N1BZRich(at)aol.com
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 Posted: Tue Jan 15, 2008 3:35 pm Post subject: POH and brake pads |
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All,
There are two things I have been meaning to mention, but I have been too busy lately to get "words on paper" - or should that be words on a computer screen.
First, I recently was talking to an EAA member who has been flying his "relatively well known experimental type" airplane for a few years. He happened to see the Pilot's Operating Handbook (POH or flight manual) that I developed for N31BZ and after looking through it he said, "Wow, that is a great POH. I need to do one for my airplane." My question was, "You don't have one yet?" When he replied no, I was stunned that here was someone that really does not understand the complete purpose of FAA Phase One testing for experimental aircraft, and that by regulation, you can not start Phase Two (normal operations outside the initial 40 hour test area) until you have developed a POH for your airplane. As nicely as I could I informed him of the requirement and I hope he takes my suggestion to heart.
Now, Lightning builders are pretty lucky in this regard. Arion has a great POH that has been developed specifically for the Lightning. To make your airplane legal for phase two you only have to do two things: First (the easy part) is make a copy of the POH that Lightning will give you with a few changes. And second (the changes), develop section five (the aircraft performance section of the POH) for your aircraft. That is a large part of the 40 hour phase one testing - to determine your airplanes actual performance numbers. Put your airplanes performance data in section five of the Lightning POH and you are ready for phase two flying. The data in section five that comes to you is for the Lightning prototype and your airplane will have different performance numbers.
The second thing I have been meaning to pass on has to do with the Matco wheels and brakes as used on the Lightning and 31BZ. Matco makes a great light weight product, but after flying 31BZ for two years and some 400+ hours, one thing stands out that is different from other wheel and brake combinations I have used on other airplanes. That one thing is that the brake pad linings just don't last as long as I have experienced in the past. I have only been getting about one years use before having to replace the pads. Now, I do fly 32BZ a lot - have averaged over 200+ hours a year and that probably equates to 300 to 400 landings - but that is about what I have done on other airplanes as well. In my mind, two things are different. First, this is the first airplane I have owned where you steer with the brakes while taxiing and that obviously has an effect on brake pad life. Second, the Matco pads are a little thinner than others I have used. I still have some new Cleveland pads for the Pitts and I measured them against the Matco and there was a noticeable difference with the Matco pads being thinner. Aircraft Spruce had replacement pads that will fit the Matco and they are a little thicker as well. I used those when I did the annual last month, so next year I will see if that makes any difference.
Why am I mentioning this? I guess I was surprised at how thin they were worn at this annual and these had only been on 31BZ since April 2007. Heck, Nick helped me change both sides while we were at Sun-N-Fun. What happens is that when the pads get thin, the brake piston can extend far enough out of the brake body to let the O-ring be partially exposed and that leads to brake fluid leaking out and thus no brakes on that side. Yep, happened to me taxiing on the rough grass parking area at SNF. So my recommendation is do not fail to check your pad thickness when you have the wheel pants off and don't expect them to last much over a year. They are easy to change if you buy the brake pad rivet tool kit that is readily available from Aircraft Spruce.
Blue Skies,
Buz
Start the year off right. Easy ways to stay in shape in the new year.
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