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John

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Posts posted by John


  1. Here are some answers:

    Alt A fails and Alt B is servicing the ignition, is the battery still being charged by Alt B?

    No - unless you engage the "backup battery" switch.  In this case "B" will charge the battery and run the engine.

    How do you manually activate/deactivate Alt A and Alt B

    For safety reasons, you can not manually activate or deactivate; however; you can tie each bus together with the "Start Power" which disengages when power comes from "B" (prior to 2500rpm on startup) or with the "Battery Backup" which continuously ties each bus together.

    What's the best emergency procedure for shedding battery load?

    Turn off all breakers except those critical to the safety of flight, and land ASAP.  For example you might engage the flap breaker for landing if  you need it.  You might power the radio if required to call the tower.  Something real bad must have happened to wipe our both your electrical systems, so land at the nearest suitable field, and be prepared for an engine failure at any time (keep your altitude and note emergency landing areas).

    If Alt B fails, does Alt A take over charging the battery?

    Again, only if you engage the "Battery Backup" which is a bus tie.  In this case it will - however you will only have 16A to charge the battery, and power the fuel pumps/ECU.  I would only do this is a dire situation, for example: where both your Dynon batteries have discharged,  you might engage the EFIS breaker to land.  In this case, be sure all breakers are off except for what you must have, and be prepared for engine failure when you engage the battery backup.  Perhaps when you are within glide distance of the runway.  Whatever took out B, might just take out A when you tie them together with the backup switch.

    Hope that helps,

    John Hurst

     

     


  2. Weight of the 7" HDX (SV-HDX800) = 2.75 lb per Dynon install manual

    Weight of the 796 = 1.65 lb and AirGizmo = .49 lb total = 2.14 lb per Garmin.com and AirGizmos.com

    According to the above info replacing the 796 with a 7" Skyview HDX adds about .61 lb or 9.76 ounces.

    John

     

     


  3. The third screen is just a natural evolution. As Dynon now has full navigation capabilities, the panel can be further simplified and integrated by replacing the 796 with a 7" Dynon HDX.  This also allows each display to have a dedicated function PFD, EMS, and MFD reducing the need to split screens & decrease clutter. 

    The middle display, or EMS tends to live split with EMS/Autopilot control on cross country flights in our demonstrator.

    It is still possible to integrate a 796 with three displays as we have done.  This can be mounted on the left side of the panel with a mygoflight arm.  The 796 is more useful in this configuration as it is easier to operate the touch screen handheld as intended, and can be rotated portrait or landscape.  

    Best Regards,

    John

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  4. You can go anywhere the airplanes you mentioned can go, except *maybe* the Rans, depending on model.  Just keep your approach speed 55kt or below and use 30° flaps if the field is short, and keep the stick back when landing and taxiing.  On takeoff I use full aft stick and relax it as the airplane picks up speed.  Let it break ground, then hold just above the runway and build some speed before climbing.  Standard short/soft field techniques.

     

    If there are sizable rocks (larger than pebbles) on the runway I'd use caution.  Even with the tundra tires our wheel diameter is small, and prop clearance is not great.  

    Please also consider the winds when selecting 30° flaps. 


  5. Am impressed by all the great advise offered here.  Roger Lee's advise about choosing an instructor who has experience in the CT is very helpful.  Many of the accidents that we have seen here in Florida are a result of an otherwise competent instructor with no CT experience attempting to check out a new CT pilot.  At best it is a poor experience for both.

     

    One area that seems to be missed is the importance of teaching landings at -6 and 0 deg flaps.  It is necessary to be comfortable landing the CT at these flap settings also.  Using the rule of primacy, I start at 0 deg to make sure the pilots are comfortable there, next we do 15, then we practice 30 or 40.  Finally we practice -6 in windy, gusty crosswind conditions.

     

    Landing at 15 can be easier in some situations, especially in low wind conditions; however, it is important to be comfortable landing at 0 or -6 as winds get heavier.  Also, I suggest 0deg at night as it is easier to misjudge the flare.  There is more momentum at 0, and the wing is at a lower angle of attack making the CT more forgiving if the flare starts too early, or if it is windy.

