Saf-Air recently released an adaptor that allows you to add a quick drain to an AN fitting. My oil cooler has a tee fitting at the lowest point that I installed a cap on, but draining the oil from this point was always a bit of a pain. The adaptor lets me replace the cap with a quick drain that I can attach a hose to.
Unfortunately, my oil cooler was too close to the firewall for me to install it directly on the tee, so I needed to add a 90º fitting to point the assembly downward. I assembled the pieces on the bench since it was much easier to safety wire this way.
I then installed the assembly to the tee on the lower port of the oil cooler.
The quick drain points slightly forward and nicely clears the engine mount and brake line.
During the flight back from Oshkosh, my buddy and I hit some massive clear-air turbulence west of Salt Lake City. We slammed our heads on the canopy and then the plane pitched up nearly 45º. It was a little hard to tell how much of the diversion from level flight was caused by the turbulence vs. my instinctual response of pulling on the stick when we hit the initial negative-G, but we ended up reading a peak of 6.1 on the G meter. Fortunately, we were low on gas since we were near the end of our leg, so we only weighed about 1,670 lbs.
A quick call to Van’s technical support confirmed what I was already assuming: these planes are strong and I’m unlikely to have damaged anything. They asked me to remove the wing-root fairings and empennage fairing and look for any wrinkled metal. Assuming none was found, fly on!
I pulled both wing-root fairings (unfortunately stripping two phillips screws in the process), and gave everything a thorough inspection. Everything looked a perfect as the last time I have the fairings off, so I buttoned everything back up. The structure here is really beefy, so I really wasn’t expecting to find anything in this area.
While the tail is certainly quite strong, is needs to be quite light. That necessitates using much thinner structure back here. While I wasn’t too worried about the wing roots, I was a little more concerned about the tail. I spent extra time here just to be safe, but like the wings, everything here looked perfect.
I buttoned everything back up and took off for a formation flight with a couple of buddies. These really are amazing aircraft, and it’s good to have reassurance of just how strong they really are!
I had an IPC & BFR the other night and my new heater valve was stuck slightly open. It was a warm night, and hot air blowing on my feet was pretty miserable. Since I’m leaving for Oshkosh in less than a week, I really wanted to fix this before flying across the hot midwest.
Unfortunately, getting to the heater valve requires pulling out most of the forward interior, seat pans, doghouse and tunnel cover. Once I was in there, it was about a two minute fix to determine what was sticking and fix it. The corner of the lower door flange was digging in to the bottom of the heater valve. A very slight bend of the lower flange fixed the issue nicely.
I wrapped up the heater valve swap by reconnecting the SCAT tubing and control cable and then reinstalled all of the interior aluminum covers and seat pans. Before reinstalling the cowl, I checked the breather vacuum valve in case I needed to clean it. I’ve been checking this every oil change and it never seems to get worse than this.
Before reinstalling the interior, I needed to swap the ADS-B module. Dynon recently contacted me about swapping this because they apparently found a hardware defect and they want to replace all of the units in the field. Although I don’t relish removing all of the interior and baggage wall to get to this, I don’t mind since I really appreciate how proactive Dynon is about resolving issues like this.
The new unit is identical from the outside, so it’s a trivial swap (unlike when I swapped from the SV-ADSB-470 to the SV-ADSB-472).
I recently noticed that my cabin heat wasn’t working. After a quick inspection, I realized the control arm on the heater valve had broken off of the flapper valve. The valve is a stainless steel unit from Plane Innovations which I upgraded to because I wanted to keep all steel components on the firewall. I emailed the company about the best way to repair the valve and they rushed out a new one free of charge. I wish more companies had this kind of customer service.
Unfortunately, getting the old valve out requires pulling a substantial amount of the interior out. The heater valve is behind the tunnel cover which is under the fuel pump cover. The fuel pump cover sits under the forward seat pans, so the seats and carpets need to be removed.
My son helped me remove the nuts holding on the heater valve. This is one of the few items that regrettably I didn’t attach to the firewall with nutplates. It would have made replacing it far easier. Unfortunately, adding nutplates now is virtually impossible, so we just bolted the new one on the same way.
Here’s the failed heater valve. The spot welds simply failed due to the high vibration around the firewall. The new valve has five spot welds instead of four, but I’m not optimistic this will prevent this from happening again.
I wrapped up the condition inspection today. It was too dark to take it up for a test flight, so I’ll have to do that later. Other than the few things I mentioned, I didn’t find anything wrong.
Fortunately, I was able to pop off the extra glass and flox mixture I used for the gear leg fairing attachment.
I then fabricated and epoxied some 0.063″ aluminum strips onto the fairings. I curved the upper ends to follow the curvature of the gear legs.
I drilled some extra holes in the strips and then countersunk them so that the epoxy would flow through and help lock the strips to the fairings. After the glue cured, I sanded everything flush with the strips.
One of the fiberglass ears at the top of the gear leg fairings broke off on the left fairing.
The one on the right is cracked all the way through and is likely to break soon.
I had used electrical tape to hold the brake hose to the gear leg. This broke in most of the spots, so I took it all off. I didn’t get a picture of it, but I just wrapped the electrical tape around the gear leg and then used some zip ties to secure the brake hose.
I pulled the tailwheel fork off to clean and lubricate it. While it was off, I swapped the control arm with one that has a hole for a tie-down hook.
I cleaned out the coking that occurs in the check valve that dumps into the exhaust pipe. It was maybe 20-30% blocked and is easily scraped out.
Since I added the tee into the breather line to add an extra check valve as a safety measure, the hose clamp on the upper side of the tee was rubbing against the engine mount. I shortened the hose below the tee to get the hose clamp to clear the mount.
This allowed me to just use the adel clamps to secure the check valves to each other and to the hose. You can also see that I painted the place on the engine mount that was scratched.
One of the two welded brackets for the heat shield near the alternator also broke. I’ll have to order another one of these.
It’s been a long time since I updated the blog, and I’m trying to fix that. I have around 157 hours on the plane now and it’s time for its second condition inspection. I know it’s Valentine’s Day, but Jenn had a bunch of work to do today, so she joined me at the airport while I got started.
I started by draining the oil.
While the oil was draining, I inspected the engine and baffles. Surprisingly, one of the baffle attachment bolts on the #4 cylinder was missing. Fortunately, this didn’t seem to cause any problems (likely because the plenum keeps everything from moving).
One odd thing I noticed was that a couple of pieces of the chrome plating on the #2 cylinder’s intake valve pushrod cover flaked off. This is just cosmetic, but it’s peculiar that it happened and only happened in just this one little spot.