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Anticept

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Everything posted by Anticept

  1. It would take HOURS to verify AD compliance on a lot of aircraft models. Aircraft ADs Engine ADs. Component ADs...
  2. This is actually an issue that is currently being looked at by FAA officials higher up the food chain. Some regions are not maintaining enough DPEs.
  3. Anticept

    Generator whining over intercom

    I use kemet ALS40A104KF025. Chanik here on this forum was the first to recommend it. Since then, I had passed this along to rotax, sportcruiser, flight design, and dynon avionics. You'll hear about this part recommendation if the original isn't cutting it. You replace the old capacitor with it. In the older rotax design, it is almost a necessity to install a capacitor that is 3x the minimum recommendation by rotax (this is coming from them in classes as well as field experience) to absorb electrical noise. The souce of the noise is the regulator recitifier's SCRs, or silicon controlled rectifiers, which are not properly noise suppressed. They act like gates that are constantly being slammed open and closed, and they are the common failure point as they are also switching very large loads (HEAT!). MOSFETs would have been a lot quieter... but also significantly more expensive (and I mean by orders of magnitude... SCRs are pennies, mosfets of this size are probably dollars to tens of dollars). I believe the 912i still uses a similar design, so they would also benefit greatly from a larger capacitor. Now, again, I want to drive home the point of grounds. Your electrical system is a lot like a water pipe system. It would be annoying if your municipal water system pressure constantly fluctuated. This is what your electrical system is doing. A capactor acts as an accumulator, which in the water equivalent, would be like having a water tower on your front lawn to absorb the pressure fluctuations. Corroded positive connectors would act like restrictions in the pipe, lowering your pressure, sometimes enough that some devices won't function. Now, ground connections are a little bit harder to use this analogy with, so i need to set you up first: imagine how an old water meter works. Water flows, pushing against a mechanical device. When you close the valves in your home, the pressure is still there (just like voltage, it's still there), but there's also pressure pushing back. The wheel doesn't move, so the meter doesn't run. When you open a valve, you lower the pressure on the far side, and water moves, acting on the wheel and moving the meter. If you have a restriction in your piping, the water flows slowly even if you have all your valves open, and the wheel moves slowly. It's because that restriction causes a pressure rise before it. When you have a dirty ground, it's like having a restriction. It raises the voltage in between the dirty ground and your device. So power won't flow as well, and some of it will dissipate as heat instead of being used to power your device. So point being, do a ground voltage drop test for your electrical system and see if you have a dirty ground. It shouldn't be higher than a few tens of milivolts, and when you turn on all of your electronics, you shouldn't see large swings in voltage. The larger the swing, the more it will translate to noise. The swings should never put it over 100 millivolts, but the less variation, the better! The regulator rectifier puts out noise and does cause some backfeeding on the ground, which is what the big capacitor is for. Your battery absorbs large power swings, the capacitor absorbs the small, rapid pulses that translates into audible sounds.
  4. Anticept

    Generator whining over intercom

    Won't really do anything. Use a larger capacitor and make sure grounds are pristine.
  5. Anticept

    ADS-B problem

    Because the wiring design is the worst part. A lot of hodgepodge half dones. There are wires using the shielding as a ground. While acceptable (barely), it's not preferred. Shielding is meant to be used as shielding, not as a current carrying conductor. And it doesn't have the mechanical flexibility of copper. The grounding design should have used a terminal block (pre LS) or ran a heavy ground to the terminal block and bonded to both strips (LS+) rather than used a bolt, which corrodes.
  6. Anticept

    LSA rules changing??

    As was said: The definition is changing. Your aircraft is not, unless the manufacturer makes the changes. https://www.avweb.com/avwebflash/news/LAMA-Higher-LSA-Weight-Good-for-the-Industry-231227-1.html
  7. Anticept

    Fuel caps

    What makes you believe they are leaking? Not being condescending, but sometimes people misattribute fuel leaking to people being messy and spilling fuel.
  8. Anticept

    Battery charger

    Alright, so. Here's the thing about chargers. There is a max charge rate, known as the C rate, which most commonly is 1c. A "c" is the amperage required to discarge a battery over one hour. So a 5Ah battery's c rate is 5 amps. This is the max charge rate that you can safely charge the battery at, at any charge level. It also is not the recommended charge rate to use at just any charge level. At an extreme discharge state, pumping a lot of amps would require a very high voltage and generate an extreme amount of heat. At 90%+, lead acid batteries begin to outgas at high charge rates. Battery chargers are calibrated with a range of battery capacities in mind. Putting a large charger on a small battery will exceed the recommended charge rates, and likely the max safe charge rate too. A charger that is too small won't be able to hold the float voltage, but this is not a big of a problem as using too big of a charger. You want to use chargers built for the size of the battery, and especially battery chemistry. You will shorten the life otherwise (but again, a small charger on a large battery is acceptable but not preferred).
  9. Anticept

