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Everything posted by Anticept

  1. Anticept

    Tire pressure

    I've started running a bead of rubber cement around our rims. Just a little on the top and bottom (1/5th of circumference each, not the full circumference). Even with low tire pressure, they do NOT rotate, and I've not seen a tube turn yet. It works well enough that breaking the bead takes a little more work. I've got a bead breaker and it's not that difficult, doing it by hand might be a bit harder.
  2. Anticept

    over shooting 6500 Rpm

    If there's damage, it might not manifest immediately. That's the thing about judging the engine by how it runs. It only tells you part of the story.
  3. Anticept

    over shooting 6500 Rpm

    That is a huge overshoot. Follow the manual. At that high of an RPM, valves can float, and forces on the engine components are very high.
  4. As much as required to keep the cylinders cool. If you're building a testbed, just attach a scoop so that the prop air will blow over and down through the cylinders. Make sure the radiator is straight on with the incoming air flow. If you're going to dyno it, centrifugal fans (known as blower fans or squirrel cage fans) move a lot of air and should be good enough for blowing down over the cylinders and one blowing through the radiator. It's surprising how little air is actually needed. Just make sure you have your temperature gauges hooked up (i'd recommend having them on the other two cylinders as well for testing).
  5. 150 mph is possible in a 172. No chance if it's knots.
  6. Anticept

    Exhaust Departed in Flight

    It's a good thing that it doesn't crack on the weld, it means the weld is done properly. Keep the ball joints lubricated. That's the biggest cause if the joints sieze.
  7. Anticept

    Wind speed arrow and stall warning

    Wind speed arrow is calculated on the D100 and uses a combination of heading, IAS, and GPS track. If you do not see a windspeed arrow, see if you are getting GPS source data. More than likely that's the problem as that wire is fragile.
  8. Anticept

    New Floats from MS

    The floats used in our carbs is different from some of the ones used in motorcycles. We've got two piece foam, many motorcycles have a 1 piece assembly.
  9. Anticept


    If it's not wired correctly, the pass through will not work. It calls for a very specific pinout in the installation manual. Pin 1 is ground. Verify that you have continuity from pin 1 to the battery negative, and make sure the pin is seated and not loose in the connector. If you have continuity (good, clean continuity) and it doesn't work, you need to send the unit in for repair.
  10. It's in the maintenance manual.
  11. Anticept

    New Floats from MS

    Marvel Schebler is a very, very damn good carb manufacturer in my experience. I would trust parts from them. Not in an S-LSA mind you (not worth the legal headache) but I'd recommend their parts to anyone running experimental.
  12. Anticept

    Dynon D120 EMS settings

    The "rotax" engine type preconfigures much of this. Set CHT and EGT according to coolant temp limits in the rotax 912 operators manual, latest edition.
  13. Anticept

    ILS coupled to autopilot.

    Skyview autopilot does support VNAV. Your GPS must output sentences for vertical navigation, however. I doubt the 255 does this.
  14. Anticept

    Oil overheating

    I thought that before, but looked it up. Loctite is owned by Henkel AG & Company, KGaA, while Permatex is owned by Illinois Tool Works. I do believe at one point in the past they were owned by the same company. I know permatex has been bought, sold, bought again.
  15. Anticept

    Marc Ingegno Brake Parts

    Make sure your rotor hardware is good, and purge air from the lines. Marc brakes have a spring return. If you have to pump your brakes a lot, your liners, rotor, or both are worn.
  16. To be quite honest, we sync carbs far more than I think our airplanes actually need. But, we're also talking about airplanes here. Difficulty syncing carbs has, in my personal experience, helped to identify issues long before they became actual issues. It's hard to sync carbs when there's a problem developing. As a result, I often fix issues before they scare the pants off customers.
  17. Anticept

    Marc Ingegno Brake Parts

    The are four downside to matcos that should be put out there, in my opinion: 1. Slightly heavier. Couple pounds I think. For the amount of beef you get for it though, I think this is a very minor negative. 2. Brake pads don't last anywhere near as long. This is due to the riveting rather than the gluing. However, also might be considered a minor negative because marc brake shoes are SIGNIFICANTLY more expensive. Matcos, you just buy and replace the liners. 3. Those damn wheels are a pain to fit 6.00-6 tires on. Flight Design opted not to go with the longer axles. The longer axles would have allowed the use of the optional one inch spacer, which would have made this a lot easier. Yes, I know about how to clamp them but it still takes some work. Minor negative. 4. The brake piston design is not the best. Around a quarter to a third of the surface area of the piston is out in the air on one side. I find this leads to the pads not wearing completely square, and application of brakes too hard (easy to do with a matco master cylinder) can cause the piston to tilt and jam. Take it easy on the brakes and keep the liners and rotor maintained, and you won't have this issue. I consider this MAJOR because there really should have been some more thought put into the piston design. I would still recommend matcos to anyone and everyone with a CT because those damn marc ingegnos crack along the wheel beads of the wheel halves and has led to multiple accidents. I can attest to one (my airplane was being rented). I have talked to people that have seen others. In addition, I know of at least three other instances of the wheel beads cracking and us having caught them before any accidents occur. On top of that, these cracks are very sudden. I had an instructor take the airplane for a flight, come back, take another student out to the airplane, and then saw the crack taking up about 1/5th of the wheel circumference. That instructor caught it because he KNOWS to look for these, and now only our CTSW still has marcs (with the smaller tires, which I believe are substantially less stressful on the marc wheels).
  18. Anticept

    having Flap problems? check this out!

