M5 restoration project
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Found this one:
http://www.supercub.com/pdf/AN%20Bolt%20Torque.pdf
Not sure the source of data, though. I believe it’s standard per fastener type rather than location unless specified otherwise. At least that’s what I gathered from my mechanic when we had a similar discussion.
http://www.supercub.com/pdf/AN%20Bolt%20Torque.pdf
Not sure the source of data, though. I believe it’s standard per fastener type rather than location unless specified otherwise. At least that’s what I gathered from my mechanic when we had a similar discussion.
Christopher Owens
1993 MX-7-180A
Members: AOPA EAA VAA
1993 MX-7-180A
Members: AOPA EAA VAA
- freedom
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on a IO-235 how much room is there form the bottom of the throttle arm control and the cowling?
I mean throttle cable in the part which is attached to the tube coming out of the engine mount, to the linkage with injection unit from bendix.
Yesterday I've trial for the engine, to take some measurements, but I couldn't try to install the lower cowling. I need to make up my mind whether to install the throttle body in this position with the throttle linkage horizontal, or to turn it 90deg and have it vertically to the right side of the engine as per the original installation.
The throttle body if you wonder is part of the EFII kit.
I mean throttle cable in the part which is attached to the tube coming out of the engine mount, to the linkage with injection unit from bendix.
Yesterday I've trial for the engine, to take some measurements, but I couldn't try to install the lower cowling. I need to make up my mind whether to install the throttle body in this position with the throttle linkage horizontal, or to turn it 90deg and have it vertically to the right side of the engine as per the original installation.
The throttle body if you wonder is part of the EFII kit.
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What was the trick again to preserve the o-ring from getting damaged when inserting the spring assembly into the oleo strut?
Mine obviously have got damaged as one is leaking oil. I've even kept them upside down for 3 days before installing looking for leaks.. But I guess it is more prone to leak with the aircraft weight trying to extend.
Luckily enough I found it out before installing the engine.
Mine obviously have got damaged as one is leaking oil. I've even kept them upside down for 3 days before installing looking for leaks.. But I guess it is more prone to leak with the aircraft weight trying to extend.
Luckily enough I found it out before installing the engine.
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Are you sure the leak is from the external O ring, it can be leaking up the shaft at the inner O ring. They can also get cut at assembly. It is inside the cylinder head and grease helps smooth the way plus the smooth chamfering of the shaft end.
For outer cylinder head O ring make sure the inside edges of the four bolt holes are not sharp.
You can also insert a one thou feeler gauge at each hole to cover it as O ring slides past. Best to do a practice fit without O ring fitted to make sure all aligns correctly. It makes it easier to fill the oil if a coil of the spring is not directly across the oil filler hole.
For outer cylinder head O ring make sure the inside edges of the four bolt holes are not sharp.
You can also insert a one thou feeler gauge at each hole to cover it as O ring slides past. Best to do a practice fit without O ring fitted to make sure all aligns correctly. It makes it easier to fill the oil if a coil of the spring is not directly across the oil filler hole.
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So the “technique†if I got it correctly is to lay 4 one thou gauges to cover the holes, slide in the spring assembly, remove the gauges. I’m quite sue it is the outer oring as I could already see tru the 4 holes that it got damaged. That is why I let it seat for a few days upside down hoping to spot potential leaks. But clearly they only manifest when the strut is under tension to extend.
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Yes re feelers, but it makes no difference if gear is extended or compressed.
It is an enclosed cylinder with double acting oil damping, so oil is squeezed in both actions but not at rest.
The pumping movement can force oil up the shaft by inner O ring or past cylinder head outer O ring.
If pulling it off the plane, it is worth disassembling the spring cartridge and checking the inner O ring also.
It is an enclosed cylinder with double acting oil damping, so oil is squeezed in both actions but not at rest.
The pumping movement can force oil up the shaft by inner O ring or past cylinder head outer O ring.
If pulling it off the plane, it is worth disassembling the spring cartridge and checking the inner O ring also.
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