    CTSW Paint cracking

    Body shops can fix it. HOWEVER, it should be noted that because our parts are aircraft parts, and insanely expensive, so don't go to some cheapo shop where they won't take responsibility if they damage it. Ask for photos after the paint is removed so that you know the composite underneath is alright (and photo evidence they didn't damage it).
  10. The aluminum parts are somewhat a problem near the salty sea air... It's the steel parts.... The bolts, nuts, rods, cylinders on non rotax engines... They are the problem in salty sea air, and it doesn't take much. One airplane i care for, n178ct, lived a life in florida for a couple years. There's a coating of rust on everything. It's just a coating, nothing serious.
  11. It was the craziest thing I had ever seen. Basically, the guy was in a low wing piper. I was in my Mooney. I saw him roll the aircraft forward a couple feet, and put his hands around his head. The tires had a flat spot on them, and this melty looking ring around the flat spot. That said, sandpiper, now that I think about it, it might have been the *tarmac* that melted to his tires! It was the worst heat I felt and I only stopped long enough to use the restroom and move on. I really didn't want to deal with the same problem he did!
  12. SoCal, to me, is the coastal regions in southern california. I wouldn't call it a dry place... even worse, it's a salty sea air place. Now if you mean to include the colorado/mojave desert area... yeah that's really dry. Great place for airplane storage if you can keep the tires from melting to the pavement! (yes, you need to be careful of this, I have seen tires melt on desert tarmacs).
  13. Anticept

    Prop balance question?

    Just remember: If the blade pitch is changed, or the prop itself or engine (maybe even the mounting rubber blocks but that's a bit extreme), then the prop balance is invalidated and needs to be repeated. You'll probably want to make sure the prop is very thoroughly adjusted and correct first. And everything needs to be indexed. Put some kind of super accurate marking as well as which blade fits where in the hub, and what angle. The hub needs to be indexed to the flange. The spinner and flange need also be indexed. Pretty much if it's disassembled, you need to make sure everything is put back together in the exact orientation it came off.
  14. Anticept

    Prop balance question?

    It's not only the feel of the ride, but also longevity. The entire aircraft benefits from the reduced vibrations, but especially firewall forward. Less stress on the gearbox and exhaust.
  15. Anticept

    Vortex Generators

    There's one in brazil that has them. Haven't talked to the guy though.
  16. The paint helps protect it. It's acrylic urethane. Without it, it would degrade quickly.
  17. Anticept

    market analysis

    We'll be going off the rails a bit . It's just like LSRMs vs A&Ps. Good ones and bad ones. I absolutely hate when people start citing their certificates as credentials during a debate or contest. That's when you call out that they must have run out of real proof of their skill and knowledge since they are relying on logical fallacies now (called appeal to authority). Gets them cherry red. Yeah it's an insult but when someone starts playing that card, the debate ended. Certification shows a person is knowledgeable in an area. It doesn't mean they know everything or is automatically right in all affairs in that area.
  18. Point 1: It really is too variable. It depends on who you have work on it and what they find along the way. There's a lot of steps involved. Point 2: It is a good rule of thumb. It will be a little high for a brand new airplane, but it serves well. Alternatively, keep the cost of a new engine plus 25% in the bank. You being an economist, you understand how much people hate surprises. Planning for the worst and not having the worst happen is OK. Planning for best case scenario and ending up having the worst happen, is so so much more aggravating. Of course, plan within reason too, but until you get a hang of your airplane's costs, plan for the worst. Point 3: The sun is the absolute worst on a composite airplane for your area. Snow and ice for my area. You're going to hate messing with a full airplane cover really fast, and you're going to be miserable. That SoCal sun beating down on you while standing on that tarmac, trying to cover it after a hot day of flying. Trust me on that one.
  19. We can't give you an installed cost. This is far too variable. Here's the base costs every 6 years: parachute. : 750 i believe every 12 years: parachute and rocket. : 1350 last I knew every 5 years: rotax rubber replacement, incl engine mounts. : EXTREMELY variable. Can't even give you an estimate. every 1 year: annual : inspection only will run around 1,200 average if the mechanic is actually doing *all* the items in the checklist plus basic servicing. can't give you average issues, too variable. gasoline: too variable. oil and filter: 120-140 for 12 litres aeroshell sport plus 4. filter will be $20 plus shipping. Insurance: variable, might be 1,250, might be 3,000. Depends on your talents and your policy. I'll make this simple for you. Take the value of the aircraft, and calculate 10% of that. That's the cost of owning an airplane per year, averaged over the life of the engine, not including fuel, for someone that flies 100 hours a year. This should cover nearly all of your expenses. I had my CT sit outside for a year. Had to. Covered the cabin only. I can tell you, even under that, it just doesn't come out the same. Moisture just soaks into places. Everything is OK but it definitely lost a lot of shine. You should try to find a countryside airport. If you have to drive a hundred and fifty miles to get to your airplane, it is still worth it for what you'll save on wear, "Bruce condom" or not.
  20. Anticept

