Ask George

[Matie]

Hi Don,
Thanks for the advice. Spoke to Les today and apparently Sensenich recommended that the prop be send to them immediately (via George). I have asked Leon from Legair to facilitate this for me. I will keep everyone informed as I believe this is a potentially serious issue...

RGDS
Matie

[HappyJabi]

My Garmin GTX327 transponder is lately transmitting totally erratic altitude information. Ranges from -06 to 115 and back to 010 and so on in a minute. Please, if anyone can suggest anything I could inspect that might be causing the problem, or suggest any professional in the Durban area that might be able to help me resolve the problem, it would be much appreciated. The Spectacular is next week and I would like to fly through FALE airspace to get there.

[ZuluBen]

Sounds like a Static line problem that is buggering the alt encoder around.
(You did take the cover of the tail?)

[HappyJabi]

Sounds like a Static line problem that is buggering the alt encoder around.
(You did take the cover of the tail?)

Oom Ben, I only know about parachute static lines. Could you elaborate a little please? Yes, I did take the cover off the tail.

[wynvlieg]

We had same problem routing from George to CT. Information ATC was not happy with us.
We had the encoder calibrated and problem solved. We were advised that the encoder must be calibrated annually.

[ZuluBen]

Leon wrote"

Oom Ben, I only know about parachute static lines. Could you elaborate a little please? Yes, I did take the cover off the tail.

The piepie up on top of the tail is called the Static Air Supply, or similar words, depending on who you ask..

What it does is bring in a quality and stable supply of outside air uneffected by pressurisation, vacuum, farting etc that may exist in the cockpit, and is connected to the Altimeter, Airspeed indicator, VSI etc to ensure that they give you the correct readings.

It shoud be connected to the Encoder as well, otherwise the encoder will use the air pressure inside the cockpit as the density altitude, and this migth be incorrect depending on open or closed windows, door seals etc.

[henk-indabush]

ZB is absolutely correct I don't know about the yearly calibration, but it sounds like a good idea
The altitude on your transponder should however not be your primary source of altitude information. That's what an altimeter is there for. Easy to check the calibration of the altimeter, set zero on your altimeter and see if you get the correct QFE. Or set airfield elevation and see if you get the correct QNH as supplied by ATC. If you have no ATC, use all the planes of your buddies at your local field and compare QNH readings.
If the altimeter reads incorrect, have it calibrated. If I know that my pressure altimeter is giving a wrong reading, I will most certainly have it fixed, before I rely on the transponder to give an accurrate value.
If it happens inflight that you realize the transponder altitude is incorrect (as in a disgruntled ATC ) one can ask the ATC for an accurate QNH, check your pressure altimeter for accuracy and fly accordingly.

OK, the above is valid only if you do have steam gauges If you have glass cockpit I can't help you

[HappyJabi]

Thanks guys. Whatever it was, it seems to have corrected itself. My best guess is the moist environment (FAVG is literally on the beach) had something to do with it, but this morning I did a quick (albeit VERY windy and hazy) trip to the GF and back, and I kept a close eye on the transponder reading, and it was all the time just below the alti, which would be correct. The QNH was 1015 when I took off and 1013 by the time I returned. Hello Mongena.

(Typo edited)

[Marius Schrenk]

Thanks guys. Whatever it was, it seems to have corrected itself. My best guess is the moist environment (FAVG is literally on the beach) had something to do with it, but this morning I did a quick (albeit VERY windy and hazy) trip to the GF and back, and I kept a close eye on the transponder reading, and it was all the time just below the alti, which would be correct. The QNH was 1015 when I took off and 1013 by the time I returned. Hello Mongena.

(Typo edited)

Al weer roes

[Matie]

Hi all,
Just an update regarding my planes propellor blades, the one blade will be completely replaced and the other will be refurbished by Sensenich. The factory at George will see if the "refurbished" blade cannot also be replaced, I would certainly prefer this as well. Anyone else having this issue?

[Matie]

Hi,
According to Sensenich, one of my blades was completely un-airworthy and the other could be "refurbished". They could return to me the one new blade and one refurbished blade. As my propellor's serial number corresponds to the serial numbers of propellors mentioned in Sensenich's bulletin as problematic, I decided to accept their offer of two new blades at a reduced price. Les/Len at George most gracefully agreed to supply me with two brand new blades from their stock (the new blades from Sensenich will replace those). Hopefully Leon at Springs will receive it this week to have it fitted to FBI on Saturday. I can hardly wait to get back into the "wide blue yonder"!

If anyone see any "paint cracks"on composite propellor blades, please take it seriously and have it checked out.

Regards

[BenSmit]

Not so much a question for George as to the technical minds.

I had a strange scenario this weekend, I was flying near Hartbeespoort dam and suddenly got a low fuel light come on - intermittently. The Dynon showed 80l remaining and I was sure I had at least 75l in the tanks. Anyway I decided to divert to Lanseria for a tech stop. Landed and checked everything - now doubting myself and the Dynon, I went and filled up, taking on all of 53l to fill up to the top. so the Dynon was correct. This also seemed to solve the problem. Could it have been a stuck sensor? Where does the fuel low light get its info from? A float in the main tanks or in the accumulator tank under the seat?

[ZuluBen]

Warning sensor located in the Header tank under the pax seat.

You have either:
a) Restriction in the inflow lines from the tanks (bent ' pinched tube) or more likely;

b) A restriction in the vent line going from the header tank up the right hand B pillar (behind the pax's right ear).

c) Check for a loose header tank that can ever so slightly move and kink the pipes.

Ask Gerrit, he can show you a "road landing medal" for that...

[gielo]

Ben,
had the same problem recently on my trip into Africa and could to-date not pinpoint the cause.
Len advised me to lift the cover/lid of the latch in the pax seat and to visually inspect the fuel level in the header tank next time it happens.
A full header tank will indicate a faulty sender and a empty header a blockage, in which case Zuluben's advice is to be followed .
Good luck and please give me some feedback if you discovered the problem.
Giel

[henk-indabush]

It can also happen if for whatever reason (ball out-the-middle for too long ) some air gets into the header tank.(ie header tank not completely full) Because of turbulence and high power setting the air can't be displaced by fuel while engine is running. After shut-down, the air manages to find a way out and problem solved. The low fuel light does not easily extinguish in flight, if for whatever reason it came on.
Another cause for this, is when you start the engine with one selector (from header to engine) open and 2 selectors (from main tanks) closed. The engine will use some of the header fuel, low fuel warning light will come on, by which time you hastily open the 2 closed selectors, but all too late. The low fuel light will stay on until you cut the engine and give the header time to fill completely. And don't ask how I know this