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I reviewed the brake pedal restrictor AD that was recently posted but am having difficulty understanding how to install the restrictor plates on the backside of the brake pedals. I would greatly appreciate if anyone can share some photographs that depict the proper installation. Thank you.
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Have I seen an AD regarding the brake pedals? I don't recollect it. I also cant find it. Have you got a link to it please. -
Sorry - Just found it.
We didn't need to do anything as we had the other cylinders.Comment
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I installed Matco cylinders on my plane in 2019. During installation I noted the going “over center” risk of the Matco cylinders. To prevent this I simply slid a pice of fuel hose over the cylinder shaft that was of sufficient length to prevent going over center but not interfering with brake function. Easy peasy.Scratch Built 4-place Bearhawk. Continental IO-360, 88" C203 McCauley prop.Comment
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The instructions were a little confusing and vague, and the picture didn’t help much, but I got’r done. Here’s some pictures.John Hansen
Leavenworth, WA
Bearhawk 5 QB #63
IO-540-D4 with EFII System 32Comment
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I realize I am being a bit pedantic here but we really should not be using the term Airworthiness Directive (AD) for experimental amateur built aircraft (EABs). ADs are enforceable regulations issued by the FAA for certified aircraft. Something like Safety Directives or Safety Alerts would be more accurate (for US aircraft at least).Comment
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Something to consider along these lines is also builders in other countries. This has come up with Bob's safety updates needing to be worded carefully lest those builders' regulators consider an optional update mandatory, either compliance or at least documentation.
In the US E-A/B planes aren't typically strictly subject to ADs on TC parts that have been incorporated into the build, though I hope most of us at least consider them from a common sense perspective. But the language of my training LODA, in addition to requiring the plane to have a 100 hour inspection, requires AD compliance. It isn't clear to me whether this is non-controversial boilerplate copy and paste language or if it is an intent of the FAA to require AD compliance as a higher standard because of the commercial use. Do I need to have an AD list in my maintenence records like I would on a TC airplane in order to be in compliance with the LODA? Could it be said that E-A/B manufacurer guidance using TC terminology changes whether the guidance is mandatory or optional in my case? If a really crippling-but-dumb TC AD on say my engine or prop was to come along, it might require more study.
I say all of that to say that airplanes provide us with lots of symantic rabbit holes and I think a pedantic attention to detail can serve us well. There can be unanticipated consequences.Comment
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Someone (Jared?) should have a conversation with Virgil since he’s quite explicit in defining AD on his website under Resources. The wording of the document itself is Airworthiness Directive 002. But there’s a huge discussion about AD’s over on the Vansairforce forum that provides the same warning not to use that term.
I was wondering about how and should I log the compliance in my airframe logbook. What are others doing for logging in their experimental aircraft logbooks?John Hansen
Leavenworth, WA
Bearhawk 5 QB #63
IO-540-D4 with EFII System 32Comment
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I'm certainly not in any position to be telling Virgil what to do about this or anything else, I'm just the forum website janitor and frequent opinionator. I also don't want to disparage his safety efforts. On the whole I applaud the work he is doing to help ensure that word gets out about problems that he knows about. His approach is different from Mark's and Bob's in some ways, and alike in some ways. When it comes to safety culture and not trying to hide problems for commercial benefit, I think Virgil is doing it right. If it was up to me, I would prefer some terminology other than "AD" for the reasons cited above, but if the choice is between knowing that the language is a little ambiguous or not having a good safety culture from the kit side, I'd always choose the first option. We builders can figure it out.Comment
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John, this is what my AD spreadsheet looks like. The engine and prop have their own worksheet. I have not yet found any ADs for my carb, governor, or transponder, and just about all of the rest of the parts on the plane are homebuilt-only. This includes the ignition, alternators, etc.
PXL_20260308_181434667.jpgComment
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