Break in to CDMS

ml-c-510-c510mm525

flap ts

Falcon 10 N100CU, Leading Particulars:
AP105/FD109. Dual FD. Single FMS.

AP AMP – 562C-5C.
PILOT AIR DATA CONTROLLER –
COPILOT AIR DATA CONTROLLER –

Pitch bump started, May 2022. Swap vg.  That solved it for months.

Pilots report all good.

Swap airdata controller. (Back to original position)

Hum in headsets

Stuck mic.  Seemed to start pitch bump problem.

Mar 2023.   Shutter pitch, humming headphones, could not hear atc. Stuck mic.

______________________________________________________________________

after finding burned plug at RH lav:
#1 FD/AP will not capture altitude, but (sortof) will track altitude

#2 FD will not GA.  RH GA will clear HDG select button, will not clear ALT select button.  When RH GA is held down, RH Vbars will go to 0 pitch or lower, then disappear when G is released.

GA mode block diagram Falcon 10

inputs to the mode coupler seem similar left side to right side.

WD notes from Nov 2023.

Collins manual that shows the difference between 590A-3H, and 590A3K

1.5.16 590A-3H Air Data Control
The 590A-3H Air Data Control supplies an analog error signal to the flight control system that is propor-
tional to altitude error. True airspeed, indicated airspeed, and altitude programming voltages are also gen-
erated for flight control system use. The altitude error gain may be programmed with true airspeed, indi-
cated airspeed, or altitude, or set at a fixed value. The 590A-3H also provides signals for altitude preselect,
vertical speed hold, indicated airspeed hold, and Mach hold. The 590A-3H is contained in a 318-ATR short,
low case and weighs 2.09 kg (4.6 pounds).
1.5.17 590A-3J/3J1 Air Data Control
The 590A-3J/3J1 Air Data Control supplies to the flight control system an analog error signal that is propor-
tional to altitude error. True airspeed, indicated airspeed, and altitude programming voltages are also gen-
erated for flight control system use. The altitude error gain may be programmed with true airspeed, indi-
cated airspeed, or altitude, or set at a fixed value. The unit is contained in a 3/8-ATR short, low case. The
590A-3J weighs 2.00 kg (4.4 pounds) maximum. The 590A-3J1 weighs only 1.5 kg (3.3 pounds).

Falcon 10 AP disconnect cockpit troubleshooting:
falcon 10 ap disconnect ts-1

June 2024, most current dramas:      

1. Seems to have ALT HOLD working correctly, no ALT CAP mode.
2. CoPilot Side, NO GA mode, will no clear ALT button.
3.

Test Point Locations:

GA 562A-5M5,  TP-16 Selection of go-around mode.

MDA, DH, or ALT PRESEL 590A-3H, J1-50 Descent blw RA

GS EXT 562A-5M5 TP-42 Following glideslope capture, with radio altimeter inoperative, and when passing over
middle marker beacon.

*ALT 590A-3H, J1-31 Selection of altitude-hold mode.

Conditions:
page 25 mode ANN

How good should it be? 25 to 45 feet, depending on mode.
page 28 How good should it be?

Test Flight:

1000ft/min climb select VS.  allow to stabilize.
Record Video, altimeter, VSI.
Slightly increase throttle.
allow to stabilize.
Video Stop.

1000ft/min climb select VS.  allow to stabilize.
ALT SELECTOR to 3000 feet above current alt.
Record video, Altimeter, ANN panel, V-Bars. Select ALT SEL.
Allow to capture. Do the VBARS capture?  Does the autopilot capture?
Allow to track 1 minute.
Gently increase throttle.
Allow to settle 1 min.
Video Stop.

in HDG and ALT mode, allow to stabilize.
Record video, Altimeter, ANN panel, V-Bars. Select ALT SEL.
Select new heading on HSI,
Allow aircraft to turn for 1 minute.
Allow to settle 1 min.
Video Stop.

couple a ILS approach using APPR button.
video capture, pushover.
Stabilize on GS.
Slightly change throttle.
video GS needle action, mode ann, VS needle

SIL 2-74 FCS-105 FCS-105 Component Test Fixture
SIL 1-78 FCS-105 Adding 1/2 Bank Limit to FCS-105 May 15/78
SIL 1-79 FCS-105 Removal of TAS Programming from Heading Select Gain
Computations Jan 15/79
Date
Jul 01/74

Plug changeout

G450 N809DA S/N 5269

ITEM                                 P/N                           MFG                            QTY

1.  EXTRACTOR        M81969/14-06  ATCONICS              3EA
2. CONNECTOR       620021                  RADIALL                   2EA
3. CONNECTOR       CNR722                ECS                               2EA
4. ATTENUATOR      50FP-020-H6    JFW INDUST.         1EA
5. CONNECTOR       L7122                     ECS                               1EA
6. HEAT SHRINK W GLUE                     .75 INCH                    1 FOOT
7. COAX                         3CO58A                ECS                               5 FEET

MICT0100039EN

620021EN

Large 90 degree connector

cnr722_230220_120239

cnr722

Ground Run.