     

    We have seen accidents that could have been prevented had the pilot only selected 0 or -6 flaps.  When asked why he chose 15, the response is universally, "I just always land at 15".

     

    John


  6. Hi All,

     

    Glad to see so much interest in Unleaded Avgas.  

     

    First, Unleaded Avgas does not cause "O" rings to shrink, it prevents them from swelling like the will with MoGas.

     

    Yes, the cost is more, you will need to decide if the benefits for you outweigh the extra costs.  I can tell you that for me they do, for two reasons alone.

     

    1. A fuel that will not "spoil" in a vented fuel tank and

    2. No lead containment

     

    Then add the other benefits:

     

    3. Less service needed for carbs

    4. No dye to stain wings

    5. Sight gauges remain clear

    6. Least possibility of vapor lock

     

    During transition training, when asked what fuel is preferred I list them in this order:

     

    1. Unleaded Avgas

    2. Premium Mogas with no ethanol

    3. 100LL Avgas

    4. E10 Premium Mogas

     

    The reason E10 is last on the list is the maintenance, vapor lock, phase separation, and other issues I have personally experienced with E10.  If you will burn it immediately, it may not be so bad.  The worse case is an older CT that has never seen ethanol.

     

    I would recommed contacting your local airport or FBO about the possibility of carying Unleaded Avgas.  A great deal of Airports have sold MoGas, Unleaded Avgas is easier to sell as it is less difficult to store and insure.  Right now Swift Fuels is the distributor.  I do know that they will deliver to Georgia.  500 gallons is the minimum order.  You might even consider your own tank, as many others do.  Usually the regs for a 500 gallon or less tank are not so restrictive.

     

    Best Regards,

     

    John


  7. Hi all,

     

    There seems to be quite a bit of confusion about a new Avgas specification that is now available.  Many Airports and FBO's are now selling Unleaded Avgas (94UL Avgas).  This is a dream come true for anyone with a Rotax engine.  All the benefits of Avgas without the lead containment.  

     

    Avgas is not Mogas.  Avgas is designed for aircraft, Mogas for cars.  We have been using Mogas as a compromise in order to avoid the high lead content contained in 100LL Avgas.  Avgas has a lower vapor pressure, a much better gum index and never contains ethanol.  Avgas is designed for a long storage life in our vented fuel tanks, while Mogas is designed for a sealed automobile fuel tank. Also, 94UL does not contain the offending blue or yellow dye that many of us have staining our wings.  Instead it is non-offending aromatic.  

     

    An additional benefit for CT owners is that 94UL avgas will not turn the sight tubes yellow, or dark.  It will not gum up carbs like Mogas will.  And yes, you can still do 100hr oil changes with 94UL as it contains no lead.

     

    I would urge all of you to purchase and use 94UL Avgas as much as possible for your benefit, and to encourage availability.  

    Unleaded Avgas can now be found at the following airports, with more being added all the time:

     

    https://swiftfuels.com/ul94-map/

     

    On another note, one CT owner remarked that he is getting fuel leaks at his sump drain when using Avgas, this is because Avgas will not cause rubber seals to swell like Mogas will.  If this happens to you, this is an indicator that a seal or gasket may need to be replaced.

     

    Happy Flying,

     

    John


  8. 94UL Unleaded Avgas is now available from Swift Fuels.  Might be easier for your airport to sell.  It replaces Mogas, and 80 Avgas.  Being Avgas it has a better vapor pressure, and gum index than mogas, and of course no ethanol.

     

    It is basically 100LL without the lead. Is better for engines like the O-235, and Rotax.

     

    For more information:

     

    https://swiftfuels.com/fuel/unleaded-ul94-avgas/

     

    You might contact your local FBO and request it.

     

    Hope that helps,

     

    John


  9. John Hurst and Sebring Aviation are no longer affiliated with Flight Design. That's not to say he doesn't have or know of one avail. I believe the OP is a broker/dealer FWIW.

    Actually we have one of the largest Service Centers for Flight Design in house, and still work with Flight Design quite a bit. We have one CTLS in stock for $95,000.00, and plan to be receiving another shortly. We do whatever we can to support Flight Design, and there dealer / distributor network. We also keep a good stock of Flight Design parts.

