34V flys

[GAHorn]

Well, Tom, to answer your question.. my post gave the specifics on how to identify the proper spring. It's blue. (added: or has a blue identification spot painted on it, if it's the latest revision.) It has a specified strength at a specified length. Using that information, one can reliably determine if they have the correct spring.

If they have the correct spring and yet the oil pressure is not correct...then one can look for the trouble elsewhere.

But if one simply finds a spring of unknown pedigree...tries it out...and wrong pressures result... Then one is still stuck with the same problem as before: Is it the spring? or something else. And that's why I posted the specifications.

Why do you seem to disparage letting folks know these things? (or am I misunderstanding something in your seeming disdain for my having posted the info?)

[T. C. Downey]

Well, Tom, to answer your question.. my post gave the specifics on how to identify the proper spring. It's blue. It has a specified strength at a specified length. Using that information, one can reliably determine if they have the correct spring.

If they have the correct spring and yet the oil pressure is not correct...then one can look for the trouble elsewhere.

But if one simply finds a spring of unknown pedigree...tries it out...and wrong pressures result... Then one is still stuck with the same problem as before: Is it the spring? or something else. And that's why I posted the specifications.

Why do you seem to disparage letting folks know these things? (or am I misunderstanding something in your seeming disdain for my having posted the info?)

Your theory goes a rye when you realize all new springs are not perfect. I just had a new spring that was installed at overhaul fail in less than 1 hour run time. the next new spring fixed it.

[GAHorn]

...Your theory goes a rye when you realize all new springs are not perfect. I just had a new spring that was installed at overhaul fail in less than 1 hour run time. the next new spring fixed it.

<Good-natured-ribbing-follows>

Must be the workmanship, heh?

[T. C. Downey]

...Your theory goes a rye when you realize all new springs are not perfect. I just had a new spring that was installed at overhaul fail in less than 1 hour run time. the next new spring fixed it.

<Good-natured-ribbing-follows>

Must be the workmanship, heh?

Workmanship is all about following the book, doing procedures given there, I just checked and could not fine your procedure here

http://www.tcmlink.com/pdf2/maintenance ... x30013.pdf

[GAHorn]

[...
Workmanship is all about following the book, doing procedures given there, I just checked and could not fine your procedure here

http://www.tcmlink.com/pdf2/maintenance ... x30013.pdf

Workmanship is also all about knowing where to look for data. Check that same manual, page 41 of the "Table of Limits".

SPRING PRESSURES
- Oil pressure relief valve
Part No. 631706 <edit> superceded PN 637083
Wire Dia. . .041 In.
Compress to Min. 1. 56 In. Max 6. 06
Max. Min. Lbs. 6.31 5.75

[c170b53]

Your theory goes a rye

Tom, I'm thinking that's a Newfie bet. Now this all makes sense.....

[T. C. Downey]

\
Workmanship is also all about knowing where to look for data. Check that same manual, page 41 of the "Table of Limits".

SPRING PRESSURES
- Oil pressure relief valve
Part No. 631706 <edit> superceded PN 637083
Wire Dia. . .041 In.
Compress to Min. 1. 56 In. Max 6. 06
Max. Min. Lbs. 6.31 5.75

And where does that tell you to do your routine? of compressing it on a stick?

Remember you must sign your name to return this maintenance to service IAW 43, which requires a description of work completed or approved data, Never place a statement in a Maintenance record that can cause you trouble later. Breaking a safety wire, backing off a big nut, removing and replacing a 2 buck spring ain't worth loosing your certificate over.

[T. C. Downey]

Your theory goes a rye

Tom, I'm thinking that's a Newfie bet. Now this all makes sense.....

That must be some kind of Canadian humor that escapes me, A rye = Awry
Never kill the messenger because he can't spell.

[c170b53]

If you haven't been to the "Rock" you simply haven't lived. Likely some of the nicest people in the world. And rye, we try from time to time.

[GAHorn]

\
Workmanship is also all about knowing where to look for data. Check that same manual, page 41 of the "Table of Limits".

SPRING PRESSURES
- Oil pressure relief valve
Part No. 631706 <edit> superceded PN 637083
Wire Dia. . .041 In.
Compress to Min. 1. 56 In. Max 6. 06
Max. Min. Lbs. 6.31 5.75

And where does that tell you to do your routine? of compressing it on a stick?

Remember you must sign your name to return this maintenance to service IAW 43, which requires a description of work completed or approved data, Never place a statement in a Maintenance record that can cause you trouble later. Breaking a safety wire, backing off a big nut, removing and replacing a 2 buck spring ain't worth loosing your certificate over.

Where does it say NOT to use something to gauge the amount of compression in the data? How else would YOU suggest
to compress it to that specific length and simultaneously measure it's force?

Tom, you can compress it any damn way you wish... the specification expects you to compress the spring...and measure the force. I've merely offered a simple, "down-and-dirty" way the average guy can judge whether or not he has the correct spring, as opposed to your suggestion that he stick whatever spring he has on-hand and hope the indicated pressure is within limits.... Now, you tell me, which is more valid?

