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BMcCand - N248CT

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Everything posted by BMcCand - N248CT

  1. I managed to get by the Adobe paid sign-up screen. Using the free reader works for this document. If I put it in google drive and mark for offline, Acrobat can read it. Just what I needed for use in the hangar. Thanks. Bill Mc.
  2. I use an ipad to minimize paper. Recently, reading the CTSW maintenance manual has blank spaces for figures (which are pictures, I think) One example is pdf page 42, which is section 4 for wing. I'm currently on Ipad OS 16.6. My oldest backup was 16.5. Pdf fails on both versions. I've tried Books, pdf within Drive, and pdf within files. All fail. Has anyone else seen this ? Anybody running an older Ipad OS have it work correctly ? I suspect some common library has been broken. Now, I'm pretty sure that readers of flight design manuals are a small part of Apple's user base... but how to fix? would flight design make a new pdf from whatever master file ? adobe 'reader' on ipad is the editing program that wants a monthly subscription fee so I did not install that.
  3. I originally had a gps396. It was a while ago I upgraded to the 660. the first motivation was cheaper database updates. I also got tired of the 4 way rocker for data entry, I like the larger screen and faster processor. I worried that touch screen would be an issue but it has not. I hold on to the edge to stabilize my hand. Data entry is faster with touch keyboard. I also found I can use bluetooth to send/receive flight plans with Foreflight on the ipad. i can say I’m happy with the upgrade.,
  4. Hello, the 3.82 update I did to my 660 broke gps integration with D100 EFIS and Trutrak autopilot. The GPS strings were just a series of commas and a checksum. the 3.83 update released today fixed that again. I used Webupdater to get 3.83, the unit itself did not see a new download. curiously, on the release notes page, 3.82 isn't mentioned. I guess I should be more careful with 'auto' updates. Bill Mc
  5. Hi Roger, I'm late to the party. I didn't have on-condition issues this year, so was just starting to get ready for an annual with 5 year hose change. CPS had a handy kit for CTSW, I'll have to dig up the receipt to get the items and quantity right from a new source.
  6. I hope this is not a duplicate post. I just checked cps-parts.com this morning. There is a message "CPS is no longer an iSC and is unable to order parts engines or parts from Rotax.". We keep losing support here on the west coast. Luckily my annual & 5 year hose work isn't due until May. Support is still available from LEAF and Lockwood, I think.
  7. back in 2012 I had power loss, at full throttle. Turned out to be defective carb floats, some pieces came off and got into main jet. Since then many revisions of floats (and part numbers ) have happened. I didn’t see your checking of float bowls in the diagnosis. may be worth looking.
  8. well, replying to myself! I did try to remove the actuator, but could not loosen all 4 screws on the left side of the mount. This is behind the aileron trim lever. I used the way of removing the motor 4 screws . dissassembly, greasing was easy. However, getting the bearing into the proper position to place the white plastic rotation lock was challenging. finally rigged the inspection camera to look, got pin pliers into the two holes to rotate bearing. took 2 days, including dropping white piece.. even with a towel Happy to report flaps work well now, will actually get down to 40 deg at 60 kt.
  9. Has anyone tried removing the whole actuator? It looks like the cleaning would be easier., However, the service manual does not address this. seems to be mounted with two studs in brass pivots, and tip of lead screw. Plus the limit switches and pot assembly. re-assembly is probably two persons to move flaps to place bolts. I think I would risk having to re-adjust the limit switches, and the angle sensor (pot). I wonder about risk and reward of doing it that way. i have the switches to set the flap angle in the controller.
  10. Thanks. This was a strange and frustrating incident. the throttle felt a little springy at close... normally it hits the throttle quadrant stop, and the throttle arm is just touching idle stops. I did not want to force it and maybe stretch the cables. best idea is something was obstructing the throttle butterfly and preventing total closure. There are times, like this, I wish I had a D120 so i could see EGT's. I have analog engine gauges. Next time (if there is one) I'll try carb heat and a go-around. As it worked Ok in the morning and throttle butterfly looked clean , I'm puzzled. I didn't pull the carb apart to look at diaphragm and sliders (in the field).
  11. Is there a spec for the current limiter? I might buy a clamp-on DC current meter just to diagnose this. My flaps are also slow airborne. I'm about to check all the connectors on the regulator board, and maybe put in my spare battery. Engine crank is working fine, so probably not battery.
  12. I flew down to Page for the fly-in. It had been too long since attending, and I wanted some XC time. It was good to see the group of fellow CT owners. My experience is nothing compared to Tom's surviving the crash. Summary: Weather a major factor. 2 days down, 5 back. Beware mechanical problems. ADS-B is helpful plane to plane, when radar not available. Flight following may not work if one is below the MEA. Longer travel log is in the attached file. I hope it may help other's planning. PageLog.txt
  13. I have installed the EchoUAT and Skyfyx. The interface was originally for Navworx. (yes, I can pick winners..). Transponder monitor was used for pressure altitude, the GTX327 set squawk and Ident serially. FAA reported Pressure Altitude as unreliable, about 9% error rate. I got the GTX327 tested, it passed 24 month tests. I contacted uavionix, then got a 'Navworx Multiplexer' cable. This cable has a small PCB that takes 9600 baud Pressure Alt (From Dynon D100) and 9600 baud Transponder info (from GTX327) and combines them into a 115,200 stream. Input is a 9 pin serial connector, output a flat molex. Thus the EchoUAT is no longer using the 1090 transponder monitor. I (not a lawyer) think my device is not infringing. It *could*, but now does not. Does this mean I can keep using it? I do find this transponder monitor an interesting problem, as the query on 1030 for Mode A or Mode C is different, but the response on 1090 looks the same. Seems the designers didn't allow for multiple queries in a radar environment. Somebody else (Freeflignt?) proposed having a small 1030 transmitter on the plane to make queries. I'm not sure how the FCC could approve that. The uAvionix patent proposes to pick up 1090 from power wires. I don't see how much that differs from using an antenna per the Garmin '301 patent. A wire acts as an antenna... a good or bad one depends upon geometry. Mode S is a different design, and has much more info in the response.
  14. Hi, Jeremy has just completed the 600hr Gearbox inspection for me. Nice, fast work, despite my sending the box in just before the Page weekend. He kept me apprised of the status, and even provided pictures of the internals of the gearbox. Nicely done. I'll be re-mounting the part today. I suggest you contact Jeremy for your heavy maintenance needs.
  15. Hi Jeremy,Hope you are well. I've been flying a lot.. up to 580 hrs.

    are you still doing 600hr gearbox inspection/rebuild? I know you are rated, but are you equipped ?

    Thank, Bill

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