On the nose low attitude, I’d say it’s the effect of extending flaps and changing the center of lift rather than a W&B problem. Two han…
Hello,
G1000 is recording a lot of parameters including detailed engine data.
Those data generate CSV files on a SD card. You can manually copy them, then upload on platform like the excellent FLYSTO (or Cirrus Report, or Savvy for example).
The matter is that you don’t do it after each flight, so can potentially miss something important related to engine life.
The idea is to have automated upload of some of the engine parameters after each flight.
For that, you can use a wifi enabled SD Card (such as Toshiba FlashAir), and build a Raspberry mini-computer to analyse the data and upload them over 4G
The case has been studied and published.
https://www.hackster.io/theihdes/sync-visualize-flight-logs-with-opensync-blues-wireless-769c18
I would like to build the project, though I don’t have enough IT knowledge, and don’t realize how difficult it is.
My first step was to get a Flash Air W-04 SD Card.
Could you give your opinion on the general principle, and eventually help building this project ?
Cheers
Alexandre
Today on my way back from Germany the Kap 140 roll axis developed a fault. I’m quite sure it was working just after takeoff, but then failed.
There was no fault visible on the Kap 140.
The altitude was maintained fine.
ROL HDG and NAV mode where all affected. It seemed like the autopilot was not moving the ailerons at all.
When engaged the normal resistance was felt when overpowering the autopilot.
Tried to cycle the power and also had a fuel stop, where the airplane was stopped. No change.
The plane has more than 1000 h under current ownership with no autopilot faults.
I’m fearing it is the roll servo.
How do I diagnose further?
After doing some research I’m starting to think single turboprop may be a better option for me. Why? Few things. Firstly ideally I’d like to avoid avgas due to lack of availability in certain airports and uncertain future. That leaves me with the Diamond as the main contender. Boy is that aircraft expensive! For what you get in terms of speed, useful load, range, space, i found it to be poor value for money (I was quoted 1.6m eur for a basic new da62, 1.2 for a da42). The used ones in reasonable shape aren’t much cheaper. So, for that money I’m thinking I could get a reasonable turboprop (maybe a malibu mirage? Entry level user tbm?). That would give me pressurisation, higher speed, more useful load, and apparently it’s safer. Looking at the stats a turboprop single is safer than a twin piston. That is my main consideration, in that it seems if you’re not a semi pro with a lot of hours, flying a twin is borderline dangerous. However, I am guessing turboprop needs some decent experience as well. And the maintenance could be a lot higher if things go wrong.
What are people’s thoughts on this subject? What drawbacks have I not considered? And what sort of flying hours/experience do I need to safely fly a basic turboprop?
From here
Following from my post with the video of the Borescope inspection, I have now begun to dismantle the engine for work.
From the video I took last winter, I believed the lifter faces to be in poor condition so I figured by now I would be seeing badly spalled lifters and worn cam lobes.
Well, 200 hours run time since the video was taken, I removed the cylinders and here are some photos.
The cam lobes have some pitting, but the top of the lobes aren’t worn appreciably. So, despite some corrosion having occurred in the past, regular use for the last year hasn’t caused any noticeable degradation whatsoever. I thought this was interesting as I was led to believe that it would be in very poor shape by now. The lifter faces were smooth to the touch, so if I wasn’t taking the engine apart anyway for other work I’d be happy to just keep running it like this.
What’s interesting is a couple of rust spots on the lifter faces. This engine was last flown TEN days ago so it shows how quickly things can rust.
I’ll put the engine back together with a brand new Superior cam and Lycoming DLC lifters
On the nose low attitude, I’d say it’s the effect of extending flaps and changing the center of lift rather than a W&B problem. Two han…
Well, nowadays we do have slightly more modern ways of doing that. We use various electronic devices which have done away with the use of a Stevenson type weather hut.
This i.e. is one of the cur…
Using wrong terminology definitely contributes confusion – you can’t simply use “attitude” instead of “angle of attack” and expect people to understand what you think about, even if you provide ad…
Thanks @Yeager, we had the same kind of thinking But, inevitably we had the odd overspeed, maybe once every 2nd year (but flying way more sectors and hours than standbyers do ) and during des…
Working around the clouds, and finally breaking through…
East part of the Durance river after Sisteron, the Family is like the sun, happy!
The peaks around…
