lutorm / n132ea Goto Github PK

Bob thinks this should be double-checked.

It appears this strobe has a bad connection somewhere, it only ran intermittently when Bob flew on 12/28. Track this down (or replace wingtip light with the skyBeacon ADS-B out option...)

Thread needs to be repaired, but we really only want to do that when the crankcase is open to make sure we don't get swarf in there.

One of the pins on the strobe connector under the seat is crushed and can back out of the connector, shutting down the strobe. It's working now, but may work itself out with vibrations. We can either find a new crimp terminal or use a different connector.

It would be interesting to see what the temperature of the air going into the carb is. We can wire an NTC to one of the two spare "CHT" inputs on the RDAC.

I have a redesign of the plenum that raises the carb to clear the cowling, and also moves the #4 cylinder outlet to give more clearance to the engine mount. 3d print new plenum (maybe using Taulman's new fiberglass alloy 920 which has better creep resistance) and arm it with a layer of fiberglass cloth on the outside.

The aileron and elevator linkages were lubricated with oil, but assembly instructions specify grease.

Research options and order

They are splitting, and new ones from Sonex seem to be more durable.

Air should only be allowed to exit through the cooler itself.

We should have EGT measurements on all cylinders, and for best measurements they should be located about 2-4" downstream from the exhaust valves.

• Order 2 more MGL strap-on EGT probes.
• Drill holes in exhaust.
• Wire in to MGL.

The transponder antenna was connected with two joined coaxial cables, one was an RG-58 but the other an RG-59. It should be a 50 ohm coax, preferably low loss. Replace.

Same as with flaps, right aileron rod end bolt was not tight so there was play in the bolt. Tightened and it's now OK.

There is an AD issued for our model ELT: https://go.usa.gov/xRzMw

It specifies a number of functional checks that must be done and if the unit fails it must be replaced. compliance with this AD is not mandatory for us but it seems like a good idea...

The heads need to be rebuilt.

Given how hard it is to get an extension cable to hook up a battery charger on the apron, it would be good to just get a solar battery maintainer that we can keep hooked up whenever parked.

Wires exiting on left side are long and unsupported. Add bracket.

When engine is running, the OAT bounces from 0-300F. We have either a bad connection or a ground problem.

The two wires are soldered to a ring terminal on the engine, but this must have vibrated because it was very brittle and pieces came off when I touched it.

This wire has been loose enough to touch the exhaust. Needs better support. The spade terminal is also pretty loose. The wire is of unknown quality so it should be replaced with GXL.

Need a prop cover to avoid getting water in the prop bolts.

This wire is hanging down where it is susceptible to getting caught when people get seated. It should be rerouted up along the tank, but the existing wire is too short so needs to be replaced.

You can feel a binding in the elevator linkage and also some squeaking in the aileron that seems to indicate need for lubrication. Track down and eliminate.

We have a metal FloScan fuel flow sensor. To mount it, we need to get AN fittings, figure out how to route it to the AeroCarb, and possibly manufacture a bracket to hold it. We should also firesleeve the fuel line.

Several people on sonexbuilders.net have reported the stock filter is undersized and a larger K&N filter improves tunability and performance. RU-0650 looks like it should work.

The elevator linkage under the seat had a nut that was missing its cotter pin and had almost come off.

There are a bunch of wires inside the cockpit that are run bare, and there are many sharp aluminum edges they can chafe on. It would give me peace of mind if they were protected. (Some are protected by plastic split sleeving, but the wires tend to come out and they have sharp edges.

There are nice self-closing, fire-retardant wraps of various sizes, e.g. Techflex F6, that would be good for this purpose.

A rivet on the bottom skin by the tail is loose. Replace it.

The spade terminal on the wire has vibrated and is very loose. Replace.

The left-side fitting to the oil cooler is extremely close to the exhaust, after the oil cooler was turned around. We should offset the oil cooler a bit to the right so there's equal clearance to both exhaust pipes. Would be fast, just drill out the rivets and move it, but does require taking the fittings off. Do at next oil filter change?

The wiring from the panel to the firewall hangs and can get snagged on something. It should be tied up better.

These are very thin wires with few strands and thin insulation. Look vibration susceptible. Replace with GXL 18.

Repair with timesert, M6.

While the current tuning gives about right fuel flow at full throttle/full rich, idle requires leaning so much that it's almost at cutoff and it's very hard to get the idle mixture set right. Try other needles to see if we can get this better.

If we want to be able to use it for the full ppl training, we need a landing light. Research options.

The two airtalk connectors are connected in parallel anyway so if we join the signals at the sensor end we only have to run one RCA wire.

Right side, under horizontal stab.

Should be safety wired to the intake.

Where the alternator wires mount to the regulator, there are spade connectors and they aren't snug.
This should be fixed but isn't an emergency.

The Enigma has audio outputs for alerts, but they aren't wired to the intercom. The V6 has two aux inputs that can be used for this purpose.

The play in the flaps was because the rod-ends where the links attach to the flaps weren't tight and the bolt was moving. Rod-ends themselves seem OK. Tightened and play is now much less.

There is noticeable (several mm) play in the AeroCarb needle. Several people on the Sonex web forums said that this makes it very hard to tune it accurately because that amount of play is approximately equal to the adjustments range you have. Consider ways of shimming the needle to eliminate this play.