Av8r_Sed

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Posts posted by Av8r_Sed

  1. Posted

    From what I've heard, it's not impossible to get carb ice in the Bings on a 582, but it apparently isn't a common occurrence.  I believe in Canada a carb heat system is still required on 582 installations.

  2. Posted

    I'm a little over a year in on my 1990 Model III tanks using only Ethanol free gas I ferry from WI, about 25 mi away. No issues so far.

  7. Posted

    Checked out the spreadsheet - Noted a box on the right that said something like: GW 1050 if less than 60 hp - I didn't know that the standard 3 model was EVER more than 1050 no matter what hp. Have I missed something?

    EDMO

    Nope Ed, I've never heard of a standard III being different.  I borrowed that spreadsheet from somewhere else and since the note is technically correct, I didn't bother with it.    ;)

  9. Posted

    Good post, Herman.  Tough decisions, but I think you hit the limit on that airframe. 

     

    Like others posting, I decided the most useless weight in my plane was my extra poundage.  It's not the easiest or quickest route to improving performance, but is probably the most satisfying overall.  Of course you need to have a surplus to start with.

  11. Posted

    The GoPro can work as well.  I've got the Hero2 HD model which will shoot in 720p at 60 FPS to reduce the issues of prop effect with the rolling shutter.  You can also purchase an aftermarket neutral density filter for it which also deals with the prop effects.  I like it's ability to shoot in wide angle mode.  I think it's about 100 degree field of view.

     

    I have the WiFi back and key fob like remote to run the camera while it's on the strut.  It doesn't seem to last all day in standby though.  It's generally good for sporadic shooting over about 3 hours or so.  You can use an iPhone to see the video stream from the camera, but it's delayed several seconds.  That delay makes the iPhone option a little impractical.

     

    I think the GoPro is a good option so you really wouldn't go wrong with it or the Drift.

  12. Posted

    Re-reading your post about removing the FPR and noting a change in engine operation and fuel flow increase with the boost pump on would lead me to believe the boost pump puts out too high a pressure and is overwhelming the float valves. The FPR is necessary with this particular pump. A simpler solution would have been to use a lower pressue pump.

    Other than a little added complexity and weight, what you've got should work fine. Just use the boost pump as Leni described you should have no problem.

  13. Posted

    What are you using to measure fuel flow? The common meters are notoriously unreliable and subject to installation errors especially in our ~5 gal/hour flow rates. Pressure pulses from a different type fuel pump could easily upset the measurements. These meters are great for measuring relative differences when playing with small throttle changes or mixture changes (if you have controllable mixture) but I wouldn't believe the absolute numbers without a good calibration and lots of flight experience with the particular installation.

    Any fuel pressure between 3 and 6 psi delivered to the carb should keep the float bowl full and allow the float needle valve to regulate the fuel level. If the pressure gets too high, fuel can lift the float valve and cause rich running plus spilling fuel from the overflow. To low a pressure would allow the float bowl levels to drop and show signs of fuel starvation.

    You want to be sure the fuel system can deliver more than sufficient fuel in any flight attitude. Have you done a gravity feed fuel test on this plane yet?

  14. Posted

    Ditto what Leni said on the use of the electric fuel pump.

    You've mentioned you've got a fuel pressure regulator installed. I'm not sure why this is needed in your fuel system unless the boost pump pressure is too high. My boost pump pressure is 3-5 psi if I recall correctly. In any case, the regulator may be playing a role in your fuel flow fluctuations.

  15. Posted

    Sorry for your loss, Doug.  If you're like our family you'll always look at Sophie's favorite spots around the house and see her there just from your memories.

  16. Posted

    Sounds like a great trip, Larry.  I hope you can post a link when your photog puts up her photos.  

     

    Next time, let me know if you're heading East.  You flew right by my home base on the way out.

  17. Posted

    A leaking (overflowing) rotary valve reservoir isn't normal and I wouldn't settle for this.  Maybe you can finish up your engine testing to see if there are any other gremlins, but if it were me, I'd address the issue.

  19. Posted

    I'm very impressed with the shaping and finish you've achieved so far. Now you've got a sideline business to fall back on. Are you going to sew the cushions yourself too?

  22. Posted

    No offense taken. The only other drawback is about a four pound weight gain on the nose. Avoid operating in the range of 2200 to 3000 RPM while on the ground so as not to wear on the clutch lining.

  23. Posted

    Well, I haven't fallen out of the sky yet. tongue.gif I might not win a glide contest against a non clutched A/C, then again, I don't float much on landing. It's really not much of an issue.

  24. Posted

    I'm using the RK400 clutch with my 582 and C gearbox. It has been flawless and has smoothed out startup and idle with my 2 blade IVO medium. It would be great with floats.

  25. Posted

    Me Too - but the thing I hated to see was the cheap "D" batteries being replaced with a new, probably Lithium, more expensive 5 year battery - and with the Boeing batteries now catching on fire,

    I wonder if my ELT will burn up too!

    If I still had one of the light-weight 121 transmitters in my plane, I would leave it there and add the 406 for more insurance.

    ED in MO

    Check out this link if you want to see a deep fried Dreamliner LiIon battery. No need for a cabin heater with one of these babies on board.

    All Nippon 787 Battery Article