    Then the next suggestion i have is to test the onboard relay. It might be stuck. See if you read a similar continuity as the other one. Also, test the harness. Make sure there's no bleed over between the connections.
  19. Anticept

    having Flap problems? check this out!

    The pot that is on the flap column is what I am talking about. It is a position sensor. It acts as a voltage divider, and the board senses voltage. You are basically programming the voltage into the board when you use program mode. This voltage, when higher or lower than the target value, will move the motor in the correct direction. However, if it crosses 0, it will confuse the flap controller. If manual mode is not functioning, then there is a pin issue. Manual mode bypasses the microcontroller and directly applies a voltage on the wire that runs out to the microswitch, and then back to the motor control relay. Basically, you are somehow putting voltage on a pin that shouldn't have it unless manual mode is set. The wires needed for this controller to function are as follows: 2 wires for the motor - if these are reversed, the motor will run in the wrong direction when seeking a position until they hit a microswitch 3 wires for the potentiometer (feed, sense, ground) - if feed and ground are reversed, the flaps will move but never stop until a microswitch is hit because it will reverse what sense reads as the flaps move. if sense is incorrectly placed, the flap board should error. 2 wires for positive and ground for the board 3 wires for the two microswitches on the board, but 4 at the connector (ground jumper installed) 5 wires for the external programmer - not used when programmer is not connected As said I would need to see it to fix this.
  20. Anticept

    having Flap problems? check this out!

    I would have to see the airplane personally to fix this. What you describe is seeking behavior, assuming you programmed it correctly. There is one thing I need to make you aware of. This is written in no manuals, you just need to understand the system. The potentiometer does not have stops! You must position the potentiometer so that the extreme ranges of travel do not cause it to cross the zero threshold, or it will cause the flaps to malfunction. As for the pinouts: arian might be right. I do have a copy of the retrofit manual but I still need to see it in person to help. If the flaps continue to try to move even once they hit the microswitch, then that's definately a miswire somewhere. The microswitches interrupt power to the flap motor relays when actuated. Make sure that you also read the potentiometer at the board pins correctly. It acts as a voltage divider. One is positive, the other is ground, and the third wire is sense. Positive to ground should read 10k or bus voltage, positive to sense will read something in between and change as the flaps move.
  21. Now imagine trying to idle. If the carbs are imbalanced, you will get one side that doesn't sit on the idle stop, while the other cable is tight as a piano string. A larger crossover tube would indeed smooth things out for longer, but it won't solve the problem of imbalanced carbs. Little incosistencies in the carbs, temperatures outside, cable routing, these all contribute to carbs falling out of sync. I usually only end up with carbs a couple inches out of sync in extreme cases. Even applying a twisting force on the throttle arm while tightening the nut will change syncrhronization, as there is a very slight play in the keyed hole. Roger: for those at low altitude I agree, it becomes very insignificant. Those on decent and operating at high altitude wouldn't fare so well.
  22. Because it's covering up the real problem. Inbalanced carbs. The only thing that this will accomplish is shifting the bulk of the load from one carb to another. They're also not designed to be able to carry fuel from one intake to the other. You'll end up with a leaner mixture because the charge will have to travel further to the cylinders on the higher vacuum side.
  23. Anticept

    Why would you pick CT over Cirrus?

    I would be very, very hesitant to touch a cirrus from that era. These are known as the generation 1's. Some really poor design choices make these extremely expensive to own if the work is not already done. The parachutes have no access ports for replacement. They must be literally cut out and access points made. A tremendous amount of labor. Parachutes for these old models are no longer available. You must retrofit the electronic design, which is extremely expensive. The tail section, I believe it's the rudder, uses a bungie cord for centering. So many better ways this could have been done. These have to be replaced from time to time.
  24. Anticept

    Airmaster Propeller

    14 CFR 1.1 has the definition for light sport. It applies to both S-LSA and E-LSA. You will also find an airworthiness limitations section on your LSA airworthiness certificate. Both of these will have the information about propellers and why you cannot use an "in flight adjustable prop."
  25. Anticept

    Airmaster Propeller

    Hold that thought though. While I expect the upcoming NPRM won't have as much as we hope, maybe, just maybe, it will remove some of the more oddball limitations that prevent us from using better propellers.