EXPERIMENTAL AIRCRAFTPILOT OPERATING HANDBOOK

RV-6A N86CG

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CONTENTS

General 1Limitations 2Emergency Procedures 3Normal Operations 4Performance 5Weight and Balance 6Systems Description 7Handling, Servicing and Maintenance 8Flight Check Lists 9Equipment List 10Torque Tables 11Systems Diagrams 12

Manual Revision Date: 5/27/01Kit Manufacturer and Model: Van’s RV-6A Serial Number: 60135Aircraft Registration Number: N86CG

This aircraft is amateur-built and is certificated in the Experimentalcategory. This handbook, while believed to be complete and accurateat the time of publication, may not contain ALL of the informationneeded to safely operate the aircraft described. By virtue of itsExperimental amateur-built status, all persons entering this aircraft doso at their own risk.

First Flight: 3rd June ’00, KETB, West Bend, WI By: Chris Good

Builder/Owner: Chris Good EAA#: 5045325580 West Lake DriveWest Bend, WI 53095

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1.0 GENERAL

1.1 AIRFRAME SPECIFICATIONS

Length: 20'Height: 72"Cabin Height: 41"Cabin Width: 43"Cabin Length: 41"Wing Span: 22'-11.5"Wing Area: 110 ft2

Wing Airfoil Type: NACA 23013.5Wing Loading: 17.27 lb/ft2

Wing Lift Coefficient: 0.3Wing Aspect Ratio: 4.75Wing Incidence: 1°Wing Washout: 0°Wing Dihedral: 3.5°Zero Lift Drag Coefficient: 0.021Max Lift Coefficient: 2.136Calculated Aerodynamic Center (AC): 39% MACFlap Travel: 0 to 45° downAileron Travel: 28° up, 15° downMain Gear Track: 82"Wheel Base: 54.5"Nose Gear Breakout Force: 22 to 25 lb @ 7.375" (axle)Flat Plate Area: 2.35 ft2

Tail Group Airfoil Type: NACA 0009Horizontal Stabilizer Span: 106.25"Horizontal Stabilizer Incidence: 0°Elevator Travel: 28° up, 22° downRudder Travel: ±33° from center

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1.2 INSTRUMENT READINGS

Manifold Pressure Range: 14 to 31 inHgEngine Idle: 750 to 850 rpmMixture Lean Increase: 20 rpmL/R Mag Drop @ 1800 rpm: <200 rpmExhaust Gas Temperature [Max]: 1200°F to 1500°F [1650°F]Cylinder Head Temperature [Max]: 200°F to 432°F [500°F]Fuel Pressure Ideal [Range]: 5 psi [0.5 to 9 psi]Oil Pressure Range [Idle]: 65 to 95 psi [>25 psi]Cruise Oil Temperature Ideal [Range]: 180°F [140 to 245°F]Bus Voltage: 14 ± 0.2 VDCGyro Suction: 5 ± 0.5 inHgCarburetor Air Temp (CAT): >5°C if icing conditions existCruise Fuel Flow: 6 to 11 gph

Cruise Power Settings Guide (Note: All figures are approximate)SQ %PWR Fuel (gph) Max Range (nm) TAS (Kts)22.0 50 6.9 642 11722.5 55 7.6 639 12823.0 60 8.3 633 13823.5 65 9.0 617 14624.0 70 9.7 596 15224.5 75 10.4 572 157

Airspeed Indicator Markings:White Arc: Bottom VS0 48 Kts

Top VFE 87 KtsGreen Arc: Bottom VS1 52 Kts

Top VNO: 157 KtsBlue Line: VA 117 KtsRed Line: VNE 183 Kts

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2.0 LIMITATIONS(Sea Level, ISA, IAS @ UTILITY GROSS WT)

2.1 TAKEOFF DISTANCE, HARD SURFACE

No Flaps, No Wind: 700 ftTo Clear 50 ft Obstacle: 900 ft

2.2 LANDING DISTANCE, HARD SURFACE

Flaps @ 40°, No Wind: 800 ftTo Clear 50 ft Obstacle: 1400 ft

2.3 OTHER LIMITATIONS

Empty Weight: 1068 lbUtility Gross Weight (@+4.4/-3 g): 1750 lbUtility Useful Load: 682 lbBaggage Capacity: 100 lb max [15 ft3]Service Ceiling: 20,000 ft

Design Ultimate Load Factors @ Aerobatic Gross Weight: +9/-6 gAerobatic Gross Weight (@+6/-4 g): 1375 lbAerobatic Useful Load: 307 lb

Never Exceed (VNE): 183 KtsMaximum Direct Crosswind Component: 15 KnotsMinimum Turning Circle: 28'-6"Engine Redline: 2700 rpmFuel Capacity: 37.5 gal Usable

THIS AIRCRAFT IS APPROVED FOR POSITIVE g AEROBATICOPERATIONS. INTENTIONAL SPINS ARE NOTRECOMMENDED, AS AIRSPEED TENDS TO BUILD RAPIDLY INTHIS AIRCRAFT.

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3.0 EMERGENCY PROCEDURES

3.1 Fire. Electrical and fuel are the two most common sources of fire.In the event of fire while on the ground, set Master-OFF, Mags-OFF,Mixture-IDLE CUTOFF, Fuel-OFF and clear the aircraft. Forinflight fire, attempt to ascertain the cause. If an electrical fire, setMaster-OFF. If a fuel fire, set Master-OFF, Mags-OFF, Mixture-IDLE CUTOFF and Fuel-OFF. Execute an Emergency landingimmediately and clear the aircraft. A small Halon extinguisher ismounted inside the cabin.

3.2 Engine Roughness. Modern aircraft engines are durable and seldomfail catastrophically without advance warning (erratic/lowering oil orfuel pressures, unusual/excessive mechanical noise, rising oil and/orcylinder head temperatures, etc.). If these are experienced, the flightshould be promptly aborted, and the problem corrected prior tofurther flight. Pilot induced failures are more common (carb ice, fuelstarvation, improper use of controls, poor fuel management). If theengine begins to run roughly, especially at partial throttle settings,suspect carb icing and set Carb Heat-ON until normal operation isrestored. Readjust Carb Heat to maintain >5°C on the CAT gaugefor best performance and continued protection against carb iceformation as long as conditions warrant, then set Carb Heat-OFF. Ifcarb ice is not the problem, check Mags-BOTH, set Boost Pump-ON,Mixture-ENRICHEN and Fuel-SWITCH TANKS. If these actionsfail to correct the roughness, make a precautionary landing as soon aspossible. DO NOT attempt to further troubleshoot the problem in theair. Avoid vapor lock in the fuel system by being aware of theconditions which can promote it, running the Boost Pump for >5minutes and verifying that fuel pressure has stabilized prior totakeoff.

