And sometimes even the TCDS is not always correct. Question: If your 415C "under TCDS A-718" is converted to a C-85 is the starter still legal? Bill
To: [email protected]; [EMAIL PROTECTED]: [EMAIL PROTECTED]: Tue, 5 Feb 2008 01:04:25 -0800Subject: [ercoupe-tech] Eb\ngine oil, Vacuum pumps et al 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 :)LindaN3437H (Sky Sprite)L.A.9. Eb\ngine oil, Vacuum pumps et alPosted by: "THOMAS COOK" [EMAIL PROTECTED] couper3989hDate: 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 equipmentErcoupe Service notes and LettersSome 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 heightI 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 _________________________________________________________________ Need to know the score, the latest news, or you need your Hotmail®-get your "fix". http://www.msnmobilefix.com/Default.aspx