     

    If you have any questions, feel free to write or call. Office 863-655-2242, Cell 863-414-0254 john@sebring-aviation.com

     

    John Hurst

    Sebring Aviation


  10. Sorry, but an 1,800 RPM idle is too much thrust for a clean plane like the CT to carry in on final. The minimum RPM is, as it has always been published 1,400RPM for the 912ULS in the Rotax manuals, that is not a misprint. Approx 1,500 RPM is not a misprint, it is based on flight testing. 1,800RPM is the MAX idle speed that can be used for this engine, where appropriate for the airframe. If you have a high-drag airframe you can get away with that. Making the CT high drag by flying far behind Vl/d on final is not something I would ever recomend god forbid you should find your self ever having to land without power.

     

    As far as legal issues go, we'll continue to follow the manual.

     

    Finally, what is taught in the class is 1,400 - 1,800RPM, according to the airframe manufacturer. I have been to these classes as well, even taught a few semairs myself, and am familiar with the syllabus.

     

    No, the engine is not going to die because it is set at 1,550 RPM. If it can't run there than there is another issue.

     

    I am making this final post on this board in the interest of safety, however, I do not feel it is appropriate that I post here further. Therefore there will be no more comments from me on the subject. We are always happy to answer your tech support questions via email, or on the phone.

     

    John


  11. The latest CTLS AOI specifies approx. 1500 for the idle speed (this is with the engine at operating temp). This is to allow for proper approach speeds & landing distances. This is comparible to similar LSA's.

     

    For ground ops, simply increase the throttle to the proper idle speed. All CT's feature a yellow arc from 1400-1800 to discourage operations in this area.

     

    John


  12. I did a little more research. Looks like you can use a peak charger (float mode, or 3, 4 mode etc) if you don't use it to power your avionics. If you do, the extra current draw will prevent the charger from going into float mode & it can overcharge the battery. Probably why Enersys recomended a float, or constant voltage charger for the SBS-8.

     

    The PC-310 should be able to tolerate 14.4 - 14.7 volts (depending on temp) for up to 80% charge.

     

    I also did some checking & any charger that can power a parallel load (like the ESC-120 or CT Charger) can not support automatic temperature compensation, and must be manually adjusted when there are large temperature variants.

     

    If the battery is already charged, then leaving it at the default 13.5 volt setting is fine, however, if you have a discharged battery you will have to carefully increase the voltage according to the chart posted earlier in this thread. It is critical that the voltage be lowered back down when the temperature increases.

     

    Due to the size & technology the PC-310, or SBS-8 there is not a big advantage to peak charging, it will not take much less time. Also, sealed AGM batteries don't need to be peaked like normal lead acid batteries.

     

    So the advantage to a good quality peak charger is that some are temperature compensated, but they should not be used as a power supply. The "Absorption" or "Peak" mode isn't of much benefit, however, the "Absorption" voltage, and Float voltage can adjust for temperature automatically on some models.

     

    So bottom line is if you want to power your Avionics, the only charger that will do it well is the ESC-120 or CT Charger. If you only need to charge the battery then a peak charger can work - as long is it works right, and reduces the voltage to the rated float voltage prior to the battery being fully charged.

     

    Some peak chargers that I tested went well over 15 volts - so be careful. The worst offenders were the smaller ones.

     

    John


  13. The SBS batteries appear to be a little different technology than the Odyssey batteries, with the exception of the PC-310, which looks to be a relabeled SBS-8. The CT's use the SBS-8, or SBS-15. Got the instructions from the Enersys web site years ago.

     

    Here's the link SBS Literature

     

    Also, looks like the SBS batteries were originally designed to be charged with wall mount float chargers, while the Oddysey batteries are designed to be charged with typical consumer peak chargers.

     

    Enersys Chargers

     

    The SBS series also seems to be marketed to aircraft more than the Odyssey batteries for some reason, perhaps there is a safety benefit. When we order the SBS-15's they mention aviation, while the Odysseys do not.

     

    John

     

     

    Hi John,

     

    The SBS-8 is made by Hawker / Odyssey Company. The SBS-8 is the made for Europe market model and is the same as the US market Odyssey PC310. They are identical, just in different packaging. The European's may have published something along this line for them, but the US version doesn't seem to have these requirements. Many of the old Hawker SBS-8 batteries on CT's have been replaced with the Odyssey PC-310.