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3.3 Engine Failure. In the event of inflight engine stoppage, setup forbest glide (VGLIDE) and continue to fly the aircraft. Then set Mixture-RICH, Fuel-SWITCH TANKS, Boost Pump-ON, Mags-BOTH, andattempt engine restart if there is time. If failure occurs duringdeparture, DO NOT turn back to the airport unless you are certainthat a safe landing can be made. Below 1000 ft AGL, it is oftenpreferable to land nearly straight ahead, if feasible. DO NOThesitate to declare an Emergency with ATC in order to reportposition, request vectors to the nearest safe landing site and/or toobtain a priority landing clearance. Announce Emergencies on121.50 MHz.

3.4 Engine Out Approach. At best glide (VGLIDE), for every 1000 ft ofaltitude AGL the aircraft will travel about 1.75 miles (at 764 fpmsink rate). This is less than a 5° glide angle. A stopped propproduces more drag than a windmilling one, so the actual distancemay be less. Plan a good approach and stick with the plan. Set finalflaps after the landing site is made. Setup the final approach at 70Kts (no slower). Prepare for any off-airport landing by settingMaster-OFF, Mags-OFF and Fuel-OFF to reduce the chances of fire.Land and promptly clear the aircraft.

3.5 Crash Concepts. Pilots flying VFR flight plans stand a betterchance of timely rescue in remote areas than those who are not.Activate ELT manually during the Emergency approach.Touchdown with the least forward speed and sink rate consistentwith good aircraft controllability. Sacrifice non-vital aircraftstructures if helpful in reducing damage to vital structuressurrounding occupants. Land on vegetation (brush or dense crops) orpass between two trees to break the landing roll. Endeavor to contactthe ground in a nearly flat attitude. If ditching over water, donemergency life vests, if available, and prepare for egress. Land in thedirection of the swell on the backside or across the swell at the crestand as near the shore as possible. Perform a full stall landing withtail contacting first. A snow landing should be approached in similarfashion.

3.6 Inflight Canopy Opening. The sliding canopy opening in flightneed not be a catastrophic event. Continue to maintain control of theaircraft and slow the forward speed to <85 Kts to minimize windblast. If it is then possible to close the canopy, do so. If not, make aprecautionary landing and correct the situation on the ground.

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3.7 Main Brake Failure. As the main gear brakes are the primarymeans of directional control below 20 mph, landing with one brakeout poses a special kind of problem. If possible, select a runway witha crosswind coming from the side of the failed brake. The aircraftwill weather-vane into the crosswind and by careful application ofthe remaining good downwind brake, adequate directional controlcan be maintained. If it is inevitable that the aircraft will exit therunway surface and enter rough terrain or strike an obstacle, a groundloop performed using the remaining brake may be the better optionand should be considered.

3.8 Alternator Failure. The Low Volts lamp illuminates when mainbus voltage is less than 13VDC, indicating that the alternator isproducing insufficient energy to run accessories and/or charge thebattery. Although this is not necessarily an Emergency during theday, it can be critical to continued safe flight at night. Set allexternal lights-OFF to shed high lighting loads. Cycle the alternatorfield switch to see if the alternator will come back on-line. Ifalternator output is not restored, the remaining battery power willneed to be rationed for the remainder of the flight. Turn OFF thealternator field. Close the emergency master by-pass switch, then setMaster-OFF to shed the Master contactor load. Set any unneededappliances OFF as feasible. Be aware that transponder cycle timecan be as long as 5 minutes and the four GPS/Comm startup pageseach need to be acknowledged (using ENT key) following restorationof power. Endeavor to reduce the load on the battery to themaximum practical extent. Determine the proper flight terminationstrategy and implement it based on an honest assessment of thecurrent situation. Contact ATC as necessary to request assistanceand safely terminate the flight as soon as feasible.

3.9 Master Contactor Failure. If power to all systems is abruptly lost,suspect Master contactor failure. Although this is not necessarily anEmergency during the day, it can be a shock when it happens atnight. Close the emergency master by-pass switch, then set Master-OFF. All systems will be restored except starter capability.

3.10 Go-Around. Carb Heat-OFF, Throttle-FULL, Flaps-RETRACT TO½ (then remove balance of flaps slowly when able). Side-step therunway if possible and re-establish normal pattern flight on thecrosswind leg. Communicate situation or intentions as necessary.

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4.0 NORMAL OPERATIONS

4.1 Ground Handling. Use towbar or tug on nose gear front cap headscrews to manually position the aircraft. DO NOT push or pull oncontrol surfaces.

4.2 Boarding. Complete the preflight checklist prior to boarding. Boardby placing the inboard foot on the step and swinging the outboardfoot onto the anti-skid coated wing walk area. Note: Applying flapsaids entry and egress. DO NOT step on flaps or any other wingsurfaces beyond the anti-skid material. Unlock the key lock on theleft side of the fuselage and rotate the access handle on top clockwiseto release the sliding canopy latch. Open canopy fully prior toentering. Grasp roll over bar center brace and step onto the seat.Swing feet forward onto the floor and sit down. Secure harnessesand don headsets.

4.3 Pilot and Passenger Position. Pilots and passengers from 5'-2" to6'-4" tall and from 100 to 250 lb can be accommodated with acombination of seatback position adjustments and use of seat boosterpad(s). Correct positioning will normally place the head within 2 to4" of the canopy.

4.4 Cold Engine Start. Preheat engine as necessary in cold climates.Complete the startup checklist. Prime for 4 seconds, hold brakes,clear the prop area and start engine. Oil pressure should come upwithin 20 seconds. Lean the mixture aggressively during sustainedidle to reduce the tendency for plug fouling. For all normaloperations, the oil cooler door control should be left in the fullyOPEN (forward) position unless a minimum cruise oil temperature of180°F cannot be maintained.

