Jump to content


  • Content count

  • Joined

  • Last visited

  • Days Won


About FredG

  • Rank
    Pilot Member

Profile Information

  • Location
  • Interests
  • Gender
  1. The 5 degree "droop" isn't necessarily with respect to the relative wind when the airplane flying in the cruise configuration. it is possible that while in flight the bottom edge of the stabilator is 5 degrees below the center of the spinner resulting in no engine droop (again, with respect to the relative wind) when actually flying.
  2. Tom, I said "does not use a magneto ignition system" and I was specifically referring to my slight misuse of the term "p-lead" for the 912 ignition module grounding wire.
  3. Andy, thanks, no worries. I meant my reply to be informational, as well. Regarding DJ Todd B's question about the engine continuing to run... Once running, the engine is designed to run with no connection to any external device or battery. So, pulling both master breakers won't stop the engine (if installed correctly). Only grounding the "p-leads" (I know, the 912 does not use a magneto ignition system) from the ignition modules will stop the engine. On my plane, that only happens with the key switch is rotated to the stop position. This post is informational only. Do not attempt this in flight without being certain that you know what will happen.
  4. Andy, sure. But, then you don't have an immediate visual indicator of OPEN vs. CLOSED, like you would with a breaker that is not guarded. Everybody gets to make their own decisions, but, I just went with PUSH-PULL. The breaker status is immediately obvious with a glance and no accidental OPEN. Regarding the toggle breakers, I don't know if they were designed to be easier to OPEN than to CLOSE. They were just too easily opened for my liking. Regarding effects of open breakers, it depends on your airplane. Does it have Skyview with backup battery? If yes, then backup battery plays a role once buss voltage drops below some threshold. Or is it a pre-skyiew airplane without battery backup? If yes, and the "GEN" breaker is OPEN and the BAT breaker is CLOSED, then the panel functions until the main battery is depleted. Then they go dark. If BAT breaker is OPEN, and no backup battery connected to the displays, then no avionics will operate (please check this for yourself, I am not looking at a wiring diagram while typing).
  5. Bill, I'm not sure what part of my post you want a link to - I was describing my own observations based on handling the breaker. If they had a very positive, crisp action, I would have installed them. I wanted a toggle style master, but not a mushy one. Fred
  6. I assume you mean the TYCO breaker with a lever to switch between closed and open rather than a push-pull action. I have not made the replacement on my CT but I purchased a breaker of that style thinking I might install it in an experimental airplane. I found that the lever was very easily moved from the ON position to the OFF position. It doesn't take much of an effort to move the lever and it seemed like it would be easy to accidentally bump the breaker from ON to OFF without knowing it happened. I ended up installing push/pull style TYCO breakers for Batter and Generator on the experimental. I prefer them because they are nearly impossible to accidentally move from the ON position to the OFF position. Can't same the same for the lever style.
  7. Intermittent flaps

    Corey, when were the new model flaps first installed?
  8. I just finished checking out an intermittent flap issue on a CTSW, relay board connection problem. The owner referred to your post, thanks for that, it saved time locating it on the firewall. I could create the fault by lightly flexing the board.

    Thinking about your mysterious switch board issue, sounds like it might be an overvoltage problem since charging volts is higher than battery volts. Maybe adjusting the potentiometer on the relay board might help?

    1. FredG


      I had the same thought and tried adjusting the potentiometer.  It didn't help.  Quite bizarre.  


  9. Flap 0 error

    When my flaps started failing due to a fractured soldered connection between a relay connector and the relay board foil conductor, it was intermittent and followed an odd pattern (it would occur only when deploying from 0 to 15 and then, when I returned the switch from 15 to 0 and reset to 15, it would almost always work). Nothing about this suggested a broken connection, but when the failed solder connection was repaired, the fault was fixed. For diagnostic information, I connected a 12v pilot lamp in parallel with the flap motor to be sure that it was not failing to run when being energized. In my case, as expected, the motor always ran when it got power. I also replaced the position sensing potentiometer as a troubleshooting step which, given the actual fault, did not fix the problem. To make matters even more bizarre, the first step I took was to replace the circuit board on which the flap selector switch is located (with a used board from an owner parting out a CTsw) and reprogram the flap settings. It worked perfectly in the hangar. Then, I started the engine and it did not work. At all. No operation. I switched the engine off and it worked perfectly. I repeated this many times and it was repeatable (flaps worked perfectly with engine off, flaps didn't work at all with engine running). I took a video to convince myself that this bizarre behavior was actually happening. I installed the original flap selector switch board and it worked perfectly. I have no explanation. The flap system is pretty complicated, IMHO. I would be a bit careful about drawing quick conclusions from modest amounts of information about the pattern of failure. BTW, my airplane is registered E-LSA and I hold the inspection certificate for it. I am NOT advocating any owner make repairs for which he/she is not qualified nor authorized to make. I am not a LSRM nor A&P. My experience is for your information, only.
  10. New wide angle lens and Yosemite flight - yesterday

    Ed, love those photos of Iowa. Keep 'em coming!
  11. Intermittent flaps

    Would not surprise me if there is more than one way they fail. I'd also want a spare.
  12. Intermittent flaps

    Ed, I wrote a fairly long post a year or two ago about my intermittent flap problem (2006 CTsw). I ended up finding a broken soldered connection between a relay on the relay board and the copper foil conductor on the printed circuit board. Note that the relay board is mounted on the cockpit side of the firewall and is not the board on which the flap selector switch is located. I re-soldered the bad connection and fixed that problem. PITA to find the fault and PITA to remove for repair. Consistent with Roger's point, I have also had an occasional problem with connection continuity of the bullet connectors.
  13. Carbs Rebuilt

    Roger, thanks for the information about peening the butterfly screws. Makes sense to me.
  14. Carbs Rebuilt

    Andy, did you remove the (I forget the name) big alloy screw with the wide slot? I ground a screwdriver to the correct width and then heated the carb body a bit to soften the loctite. Works well. One thing I didn't do was remove the two screws that hold the butterfly to the cross shaft so that the shaft can be removed (and the o-rings that seal the shaft in the carb body replaced). As you know, the screws are peened over to prevent them from loosening (and being sucked into the combustion chamber). Not so easy to remove. The replacement screws should also be peened, once they are installed. I suppose it would be possible to build a jig for this procedure so that the shaft didn't bend while peening the screws. Anybody else do this particular job when, um, refreshing the carburetors?
  15. Help with Landings

    I have almost 3000 landings on my 2006 CTsw, and my experience (and airspeeds) is (are) just like Andy's, above. I have virtually no landing experience with any other airplane.