KR> "backup" panel guages?
Pat Sorry for the delay... I have followed the book most of the way... converted to TBFI and digital ignition...I have done some of the work, but most was done by a gear head that I know and spends most of his time doing race car engines for Sprint cars... he done the balance,blueprint, port and polish sure makes the engine nice still haven't started it as this a bit further down the road for me have the reduction drive mounted and yet to modify the flywheel or front pulleys for ignition pickup mounts...most of the needed parts not on the engine were available from Tony Duncan in KS for this conversion including coolant items... Will take some picts and send jw Joe. E. Wallace jwallacep51 at gmail.com On Apr 15, 2013, at 2:43 PM, Pat and Robin Russo wrote: > Hi Joe Wallace > I am in the process of building a Molt Taylor Mini Imp in wood ala KR > construction and have redesigned the Engine compartment for that Geo > conversion. I Have the book but not yet the engine... I would appreciate any > comments, critiques regarding the conversion. Are you doing the work yourself? > Pat Russo > > -Original Message- From: Joe. E. Wallace > Sent: Monday, April 15, 2013 9:11 AM > To: KRnet > Subject: Re: KR> "backup" panel guages? > > Mark > > I building a different airplane ( Loehle 5151) and am in the process of panel > layout would it be to inconvenient to drop a picture of your instruments > and panel layout as planned... I'd appreciate your thoughts... I'll be VFR > day and no high altitude... using a Geo 1.3 L conversion. jw > Joe. E. Wallace > jwallacep51 at gmail.com > > > > On Apr 15, 2013, at 5:51 AM, Mark Langford wrote: > >> Larry Flesner wrote: >> >>> When considering the entire panel at once it looks a bit challenging. >> Break it down to the three >things you need for a safe flight, aviate, >> navigate, communicate... >> >> Larry, >> >> All decisions have been made, the panel is designed, all components and >> materials are on hand, and I'm cutting it out and wiring it shortly. With >> 1130 hours in N56ML with a similar panel, I have a pretty good idea of how >> I'd like it. No further thought required... >> >> Mark Langford >> ML at N56ML.com >> see experimental N56ML at www.N56ML.com >> >> >> >> >> >> >> >> >> ___ >> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. >> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org >> please see other KRnet info at http://www.krnet.org/info.html >> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change >> options > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> "backup" panel guages
Misled or not I cannot confirm or deny. The Washington FSDO FAA inspector made it clear he would not sign off the airworthiness certificate if the "backup" gauges were not installed and properly calibrated. I caused that to happen and he did sign. I think that might be called the power of the pen. And yes, I think the extra gauges in this case are in the belts and suspenders category, but that is the way it is now and forever more. Sid Wood Tri-gear KR-2 N6242 Mechanicsville, MD, USA > -- > > > On 04/16/2013 02:05 PM, smwood wrote: >> I had asked for day and night >> VFR operations for the airworthiness inspection application. Night VFR >> is the item that required the backup gauges. > > There is no FAA requirement for backup gauges for VFR day or night > flight. There isn't even a requirement for backup gauges for IFR > flight. As long as you have at least one instrument giving the required > information listed below, you are legal as far as the FAA is concerned. > Your Washington FSDO FAA Inspector has misled you. > > > http://www.ecfr.gov/cgi-bin/text-idx?c=ecfr=f470ae9f3f1654c16f93f5692a3dab03=div8=text=14:2.0.1.3.10.3.7.3=14 > > > Title 14: Aeronautics and Space > PART 91?GENERAL OPERATING AND FLIGHT RULES > Subpart C?Equipment, Instrument, and Certificate Requirements > ? 91.205 Powered civil aircraft with standard category U.S. > airworthiness certificates: Instrument and equipment requirements. > > (a) General. Except as provided in paragraphs (c)(3) and (e) of this > section, no person may operate a powered civil aircraft with a standard > category U.S. airworthiness certificate in any operation described in > paragraphs (b) through (f) of this section unless that aircraft contains > the instruments and equipment specified in those paragraphs (or > FAA-approved equivalents) for that type of operation, and those > instruments and items of equipment are in operable condition. > > (b) Visual-flight rules (day). For VFR flight during the day, the > following instruments and equipment are required: > > (1) Airspeed indicator. > > (2) Altimeter. > > (3) Magnetic direction indicator. > > (4) Tachometer for each engine. > > (5) Oil pressure gauge for each engine using pressure system. > > (6) Temperature gauge for each liquid-cooled engine. > > (7) Oil temperature gauge for each air-cooled engine. > > (8) Manifold pressure gauge for each altitude engine. > > (9) Fuel gauge indicating the quantity of fuel in each tank. > > (10) Landing gear position indicator, if the aircraft has a retractable > landing gear. > > (11) For small civil airplanes certificated after March 11, 1996, in > accordance with part 23 of this chapter, an approved aviation red or > aviation white anticollision light system. In the event of failure of > any light of the anticollision light system, operation of the aircraft > may continue to a location where repairs or replacement can be made. > > (12) If the aircraft is operated for hire over water and beyond > power-off gliding distance from shore, approved flotation gear readily > available to each occupant and, unless the aircraft is operating under > part 121 of this subchapter, at least one pyrotechnic signaling device. > As used in this section, ?shore? means that area of the land adjacent to > the water which is above the high water mark and excludes land areas > which are intermittently under water. > > (13) An approved safety belt with an approved metal-to-metal latching > device for each occupant 2 years of age or older. > > (14) For small civil airplanes manufactured after July 18, 1978, an > approved shoulder harness for each front seat. The shoulder harness must > be designed to protect the occupant from serious head injury when the > occupant experiences the ultimate inertia forces specified in ? > 23.561(b)(2) of this chapter. Each shoulder harness installed at a > flight crewmember station must permit the crewmember, when seated and > with the safety belt and shoulder harness fastened, to perform all > functions necessary for flight operations. For purposes of this paragraph? > > (i) The date of manufacture of an airplane is the date the inspection > acceptance records reflect that the airplane is complete and meets the > FAA-approved type design data; and > > (ii) A front seat is a seat located at a flight crewmember station or > any seat located alongside such a seat. > > (15) An emergency locator transmitter, if required by ? 91.207. > > (16) For normal, utility, and acrobatic category airplanes with a > seating configuration, excluding pilot seats, of 9 or less, manufactured > after December 12, 1986, a shoulder harness for? > > (i) Each front seat that meets the requirements of ? 23.785 (g) and (h) > of this chapter in effect on December 12, 1985; > > (ii) Each additional seat that meets the requirements of ? 23.785(g) of > this chapter in effect on December 12, 1985. > > (17) For
KR> "backup" panel guages?
On 04/16/2013 02:05 PM, smwood wrote: > I had asked for day and night > VFR operations for the airworthiness inspection application. Night VFR > is the item that required the backup gauges. There is no FAA requirement for backup gauges for VFR day or night flight. There isn't even a requirement for backup gauges for IFR flight. As long as you have at least one instrument giving the required information listed below, you are legal as far as the FAA is concerned. Your Washington FSDO FAA Inspector has misled you. http://www.ecfr.gov/cgi-bin/text-idx?c=ecfr=f470ae9f3f1654c16f93f5692a3dab03=div8=text=14:2.0.1.3.10.3.7.3=14 Title 14: Aeronautics and Space PART 91?GENERAL OPERATING AND FLIGHT RULES Subpart C?Equipment, Instrument, and Certificate Requirements ? 91.205 Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and equipment requirements. (a) General. Except as provided in paragraphs (c)(3) and (e) of this section, no person may operate a powered civil aircraft with a standard category U.S. airworthiness certificate in any operation described in paragraphs (b) through (f) of this section unless that aircraft contains the instruments and equipment specified in those paragraphs (or FAA-approved equivalents) for that type of operation, and those instruments and items of equipment are in operable condition. (b) Visual-flight rules (day). For VFR flight during the day, the following instruments and equipment are required: (1) Airspeed indicator. (2) Altimeter. (3) Magnetic direction indicator. (4) Tachometer for each engine. (5) Oil pressure gauge for each engine using pressure system. (6) Temperature gauge for each liquid-cooled engine. (7) Oil temperature gauge for each air-cooled engine. (8) Manifold pressure gauge for each altitude engine. (9) Fuel gauge indicating the quantity of fuel in each tank. (10) Landing gear position indicator, if the aircraft has a retractable landing gear. (11) For small civil airplanes certificated after March 11, 1996, in accordance with part 23 of this chapter, an approved aviation red or aviation white anticollision light system. In the event of failure of any light of the anticollision light system, operation of the aircraft may continue to a location where repairs or replacement can be made. (12) If the aircraft is operated for hire over water and beyond power-off gliding distance from shore, approved flotation gear readily available to each occupant and, unless the aircraft is operating under part 121 of this subchapter, at least one pyrotechnic signaling device. As used in this section, ?shore? means that area of the land adjacent to the water which is above the high water mark and excludes land areas which are intermittently under water. (13) An approved safety belt with an approved metal-to-metal latching device for each occupant 2 years of age or older. (14) For small civil airplanes manufactured after July 18, 1978, an approved shoulder harness for each front seat. The shoulder harness must be designed to protect the occupant from serious head injury when the occupant experiences the ultimate inertia forces specified in ? 