4.5 Hot Engine Start. If a hot start within a short period of time isanticipated, open the oil dipstick access door after shutdown toreduce heat soak tendency in high heat ramp conditions. Shut the oilaccess door prior to engine start. Complete the startup checklist.Turn Boost Pump-ON. Do not prime, hold brakes, clear the proparea and start engine. Run-up engine for 5 minutes minimum withBoost Pump-ON and do not attempt takeoff until fuel pressure hasstabilized.

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4.6 Taxiing. All harnesses shall be secured prior to ground taxioperations. Taxiing may be performed with the sliding canopy openor closed depending on conditions. Taxi at a brisk walking paceusing rudder and differential braking to steer the aircraft with thecastoring nose wheel. Lean the mixture aggressively during taxi toreduce the tendency for plug fouling.

4.7 Normal Takeoff. Complete the run-up check-list prior to take-off.Set elevator pitch trim and aileron roll trim to their center positionsfor takeoff. Ensure that the canopy is closed and latched prior totakeoff. Apply throttle smoothly (three second count) and ensureengine reaches full takeoff rpm (2650 to 2700 rpm) prior to rotation.As the aircraft accelerates, use rudder as necessary to maintaindirectional control. Maintain slight aft stick pressure to relieveweight on the nose gear. When passing thru rotation speed (VR),rotate smoothly, then establish an appropriate climb attitude. Avoidthe tendency to over-rotate. Be aware that dynamic hydroplaning onwet runways begins around 57 mph IAS on this aircraft.

4.8 Crosswind Takeoff. Preferred technique is to hold aileron into thewind and use downwind rudder. In severe gusty crosswindconditions, apply the downwind brake intermittently and allow theaircraft to accelerate between applications. The takeoff run can beextended by 50% or more in the presence of a strong crosswind. Forcrosswind components above 10 mph, add 5 mph plus ½ the gustspeed to normal rotation speed and raise the nose more abruptly toachieve a clean lift-off without side-skip.

4.9 Short Field Takeoff and/or Obstacle Clearance. Reduce grossweight as much as is feasible and ensure that the aircraft CG isnominal. Ensure that the engine oil is fully warmed up and lean asnecessary for best power (max rpm) above 5000 ft PA. Apply 10 to15° of flaps. Using all of the available runway, align the aircraft withthe centerline and hold full brakes while applying full power.Release brakes and use minimum differential braking for directionalcontrol. Rotate at VR and climb at best angle (VX) until any obstacleis cleared, then slowly retract flaps and establish an appropriateclimb attitude.

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4.10 Rough or Soft Field Conditions. The aircraft gear is suitable foroperation from turf runways, however, the use of excessively soft,rough, gravel or unprepared surfaces should be approached withcaution. If a takeoff must be made from such a marginal surface,reduce the gross weight as much as possible, taxi onto the runwaywithout stopping, apply full power, hold back stick and attempt torotate as soon as possible. Release stick back pressure after lift offand accelerate in “ground effect” until adequate climb airspeed isachieved, then establish an appropriate climb attitude. In thepresence of sloping runway conditions, it may be preferable totakeoff downhill, even though there may be a slight tailwind present.

4.11 High Density Altitude. Pay attention to runway length limitationsand limit gross weight as feasible. Always lean for best power atpressure altitudes exceeding 5000 ft. Refer to charts in Section 5.0.

4.12 Climb. Best angle of climb (VX) is achieved at 90 mph IAS. Bestrate of climb (VY) is achieved at 105 mph IAS. A cruise-climb of120 mph IAS at 25 square is recommended for best cooling andincreased forward visibility. Set Boost Pump-OFF when above 1000ft AGL.

4.13 Cruise. Depending on weather and other factors, higher cruisingaltitudes (10,500 to 17,500 ft MSL) will allow for improved groundspeeds and often less thermally induced turbulence. The maximumrecommended continuous cruise power setting is 75% power (24square) and best endurance is achieved between 55% and 65% power(21 to 22.5 square). At 75% power and below, the mixture may beleaned 150°F rich of peak EGT for best power and 100°F rich ofpeak EGT for best economy. Endeavor to switch tanks every 30 to60 minutes over areas where a landing may be easily accomplished.Set Boost Pump-ON for a moment during tank changeover. Be awareof conditions which promote carburetor icing and adjust carb heatpromptly as required to maintain an adequate air temperature,especially at low throttle settings in the presence of visible moisture.Adjust oil cooler door control as necessary to maintain oiltemperature between 180 and 200°F for best performance andminimum moisture evaporation.

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4.14 Low Speed Handling and Stall Behavior. The aircraft has goodslow speed handling and the stall warning is a slight buffet, followedby a crisp break with moderate left wing drop. Stall recovery uponstick release is nearly instantaneous and the altitude loss can be heldto as little as 100 to 150 ft. Control feel is light at all speeds. Rudderand ailerons are effective into the stall. Normal spin recoverytechniques are effective. Caution: Fully developed recreationalspins are not encouraged as downhill speed builds quickly in thisaircraft.

4.15 Descent. Plan the descent well in advance of arrival, considering thecruising altitude and the elevation of the destination. Reduce powerslowly to avoid shock cooling the engine and adjust the prop pitchsuch that a descent under power (>20 square) will not exceedlimiting airframe speed (VNE). Start the descent about 6 miles (2minutes) out for every 1000 ft of altitude loss required allowing for anominal 500 fpm sink rate.

4.16 Operation in Congested Traffic Areas. Use landing lightWig/Wag feature in addition to strobes to enhance the visibility ofthis aircraft when operating in close proximity with other aircraft andparticularly in congested traffic areas. Fly standard patterns and beespecially vigilant when operating from non-towered airports.

4.17 Approach and Landing. Plan the arrival so that a normal patternentry to the active runway can be made from the aircraft’s presentposition. Select a runway which (1) will minimize excessivetailwinds/crosswinds, (2) is of an adequate length, (3) has anadequate surface and (4) presents minimal downslope. Fly 90 KtsIAS on downwind, 80 Kts IAS on base and 70 Kts IAS on final. 65Kts IAS may be used for final speed if there are no turbulent or gustyconditions. Flaps may be deployed below 87 Kts IAS to a maximumof 40°. Operate boost pump below 1000 ft AGL. Establish a 500fpm sink rate on final approach. Round out a few feet above thelanding surface, hold it off and touchdown on the main gear at about55 Kts IAS. Hold aft stick as long as the elevator is effective toreduce loads on the nose gear. Use rudder and differential braking tosteer during the roll out.

