N601RX

A dc drive with encoder feedback would normally be used to detect a stalled condition, but it would add complexity and cost. A time delay relay would likely provide enough protection for a stalled condition. Just figure out how long a normal stroke takes and add a few seconds to that. The switch on the panel would trigger the relay and it would stay on for X seconds.

Add one more step that sometimes gets messed up. Be sure you are on the compression stroke.

If your having trouble getting a actuator that will fit and still have the necessary stroke look at using a small fractional HP dc motor with a small worm drive gearbox. The worm drive will not move or backdrive when power is removed. Put a toothed belt pulley on the output shaft and use a length of belt to pull the step up and down and remove the spring also.

Looks good! Has anyone flew any of the engine cooling certification profiles yet? Load to max weight, climb to 10k at Vy and then correct for temp to verify engine and oil cooling?

The lower seal is a large o-ring. If the matching hole in the sump is worn it can be machined out and a steel sleeve pressed in.

I was at a sensor conference a couple of years ago and there were severa venders of AHRS modules. A few were selling very high end modules that cost well over 10k each. All of them suffered some form of out degradation unless they had some form of speed input, otherwise they were affected by acceleration. Some vendors were using a gps input for speed, others were using a pressure sensor. A few had flight simulators set up so they could show what happened when the speed input was turned off.

Re certification is not required, some basic test are. For a transponder with a serial data bus to the encoder a single correct reading at a know field elevation is good enough. If using parallel gillham code then the correspondence test is required to verify each of the lines is actually connected and flipping state. (5) Removal and Replacement. Removal and replacement of transponder units, subsequent to testing a system in accordance with § 91.413, will not invalidate the test results. A repaired or replacement transponder may be installed without repeating § 91.413 testing; however, a manufacturer’s minimum performance test will be performed before return to service. Any time the aircraft connections to a transponder have been removed and reconnected, each altitude reporting code line (in the case of the newer aircraft, the digital data bus) must be tested for integrity of connection. Integrity of connection for systems using a digital data bus to convey altitude information to a transponder may be verified by successful reporting of a single altitude. Integrity of connection for systems using Gillham code connections may be verified by performing an abbreviated correspondence test at the test points of Appendix 1, Table 1 using the installed automatic pressure altitude encoding device or through the use of an encoder substation test unit capable of simulation of the Appendix 1, Table 1 altitudes.

Ask a local AP to remove the panels for you and then you deliver them to the powdercoater. The local guy can then reinstall them for you. Also consider getting laser marked or screen printed while removed. Should be in the 3-400 range. 327 install should be around 400 if putting it back in the same space and encoder is reusable.

The other thing that changed a few years before all these failures started occurring is the amout of lead in aviation fuel was reduced by half. When I overhauled my engine a few years ago I purchased a new cam and had it modified with the centrilub STC. They drilled a couple of small holes in each of the cam bearing journals and then a couple of small holes on the rising edge of each lob. The camshaft is already hollow and they also plug each end. This allows the cam to fill with pressurized oil from its bearing journals and put that oil directly on the face of the lifter where it's most needed. http://www.centri-lube.com/technologies.html

Here is a picture where my oil cooler was hitting the engine mount. The bolts would go in, but it was touching the tubing. There was just enough room to move it to the right a little, unfortunately at that point the hole had already been cut and a new baffle had to be made. Its only a problem with certain coolers.

I added the LASAR oil cooler relocation kit a few years ago and my cooler was essentially touching the engine mount. I think I have pictures somewhere. In taking with Paul he told me this was a problem with certain coolers and he offered to send a blank doubler. Unfortunately it wasn't noticed until the matching hole was already cut in the baffle so we ending up having to make a new baffle also.

See if there is any industries in your area that will let him shadow their employees for a few days. We do this regularly for high school students at work. The student will come in for a day or couple of days and we will let them spend a few hours with people at work who work in different professions, mainly different areas of engineering.

Don't discuss how you will be traveling with them ahead of time. Fly the plane to your airport of choice in Atlanta and then get a rental car and drive to their house. If they still don't want to let it go when you get there then you always have the option of getting back in the car and leaving.

Pm sent

Here is Avemco's position. https://avemco.com/information/blogs/basicmed.aspx

All of the USB battery packs that I have saw have a switching boost regulator inside them so they are going to be producing some level of noise also. The actual battery voltage in them is usually 3.6 volts. Attached is a picture of our anechoic chamber at work we use for all our radiated emission testing. The part under test sets on a table that rotates while the antenna is raised and lowered. We have close to $1M invested in it. It's not a fun place to spend the afternoon alone. The reference antenna on the end of the boom is over $10k. It got a small ding in it last year and had to be replaced.

Here is the link to a video of a properly firing SOS I posted a few years ago . You need a adjustable spark gap, current meter and manual to set it up correctly. With new parts and correctly set point gap mine would barely fine. The dwell is set by slightly bending the contact arm. This sets the current in the coil and it will come alive when correct. Shower of Sparks-1.MOV

The hartzell manual also has this warning statements in the same section. In this case the type cert says +-0. LOW PITCH BLADE ANGLE ADJUSTMENTS MUST BE MADE IN ACCORDANCE WITH THE APPLICABLE TYPE CERTIFICATE OR SUPPLEMENTAL TYPE CERTIFICATE HOLDER'S MAINTENANCE DATA.

