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Everything posted by Anticept

  1. Prop Issue -- Cosmetic or Serious?

    Composites are sensitive to age. Unfortunately, composite aircraft are very likely not going to last as long as an aluminum aircraft. If your prop is old, it may just be breaking down.
  2. Prop Issue -- Cosmetic or Serious?

    Send it to flight design for inspection. If I recall correctly, on the neuforms, there is a leading edge fence to protect the blade. The glue might be coming apart. Your blades themselves could also be coming apart. Neuforms are two blade halves put together around a core. The part that catches my attention most is the perpendicular cracks. This makes me think it's twisting and flexing more than it should be. @CTMI there's not a whole lot of difference between fiberglass and carbon fiber. They act in much the same way, your assessment is still quite valid.
  3. Low Fuel Pressure

    Did you full power the runup?
  4. Low Fuel Pressure

    Fuel injected rotax has a very different design and purges air in the system. it has a fuel pump that constantly circulates fuel from the header tank, through a fuel filter, through the fuel rail, and back to the header tank where air and fuel separates. The top of the header has a small line for air to escape back to the left fuel tank. The carb designs do not do this.
  5. Fuel filter

    there's a service instruction out there approving moving the fuel filter to after the valve.
  6. Low Fuel Pressure

    You have a different fuel formulation than we do in Ohio. Ohio is really lax on fuel quality. I bet if you gave out some Ohio mogas, you'd have everyone lined up around your shop complaining about the issue. Again, I fought with this issue for years, and every friggin CT we have has this problem. It's probably a fuel vapor issue at its core, but something with the way Flight Designs are constructed that makes the issue worse. The hotter the day, the more pronounced the issue, but it has never affected flight. It just throws an alarm at the first full power operation after engine start. The issue is non-existent on cold days. Adding a little avgas largely puts a stop to the issue. With pure avgas, the issue doesn't show at all.
  7. Low Fuel Pressure

    10%. Also I do want to add: flight design on older models returns the fuel to the gascolator. Rotax these days only accepts a return line to some sort of fuel air separator, such as a header tank or a feed back to the fuel tank. Due to the construction, putting in such a line would be very uneconomical. But I don't doubt it would help.
  8. Low Fuel Pressure

    This has been a problem on all 5 of our CTs since the new pumps. This started when those new AC pumps came out. The old original pump (pierburg?) never had the issue. Mixing in a little avgas resolves it for the most part. But not completely. It occurs on warm days, with the first high throtte setting after having flown and sat for a bit. You can cause it to happen during runup with wide open throttle for a few seconds instead of takeoff, but it's never actually caused a problem other than scaring the sh** out of someone who never saw it before. Roger, I had brought this up with eric tucker during a training course. It is indeed a pump design issue, and some aircraft types are more exaggerated than others. You won't be able to resolve this other than using avgas. Chased this for years before finding that SB. There's no fix. LEAF and Flight Design gets this question ALL THE TIME, it's just something FD's do with certain mogas.
  9. Low Fuel Pressure

    This is a known issue and is not fixable. The issue is with the fuel pump. Rotax has released a service bulletin saying the pressure drop is avceptable for 5 seconds. However, since dynons use software filtering, it can cause the warning to persist for a few extra seconds.
  10. Removing Dynon HS 34

    No, you have to do some rewiring of the system. Just get a serial extension cable, i believe a DB25 connector, and mount the HS34 near the EFIS. You don't want to drop the HS34. It provides a lot of functionality.
  11. composiclean 4 part system

    There's nothing wrong with using a rotary buffer with terry cloth before clay barring but after the initial hand wash and rinse. Just make sure you you either use an orbital, or do wide circles if you have a rotary. It's nit as bad as cars, but some dirt needs some extra mechanical convincing to free up before clay barring, and you will sig ificantly lower the invested time in the long run if you have a plane that hasn't ever been clay barred. If you keep the wax up, especially on the belly, it makes it easier to clean in the future too.
  12. Wheel pants vibration

    Try checking the balance of the assembly without tire and tube. Then put your index marks on. Make sure that's in balance or reasonably close first.
  13. SLSA or ELSA

    And know when to say no. Usually you can tell the difference between people who ALSO want to be fair with you. Don't get tangled up with someone who's throwing red flags everywhere. Not worth it at all. Always communicate the issues that you need to fix. Don't just start fixing things and racking up a bill. Nobody likes seeing a big bill dropped on them, but are usually more amenable when they are talked to first about it.
  14. Tire inflation problems with Leakguard tubes

    Your airchuck is broken.
  15. Towing gliders

    Also of note, is the SINCE ORIGINAL CERTIFICATION part. Certain cubs had the option of installing a constant speed prop on them. If it has ever been installed, that aircraft may never be used as LSA, even after you remove the modification. The reason for the "SINCE ORIGINAL CERTIFICATION" part is because when the regs were being written, people were applying for weight reduction STCs for C150's, some were downright dangerous. So to stop it, that language was included.
  16. Current list of flight training centers