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4.18 Crosswind Landings. Both the side-slip to landing or wings levelcrab techniques work well in this aircraft, although a slip is preferredto minimize side loading the gear. Maximum recommendedcrosswind component is 15 kts.

4.19 Ground Handling and Tie-Down. The aircraft handles easily usinga common towbar or tug attached to the nose gear forward capscrews. The aircraft is equipped with a permanent tail tie down ringand two removable wing tie down rings. All are stainless steel. Thewing tie-down structural supports are threaded 3/8"-16 UNC-2B andmay serve as safe aircraft jacking points for performing gearmaintenance.

4.20 Aerobatics. Entry speeds for various aerobatic maneuvers are asfollows:

Loops 120 to 165 KtsImmelmanns 125 to 165 KtsAileron and Barrel Rolls 105 to 165 KtsVertical Rolls 155 to 165 KtsSplit-S 85 to 95 Kts

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5.0 PERFORMANCE(Sea Level, ISA, IAS @ 1750 lbs Utility Gross Weight)

Stall (½ to Full Flaps) (VSO): 42 KtsStall (No Flaps) (VS1): 47 KtsTouchdown: 55 KtsRotation (VR): 55 KtsFinal Approach (Full Flaps) (VREF): 60-65 KtsMinimum Sink Rate: 750 fpm @ 80 KtsBest Angle of Climb (VX): 65 KtsMaximum Full Flap Extended (VFE): 87 KtsBest Rate of Climb (VY): 2000 fpm @ 75 KtsBest Glide (Max L/D=12.21) (VGLIDE): 80 KtsCruise-Climb: 120 KtsManeuvering (VA): 117 KtsBest Speed vs Drag (Carson’s Speed): 120 KtsMaximum Structural Cruise (VNO): 157 KtsMaximum Cruise (VMAX): 175 Kts

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Press Altitude ft = Field Elevation ft + 27943.34 - (933.94 x IndicatedPress inHg)

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6.0 WEIGHT AND BALANCEDatum is 60" Forward of Wing Leading Edge (¼" forward of thetip of spinner). Weight is in pounds, arms in inches from Datum.

CG RANGE: 15% to 29% MAC (MAC=58")Forward CG Limit: 68.70"Aft CG Limit: 76.80"Aerobatic Aft CG Limit: 75.37"

Aircraft Empty WeightWeight Arm Moment

Left Gear 388 84.25 32689Right Gear 394 84.25 33195Nose Gear 286 28.50 8151TOTAL 1068 69.32 74035

Aircraft at Gross WeightWeight Arm Moment

Empty weight 1068 69.32 74035Fuel (38 gallons) 228 70.00 15960Pilot 180 87.40 15732Passenger 174 87.40 15208Baggage 100 117.00 11700Totals 1750 75.79 132634Zero Fuel 1522 76.66 116674

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Most Aft CGWeight Arm Moment

Empty weight 1068 69.32 74035Fuel (5 gallons) 30 70.00 2100Pilot 180 87.40 15732Passenger 210 87.40 18354Baggage 100 117.00 11700Totals 1588 76.78 121921

Most Forward CGWeight Arm Moment

Empty weight 1068 69.32 74035Fuel (38 gallons) 228 70.00 15960Pilot 180 87.40 15732Passenger 0 87.40 0Baggage 0 117.00 0Totals 1476 71.63 105727

Aerobatic(1375 lbs & 75.3 aft CG) Weight Arm MomentEmpty weight 1068 69.32 74035Fuel (21 gallons) 126 70.00 8820Pilot 180 87.40 15732Passenger 0 87.40 0Baggage 0 117.00 0Totals 1374 71.75 98587

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Gross Weight CG Limits

Aerobatic CG Limits

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7.0 AIRCRAFT SYSTEMS DESCRIPTION

7.1 Airframe Description. This aircraft is of aluminum semi-monocoque construction with steel corner weldments at criticalsupport points. Primary fasteners are aircraft quality rivets,screws and bolts. Cowlings, Wing Tips and Fairings arepolyester/glass. Fixed Wittman type tapered steel gear legs areused. Mains have additional vinylester/glass gear leg andintersection fairings. Two-piece wheel pants are polyester/glasstwo-piece types on aluminum mounts. Sliding canopy transparentsurfaces are 3/16" thick acrylic. Exterior paint is DuPont Imronover DuPont primer and chromate chemical film.

7.2 Engine Description. The engine is a normally aspiratedLycoming O-360-A1A on a tubular 4130 chromolly steelDynafocal 1 mount. No inverted fuel and oil systems areprovided. Ignition is via two single magnetos, with the leftmagneto impulse coupled. Updraft carburetor, filtered airbox,prop governor, spin-on oil filter, oil cooler, low pressuremechanical fuel pump, vacuum pump, alternator and lightweightstarter are provided. Throttle, Mixture and Carb Heat controls areof conventional design. A friction lock maintains the desiredthrottle position in flight. The exhaust system is a stainless steelcrossover type. A separate carb heat muff on the front crossoverpipe provides the necessary air temperature rise. A ratchet controllocated on the left of the instrument panel, adjusts the position ofthe oil cooler outlet door.

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7.3 Propeller Description. The Sensenich fixed pitch prop, with aSensenich aluminum spinner, has a 2700 RPM limit.

7.4 Cockpit Description. The cockpit provides side-by-side uprightseating for pilot and passenger. Full dual flight controls withbrakes are provided and the aircraft may be soloed from eitherside, although the standard configuration places the flightinstruments in front of the left seat by default. Throttle, mixture,and carb heat controls are located on a center bracket at thebottom of the instrument panel. An oil cooler door control islocated on the left of the instrument panel. Closing the oil coolerexit door is analogous to installing an engine winterization kit.

7.5 Flight Controls Description. Dual joysticks control roll andpitch. Controls are light and responsive and there is markedabsence of adverse yaw. Aileron and Elevator actuation is viaaluminum push/pull tubes. Dual hanging pedals control yaw. Therudder is cable operated and has a fixed trim wedge on the leftside. The single axis Autopilot/Turn Coordinator (TC) is capableof wing leveling (WL) mode or GPS course tracking (TK) mode.Electric Flaps are equipped with a freewheeling (retracted andextended) linear actuator and a panel mounted momentary switch.

