Hi Tom,
This is not to scold you, just to suggest a different perspective. I
think I understand the feeling behind your post, because in subject
areas where I am knowledgeable (which does *not* include mechanics,
LOL), I sometimes find it difficult to project back to a time when I
wasn't.
While I agree that wise aircraft owners should have copies of the TC
and Service Bulletins, etc., I would just like to add a word in
mitigation of those who ask questions that to your experienced eyes
could be answered by reference to written materials (for shorthand's
sake, "we who ask the dumb Qs"). While I bought the bound set from
Skyport as soon as I got my 'Coupe, and downloaded from the Internet
a copy of the Type Certificate as soon as I heard what a TC *is*, I
did not commit all of them to memory at first reading -- and even if
I had, I wouldn't have understood 95% of it, nor been able to
remember in which book I saw what. Over the 16 months I have now had
my 415-C, I have probably read through the TC a score or more times,
but that was usually prompted by someone telling me (or another
poster) that the answers (to our dumb Qs) were in *it*...as opposed
to: in the FARs, the SBs, the Parts Catalog, the Service Manual, the
'46 Ercoupe Instruction Manual, or somewhere else. Only now, am I
*beginning* to get a feel for where to look for stuff. Add to that
the fact that my 415-C owners' materials are based on a C-75 engine
(and my 'Coupe has a C-85), so there's also a Continental manual to
consider, with sometimes different answers than my 'Coupe book, and
the performance data (when any exist) differ for Cs, CDs, Ds, etc.,
and mine now has the gross-wt. STC, which requires rigging more like
a D than a C, and while the interrelationship of all these sources,
and how to prioritize what they say, may be obvious to an A&P or A.I.
or even an experienced tinkerer, it sure isn't to ALL of us.
It sometimes takes a newbie a while, Tom, and some of us may be
starting from as little mechanical knowledge as I was (which is to
say, zip). I'm sure none of us hold your grumpiness against you --
especially not since you were so considerate as to acknowledge it up
front -- but I would just like to gently encourage you to please
remember the newbies among us, and think of us gently, when you're
feeling irritated by what we don't yet know. Sometimes that
ignorance does include even where to go look for the answers. The
patience and generosity of those on this list who have taken their
time, to point me the right way, has been priceless. You are right
that "more knowledgeable owners might solve [the Qs]
themselves"...but, very simply, not all of us are knowledgeable
enough (yet! <grin>)
Thanks for your consideration :)
Linda
N3437H (Sky Sprite)
L.A.
9. Eb\ngine oil, Vacuum pumps et al
Posted by: "THOMAS COOK" [EMAIL PROTECTED] couper3989h
Date: Thu Jan 31, 2008 6:39 pm ((PST))
Excuse my grumpiness but I just came home from a day of working on
Apaches, Bonanzas, Forneys and, yes, Ercoupes to find more than 35
messages pertaining to items that I wonder if more knowledgeable
owners might solve themselves if they had the proper reference
materials. I am a firm believer in owners knowing as much as they can
about the airsraft they fly and I try to promote this in all of the
owners I deal with.
EXAMPLES"
Engine Oil, FAA and the oil companies agree that oil of the same
type is interchangeable,ie, petroleum or synthetic. The multi weight
oil meets all engine specificatios and works well here in Phoenix as
well in the cold areas.
VENTURIS If I had an O-200 I would be usung a vacuum pump for
primary and an electric [EMAIL PROTECTED] for backup. This is what I used for
many
hours im my IFR multiengine plane. However I would not use my Ercoupe
in IFR due to low power/slow speed icing, ans turbelence. (my opinion)
GENERATOR 35 amps is better than 12 but the Type Certificate Data
Sheet specifies a 12 amp generator. If you change this it requires an
Supplementarl Type Certificate(STC) or a field approval. If your
mechanic/IA says differently,check with your local FSDO.I feel that
an alternator is a better choice because it puts out higher current
at a lower RPM than the generator.Remember that the generator
requires a voltage regulator which is also listed for the aircraft.
QUESTIONS: Some of the question asked may be answered if each
owner had the following documents:
Type Certificate Data Sheet---Describes the aircraft and equipment
Ercoupe Service notes and Letters
Some of the questions asked could be addressed in these reference
manuals. Some basic changes I have seen suggested here in this forum
may require FAA approval,such as changes to the generating system or
even adding washers to raise the main gfear to raise the tail height
I am not being critical of any questions or comments, just adding
my viewpoint as an A&P/IA and having to deal with FAA on some of
these issues. As an owner you are not authorized to make changes to
the design data TCDS for your aircraft without approval.
I hope my comments do not upset anyone because I feel that all
responsible aircraft owners will want to know as much about their
airplane and equipment as possible. I try to impart as much of this
feeling to my customers as I can.
Tom Couper3989H
