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About MEH

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  1. Have you ever dropped something down through the engine compartment and can't seem to find it. Here is a possibility. Just helped a friend with a Rotax 912 UL who reported a curious high pitched grinding at the aft of the engine while moving the prop. Turns out it was fragments of a wing type camloc and a whole camloc which he had dropped at some point in the past which had just recently found their way between the coils of the stator and the inner magnets of the flywheel. The bits were scraping the inner aspect of the flywheel as the magnets attracted them and the stator fingers kept them in one place while the flywheel moved by. His engine had no cover over the flywheel as some engines don't. Seems there was no harm done, just some grooves in the flywheel. Glad he noticed the sound on preflight.
  2. MEH


    My 2000 hr CTLS I bought from a flight school had a worn out pilot side baggage door lock. I replaced it with this one. Near as I can figure it is the same as the original. $23 plus $5 shipping from Europe. https://www.ebay.com/itm/BURG-WACHTER-Cylinder-Cam-Lock-15-5mm-D-2-10mm-Adjustment/142406424367?hash=item212815972f:g:psUAAOSwBmpbPypC
  3. My mechanic once told me that if I was doing a mag check at run-up (on a Lycoming or Continental engine) and one mag had that kind of drop, I should taxi back to the hangar on that mag, shut down, uncowl, and grab the IR Temp thingy and which ever cylinder was significantly lower in temp...... For Rotax, I would maybe uncowl and while parked and at idle leave it on the rough mag and grab the IR Temp gun and find out which exhaust coming from the cylinders was the coolest. If you leave it running on the rough mag, the cylinder which is the culprit would presumably not be making spark and therefore no combustion, hence cooler. Just watch the spinny thing out front.
  4. The gentleman in the news report video (Dennis Lord) is incorrect. Two aircraft are allowed on the runway at the same time. For airports with control towers, the aircraft must remain 3000' feet apart during the day (for Category I aircraft like us), and for uncontrolled fields they must simply remain safe and "well clear". However, if the two (or more) aircraft were flying in formation, the "well clear" mandate does not even apply. Learning points: 1. When landing into the sun, be extra careful. You may not see that airplane ahead of you. Those NORDO J3 Cubs love to fly at sunset and with calm winds they may be landing opposite you. 2. When you are the speedy one in the pattern, give the slow pokes a wide margin. They will likely stop short, like Frank Costanza.
  5. I bought motorcycle bungee cargo nets from ebay and they work great. Cheap. Flexible hook locations/size. And they look like they belong in a cargo hold.
  6. According to the FAA publication: TECHNICAL PAPER AFS-360-2017-1 (Rev 0, 09/25/2017) INSTALLATION OF ADS-B OUT EQUIPMENT https://www.faa.gov/nextgen/equipadsb/installation/media/ADS-B_Out-In_Installation_Tech_Paper(9-25-17).pdf Filing of the FAA Form 337 is required (see point 12 of that publication): 12. Documenting ADS-B OUT System Performance Verification. Following system performance verification of the ADS-B OUT installation by OFE and/or ground testing, document the results of the system performance in the aircraft maintenance record per 14 CFR § 43. When system performance is found acceptable, include the statement, “The installed ADS-B OUT system was shown to meet the equipment requirements of 14 CFR § 91.227” in the aircraft maintenance records. (a) Execute FAA Form 337 In other sites this Form 337 is required to be filed with the FAA for "informational purposes". As an MRA is required in the S-LSA category and FAA Form 337's are not required, my question to the community is this: Is the FAA requirement that "a FAA Form 337 be filed following the installation of ADS-B equipment" not apply to us? Has anyone filed a FAA Form 337?
  7. According to the GDL-82 install manual, the ground plane is required. "The GPS/SBAS antenna requires a minimum ground plane radius of 7.5 inches around the perimeter of the antenna." From Page 6-8 of the GDL-82 installation manual.
  8. The antenna won't work well unless it has a certain number of square inches of metal in contact with it. Foil tape under the mushroom worked just fine in a friend's CT. I have seen a Citabria that used the foil tape as well. The trick would be to ensure electrical contact of the tape with the antenna. Maybe put an aluminum doubler under the mushroom which the antenna mounting screws attach. I believe the GA-35 antenna specs out a 7" diameter disc at a minimum. One would have to do the math to get equivalent or better square inches of foil tape.
  9. I got an MRA to install the GDL 82 and the GDL 39 on a tray I built that sits just aft of, and attaches to, the mount of the 696. Works fine. The ADS-B flight check had no problems. No holes in the roof and nothing visible on the glare shield except the residue of the goo left over from the adhesive left over from removing the XM antenna. If I were to do it over again, I would make the tray shorter and sit slightly lower (longer tab that attaches to the 696). The tray comes close to the firewall and doesn't need to be quite that big. The tray acts as the ground plane for the antenna and the box for the GDL 82 is mounted beneath. FD-USA put the caveat in the MRA that if it failed the ADS-B flight test I would have to do something different.
  10. I have been observing and cogitating about this issue for a few years in three high wing models. My old Glastar, with only a "both/off" fuel selector, would do something similar to yours except it would preferentially use from the left tank . I once performed an experiment where I flew for an hour with two gallons in the left tank and 12 gallons in the right. I landed with two gallons in the left and 5 gallons in the right. In my experience it never went below two gallons while there was sufficient fuel in the other tank. Many others report similar issues with that type, but there has never been an incident I am aware of in that model of aircraft where there was fuel starvation with sufficient fuel in the other tank. The Cessna 152 model I fly in occasionally has a similar issue. That aircraft has only a "both/off" fuel selector and no way to monitor in flight the status of fuel levels in the wings and when we land, frequently we note quite a difference in fuel levels in the tanks. Reportedly, there has never been a fuel starvation issue with adequate fuel remaining in one tank in that model as well. Cessna doesn't seem worried about uneven fuel levels in the wings and I would guess there are a ton more hours flown in that type by sloppy pilots/students than the FDCT type. It would be my observation that the hydrologic pressure head between the wing level and the "Y" where the two fuel lines join in the mushroom of the CT would be high enough to overcome any differential in the venting pressures. The issue of a severe skid/slip during flight causing the fuel to unport the full tank's outlet would remain a possibility but a disaster in that setting would require no fuel in the favored tank, and the only fuel in the unfavored tank to slosh outboard long enough for the fuel lines to completely empty. That situation would require a significant skid/slip and low fuel in the unfavored tank. It would be my assertion that as long as you can see any fuel in either of the sight tubes, fuel covers the outlet port and therefore supplies fuel to the system. Gravity is in your favor, overcoming any vent differential. If you do fly with extremely low fuel levels, make sure you can see some fuel in at least one of the sight tubes. If you can not see fuel in either of the sight tubes, your exit ports are uncovered and things could get exciting shortly.
  11. Crow Enterprizes have what you need. http://www.crowenterprizes.com/index.htm They have the dimensions to make seat belts for CT's already as many CT owners have ordered before you. I can't remember exactly the cost but my recollection is that they are about $150-175 for the set. You only have to hit your head hard once because of the OEM slippery webbing that doesn't stay tight when you hit turbulence. Your significant other will thank you when you don't get a concussion because of a bump.
  12. I realize the filter is downstream from the T connection but if there was a piece of debris somewhere in the line, perhaps it could act as a one way valve.
  13. How about the inline fuel filter? I recently bought a CTLS from a fight school with dubious maintenance practices. Attached is a photo of the junk I found in the inline filter. Could yours be somewhat clogged such that when fuel tries to flow backwards through the filter some debris obstructs but causes no obstruction with the forward passage of fuel?
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