    market analysis

    Please take this as constructive criticism. I wanted to point out these major things: "I have a 'real' pilot’s license, not just a sports license" -- I know you are trying to back yourself up with some sort of credibility, but it goes right out the window when you say things like this... you should try to word this better in the future. You basically insulted every sport pilot in a document that was NOT about sport pilots.... it is about flight design. So yeah, it feels like a cheap shot. Regarding sales: Flight Design got themselves in a real pickle. They were entered into remediation by the German courts. A customer stiffed them for over a million euros (as stated by documents provided to the courts), and the company was acquired by Lift Air GmbH. Production is back in swing and deliveries are being made. 12-year engine limit: nobody follows this. Did you know year limits exist for lycomings and continentals too? See service instruction SI1009BB (lycoming) or SIL98-9C (continental). Kind of moot. Finally: It's rare to sell an airplane at Vref. In aviation, it's basically the "ballpark estimate". It's hard to sell at that price because there's almost always someone who wants to sell more than you do, and will cut his price to do it. There is another price, called the wholesale price, that is often more of an average of what an aircraft will sell for. Yet, when first listed, you'll find aircraft are often very high... people expect to be haggled with. All that said, it's still interesting to see something like this.
  21. Anticept

    ADS-B problem

    Alright. Check voltage drop as aforementioned. Make sure everything is running. Check voltage drop from the engine too.
  22. Anticept

    ADS-B problem

    I'm saying check them. That should be the first thing you address. Secondly, where is the ground for the GDL-82 run? Does it go all the way to the grounding bolt, or did it get pigtailed somewhere else (bad)?
  23. Anticept

    IFR Training, Checkride, and Use

    Just because they are taken into IMC, doesn't mean Rotax agrees with it. I restate, at my last training, an issue that was brought up was the rising use of rotax engines in IMC. We were shown photos of the arcing and damage to the gears. It was a training point about what happens when people do fly into IMC. @Tom Baker you were taking the heavy class with me right? Do you remember that part? Now funny enough, if you get the pre 2010 manuals for rotax engines, they ALL prohibited IMC. The 912s engine uses the 912 series manuals as well. But 2010 and later? They don't say anything about it. Right around then, is when the ASTM put the blanket ban on IMC flight. Makes you wonder right? Anyways, as for dissipating static: you've got aluminum airplanes flying around as well. Some need static wicks. There's more factors than just conductivity. For one example, the design structure can concentrate static charges at narrow and pointy places until they arc. This effect is called the Action of Points. It will arc to other parts of the airframe if it is not dissipated. Static wicks are designed to control where these points of concentration form by drawing the charges to safely dissipate into the atmosphere before a dangerous buildup begins. The funny thing about static wicks, is they have an EXTREMELY high resistance! We're talking tens to hundreds of megaohms! This controls the flow so it's more of a steady discharge rather than outright arcing. We also have those bonding straps that are used between control surfaces. These are installed on all aircraft that I know of, approved for IMC. Serious arcing across bearings occurs without them. Now, CTs don't have metal bearings on the ailerons and flaps, but they do have them on the stabilator and rudder. There's nothing back there that bonds the two structures together in a guaranteed manner. Static buildup LOVES antennas. Long, narrow pointy device... Lastly, those discharges, if not controlled, can at best, cause radio interference. At worse, you get a spark in a really bad place and damages something electronic... I understand there are some composite aircraft that don't have static wicks. They've been tested in terrible conditions and determined that they don't need them. I am certain a CT was not put through such a test.
  24. Anticept

    ADS-B problem

    Grounds. Make sure they are pristine. CHT, Oil, and EGT are all sensitive to floating voltages in a EMS 120 (if that's what you have). A GDL-82 doesn't use much power though, so I am curious myself. Still. Those grounds need to be CLEAN! If I recall, you have a CTSW. Put a voltmeter lead on one of the grounds on the post in the upper right corner inside on the firewall, and the other at the battery negative. Turn EVERYTHING on (but engine stays off). If you see more than a couple tens of milivolts, your ground isn't good enough. The lower, the better. Dynon recommends no higher than 5 miliamps but that's really hard to do and would require tearing out the whole grounding system to replace with larger gauge wire.
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