Galley light master,  RH console not labeled clearly.

PBK2  INTERMITTANT.  Works when you tap on it.

Exterior light check.

Dark cockpit dimmer check.

Intermittant rushing noise in headset ICS.  is there a 3 crew hs plugged in?

#2 hf innor knob drags Outer knob.  Clean, tighten knobs with a small gap

Bezel eexit sign back bulkhead loose.

push button cover  at Auto prctlurization  control head Missing.

AirBnB

https://scrantonseahorseinn.com/welcome/the-inn/

111 22222 33334  444 9090 3749 99999

Carter

Soundview or 55 exit

MB2011LS1W03-CA  digikey PD sw

Strobe intensity

https://www.avionteq.com/American-Aerospace-ST-4000-Aircraft-Strobe-Light-Intensity-Tester

Aeronca 7AC Champion “Champ” N82258 S/N 886

The Aeronca Aircraft Corporation (AERONauticalCorperation of America)  Produced 7,200 of 7AC “Champs” in 1945 to 1948.  Derivative models are still produced today, as late as 2024.

The 7AC is a sought after antique, with thousands of flying example still airworthy.

The Heffley Family airframe is a Model 7AC, powered by a  Continental A65. Superior cylinders were fit during the rebuild.

• Wingspan of 35 ft
• Height of 7ft
• Length of 6.55 21ft 6in
• Cruise speed of 85 mph
• Rate of climb of 370 ft/min

Weslyn

Recent Past:

Aeronca N82258 in various states of disrepair, during the term of a  8 Year restoration:

2006_02_08ChampPaintGoneBad

This is what happens when the paint process goes horrably wrong. This is the result of not sanding the primer after the last cote of primer. This video shows the paint peeling right off. We followed the STC exactly, and applied the first color coat over the last primer coat with no sanding. This is not wise, as we now know. Airtech markets its product as process that requires little sanding. While it is true that you are not required to sand as as much as Stitts, it still requires the coats to be “scuffed”.

2006_01_05ChampPaint
The Ailerons, and Elevators/Stabilizers, (not the rudder) installed on a spit for painting.

2005_12_29_ChampPaintBooth
We built a paint booth (Larger) from discarded metal studs and plastic sheeting. The intake is a 24″x24″x1″ AC filter with a box fan. (lowerLeft corner of the picture). The outlet is a filter connected to 1/4 of a LARGE cooling fan.  This evacuates the booth, as well creates a draft in the hangar that cause overspray to go west out the doors. Interestingly, the outlet fan filter FILLS up every time we paint. No overspray anywhere in the hangar though……

These are the cable fairleads

that will provide a cosmetic closeout for the rudder cables as they exit the Fusalage  under the stabilizers.

2005_11_27ChampWingSpit
This is the wing installed on the completed spit (larger). Copied from a comercial design, The rollers (larger) are metal lawn mower wheels with the tires cut off. The hoop is 1/2 inch electrical conduit bent with a conduit bender.
The wing spit is a complete success, allowing the wing to be coated fully on both sides without a 1 day wait for paint to dry. If we had to do it all over, 1″ conduit would have been stronger.  Also, the rollers could have been lower, allowing the wing to be 3 inches lower to the ground.

2005_10_15ChampGear
Here is a Sectioned (larger) gear oleo and strut.  We used this for a reminder of how all the parts came apart!
The Gear Case Frames almost ready to paint.  We included the tabs for the snare cables, even though the AD is complied with……

2005_03_18_ChampStrutPress
This press ended up not being required, as the gear did not need to be “Pulled” apart.

2005_01_08_ChampRightBrake
We disassembled one brake at a time, as they are quite complicated.  Assembled,   Inside Exploded.

2003_Fuselage
Here is the Fuselage before (Larger) Powdercoating, and one picture after (Larger) powdercoating

Later in the process:

Fly in mode change veil without transponder

EPIC

600 FEET on RA

PB 1 and 4, then TEST

No flap up light

Fault after attemp to move flaps