I don't dispute that they can be adjusted but the type cert gives the number and range for the stock Hartzell. Perhaps some of the stc props allow more adjustment? Propeller and Propeller Accessories: 1. .... Hartzell constant speed propeller installation (a) Hartzell HC-C2YK-1 or HC-C2YR-1 hub, 7666-2 blades .................................. See Notes 5 and 7. Pitch setting at 30.0 in. sta.: Low 13.0 ± 0° See Note 6. High 29.0° ± 2° Diameter: Max. 74 in. Min. allowable for repairs 72.5 in. No further reduction permitted. (b) Spinner assembly, Hartzell, 835-20 ..................................................................... (835-33 for S/N 69-0001 & ON) (c) Propeller governor Hartzell D-1 -4 or D-1 -6 or H-1 or H-1 L ........................................................... (d) Propeller governor, Edo Aire 34828014 .............................................................. (e) Propeller governor, McCauley, C 290D5/T24 ..................................................... 2. .... McCauley constant speed propeller installation (a) Propeller, McCauley, 2D34C53-A hub, 74E-0 blades ......................................... Pitch settings at 30.0 in. sta.: Low 12.7° ± 2° High 27.5° ± 0.5° Diameter: Max. 74 in. Minimum allowable for repairs 72.5 in. No further reduction permitted. (b) Spinner dome, McCauley, D-2808, D-3148 bulkhead and fillet assembly ..................................................................................................... (c) Propeller governor, Woodward 210452 ............................................................... (d) Propeller governor, EDO Aire, 34828014 ........................................................... 3. .... Hartzell constant speed propeller installation (a) Propeller, Hartzell HC-C2YK-1 B hub 7666A-2 blades...................................... See Notes 5 and 7. Pitch settings at 30.0 in. sta.: Low 13.0° ± 0° (See Note 6.) High 29.0° ± 2° Diameter: Maximum 74 in. Minimum allowable for repairs 72.5 in. No further reduction permitted.

Keep in mind that the pitch stop is specified by the type cert and is spec to a value that will allow the engine to reach full rpm under various conditions. At a high altitude airport or on a hot day it should still allow the prop to flatten out enough to reach full rpm. However at a low altitude airport or cold day when the engine has more available power it will also allow an over speed event. It's the governors job to regulate prop speed, not the stop. The stop should prevent the prop from going so flat that it can't prevent the prop from producing enough thrust to continue a flight if the gov fails.

This link is to a version that is several version old. The current version is in my post above.

Although not mandatory Lycoming SB369 covers overspend events. Prop manufacturer also has additional guidance https://www.lycoming.com/sites/default/files/SB369N Engine Inspection after Overspeed .pdf 3. In the case where the overspeed is 10% or more, the corrective action is to: Remove the engine from the aircraft. Disassemble the engine in accordance with the applicable Lycoming Overhaul Manual. Examine the engine and components in accordance with the applicable Lycoming Overhaul Manual. Replace any parts that are damaged or not in agreement with the latest revision of the Table of Limits SSP-1776. In engines with dynamic counterweights, replace the bushings in the counterweight and the crankshaft. In the engine logbook, record the overspeed incident, any inspections, and corrective action.

I had a friend who is an IA help me overhaul my engine a few years ago. A few months later we overhauled his engine as well as another mutual friends engine. All three of them turned out well. In addition to the stuff Cliff mentioned above the other big miss is the lycoming overhaul manual. It is lacking and rather than update it lycoming releases service bulletins and instructions . The only way to get all of these is to buy a subscription to them. There are several hundred of them and you will spend a lot of time looking through them deciding which ones apply to your engine and organize them in a sequence that follows your assembly order. During assembly you will have to repeatly go back and fourth between the overhaul manual and sb/si. Sometimes the manual will tell you to look at a particular sb, other times it does not like they just expect you to know that one exist. Also if you are using pma parts they may have their own sb which may or may not be the same as the lycoming ones.

My altitude hold works reasonably well. It might vary 50-75 ft per hr. It's made up of 2 parts, pitch control and altitude hold. The altitude control reference chamber and associated plumbing valve shouldn't leak any. It consist of a diaphragm with one side connected to the reference chamber and the other side exposed to cabin attitude pressure. The diaphragm is attached to a small valve that directs more or less vac to the up or down servo. If the altitude control chamber pressure matches the cabin pressure the diaphragm and valve are centered and direct equal pressure to both the up and down servo. It isn't hooked to the static port and is sensitive to internal cabin pressure/temp. Opening the vent window in leve flight will result in a almost full down deflection of the yoke. The pitch control is connected to the airspeed pitot tube and has a calibrated leak in it. It uses airspeed as well as a pendulum to detect pitch changes. When both are turned on the altitude hold and pitch control are plumbed in parallel with your servos and indicator.