Fittings
AN823-8 (45°)
AN823-8 (45°)
AN816-4 restrict
Fittings
AN823-8 (45°)
AN823-8 (45°)
AN822-4 (90°)
2x 816-6D
2x 816-6D
AN833-6D (90°)
AN823-6D (45°)
AN822-6D
AN816-6D
AN816-6D
KB-090 (90°)
AE466-6
8 1/2"
straight, strt
AE466-6
AE601-4
13 1/2"
22"
45 deg, strt
straight, strt
1/4" fuel hose
1/4" Al (firesleeved)
1/8" Cu
Breather to separator
Oil separator vent
Oil separator drain to
dipstick
3/4" heater hose
3/4" heater hose
3/8" fuel hose
MAP to firewall manifold
Firewall to MAP module
AE601-4
3/16" OD Nylaflo
Tach drive cap
Length
8 3/8"
18 3/8"
16"
KB-090-T (90°) AN822-6D (90°)
AN822-4 (90° AN822-4 (90°)
rst)
AN842-4 (90°)
2x AN818-4
AN816-4D
AN822-4D (90°)
7x AN818-2
AN816-2D
2x AN804-2 (T)
3x AN4022-1
3x AN800-2
3x AN805-2
0711-158
16"
Avery Tools
39
straight, strt
AN816-4 restrict
268P-03X02
AN822-4 (90°)
push-on
High Current Wiring
Lengt
awg
End 1
End 2
Battery -ve to Ground block
Battery +ve to master (in)
28
11
2
2
0.3125
0.3125
0.3125
0.3125
Master (out) to Starter relay
Starter relay to starter motor
12
36
2
2
0.3125
0.3125
0.3125
0.3125
Engine ground to ground block
31
2
0.25
0.3125
Alternator to 80A fuse
80A fuse to starter relay
11
16
4
4
0.25
0.25
0.25
0.3125
Master (out) to main fuse bus
~48
4
0.3125
0.1875
Master (out) to maxi-fuse (30A)
Maxi-fuse to Avionics switch
Avionics switch to diode
Diode to Avionics fuse bus
~6
~48
~36
~6
8
8
8
8
0.3125
0.1875
spade x2
spade
0.1875
spade x2
spade
0.1875
Master (in) to maxi-fuse (30A)
Maxi-fuse to alternate Avionics switch
Alternate Avionics switch to diode
Diode to Avionics fuse bus
~6
~48
~36
8
8
8
As above
0.3125
0.1875
spade x2
0.1875
spade x2
spade
40
11.0
TORQUE TABLES
11.1
STANDARD TORQUE VALUES
Nuts & Bolts (AC 43.13-1B)
Fine Thread
8-36
10-32
1/4-28
5/16-24
3/8-24
7/16-20
Coarse Thread
8-32
10-24
1/4-20
5/16-18
3/8-16
7/16-14
MS20365 & AN310 nuts
12-15
20-25
50-70
100-140
160-190
450-500
MS20364 & AN320
7-9
12-15
30-40
60-85
95-110
270-300
12-15
20-25
40-50
80-90
160-185
235-255
7-9
12-15
25-30
48-55
95-100
140-155
AN818 flared fitting (AC 43.13-1B)
Fitting dash number size
-2
-3
-4
-5
-6
-8
Tubing OD
1/8
3/16
1/4
5/16
3/8
1/2
Al tubing
20-30
25-35
50-65
70-90
110-130
230-260
Steel tubing
75-85
95-105
135-150
170-200
270-300
450-500
Hoses (Sacramento Sky Ranch)
Fitting dash number size
-3
-4
-5
-6
-8
Tubing OD
3/16
1/4
5/16
3/8
1/2
Thread
3/8-24
7/16-20
1/2-20
9/16-18
3/4-16
25-35
50-65
70-90
110-130
230-260
Pipe thread engine plugs (Lycoming SSP1776)
NPT
Steel
1/8-27
40
1/4-18
85
3/8-18
110
1/2-14
160
41
Al?
11.2
SPECIAL TORQUE VALUES
Spark plugs
Oil Filter
Carb drain plug
Exhaust attach nuts
Exhaust attach (blow-proof
gasket)
Hose clamps (worm)
Carb mounting bolts
Starter motor mounting bolts
Starter motor power cable
Alternator mounting bolts
Nose wheel axle bolt
Main wheel nuts
Lord engine mount (7/16"?)
Prop bolts (1/2”)
Rocker Covers
Fuel Inlet Screen
420
240
144
160-180
100-140
20
100
50-60
Lycoming SSP1776
Lycoming SSP1777
Lycoming SSP1778
Bingelis - Engines
Vetterman
Bingelis - Engines
Sky-Tec
Sky-Tec
84
Scott McDaniels
Torque 600 in/lbs, back off & retorque 120180
450-500
Paul Snyder, Lord
720-780
Sensenich
20-25
35-40
42
12.0
Aircraft Systems & Wiring Diagrams
43
44
45
46
47
48
49
50
51
52
53
54
End of Operating Manual.
55