     

    Here is a copy and paste exert right from the Hawker / Odyssey company on charging their batteries right out of their manual. The chargers I had listed in the previous post is right off their website and seems to be recommended for their batteries.

     

     

    (Exert from the battery manual)

     

     

    http://odysseybatteries.com/files/US-ODY-OM-006_0208.pdf

     

    CHARGING

    The state of charge in an ODYSSEY battery can be determined from the following chart:

     

     

    State of Charge: (read with a volt meter)

    12.84 + volts = 100%

    12.50 volts = 75%

    12.18 volts = 50%

    11.88 volts = 25%

     

    To get long life from the ODYSSEY battery, it is important that the battery is kept near full charge,

    approximately 12.8 volts. If there are electrical loads during storage, then the negative battery cable

    should be disconnected or an independent float charger used. Low power 2.0 amp chargers for storage

    charge will keep a fully charged battery fully charged but cannot recharge if the ODYSSEY battery

    becomes discharged.

    Racing Vehicles using total loss (no alternator) - standard automotive type chargers are not designed

    to return 105-108% of the energy removed. They normally boost charge to 80-95% and expect the

    alternator to complete the charge. Chargers listed on our website at www.odysseybattery.com are

    specifically designed for ODYSSEY batteries that are routinely deeply discharged. They provide the

    105-108% recharge and then switch to storage charge.

    ODYSSEY Ultimizer™ chargers as listed on www.odysseybattery.com are specifically designed for

    ODYSSEY batteries and are required for routine deep discharge applications. They provide 105-108%

    recharge and then switch to a storage charge.

    I remember a few years back about this very discussion, but for the life of me I can not see why a company may have more than one set of charging instructions for the exact same battery with only a different geographic location.

     

     

    Where did you get the info you posted? I can't find it on the Hawker / Odyssey website.


  14. There is a small hole on the side with a pot inside for adjusting the voltage. Use a small screwdriver, and be careful. Connect a meter only, then press the test button to read the voltage. Set according to the temperature chart posted earlier.

     

    It only need to be adjusted in the summer/winter if you live in a cold climate.

     

    Also, it is an ESC 120. The ESP 120 is a power supply only, and does not have the safety features.

     

    The other nice thing about the ESC 120 is that it provides 8 amps of very clean power at a constant voltage for hanger flying all your panel toys.

     

    John

     

    I bought a MW ESC/ESP 120 charger from Lockwood shortly after buying the CTLS in 2008. I bought it specifically to charge the Hawker battery and Lockwood stated that that was the charger to use. I don't see temperature adjustment as a feature on this charger.

     

     

    PRW


  15. According to what this says, these chargers peak the voltage, then float (Constant charge current will result in high voltages). The instructions for the SBS-8, or the new SBS-15 batteries specify that they be charged on a float (Constant voltage, not constant current), based on storage temperature. I called the manufacturer a few years back & they said a power supply with adjustable voltage should be used to float charge the battery & then left connected as much as possible. We managed to find one charger that only floats like a power supply, and still has the safety features of a charger built in. The voltage is manually adjustable for temperature. These are availiable at Lockwood for about $100. The only thing that I could think of that would be better is something that has automatic temperature compensation, but still does not peak charge.

     

    The oddysey charger is temperature compensated, but it also peaks so that would not be good.

     

    The instructions for the SBS batteries state:

     

    5. Operation

    Constant voltage chargers are recommended. The charging

    voltage should be set at the equivalent of 2.29 volts per cell

    at 20°C/68°F or 2.27 volts per cell at 25°C/77°F. The minimum

    charging voltage, at any temperature, is 2.21 volts per cell.

     

    These are 6 cell batteries, so multiply by 6 to get the proper charging voltage.

     

    The full instructions can be found here:

     

    Battery Instructions

     

    Finally, don't charge the battery at a higher amperage than they are rated ex. the SBS-8 should not be charged much more than 8 amps - 10 amps absolute max.