23.561(b)(2) of this chapter. Each shoulder harness installed at a flight crewmember station must permit the crewmember, when seated and with the safety belt and shoulder harness fastened, to perform all functions necessary for flight operations. For purposes of this paragraph? (i) The date of manufacture of an airplane is the date the inspection acceptance records reflect that the airplane is complete and meets the FAA-approved type design data; and (ii) A front seat is a seat located at a flight crewmember station or any seat located alongside such a seat. (15) An emergency locator transmitter, if required by ? 91.207. (16) For normal, utility, and acrobatic category airplanes with a seating configuration, excluding pilot seats, of 9 or less, manufactured after December 12, 1986, a shoulder harness for? (i) Each front seat that meets the requirements of ? 23.785 (g) and (h) of this chapter in effect on December 12, 1985; (ii) Each additional seat that meets the requirements of ? 23.785(g) of this chapter in effect on December 12, 1985. (17) For rotorcraft manufactured after September 16, 1992, a shoulder harness for each seat that meets the requirements of ? 27.2 or ? 29.2 of this chapter in effect on September 16, 1991. (c) Visual flight rules (night). For VFR flight at night, the following instruments and equipment are required: (1) Instruments and equipment specified in paragraph (b) of this section. (2) Approved position lights. (3) An approved aviation red or aviation white anticollision light system on all U.S.-registered civil aircraft. Anticollision light systems initially installed after August 11, 1971, on aircraft for which a type certificate was issued or applied for before August 11, 1971, must at least meet the anticollision light standards of
KR> "backup" panel guages?
The Washington FSDO FAA Inspector that did my airworthiness inspection required me to install a mechanical airspeed indicator and a mechanical magnetic compass before the inspection. I had asked for day and night VFR operations for the airworthiness inspection application. Night VFR is the item that required the backup gauges. Primary is a Dynon D10A with four (4) electrical power sources. So, now I have two airspeeds and three magnetic compasses in my airplane. Belts and suspenders. Sid Wood Tri-gear KR-2 N6242 Mechanicsville, MD, USA -- > > Larry Flesner wrote: > >>When considering the entire panel at once it looks a bit challenging. > Break it down to the three >things you need for a safe flight, aviate, > navigate, communicate... > > Larry, > > All decisions have been made, the panel is designed, all components and > materials are on hand, and I'm cutting it out and wiring it shortly. With > 1130 hours in N56ML with a similar panel, I have a pretty good idea of how > I'd like it. No further thought required... > > Mark Langford > ML at N56ML.com > see experimental N56ML at www.N56ML.com >
KR> "backup" panel guages?
Hi Joe Wallace I am in the process of building a Molt Taylor Mini Imp in wood ala KR construction and have redesigned the Engine compartment for that Geo conversion. I Have the book but not yet the engine... I would appreciate any comments, critiques regarding the conversion. Are you doing the work yourself? Pat Russo -Original Message- From: Joe. E. Wallace Sent: Monday, April 15, 2013 9:11 AM To: KRnet Subject: Re: KR> "backup" panel guages? Mark I building a different airplane ( Loehle 5151) and am in the process of panel layout would it be to inconvenient to drop a picture of your instruments and panel layout as planned... I'd appreciate your thoughts... I'll be VFR day and no high altitude... using a Geo 1.3 L conversion. jw Joe. E. Wallace jwallacep51 at gmail.com On Apr 15, 2013, at 5:51 AM, Mark Langford wrote: > Larry Flesner wrote: > >> When considering the entire panel at once it looks a bit challenging. > Break it down to the three >things you need for a safe flight, aviate, > navigate, communicate... > > Larry, > > All decisions have been made, the panel is designed, all components and > materials are on hand, and I'm cutting it out and wiring it shortly. With > 1130 hours in N56ML with a similar panel, I have a pretty good idea of how > I'd like it. No further thought required... > > Mark Langford > ML at N56ML.com > see experimental N56ML at www.N56ML.com > > > > > > > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options
KR> "backup" panel guages?
Mark I building a different airplane ( Loehle 5151) and am in the process of panel layout would it be to inconvenient to drop a picture of your instruments and panel layout as planned... I'd appreciate your thoughts... I'll be VFR day and no high altitude... using a Geo 1.3 L conversion. jw Joe. E. Wallace jwallacep51 at gmail.com On Apr 15, 2013, at 5:51 AM, Mark Langford wrote: > Larry Flesner wrote: > >> When considering the entire panel at once it looks a bit challenging. > Break it down to the three >things you need for a safe flight, aviate, > navigate, communicate... > > Larry, > > All decisions have been made, the panel is designed, all components and > materials are on hand, and I'm cutting it out and wiring it shortly. With > 1130 hours in N56ML with a similar panel, I have a pretty good idea of how > I'd like it. No further thought required... > > Mark Langford > ML at N56ML.com > see experimental N56ML at www.N56ML.com > > > > > > > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> "backup" panel guages?