7.6 Trim System Description. The Electric Elevator trim servo iscontrolled with a left stick mounted momentary switch (Coolie hattype). An adjustable servo rate governor is mounted behind theinstrument panel above the servo position indicator and isadjusted to provide a servo transport speed which suits averageconditions. A panel mounted trim position indicator is provided,along with an additional control switch on the instrument sub-panel for the co-pilot’s use. Aileron trim is controlled by a leverbetween the seats. This adjusts spring tension on the controlsticks to bias the ailerons for trim.

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7.7 Heating and Ventilation System Description. A single cabinheat vent in the right foot well area is controlled by a ratchet cablecontrol located on the right side of the instrument panel.Adjustable ambient air diffusers are connected to two sidemounted NACA ducts. Danger: The exhaust pipe surface isused as the heat source for cabin air. CO may enter thru thecabin heat system if cracks develop in the exhaust pipes withinor near the heat muffs. The panel mounted CO detector mustbe replaced and the exhaust system inspected at regularintervals.

7.8 Oxygen System Description. N/a.

7.9 Fuel System Description. Fuel is carried in two 19 gallonindividually selectable wing tanks. Unvented caps are used andthe tanks are vented to two ram air pressurized ports located onthe fuselage underside just aft of the firewall. The position of thefuel selector arrow point (not the handle) determines which tank issupplying fuel. LEFT, RIGHT and OFF positions with detents areprovided. Fuel lines in the engine compartment are 3/8" AeroquipAQP with firesleeve, Teflon with stainless steel jacketing or solidstainless. Fuel lines from the tanks to the firewall are 3/8" 5052-0aluminum. A dual fuel quantity gauge is provided with floatoperated senders. This gauge is calibrated in two gallonincrements, but is unable to register fuel above 15 gallons in eachtank. The engine monitoring system includes a fuel flow &totaliser option. Caution: Fuel gauges are for reference onlyand are not to be considered linear or accurate. A Facetelectric fuel boost pump is located in the cabin on the left sidewall, plumbed between the fuel selector & the gascolator. Thispump should be switched on for take-off, landing, and also forextended climbs if the fuel pressure drops below 1 PSI. Fueltaken from the gascolator is fed through a switch operatedsolenoid valve to prime the cylinders 1, 2 & 4 for cold starts.Standard atomizing primer fittings are used.

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7.10 Brake System Description. Dual differential hydraulic brakeswith shuttle valves are provided. Differential braking influencescastoring nosewheel for taxi turning.

7.11 Instrumentation Description. Day/Night VFR & IFRinstrumentation is provided. Outside Air Temperature (OAT) andCarburetor Air Temperature (CAT) gauge is available on the EIS4000 Engine Monitor. A resettable accelerometer is also providedfor monitoring airframe loading during all phases of flight.

Instrument Panel

7.12 Radio Systems Description. An Avionics Master Switchprovides power to the avionics bus GPS, Nav/Comm, Mode CTransponder, & voice activated Intercom systems are provided.Push-to-talk switches are provided on the joystick handles. Beaware that certain seldom used aircraft band frequencies can causeGPS reception problems. They are 121.125 thru 121.250 MHz,121.750 MHz and 131.200 thru 131.350 MHz. The GPS signalmay be lost and the unit may require rebooting after transmittingon one of the offending frequencies

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7.13 Gyro Suction System Description. Power for attitude anddirectional gyros is provided by an engine driven suction pump.The bi-directional pump has a frangible coupling that is designedto separate if the rotor vanes break during operation. A suctionregulator with garter filter as well as a pleated suction intake filterand suction gauge are provided. The attitude gyro is not cageable.

7.14 Electrical System Description. The electrical system is ofconventional design and uses a switch operated battery mastercontactor to enable all electrical system functions. Standard twomagneto ignition is provided. An alternate master bypass switchis available to power the avionics bus in the case of mastercontactor failure. The output of the 35 Amp alternator iscontrolled by an adjustable voltage regulator having crowbarovervoltage protection. The alternator B-lead is routed thru a 70AFuse, while the alternator field is fed from a breaker on theinstrument sub-panel. Caution: If power is lost to any or allsystems, the affected gauges or indicators are not to beconsidered accurate.

7.15 Lighting System Description. Lighting is provided in the formof Strobes, Landing/Taxi, Position, Map and Instrument lamps.Landing/Taxi Lights are equipped with Wig/Wag flashingcapability to enhance visibility of the aircraft, especially when inthe airport traffic area. Instrument lamps are infinitely adjustablefor brightness. Canopy deck mounted full swivelingmap/instrument floods are provided as a backup for panel postlights.

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8.0 HANDLING, SERVICING AND MAINTENANCE

8.1 CONSUMABLES

Fuel: 38 gal of Aviation 100LL (Blue)Fuel Additive: TCP may be added for lead scavenging purposesAir Filter Element (clean and lube as needed): K&N E-3450Spark Plug (8): Champion REM38E or REM40E @ .018" gapExhaust Gasket (4): Blo-Proof 77611Main Tire (2): McCreary 5.00-5, 6-ply @ 30 psiMain Wheel Bearings (4): Cleveland #214-00400Nose Tire: Lamb 11.400-5, 6-ply @ 30 psiBrake Lining (4) and Rivet (12): Cleveland 66-106Battery (life 2-3 yrs): Concorde RG-25 (12V 21Ah)ELT Battery (8) (life 3-4 yrs): Duracell MN1300ELT Remote Panel Battery (life 4-6 yrs): Duracell PX28LPleated Vacuum Filter (change as needed): Rapco RAD9-18-1Vacuum Regulator Garter Filter (as needed): Rapco RAB3-5-1Alternator Belt (change as needed): Gates 7355Wing Position Lamp (2): AeroFlashWing Strobe Tube: AeroFlash

8.2 LUBRICATIONOil (change every 50 hrs): 5 to 7 qt 20W-50 ADOil Filter Element (change every 50 hrs max): ChampionCH48110Hydraulic Fluid: per MIL-H-5606Nose Gear Swivel Grease: High Temp Bearing GreaseWheel Bearing Grease: High Temp Bearing GreaseAccessory Spline Grease: High Temp Bearing GreaseRudder Pedal Pivot Grease: LubriplateFlap Tube Pivot Grease: Lubriplate

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8.3 MAINTENANCE (Caution: Always look for corrosion,leaks, loose fasteners, missing cotter pins/safety wire, chafing,galling and/or other unusual wear. Ground mags beforeworking on prop and/or engine.)