I realize you like to play "stump the chump" in an effort to appear to be the only one who knows it all...but in case you haven't noticed
I'm an EXPERT at playing that game.
(If you really wanted to find fault with my suggestion it would have been far more professional to point out I did not specify a properly calibrated and documented scale.)

(I.E., Come on, Tom, either knock it off or make another suggested technique or tells us an approved method or find where TCM approves a method and make it known to the rest of us but quit wasting our time with petty come-backs. It really doesn't become someone with your talents.)

[johneeb]

If you haven't been to the "Rock" you simply haven't lived. Likely some of the nicest people in the world. And rye, we try from time to time.

Jim, never has a truer statement been uttered, here is a picture of me (red, white and blue one in foreground) and 5000 +or- friends who enjoyed the hospitality of the Gander folks on 911.

gander 911.jpg

[T. C. Downey]

\
Workmanship is also all about knowing where to look for data. Check that same manual, page 41 of the "Table of Limits".

SPRING PRESSURES
- Oil pressure relief valve
Part No. 631706 <edit> superceded PN 637083
Wire Dia. . .041 In.
Compress to Min. 1. 56 In. Max 6. 06
Max. Min. Lbs. 6.31 5.75

And where does that tell you to do your routine? of compressing it on a stick?

Remember you must sign your name to return this maintenance to service IAW 43, which requires a description of work completed or approved data, Never place a statement in a Maintenance record that can cause you trouble later. Breaking a safety wire, backing off a big nut, removing and replacing a 2 buck spring ain't worth loosing your certificate over.

Where does it say NOT to use something to gauge the amount of compression in the data? How else would YOU suggest
to compress it to that specific length and simultaneously measure it's force?

Tom, you can compress it any damn way you wish... the specification expects you to compress the spring...and measure the force. I've merely offered a simple, "down-and-dirty" way the average guy can judge whether or not he has the correct spring, as opposed to your suggestion that he stick whatever spring he has on-hand and hope the indicated pressure is within limits.... Now, you tell me, which is more valid?

I realize you like to play "stump the chump" in an effort to appear to be the only one who knows it all...but in case you haven't noticed
I'm an EXPERT at playing that game.
(If you really wanted to find fault with my suggestion it would have been far more professional to point out I did not specify a properly calibrated and documented scale.)

(I.E., Come on, Tom, either knock it off or make another suggested technique or tells us an approved method or find where TCM approves a method and make it known to the rest of us but quit wasting our time with petty come-backs. It really doesn't become someone with your talents.)

You really don't need to take that attitude with me GA, I've built and serviced these engine since I was a kid, you are not the sole authority on the 0-300. Your method is shade tree at best. I really do know how trouble shoot and repair an oil pressure problem, In the time it takes you find the measurement you are looking for I can replace the spring and test the system. I have overhauled 6 of the 0-200/0-300 engines in the past 12 months, all got new oil pressure regulator spring as they all do, simply because 99% of them fail visual inspection. You can measure the springs on a dowel and never produce the effect that encounters in service. The spring you measure on the stick will not be the same when encapsulated with the plunger and guide which allows the spring to collapse on itself inside the tube.
The overhaul manual does not give any method other than replacement to gain the pressure we are allowed to have. I charge by the hours and I really do not want my customers thinking that I would have them pay me to prove their old spring was bad when I could diagnose their oil pressure problem in minutes and maybe fix it at the same time.

[GAHorn]

Tom, I hate to remind you that anyone who owns an airplane can legally pull the relief spring out of his engine and not go to jai. How can an owner who's not overhauled 6 engines in the last 12 months know that some yea-hoo owner before him didn't pull a random spring out of his junk-box and substitute it for a broken spring?
How would you suggest that an owner who is troubleshooting his oil pressure problem determine whether or not he has the correct spring in his engine, other than to pull it out and inspect it against the specification in the TCM Ovhl Manual as to wire-gauge, length, and compressing it to determine it's relative strength?
I just want to know what you'd recommend because all I was trying to do was to help these guys with a simple bit of legitimate information and a simple test that didn't involve them hiring an A&P to come to wherever their airplane was broken and pay him to be a "parts replacer".

[T. C. Downey]

Tom, I hate to remind you that anyone who owns an airplane can legally pull the relief spring out of his engine and not go to jai. How can an owner who's not overhauled 6 engines in the last 12 months know that some yea-hoo owner before him didn't pull a random spring out of his junk-box and substitute it for a broken spring?
How would you suggest that an owner who is troubleshooting his oil pressure problem determine whether or not he has the correct spring in his engine, other than to pull it out and inspect it against the specification in the TCM Ovhl Manual as to wire-gauge, length, and compressing it to determine it's relative strength?
I just want to know what you'd recommend because all I was trying to do was to help these guys with a simple bit of legitimate information and a simple test that didn't involve them hiring an A&P to come to wherever their airplane was broken and pay him to be a "parts replacer".

FAR 43-Apendix A para ( c) items 1 thru 31 has what an owner can do, plus they can do any thing their A&P will allow under their supervision.

(c) Preventive maintenance. Preventive maintenance is limited to the following work, provided it does not involve complex assembly operations:

(1) Removal, installation, and repair of landing gear tires.

