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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
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    Male

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  1. 12 year mandatory overhaul

    I don't think 43 appendix A applies to S-LSA. I'm pretty sure I saw this in one of the FAA's docs stating that the manufacturer decides who can do what kind of maintenance (in compliance with ASTM standards). That said, "preventive maintenance" is also in 43.3 so I am not sure what to believe.
  2. 12 year mandatory overhaul

    Keep in mind, appendix A does not apply to S-LSA. The maintenance tasks and who may perform them are on the manufacturer to provide, hence why the manuals come with provisions stating the certification required as part of ASTM compliance.
  3. 12 year mandatory overhaul

    https://www.ecfr.gov/cgi-bin/text-idx?SID=ca8b7dd123d6b832b2bbd4f851e79833&mc=true&node=se14.1.43_13&rgn=div8 See (d) There isn't a definition for major repair or alteration in S-LSA as far as I know, but I have seen a light sport AC refer to procedures not in the maintenance manual as such, but I feel like it wasn't trying to use the regulatory version of "major", just poor wording. Roger: I do agree it's rediculous how lenient things are on mechanics. But I've seen junk work from LSRMs too. Short log entries, amateur repairs, etc. In fact I've got a plane in the shop where the guy that did an avionics mod used tin snips on a metal backplate and didn't file off the razor edge, left burrs a quarter inch long, cut up the radio tray support and now the radios rest on the firewall as support, and used pop rivets a mile long and they are deformed like crazy. Plus all this use of vinyl electrical tape... SomehowI think it's not so much the training as it is just people being lazy in general. But I won't completely discount a lack of proper training!
  4. 12 year mandatory overhaul

    Doug: I know of one where an oil hose has to be a certain type with fire sleeving and I'm sure that's the one you're talking about. But I've also heard, admittedly only through others, of one on a piper aircraft where there are several hoses with those life limits. Having said that and realizing I've not actually read such an AD, I probably shouldn't have said anything about it. As for hoses: I've removed hoses on a Rotax on the 5 year where they were very stiff, and the end of the hose would crumble with a hard twist. The rubber used doesn't seem to hold up very well with age or exposure to elements.
  5. Alternator light

    Just clean all your terminals. Start at the regulator, and work your way down the firewall. Apply a bit of DC-4 to protect against future corrosion.
  6. BRS 1350HS Rocket Kit

    $1400 to $1800. I know a few years back it was only $1250 plus shipping, but they since increased rates.
  7. Alternator light

    The light comes on if there is a voltage imbalance in the circuit. It functions by using voltage potential to resist current flow through the light (there is always a tiny amount of flow, but not enough to light it up). If your generator output is poor, the battery will then power the light. Cause is usually dirty connections.
  8. CTLS K&N Air Filter model #

    https://www.knfilters.com/cleaning-pics.htm It's been a while since I've cleaned ours. I don't let it get as bad as the picture on the upper right, but when it gets a little past the upper left, it gets cleaned.
  9. New 912 UL

    As soon as you turned the engine, you scraped off the preservation oil. If you need to re-preserve, there's a service instruction for it.
  10. Wingtip Repair

    Flight Design vacuum bags many of the parts, including each half of the airplane shell, so it's closer to the head and pressure than you think. But, the stuff laid in after the two halves are put together are not bagged. I am pretty sure the spar is also done this way too. It's built up, bagged and heated, then everything is assembled around it. I do not know if the wings are multiple pieces and assembled. I have a hot bonder. Right now it's inoperative (uses ~20 year old computer hardware), but one of these days I'll sit down and upgrade the internals so it would be in service again. I just had not decided on the controllers; I'd like to get away from using chip PC control, and instead move to a programmable logic controller with a watchdog chip, that way I don't ever have to worry about "drivers". But the suction and heat blankets appear to work fine. It would make repairs take next to no time at all.
  11. New 912 UL

    Call up a distributor and give them the serial numbers. They will tell you everything. Also, there is an engine data plate near/on the ignition housing that might say something about year of manufacture. There's going to be some other information around the engine as well, such as gearbox and crankcase serials.
  12. There's no need to prefill them before installing them. You do that when you turn the prop after the oil change but before you start. ALL oil filters have a bypass. If there's any that do not, it's because it goes on an engine or component that has the bypass built in. Consider what would happen if the oil filter clogged... it would collapse and/or starve the engine without a bypass! Dirty oil is better than no oil at all. Funny side story: on Allison engines installed on some helicopters, there's a bypass warning on the filters. If they go into bypass, you have to tear the engine down. Very, VERY expensive. Someone got clever, and made a mod to install a second oil filter in series. That way, as long as both filters do not go into bypass, you do not have to do a teardown.
  13. Backflow prevention. The bypass valve exists in all oil filters. I don't think you can get certification or approvals without it.
  14. GRS Parachute Failure

    If he was in a spin when it was pulled, it would have put an ENORMOUS strain on one attachment point anyways as the aircraft goes around the axis of rotation. I wouldn't fault GRS if that's the case.
  15. NavWorx Inc. Penalty

    The FAA is flexing their muscle as a warning to play by their rules or go home. That's basically what that response is about, I feel. I support them in their original decision only in regards to SIL levels and what they are designed for. Integrity monitoring is serious business. I don't know if I can support them where they stopped working with units that broadcast SIL 0; if they never intended that to be used, they should never have made it part of the specification...
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