Maintenance Schedule50 hr Drain engine oil while hot. Send sample for analysisor 4 mths Replace oil filter. Cut open & inspect.

Inspect & clean oil screenCheck & record brake fluid levelEmpty & clean oil separator reservoirCheck integrity of: Fuel & oil hoses Primer system Ignition system Magneto P-leads & mounting bolts Exhaust system & attachment h/w Baffling/plenum Firewall forward wiring Engine mount bolts Cooling blast tubes Firewall seals Cowling, check hinge conditionInspect & lubricate: Throttle & mixture linkages, check & lubricate Carb heat door & control Oil cooler door & controlCheck alternator belt condition & tensionCheck tires for wear, rotate/replace as necessaryOn test flight, log engine data

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100 hr Remove plenum coveror 12 mths Clean, inspect, regap, rotate spark plugs Rotate top to

bottom, swapping 1&4, 2&3 for mag polarityInspect & clean gascolator screenDrain carb, inspect & clean carb fuel inlet screenCompression check on all cylindersCheck Magneto to Engine timingRe-install spark plugs with new washers

400 hr Replace spark plugs

500 hr Magneto disassembly, clean & adjustment or exchange Check magneto points for clearance at .018 +- .006 Inspect breaker felts for proper cam lubrication

30

Annual Condition InspectionNote: a 100 hr inspection in the last 12 months is considered to be a

progressive part of the Condition Inspection

Annual Remove, clean & inspect Three external inspection covers Empennage & wing root fairings Aft baggage bulkhead Seats & forward seat floor Baggage sidewalls One side of electric flap housing Spinner, noting alignment marks Wheel pantsEmpennage Check condition & security of HS & VS attachment Inspect & lubricate with Lubriplate Elevator rod-end bearings Elevator center bearing Elevator control push-rod end Rudder rod-end bearings Rudder cable attach points Trim tab hinge & servo attachment Check condition of surfaces & fairings Check mounting & wiring for ELT & nav antennaWings Check condition & security of fwd & aft spar

attachment Check for fuel leakage in wing root area Check security of fuel connections & sender wiring Inspect & lubricate with Lubriplate Aileron bearings Aileron control rod-end bearings Aileron bell-crank bearing & rod-ends Auto-pilot control rod-ends Flap hinge & control rod Check pitot mounting, wiring & tubing Check auto-pilot servo mounting Check security of internal wing wiring

31

Landing Gear Remove main wheels, clean & repack bearings Check brake pad wear (3/16" new, 1/10" replace) Check brake calipers & lines for leakage Remove nose wheel, clean & repack bearings Grease the nose gear swivel joint Check nose gear break-out torque 22 ft lbsPropeller Check security of mounting bolts & safety wire Check condition of prop & spinnerFuselage external Clean belly Check mounting of transponder & com antenna Check fuel vents clear Check static ports are open Check steps mounting & condition Check windshield mounting & condition Sliding Canopy Check general condition Check & lubricate track wheels (Lubriplate) Check rear mounting blocks & pins Check & lubricate latch mechanism (Lubriplate)

32

Fuselage internal Inspect & lubricate with Lubriplate Elevator push rod bell-crank bearing & rod-ends Elevator pushrod forward rod-end Control stick bearings Aileron control rod-end bearings Aileron trim assembly Flap control rod-ends Flap motor assembly bearings Flap control weldment UMHW bearings Rudder pedal weldment UMHW bearings Rudder cable attach points Brake pedal bolts Check seat belt condition & mounting points Check braking system plumbing condition Check main spar bolt security Check landing gear mounting bolts Check fuel system plumbing condition Check condition of control stick wiring Check ELT mounting & wiring Check ELT operation & battery expiry dates Check fire extinguisher mounting & condition Check battery mounting, condition & wiringGeneral A.D.s complied with Van's service bulletins complied with Registration, Airworthiness Certificate, Operating

Limitations Logbooks up to date

2 Yrs Pitot/static & transponder certification

Log entry:"I certify that this aircraft has been inspected on (date) in accordancewith the scope and detail of Appendix D of FAR Part 43 and found to bein a condition for safe operation."

33

8.4 SERVICE SCHEDULEC=CLEAN R=REPLACE S=SERVICEL=LUBE I=INSPECT

[ OPERATING HOURS ] [TASK] 100 200 300 400 500 600 700 800 900 1000 1100ENGINE OIL/FILTER R R R R R R R R R R RSPARK PLUGS C C C R C C C R C C CAIR FILTER C C R C C R C C R C CSCREENS C C C C C C C C C C COIL SEPARATOR C C C C C C C C C C CBATTERY R R R VALVE WOBBLE SB I I I STRAINERS I I

OIL COOLER

34

RV-6A N86CG Check Lists 12-Feb-01

BEFORE STARTINGAll Switches OffMaster On, Fuel Pump OnCheck Gascolator for WaterFuel Pump Off, Master OffCheck Wing Drains for WaterCheck Control Pivot BoltsRudder Cable BoltsCheck Oil Level > 6 qtsCell Phones OffFasten Seat BeltsSelect Full TankCheck Alternator BreakerMixture Fully RichMaster OnFuel Pump On, Prime 4 secsFuel Pump OffSet Throttle ¼” OpenClear AreaMag Switch to Start

AFTER STARTINGAvionics Switch OnSet 1000 RPMCheck for No Engine Alarms: Oil Pressure 60-70 PSI Voltage 14 volts Fuel Pressure 4-6 PSI Vacuum 4-6 inchesStrobes & Nav Lights if

NeededHeadsets OnRadios On – Set FrequenciesTransponder to Standby 1200Skymap IIIC OnFlaps Up

ENGINE RUN-UPSeat Belts FastenedRun-up to 1700 RPMCheck Mags <100 RPM DropCheck Carb HeatCheck Voltage & Suction

TAKE-OFFCanopy Closed & LockedCheck Flaps Up Flaps 10 deg for Short

FieldSet Altimeter, DG & AHAutoPilot OffSet Elevator & Aileron TrimControls Free & CorrectFuel Pump OnOn Runway: Strobes, Heading Indicator Transponder, TimeFull Throttle ~ 2200 RPMLift Nose Wheel at 55 KtsClimb Out at 110 KtsFuel Pump Off when Level