     

     

    John

     

    1202cc_sm.jpg

    BCSC 1a

     

    12 Volts, 1 Amp Constant Current

    (Equivalent to 2 Amp tapered charger in charging time)

     

    Measures 3 ½” x 2 ¼” x 1 ½ ” and weighs 7 ounces

     

    $39.95 plus shipping

    call to order

     

    1206cc_sm.jpg

    BCSC 3a

     

    12 Volts, 3 Amp Constant Current

    (Equivalent to 6 Amp tapered charger in charging time)

     

    Measures 4 ½” x 2 ¼” x 1 ¼” and weighs 11 ounces.

     

    $59.95 plus shipping

    call to order

     

    1214CC_sm.jpg

    BCSC 7a

     

    12 Volts, 7 Amp Constant Current

    (Equivalent to 14 Amp tapered charger in charging time)

     

    Measures 6 ½” x 3 ¼” x 2” and weighs 18 ounces.

     

    $79.95 plus shipping

    call to order

     

    All chargers come with both clips and rings.

     

    Advanced built in circuitry protects against:

    Reverse polarity | Short circuit | A/C surge | Over-voltage | Over-current

    • Fully automatic
    • Switch mode technology
    • Suitable for 12 volt wet-lead-acid, sealed lead, gel, and absorbed mat batteries
    • One LED turns yellow, then green to indicate charging status
    • Automatic cut-off and then true float to maintain a full charge indefinitely

     

    WHY BUY ACI SUPERCHARGERS?

     

    Super Chargers are not trickle chargers. They’re fully electronic and fully automatic. They are fully circuit and surge protected. No in-rush current to worry about when starting or stopping the charger.

     

    They charge more quickly and will charge any 12 volt battery including ODYSSEY BATTERIES & OPTIMA BATTERIES. Since they are electronic, they provide a ‘true’ charge at the rated current level for the full charging cycle, thus reducing the time needed to achieve a full charge. Available in three amperage current charge ratings – 1 amp, 3 amp and 7 amp for 12 volt batteries and 4 amp for 24 volt batteries.

     

    They will not overcharge the battery. Super Charger electronically monitors battery voltage and shuts off when voltage reading indicates battery is fully charged and then converts to “True Float Mode” and maintains the fully charged battery.

     

    The battery can be left connected to the Super Charger for prolonged periods without affecting battery life. Days, Weeks, Months, or even Years.

     

    They can be permanently connected to a battery with the included, fused, wire harness for easier charge connection.

     

    They reduce sulphation during the charging cycle thus prolonging battery life.

     

    They are smaller and lighter than conventional electrical chargers making them easier to use, and taking up less storage space.

     

    SuperCharger Plus 3AMP Constant current charger will charge a totally flat 12 volt battery in under 4.5 hours.

     

    100% REPLACEMENT LIFETIME WARRANTY

     

    <top>

     


  16. 1,500rpm is what the current CTLS AOI specifies. It actually says "approximately 1500" because it is almost impossible to get it perfict. We usually see a 100rpm increase on the idle when the cowl is installed.

     

    There is a yellow arc on the tach from 1400-1800 so the pilot knows to bump up the idle when stationary on the ground.

     

    If the idle is set above 1800 it will be hard for the "choke" to work properly.

     

    John


  17. I know that the choke works and the procedure I follow is Full choke, throttle forward about 0.5 inches and crank. After 5 seconds stop and crank again.

     

     

    Jos,

     

    For the choke to work the throttle should be fully closed. Also, if your idle is set too high the choke will not work.

     

    Once the engine starts, slightly advance the throttle, then turn the choke off.

     

    John


  18. We have tested the Bose X, A20, Zulu, Telex 50D ANR headsets on a number of people.

     

    The Bose A20, and Telex 50D lemo (panel power versions) consistantly had the best results. The Zulu was good, but not on everyone. The Bose X only worked well on about 50% of the people. Some CT owners had to swap there Bose X for Telex Stratus 50D's. The A20's seem to work well on everyone so far.

     

    There was a difference between the panel power, and the battery power. Panel power is the best. Only the Bose A20 has a model that will allow both panel power, and battery (GA Plugs).

     

    Lockwood & Sebring Aviation have all these avail. We only sell the Telex Stratus 50D LEMO installed in CT's due to a very limited supply, however, the cost is signifigantly less than the Bose A20's.

     

    John

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