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Anticept

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About Anticept

  • Rank
    What's that red blinking light for?
  • Birthday 10/25/1986

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  • Location
    Columbus, Ohio
  • Interests
    Flying and fixing
  • Gender
    Male

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  1. Wingtip Repair

    It doesn't, the epoxy does, and it just smells like sour burning wood.
  2. Wingtip Repair

    Alright you two. Share with the class.
  3. 12 year mandatory overhaul

    If the service center insists on overhaul and it's an inspection, have an unairworthy signoff made and take it elsewhere. An annoying thing about all of this is that the FAA never intended manufacturers to try and force you to overhaul unless there is an actual safety concern. That means providing evidence. If you really need it in writing, you could go the route of contacting the FAA and tell them that compliance with overhaul intervals is not required by the ASTM and there is no evidence showing that mandatory life limits are required for a Rotax engine, and provide your own plan of maintenance (basically, on condition).
  4. Wingtip Repair

    What's the rest of the plane look like? I would be incredibly impressed if you only ended up with broken wingtips...
  5. 2018 CT’s

    VAT is basically sales tax, but with a twist. When something is produced, the VAT is applied for that local area. If the product is moved to another locality and sold at a higher price, then the difference is to be paid. It does make for more paperwork, but it's also much harder for people to dodge the tax. It has built in checks. Besides, with computerization, VAT is practically automated.
  6. Aero Classic 4.00x6 6 ply tires

    Once again: When you order from desser, tell them to balance the tires. I am not sure what they do, but when I tell them that, the tires come in with next to no imbalance. The difference was night and day.
  7. Carb Debris (a new source...)

    I could see the evaporation dropping the bowl temperature and the air over it, forcing water out.
  8. Ignition Switch / Source

    You need to do the bridging test when it doesn't start normally.
  9. Ignition Switch / Source

    There's another way to test. Bridge the terminals on the solenoid with a screwdriver. It's gonna spark hard but it will then crank the engine. If it doesn't, it's not the solenoid.
  10. Ignition Switch / Source

    How did you test the battery? Keep in mind, a bad battery can still have a good charge, but as soon as you load it up, the internal resistance drops a lot of voltage, which means not a lot of current can flow to drive the starter. I intend to post at a later date a way to DIY load test your batteries, and how to to a capacity test. Load test checks your cold cranking amps (CCA) and is a good quick and dirty battery check. A battery can deliver the CCA initially, but still be at end of life. Capacity test is intensive, and does the most thorough verification of battery condition. For lead acid chemistry, it is done via a timed load, then comparing the voltage reading against a chart to determine its current charge, which is then compared against a bit of math that you do to determine how many amp hours you actually used up and what the charge SHOULD be. A battery with a low capacity cannot keep its voltage up for long to drive a starter or your airplane power system.
  11. Ignition Switch / Source

    If you hear the click, then that's expected. Before you go replacing the solenoid, make sure the engine ground did not break. I had an issue on one aircraft where the engine ground wire was too short, and fatigue broke the ring terminal. Because it rested on the metal frame, low amounts of current would work fine, but high current could not pass without dropping too much voltage and starving the starter (BAD CONDITION. IT WILL BURN UP THE STARTER). The starter uses 150-160 amps. You also need a good battery too. If your battery is less than optimal, it won't provide the cranking power needed to turn the starter, and again, burn up the starter quickly.
  12. Low fuel pressure warning during climb

    This is normal. In the rotax service bulletin regarding fuel pump replacement, there is the following text: If you have a dynon unit installed, remember that it uses software smoothing of indications. As a result, it can take as much as 10 seconds to stabilize.
  13. Hobbs vs Tach time

    I would debate the remark about most manufacturers want hobbs, unless you mean LSA manufacturers. Rotax is the oddball of the bunch. Hell, we don't even track car age by run time, we track by time in use, measured in miles. Anyways, the fact is, the thing that does the most damage is start up. The oil is thick, there's no oil flow initially to keep the film built up, and the RAPID heating of components. That rapid heatind is why airliners don't care about engine hours for most components. They care about start cycles. (They also track takeoffs and landings, pressurizations, and such individually too). There is no wear or stress on the airframe either until after the wings generate enough lift. That's why the FAA says TIS is when the aircraft leaves the ground. I agree to follow Rotax's guidelines about maintaining to run time, mainly because even at idle, the combination of high compression, gearbox, and firing impulses wear out parts faster than traditional engines, but I will never agree to tracking my aircraft hours by it. That's beyond stupid. And if am aircraft manufacturer's airplane is so fragile that the engine running wears out their airframe, then they can keep it. Roger: I reiterate what I have said before: if your aircraft's tach is running faster than your hobbs, something is wrong. Tach should be set to run 1:1 at your cruise speed. If it's running faster, it's either configured too low or you fly firewalled.
  14. parking brake issue

    Some CTs are real easy to bump and you won't even notice. The valve only needs to be turned a little.
  15. ROTAX 912 "p-lead" shielding and grounding

    It should only be grounded engine side. If it's going to be grounded inside as well, there probably should be a resistor placed in the connection. 100 ohms is probably sufficient. The kind of voltage used going into the aircraft ignition switch is pretty small. It's grounding out the primary side. Grounding at both ends is for high frequency applications. I don't think our application quite falls into high frequency. Gigabit ethernet, for example, would use shielding grounded at both ends if it's using any shielding at all. I would say if one gives you noise and the other doesn't, then go with the second configuration. EDIT: Fred: here's a good read on this. https://interferencetechnology.com/simple-method-for-predicting-a-cable-shielding-factor-based-on-transfer-impedance/
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