(2) Replacing elastic shock absorber cords on landing gear.

(3) Servicing landing gear shock struts by adding oil, air, or both.

(4) Servicing landing gear wheel bearings, such as cleaning and greasing.

(5) Replacing defective safety wiring or cotter keys.

(6) Lubrication not requiring disassembly other than removal of nonstructural items such as cover plates, cowlings, and fairings.

(7) Making simple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces. In the case of balloons, the making of small fabric repairs to envelopes (as defined in, and in accordance with, the balloon manufacturers' instructions) not requiring load tape repair or replacement.

(8) Replenishing hydraulic fluid in the hydraulic reservoir.

(9) Refinishing decorative coating of fuselage, balloon baskets, wings tail group surfaces (excluding balanced control surfaces), fairings, cowlings, landing gear, cabin, or cockpit interior when removal or disassembly of any primary structure or operating system is not required.

(10) Applying preservative or protective material to components where no disassembly of any primary structure or operating system is involved and where such coating is not prohibited or is not contrary to good practices.

(11) Repairing upholstery and decorative furnishings of the cabin, cockpit, or balloon basket interior when the repairing does not require disassembly of any primary structure or operating system or interfere with an operating system or affect the primary structure of the aircraft.

(12) Making small simple repairs to fairings, nonstructural cover plates, cowlings, and small patches and reinforcements not changing the contour so as to interfere with proper air flow.

(13) Replacing side windows where that work does not interfere with the structure or any operating system such as controls, electrical equipment, etc.

(14) Replacing safety belts.

(15) Replacing seats or seat parts with replacement parts approved for the aircraft, not involving disassembly of any primary structure or operating system.

(16) Trouble shooting and repairing broken circuits in landing light wiring circuits.

(17) Replacing bulbs, reflectors, and lenses of position and landing lights.

(18) Replacing wheels and skis where no weight and balance computation is involved.

(19) Replacing any cowling not requiring removal of the propeller or disconnection of flight controls.

(20) Replacing or cleaning spark plugs and setting of spark plug gap clearance.

(21) Replacing any hose connection except hydraulic connections.

(22) Replacing prefabricated fuel lines.

(23) Cleaning or replacing fuel and oil strainers or filter elements.

(24) Replacing and servicing batteries.

(25) Cleaning of balloon burner pilot and main nozzles in accordance with the balloon manufacturer's instructions.

(26) Replacement or adjustment of nonstructural standard fasteners incidental to operations.

(27) The interchange of balloon baskets and burners on envelopes when the basket or burner is designated as interchangeable in the balloon type certificate data and the baskets and burners are specifically designed for quick removal and installation.

(28) The installations of anti-misfueling devices to reduce the diameter of fuel tank filler openings provided the specific device has been made a part of the aircraft type certificiate data by the aircraft manufacturer, the aircraft manufacturer has provided FAA-approved instructions for installation of the specific device, and installation does not involve the disassembly of the existing tank filler opening.

(29) Removing, checking, and replacing magnetic chip detectors.

(30) The inspection and maintenance tasks prescribed and specifically identified as preventive maintenance in a primary category aircraft type certificate or supplemental type certificate holder's approved special inspection and preventive maintenance program when accomplished on a primary category aircraft provided:

(i) They are performed by the holder of at least a private pilot certificate issued under part 61 who is the registered owner (including co-owners) of the affected aircraft and who holds a certificate of competency for the affected aircraft (1) issued by a school approved under §147.21(e) of this chapter; (2) issued by the holder of the production certificate for that primary category aircraft that has a special training program approved under §21.24 of this subchapter; or (3) issued by another entity that has a course approved by the Administrator; and

(ii) The inspections and maintenance tasks are performed in accordance with instructions contained by the special inspection and preventive maintenance program approved as part of the aircraft's type design or supplemental type design.

(31) Removing and replacing self-contained, front instrument panel-mounted navigation and communication devices that employ tray-mounted connectors that connect the unit when the unit is installed into the instrument panel, (excluding automatic flight control systems, transponders, and microwave frequency distance measuring equipment (DME)). The approved unit must be designed to be readily and repeatedly removed and replaced, and pertinent instructions must be provided. Prior to the unit's intended use, and operational check must be performed in accordance with the applicable sections of part 91 of this chapter.

If you believe Item 23 applies and you can remove the regulator and replace the spring on an owner's return to service entry with out supervision, I think the FAA will disagree.

My best advice is, If an owner has an oil pressure problem, and doubts they have the proper spring, put a new one in it and quit doubting.

the 0-200/0-300 has a brick solid lower end, when it has been operating with proper oil pressure and it starts loosing that pressure slowly, it isn't the spring, When you have proper oil pressure at idle when cold, and it drops when the engine gets warm, it isn't the spring.
Pressure is, the resistance to flow, when that resistance goes away, the spring isn't going to put it back. A set of properly fitted new bearings will.

[GAHorn]

Tom, I hate to remind you that anyone who owns an airplane can legally pull the relief spring out of his engine and not go to jail....

I stand by my actual comment.