SPEED KIASVne Never Exceed 182Vno Max Cruise 157Va Maneuvering 117Vfe Flaps 40 deg 87

Best Glide: 800 fpm 80Vy Max Climb Rate 75Vx Max Climb Angle 65Vs Stall - Clean 47Vso Stall - Landing 42

35

BEFORE LANDINGLanding Light OnFuel Selector to Fullest TankFuel Pump OnMixture Fully RichAutoPilot OffCarb Heat OnThrottle to 1200 RPMFlaps Down 20 deg at 85 KtsApproach at 70-75 KtsFlaps as Necessary60-65 Kts over ThresholdHold the Nose Off

AFTER LANDINGFuel Pump OffCarb Heat OffFlaps Up for TaxiLanding Light OffTransponder to StandbySlide Canopy Open

SHUTDOWNFlaps Down for ExitAvionics OffThrottle to IdleMixture to Idle Cut-offMags Off, All Switches OffMaster Off

NORMAL LIMITRPM 500 - 2700 2700OilT 165 - 220°°°°F 245OilP 50 - 90 psi 40-99CHT 350 - 435°°°°F 500

ENGINE FIRE ON GROUNDContinue CrankingIf Engine Starts: 1700 RPM for Two Minutes Shutdown & InspectEngine Fails to Start: Throttle Fully Open Mixture to Idle Cut-off Continue Cranking Use Fire Extinguisher

ENGINE FIRE IN FLIGHTMixture to Idle Cut-offFuel Selector Off, Master OffCabin Heat & Air Off

ENGINE FAILS IN FLIGHTAirspeed 80 Kts (~800 fpm)Fuel Pump On, Switch TanksCarb Heat OnMixture Fully RichMags – Both, Left, RightTransponder 7700Turn Downwind – 80 KtsLook for Landing Site

FORCED LANDINGAirspeed 80 KtsFuel Off, Mags Off, Master Off

AEROBATICS1375 lbs Max Weight, 75.3 aft

CG-3G to +6G limitsAileron Roll: 145 Kts, 30°°°° upLoop: 145 Kts, 3GChandelle:

36

10.0 EQUIPMENT LIST

Description Manufacturer Model Serial # Supplier

AirframeAircraft Kit Van's RV-6A QB 3091 Van'sBrake Master Cyls Matco Van'sBrake Calipers Cleveland 30-9 Van'sMain Tires Aerotrainer 5.00-5 (35 psi) Van'sNose Wheel Tire Lamb 11 x 4.00-5 (35 psi) Van's

Firewall ForwardEngine Lycoming O-360-A1A L-36691-36A Van'sPropeller Sensenich 72FM8S9-1(83) Van'sEngine Mounts Barry Controls 94011-20 Van'sElectric Fuel Pump Facet 40108 Van'sGascolator Van'sCarburetor Precision Airmotive MA4-5 Van'sMagneto (left) Slick 4373 9020027 Van'sMagneto (right) Slick Van'sSpark Plugs Champion REM40E A/C SpruceStarter Motor SkyTech 149-12LS F2L-689917 Van'sAlternator Van'sAlternator belt Gates 7355 Parts CenterRegulator Van'sOV Crowbar Aero Electric Aero ElectricExhaust System High Country S/S Cross-over Van'sOil Cooler Positech 4211 MN 99-0124 Van'sVacuum Pump Rapco A/C SpruceVacuum Regulator Rapco RA2H3-12 153-04 A/C SpruceVacuum Filter Rapco RA1J7-1 A/C SpruceOil Filter Champion CH48110 Van'sAir Filter K&N Engineering Re-usable Van'sOil Separator Wicks

37

Electrical SystemsElevator Trim MAC Van'sTrim Governor Matronics Mk III GM300187 Van'sHeated Pitot AN5812-12 GretzStrobes/nav lights Aeroflash 156-0049 CleavelandLanding/taxi lights Duckworks Van'sPrimer Solenoid Parker B2DX62 A/C SpruceMaster Solenoid 24115 Van'sStarter Solenoid 24022 Van'sFuse Blocks Bussman 20 fuse model (2) Aero ElectricIgnition Switch ACS A-510-2 Van'sMisc switches Aero ElectricBattery Concorde RG-25 CBC 350888 Van'sLight Dimmer Aero Electric DIM15-14 Aero ElectricDefrost fans Radio Shack 273-243B 0.16A 3" DC brushless Radio Shack

Flight InstrumentsAirspeed Indicator Falcon ASIT21K ASI99110008 Van'sAltimeter United IF 5934PD-3

A130408108 Van's

VSI United IF 7030 288740 Van'sAttitude Indicator Sigma-Tek 5000B-42 T70056M A/C SpruceDirectional Gyro Sigma-Tek 4000B-30 T55880K A/C SpruceTurn Coordinator & A/P Navaid Devices AP-1 1784 NavaidVacuum Gauge Rapco 5001 10139 A/C SpruceCompass SIRS Navigator NV-2F A/C Spruce

Engine InstrumentsEngine Monitor Grand Rapids EIS-4000 1012 Grand Rapids

Fuel Flow Sensor Flowscan 201 Grand Rapids

Fuel Gauge Electronics Int.l FL-2R 38886 Van'sFuel Level Sensors Stewart Warner 385B-F & 385C-F Van's

Misc InstrumentsClock Astro-Tech LC-2 54786 A/C SpruceG Meter Century A/C Spruce

38

AvionicsAudio Panel RST Engineering RST-565 kit RSTGPS moving map Skyforce Skymap IIIC TR1295 ChiefNav/com UPS SL30 Van'sTransponder UPS SL70 Van'sAltitude encoder Ameri-King Van'sELT ACK E-01 34274 Van's

8x Duracell MN1300 'D' cells (Mar 2004) [Change 2 yrs]

VHF Com Antenna Comant CI-122 A/C SpruceVOR/Loc/GS Antenna Comant CI-158C A/C Spruce

InteriorUpholstery DJ Lauritsen CleavelandSeat Belts Pacific Aero PAH-212-02 Pacific AeroPanel Labels Avery Clear labels

86671/2" x 1 3/4" Office Max

Fire Extinguisher H&R Halon 2.5lbs A/C SpruceFirewall insulation OrndorffFloor insulation Divinycell H45 3/4" fire resist A/C SpruceCarpet Dark Gray Orndorff

