Jump to content

Flying Bozo

  • Content count

  • Joined

  • Last visited

About Flying Bozo

  • Rank
    Senior Crew Member
  • Birthday 04/03/1936

Profile Information

  • Location
    Cottonwood, Arizona
  • Interests
    Places to fly and fly ins
  • Gender

Recent Profile Visitors

4,578 profile views
  1. Alternator light

    Dick, My light behaved exactly like yours. Even a little higher RPM does not make it go out....but all the time is is charging. Yes it seems like more than an isolated incident. I don't think I ever went to 4000 RPM though. OH well, I guess for now we have to just put up with it. I sure hope it does not decided to fail the voltage regulator when I am out of town with it. Larry
  2. Alternator light

    Hi Procharger, and thanks for the comment. I guess this is one of those things isn't it"? It is comforting to hear that your problem has been going on for such a long time and at leaset gives me some peace of mind. After all the comments and especially Dick's and yours I am going to ignore it unless the problem changes. So thanks for weighing in, all this has been very helpful. Larry
  3. Alternator light

    Eric, this is a 2006 CTSW like the one Dick Harrison has. Dick thanks for checking it out. You have the exact same problem to a tee that I have..I mean exactly. So I called Lockwood this morning and talked to Dean. Very helpful but the final decision was that it is a mystery. If regulator was bad then it would not be something that would only happen under those particular circumstances. He suggested a wire to the light might be frayed and grounding out but we sort of dismissed that since it would also do so later in the flight or later in the day So as of this minute, no conclusions. He thought it it is charging then the regulator is OK so the battery is getting charges so probably keep flying it. He did also suggest that it might be good to reset the 6 pin spade terminal on the regulator, although he sort of dismissed that since it only happens once after first start up. Maybe a piece of black electrical tape over the light HUH??? LOL Larry
  4. Alternator light

    Wow thanks a lot to all of you who took the time to offer suggestions. I will check out the possible remedies that were outlined and see what happens. Dick sounds like he has the exact same thing as I do so I will anxiously await his testing and reply. Thanks again, I will follow up when I know something more. I didn't realize that others were having the same problems. Larry
  5. Alternator light

    Well Tom that is interesting. The problem has not been an issue because I have not had any long trips ans so was not concerned too much. However, I have to fly it to Tulsa this weekend from here in Arizona so wanted to see what I could do. Your customer's problem is interesting because it sounds the same as mine. It does charge OK. So now is that customer still having the same problem or is it finally fixed? Thanks for the comments. Larry
  6. Alternator light

    Thanks Roger, we have been all over any wire that is able to be tightened. The battery too. However I will remover the wire and make double sure. Everything else to absolutely tight. When it first happened I was able to get a quarter turn on one of the nuts on the firewall but that changed nothing. Still baffeled!! Thanks, Larry
  7. Alternator light

    The friend who knows a lot about that type of things said he thought that too but had not seen the problem before. So what did you do about your customer's problem...? Replace the regulator? Larry
  8. Alternator light

    Fred, it has been happening for 6 or 8 months but it was charging anyway. It was more or less now and then for a while and now you can almost set your watch by it. We tightened all the grounds etc no change. When the light goes off and the rest of the day it is fine. Hope someone can identify the issue. Thank you, Larry N255CT
  9. Alternator light

    Hope someone has an idea as to this problem. Alternator light stays lit for about 3 to 5 minutes after start and then goes out. All the time that the light is on the voltage is right up in the 13.7 volts. So it is charging. Then after it goes out it does not come on again. Next time out from cold start it does it all over again but not if I just make a stop like for something to eat it is OK and does not do that stay on thing. can anyone shed any light on this issue. We have re-tightened all the grounds. Larry
  10. Wing Inspection

    Dick, Yes, it is very easy to read the fuel level in daylight or even sunlight. I do have the light that FD put in there and it is powered by the switch on the panel. Itis for the most part useless isn't it. However, in order to use that one I would need a LOA and I thought that was a PITA so I went ahead and used a little plastic battery box with a momentary switch on it. You just push the switch and instantly read the fuel level. As I mentioned, I used a Harbor freight light and took out the LED array and that is what you see lighting up behind the fuel tube. I went for an array rather than a single flashlight type of light because of the larger distance between the low and higher readings. With the array you have more than ample light at all fuel level readings. Believe me I would not be without this added convenience since as you know the importance of keeping track of fuel. The little battery box has 3 AAA batteries in it which is 4.5 volts but I am sure if you were so inclined you could rearrange the circuit in there to accept the 12 volts that is already present. However this way I don't have to fool around with the power already there and no approvals necessary since everything is kept in place with velcro. Try it, you will never go back...(LOL) Larry
  11. Wing Inspection

    Get two of those Harbor Freight flashlights and take them apart. put the led board in behind the fuel gauge with velcro. A small battery box on the surface again with velcro with a push button on it to light up the led array and voila!! You can do this while the wings are in place. You never have a problem reading how much fuel you have. Larry
  12. Engine failure today and forced landing.