    I just noticed you have us listed as "service". We don't do mx work for the public, we only do training. Maybe someday I'll start up a separate organization from the flying club so I COULD do work for the public.
  17. Glide Ratio

    So then it's possible that CT wings are designed for very high lift, and as such, the airspeed which reflexive flaps are useful isn't much higher than stall? I could see that being the case. Out of curiosity, I looked up the wingspan of pipistrel's virus, it's ~41 feet vs flight design's ~28 feet. I know the virus outperforms a CT in speed, and I think I'm seeing why! Their wings are razor thin but extremely long (this won't fit in some t-hangars)! Flight Design might have needed to approach the short wing with a higher lift to get the lower stall speeds.

    Sounds like we both were thinking the same thing! Either that or you were in the hangar with cowling off when you read my post!
  19. Glide Ratio

    Best glide will be whatever is lowest drag. For conventional aircraft, it's probably going to be in whatever configuration generates just the right amount of lift for goals such as the following: Keep the angle of attack low as possible. This reduces the presented aircraft cross section, reducing form drag. Flaps also increase that presented cross section. Reducing lift-induced drag. More lift means more lift induced drag at slower speeds. Flaps are VERY guilty of raising this very quickly! On some aircraft, flaps can go so high, as to act more like spoilers (but are not technically true spoilers), such as with gliders. These are called reflexing flaps. What they do is reduce the lifting ability in certain sections of the wing, which reduces coefficient of lift, which also reduces some forms of drag. HOWEVER: as emphasized, SOME. There's an airspeed where below it, reflexive flaps will do more harm than good (probably an upper airspeed too but much higher than we'll ever fly at). Reflexing flaps are typically designed for cruise, where airspeed is plentiful and the wings are generating so much lift, that we can afford to sacrifice some of it for a lower coefficient of lift, which means a lower drag. Not all airfoil designs can use reflexing flaps (usually, wings designed for high lift benefit from reflexing). FDCTs flaps ARE considered reflexing flaps. So I suppose the question is: is the airspeed where reflexing the flaps are beneficial higher or lower than best glide? If you want a good bit of reading: https://en.wikipedia.org/wiki/Parasitic_drag and https://en.wikipedia.org/wiki/Lift-induced_drag

    Make sure your C wire (red, thin) coming off the regulator has a VERY SOLID connection. This is the "feedback" wire for regulation. This is likely the culprit. Make sure the regulator's case ground is VERY SOLID. If not the C wire, then this is probably the culprit. Verify that the greenish cyanish wire, coming off the overvoltage protection, has a good solid ground connection to the battery. Verify your capacitor is not bad. All three of these things can lead to improper regulation. Remember that I've posted before, electronics are designed around a reference, commonly ground. If the ground connection is poor, you can have floating voltages. This will raise the reference, which means the regulator will raise the voltage ceiling. In the case of the C wire, this measures the system bus voltage, and compares to ground voltage in the case. When it's high enough, it stops the alternator output until the voltage drops again. It does this very, very rapidly, so the cleaner the connections, the better! That capacitor is also important. The battery smooths out the lower frequency oscillations from the alternator. The capacitor smooths out the high frequency, which is what electronics are sensitive to.
  21. Garmin 496 to 696

    You may need to alter the wire hookups, yes. Either buy a harness, alter an existing one, or make a new one. The Garmin user guides actually have technical installation sections with pinouts that you can verify.
  22. What is that gunk in my carburetor bowl?

    As long as it isn't actually neoprene, ethanol fuel will destroy it in no time... Probably buna-n.
  23. What is that gunk in my carburetor bowl?

    If your plane is going to sit, drain the bowls!
  24. What is that gunk in my carburetor bowl?

    I've seen it. It caused power loss and severe engine roughness on a CTSW I worked on. I found a flake floating around at the bottom of the bowl right where the main jet is. At high power settings, it would suddenly drop in power and get extremely rough. Reducing throttle to idle resolved, and then advancing again up until a certain point would be smooth. Removed the flake, no more problem. I do see particles in the bowls from time to time. I also have one bowl that has some discoloration in an area, which I thought might be water damage. So far though, years later, it's still the same spot with no change. Maybe it would flake off if I scraped it... but I am going to leave it alone!
  25. 400-4 and 600-4 tubes

    I don't remember who it was that I talked to about this. It's quite possible I have been mixed up with the CTSW, which I know the tundra option changed all three on that aircraft. But it's strange that I'm remembering a conversation where the discussion was that the smaller nose wheel was an option but not offered normally. That said, I do not like the tiny tire option on SWs. As for larger gear: They are indeed quite large so they grab harder due to inertia, but I find they have a nicer landing and taxiing overall.