34V flys

[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.

[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 jail....

I stand by my actual comment.

Want to explain ?

[Greg Bockelman]

Maybe you guys should take this private.

[T. C. Downey]

Maybe you guys should take this private.

No, I'm simply done.

[c170b53]

You kidding? ... Stuff like this is golden!

0-300 has a brick solid lower end

I'm thinking most 65 year old lower ends of anything have problems every now and then.
And yes I'm not kidding
Tom in his opinion thinks the bottom ends are solid and it's fair to say most would agree with him but then again maybe someone like Steve Grimsley may have a new perspective on the subject.
We had at work once a new older crew chief announce to the crew " things are going to change here" . Of course they never did but we often enjoy making the announcement.

[T. C. Downey]

Ok, let's get back to 34V taking to the air again and lets see some pics Tom!!!

The pictures from my camera will not load here. It always gives me a message that the file is too large.

[Ryan Smith]

Tom,

If you would like to email them to me, I can resize them to post. My email address is smaragdz (at) comcast (dot) net.

[hilltop170]

Tom-
Email the pictures to yourself then save the emailed pictures, they will work. Kind of a hassle but picture file sizes are so big these days they have to be reduced.

[T. C. Downey]

Or, you could just go to my FB page and see them.

[GAHorn]

I'd love to see them but I simply don't do FB for lots of reasons.

[T. C. Downey]

I'd love to see them but I simply don't do FB for lots of reasons.

Then the alternative is ?

[GAHorn]

Email them to yourself....*that will resize them to the size you can post them here).... then post them here.

[T. C. Downey]

Email them to yourself....*that will resize them to the size you can post them here).... then post them here.

Tried that, didn't work.
The image must be at least 0 pixels wide, 0 pixels high and at most 2000 pixels wide and 2000 pixels high. The submitted image is 2048 pixels wide and 1152 pixels high.

SSDD