    I have a problem with this statement above "to keep the wing with the fuel in a higher position than the wing without the fuel and keep the ball centered." The only way you can have a wing high with the ball centered is to be in a coordinated turn. Otherwise a wing high in straight flight is usually called a forward slip and the ball will be deflected to one side. Therefore in a coordinated turn the fuel doesn't know any different than it would in wings level coordinated flight. As long as you stay coordinated there is no force to cause the fuel to remain inboard against the either sight tube where the fuel tank outlet drain is located just like in wings level flight. Further, the statement "keeping the full side higher will keep that fuel up against the sight tube and pickup (if you stay coordinated)." is incorrect because if you stay coordinated with a wing high you are in a turn. It is impossible to center the ball with a wing high without that resulting-in a coordinated turn. Lets admit that with the ball centered there is no force to move the fuel either inboard or outboard in any bank position, zero to 60 degrees. With the ball centered you are neither skidding nor slipping so there is no side force of any kind. However with the ball away from the fuel will keep the fuel inboard on the high side against the sight tube where the fuel tank drain is located and the engine fed. Consequently, I still am a fan of the last 5 gallons being in one tank only and easily managed with a forward slip, ball away from the fuel. Larry
  13. Engine failure today and forced landing.

    The comments here are only my opinion and should be taken as such. Remember opinions are like certain body parts, everyone has one. First, I think every CTSW airplane feeds fuel more readily from the left tank than from the right tank. Seems like everyone is sort of in agreement on that and my CTSW is no different. For a while I was gassing only the left tank because the right tank always had a lot more in it than the left on. Then I thought that maybe the gas in the right tank was getting stale so I changed my priorities, fill the right tank first. My opinion on the dissimilar fuel flow has something to do with the venting. I had a similar problem with a Cessna 182 where the right tank would actually stay full until the left tank got considerably lower when fuel selector was in "BOTH" as in the CTSW. The venting on the CTSW must be different causing a lower pressure in the right tank allowing the engine to feed from the left tank. Question?? if you only had 5 gallons remaining in the tanks, (a totally legal condition as only 30 minutes required by FAA reg daytime) where would you want the 5 gallons to be?? 2 1/2 in each tank or all 5 gallons in one tank? Personally I would vote for all 5 gallons in one tank, and it would probably be the right tank. If you would rather have 2 1/2 in each tank then you might be sloshing fuel around unventing either or both of the pickups alternatively and sending some air down to the fuel pump. Even if you held the plane perfectly level ( an impossibility with any turbulence at all) then the fuel would move back and forth on the bottom of the tank. But, with all 5 gallons in one tank I could keep the fuel at the pickup with a slight slip providing positive fuel flow to the engine. Consequently I never try to transfer fuel..(.that is just my personal preference.).. but when getting low on fuel really pay attention to where the fuel is located. Again my opinion when there is plenty of fuel I just don't care if the tanks are not equally level. Ask yourself where you would like the remaining fuel to be when you are low and that is when most attention has to be paid to keeping it showing in the sight tube with a slight forward slip. Larry
  14. Engine failure today and forced landing.

    Dave, I would not wiggle the rudders. That will alternately un-port the "nipples" on and off giving baby GAS!! and in the plane that is not gasoline. You will be sending air pockets down the fuel line and at some point might actually kill the engine. Just a little steady rudder in the proper direction to keep the fuel against the sight tube. I hesitate to tell you how little fuel I had left one day after a flight when my stickers were in the wrong place when I bought the plane. The plane did just fine since I already knew about keeping the fuel in sight on whichever tank had any in it from other fuel management airplanes. Somebody posted, "If you can see fuel you can use the fuel" and thanks whoever did that post. Saved my BUTT!. Larry
  15. Engine failure today and forced landing.

    Buckaroo, Think of each tank like a baby bottle. If you don't get the milk to the nipple baby does not eat! Tip up the bottle. Very same thing with your tanks. If you can see fuel in the sight tube the nipple is full and the engine eats. Even if the other side has nothing in the sight tube keep the opposite side showing fuel in that sight tube and the engine eats. I never worry about transferring fuel to another tank, only transferring it to the engine by keeping at least one nipple loaded with fuel at all times, that is what counts. There have been lots of comments about banking..a proper coordinated turn has no effect on the fuel differently than coordinated level wings flight. Only skids or slips have an effect on the location of the existing fuel. And like others have said, you probably have to fly a little uncoordinated when you are really getting down on fuel in order to keep that nipple full on the tank that has fuel in it. And at all costs don't skid a turn or slip in the wrong direction with one tank empty. Always keep that fuel showing in the sight tube but especially when low on fuel. Larry