Larry Flesner wrote: >When considering the entire panel at once it looks a bit challenging. Break it down to the three >things you need for a safe flight, aviate, navigate, communicate... Larry, All decisions have been made, the panel is designed, all components and materials are on hand, and I'm cutting it out and wiring it shortly. With 1130 hours in N56ML with a similar panel, I have a pretty good idea of how I'd like it. No further thought required... Mark Langford ML at N56ML.com see experimental N56ML at www.N56ML.com
KR> "backup" panel guages?
Mark; Because GPS is based on satellites, how would the signal in a local area be shut down? Broadcast an interfering signal? FARs don't require backup instruments, and experimentals can use any form of the basic VFR instruments they want.(airspeed, altimeter, oil pressure, RPM, fuel quantity indicator, compass. Peter -Original Message- From: Mark Langford
KR> "backup" panel guages?
At 03:24 PM 4/14/2013, you wrote: > There used to be a prevailing attitude that if you were using a > "glass panel", you'd still need backup "steam" gauges for basic > stuff like compass, airspeed, and altimeter. >Mark Langford Mark, When considering the entire panel at once it looks a bit challenging. Break it down to the three things you need for a safe flight, aviate, navigate, communicate. First aviate: (fly the airplane) You're setting up for VFR day / night with something to save your bacon on inadvertent flight into IFR. Start with the required list in whatever form you chose and I'd want at least an artificial horizon and (maybe) a turn and bank. You may have all that in your "glass box". Then decide if you want or need backup and what form that will take. Your iPhone may serve backup for most of what you need. How about a simple flashlight for backup night cockpit lighting. Some smart phones even have that. If your iPhone is primary backup, I'd want it plugged in to aircraft power (charger) so it's ready to go at any time with full battery. Navigate: Your IFLY 720 is your primary. Awesome piece of equipment ! Possible backup? Is your radio a comm only or is it a nav / comm? You have a transponder, call "center" for a fix and heading if your in unfamiliar territory if necessary. Does you iPhone have GPS of any kind? I have an IFLY 720 but I've left my 7 year old Lawrance 500 installed for backup. Data base is over 5 years old but they haven't moved many airports since then. Communicate: If your radio quits on flight following, or any time, dial in the transponder code for "no communication", 7600 I think. 7700 is "hijacked" as I recall. Your IFLy 720 has tower phone numbers or at least FBO phone numbers under "airport information". iPhone to the rescue. I once had total radio failure and happened to have the home base tower number in my flip phone. I called them for clearance. Plan your equipment for the type of flights you normally make and keep it simple. Make adjustments as necessary. How many times have you actually had equipment failure? Is a simple backup sufficient when it happens? Larry Flesner
KR> "backup" panel guages?
There used to be a prevailing attitude that if you were using a "glass panel", you'd still need backup "steam" gauges for basic stuff like compass, airspeed, and altimeter. I've done some research on this, and see no requirement mandating the backups, so maybe it's just prudence. I have an MGL Explorer and an iFly 720 GPS that I'm putting in N891JF, and they both cover these and much more individually. They'll also both have backup power. If that's not enough, I have an iPhone that'll do that and attitude also. Admittedly, GPS can and will fail (I've had it go away twice over Ft. Campbell, and I'm guessing it's training), but I also have a pretty good idea of airspeed based on engine RPM. In my mind, all I'd need to be perfectly safe is a compass, RPM-derived airspeed, and the transponder's uncorrected altitude indication. Any lapse in GPS coverage is going to be localized and brief anyway, unless the sun goes crazy for a while, and then I won't fly! I've flown and landed without airspeed or altimeter (pitot and static ports were swapped), and it was no problem at all landing. If anybody can point me to regulation that requires more than this, please point it out to me. Otherwise, I'm forging ahead on my new panel. It's made from a carbon fiber covered "reject" from the N56ML construction effort. I had used peelply to flatten the surface, but it turned out way TOO flat, but that's easily fixed with a thin layer of satin finish polyurethane or something similar. There are a few details on it at http://www.n56ml.com/n891jf/panel/ . I have everything I need to finish it up, but finding the time will be the hard part. My goal is to have it flying by June 1st... Mark Langford ML at N56ML.com website at http://www.N56ML.com
