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About Runtoeat

  • Rank
    Master Star Fighter

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  • Location
    Belleville, Michigan
  • Interests
    Target shooting, running, flying and tinkering (i.e., trying to screw up things that are working OK)
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  1. 12 year mandatory overhaul

    Good discussion and a good learning thread. Like Corey, it was my understanding that preventative maintenance was different for SLSA than GA. I will read the preamble but only due to my curiosity since Doug seems to know the FAA rules. To have confidence I could remove and install the float bowl, should the need arise, I did this at my last conditional inspection while my mechanic stood by. He then removed and re-installed it to insure it was correctly installed. I do understand this isn't a simple procedure due to the possibility of "tweaking" the float needle armature and/or not positioning the bowl gasket properly. I have also done this on many small engines and motorcycles. I am confident I could do this correctly if it turns out that i am allowed to do so.
  2. 12 year mandatory overhaul

    Doug, still not convinced about the differences between gascolator and carb. The gascolator has a bowl and screen which collects sediment and has a bail wire which is pressed aside to allow removal of the bowl. Isn't removing the gascolator bowl effectively disassembling the gascolator? The carb has a bowl intended to allow sediment to settle out and also to provide reserve amount of fuel to keep full flow of fuel to engine when needed. Isn't the bail wire on the carb intended to allow easy removal of the bowl to check for sediment and for removal of the sediment? Seems to me that the intent for both the gascolator bowl and the carb bowl is to allow for simple maintenance that is not highly technical.
  3. 12 year mandatory overhaul

    Doug, I went into App A and found this under "(C) Preventative Maintenance" (paragraph 23): "Cleaning or replacing fuel and oil strainers or filter elements" I really didn't want to go into CFR rules because I totally don't understand them and the way the rules are structured, with all of the clauses that rule out other clauses, makes it difficult to understand what the damn FAA is saying. You are certified in many areas and I am not certified nor do I understand the CFR rules. I am not being argumentative but just trying to learn. My interpretation of the above paragraph is this allows a non-certified person to perform certain types of maintenance to a fuel system. Does this rule allow a non-certified person to take apart the gascolator which requires removing the bowl and the filter screen and then reassemble this which, on my CT, includes safety wiring? If so, wouldn't this procedure also allow the removal of a carb bowl since this task requires the same proficiency and caution to carry out as is the case with a gascolator? If this doesn't allow cleaning the gascolator, my logic doesn't hold water (pun intended).
  4. 12 year mandatory overhaul

    I have never totally understood "what is legal and what is not" when it comes to a non-certified person attempting to do maintenance. In particular the "supervision" part of this. The replies provided have really helped me, and I believe will help others, understand this topic a lot better.
  5. 12 year mandatory overhaul

    Doug, for my information, can a non-certified person perform inspections/maintenance on LSA aircraft when supervised by a certified A&P? Is this approved for GA aircraft?
  6. BRS 1350HS Rocket Kit

    Ed, are you getting any ideas from Andy and Ct9000? Might be a way to give your CT a little "boost" to fight those mountain waves?
  7. 12 year mandatory overhaul

    We live in an age of marvelous technology. Let's say I get stranded in some an abandoned airport in some God forsaken location. Nothing around for many miles. I see that at least I've got a cell phone signal. I've got tools and I'm mechanically adept. How about "phoning home" and hooking up with my A&P with my smart phone that's got video and make a remote video supervised field repair? If I'm lucky, it just may be a simple thing........like some dirt in a carb bowl? FAA-8083-30_Ch08.pdf
  8. BRS 1350HS Rocket Kit

    Thanks Bill. Based on comments I've read, I was under the assumption that the replacement of the rocket pucks was a simple procedure and could be done "in the field". It appears that there is more to the rebuild of the rocket than I thought. Consequently, I now understand why BRS must protect itself from liability and will not ship components but only the complete system. The expenses are reasonable when the complete rocket motor is involved and, like you, I don't see BRS taking this position to "make money".
  9. BRS 1350HS Rocket Kit

    Arggghhhh! Can we go back to our previous discussion a few months ago about just replacing pucks instead of the whole assembly?!
  10. 12 year mandatory overhaul

    Doug, well said. I totally agree with your comments and thank you for your comments regarding Part 41. Those who are waiting for the FAA to issue the "Holy Grail" telling us the Rotax TBO is not "mandatory" are missing the point you make...which is...until the FAA issues an AD stating the TBO is mandatory........it is not.
  11. Alternator light

    Larry, Tim in his post above mentioned higher rpm's will extinguish the light on his CTSW. I recall taxiing with higher rpm's doesn't turn my light off. Regardless of engine speeds, it seems my plane will, 7 or 8 out of 10 times, keep the light on for 5 minutes or so on cold starts. How about you? If you increase engine rpm does your light go out? I'm not sure if I've ever run my engine up to the 4,000 rpm which the test procedure Corey posted recommends. This is because the light comes on only during warm up and Rotax recommends keeping rpm's in the 2,400 range during this time. Once the engine has warmed up and I'm able to increase rpm's, the light has turned off. I also recall getting a "light on" condition when starting much later in the day after an early in the day start. This later in the day start would mean the engine and engine components have cooled down. Wondering if this condition might happen when the regulator is cool and doesn't happen after the regulator has heated up by it's internal circuitry combined with engine heat? If not all CT aircraft exhibit this, perhaps some regulators might be more sensitive to temperature than others? Based on responses to this thread, the "light on" condition does not appear to be an isolated condition. This appears to be a condition which is noticed by a more than just a few of us but none of us seem to ever have had any problem with low charging voltage.
  12. Alternator light

    All good info here but I'm still wondering why the light goes out and my volt meter always shows good charge, even when the light is on? Also, wondering why once the light is out, it stays out during my flights? I''d think if there was a problem with poor connection at the regulator, this would be intermittent during flight or at least would reoccur after stopping and starting during shutdowns along the way. Just thinking out loud and part of me still suspects the regulator due to it's poor history. Need to pull the connector off of the regulator and clean and examine the blade connectors.
  13. BRS 1350HS Rocket Kit

    Thanks Roger. What's the cost with shipping?
  14. BRS 1350HS Rocket Kit

    We discussed this a while ago and if I recall correctly, we left off where we were discussing the fact that the whole rocket doesn't need to be replaced, just the two pucks inside the housing. If I recall further, there were some (Tom and Roger?) that felt that anyone with a small amount of training in removing and installing these pucks would be capable of servicing our rockets locally. Can the proper technique be obtained by our mechanics and can our rockets be serviced by them, once they are knowledgeable on the procedure?
  15. Alternator light

    Ct9000, thanks for the heads up about the connections. Corey, thanks for the details. I've dealt with these blade connectors before on the regulator. The little tabs poking out from the blade connectors that Ct9000 calls out are the culprits most of the time. These can become disengaged from the black plastic connector and allow the wire to loose connection to the regulator. I'll give the connector some TLC and make sure the blade connectors are clean and well engaged to the plastic connector.