PaintWash primer Sherwin-Williams P60G2/R7K44 Self etch S-WPrimer, spray-can Sherwin-Williams GBP 988 Self etch S-WSteel topcoat Sherwin-Williams G2-W103 white Acrylic

enamel

S-W

Interior enamel Valspar 21934 gray Enamel Fleet FarmEngine mount Dupli-Color DH 1604 white High temp 1200'FPanel lacquer Valspar Semi-Gloss

8051Lacquer Fleet Farm

Exterior paint Imron White 7372 Central AvExterior paint Imron Turquoise 94121 Central AvExterior paint Imron Blue K9740 Central Av

MiscellaneousPitot & static tubing Tygon 3/8" OD 1/4" ID A/C Spruce Pitot to tygon tube

fittingsAN818-4D 1/4" Al tube AN818-4D AN807-4D

Engine hoses Aeroquip AE-466 HerberGear leg fairing, nose Tracy Saylor Tracy SaylorGear leg fairings,

mainTeam Rocket Team Rocket

Wheel Pants Van's Pressure recovery Van's

39

Engine Hoses & FittingsHose type Length Hose ends Fittings Fittings

Engine to oil cooler AE466-8 8 3/8" straight, strt AN823-8 (45°) AN823-8 (45°)Oil cooler to engine AE466-8 18 3/8" straight, strt AN823-8 (45°) AN823-8 (45°)Engine to oil pressure

senderAE601-4 16" straight, strt AN816-4 restrict AN822-4 (90°)

Firewall fuel to gascolator 3/8" Al (firesleeved) 2x 816-6D AN833-6D (90°) AN822-6DGascolator to fuel flow

sensor3/8" Al (firesleeved) 2x 816-6D AN823-6D (45°) AN816-6D

Flow sensor to mech fuelpump

AE466-6 8 1/2" straight, strt AN816-6D KB-090 (90°)

Fuel pump to carb AE466-6 13 1/2" 45 deg, strt KB-090-T (90°) AN822-6D (90°)Fuel pump T to pressure

senderAE601-4 22" straight, strt AN822-4 (90°

rst)AN822-4 (90°)

Fuel pump vent 1/4" fuel hose AN842-4 (90°)Gascolator to primer valve 1/4" Al (firesleeved) 2x AN818-4 AN816-4D AN822-4D (90°)Primer valve to cylinders 1/8" Cu 7x AN818-2 AN816-2D 2x AN804-2 (T)

3x AN4022-1 3x AN800-2 3x AN805-2Breather to separator 3/4" heater hoseOil separator vent 3/4" heater hoseOil separator drain to

dipstick3/8" fuel hose 0711-158

MAP to firewall manifold AE601-4 16" straight, strt AN816-4 restrict AN822-4 (90°)Firewall to MAP module 3/16" OD Nylaflo 268P-03X02 push-on

Tach drive cap Avery Tools

40

High Current Wiring Lengt awg End 1 End 2

Battery -ve to Ground block 28 2 0.3125 0.3125Battery +ve to master (in) 11 2 0.3125 0.3125

Master (out) to Starter relay 12 2 0.3125 0.3125Starter relay to starter motor 36 2 0.3125 0.3125

Engine ground to ground block 31 2 0.25 0.3125

Alternator to 80A fuse 11 4 0.25 0.2580A fuse to starter relay 16 4 0.25 0.3125

Master (out) to main fuse bus ~48 4 0.3125 0.1875

Master (out) to maxi-fuse (30A) ~6 8 0.3125 0.1875Maxi-fuse to Avionics switch ~48 8 0.1875 spade x2Avionics switch to diode ~36 8 spade x2 spadeDiode to Avionics fuse bus ~6 8 spade 0.1875

Master (in) to maxi-fuse (30A) ~6 8 0.3125 0.1875Maxi-fuse to alternate Avionics switch ~48 8 0.1875 spade x2Alternate Avionics switch to diode ~36 8 spade x2 spadeDiode to Avionics fuse bus As above

41

11.0 TORQUE TABLES

11.1 STANDARD TORQUE VALUES

Nuts & Bolts (AC 43.13-1B)Fine Thread MS20365 & AN310 nuts MS20364 & AN320

8-36 12-15 7-910-32 20-25 12-151/4-28 50-70 30-405/16-24 100-140 60-853/8-24 160-190 95-1107/16-20 450-500 270-300

Coarse Thread8-32 12-15 7-910-24 20-25 12-151/4-20 40-50 25-305/16-18 80-90 48-553/8-16 160-185 95-1007/16-14 235-255 140-155

AN818 flared fitting (AC 43.13-1B)Fitting dash number size Tubing OD Al tubing Steel tubing

-2 1/8 20-30 75-85-3 3/16 25-35 95-105-4 1/4 50-65 135-150-5 5/16 70-90 170-200-6 3/8 110-130 270-300-8 1/2 230-260 450-500

Hoses (Sacramento Sky Ranch)Fitting dash number size Tubing OD Thread

-3 3/16 3/8-24 25-35-4 1/4 7/16-20 50-65-5 5/16 1/2-20 70-90-6 3/8 9/16-18 110-130-8 1/2 3/4-16 230-260

Pipe thread engine plugs (Lycoming SSP1776)NPT Steel Al?

1/8-27 401/4-18 853/8-18 1101/2-14 160

42

11.2 SPECIAL TORQUE VALUES

Spark plugs 420 Lycoming SSP1776Oil Filter 240 Lycoming SSP1777Carb drain plug 144 Lycoming SSP1778Exhaust attach nuts 160-180 Bingelis - EnginesExhaust attach (blow-proof

gasket)100-140 Vetterman

Hose clamps (worm) 20 Bingelis - EnginesCarb mounting boltsStarter motor mounting bolts 100 Sky-TecStarter motor power cable 50-60 Sky-TecAlternator mounting boltsNose wheel axle bolt 84 Scott McDanielsMain wheel nuts Torque 600 in/lbs, back off & retorque 120-

180Lord engine mount (7/16"?) 450-500 Paul Snyder, LordProp bolts (1/2”) 720-780 SensenichRocker Covers 20-25Fuel Inlet Screen 35-40

43

12.0 Aircraft Systems & Wiring Diagrams

44

45

46

47

48

49

50

51

52

53

54

55

End of Operating Manual.