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Pat

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  1. Pat
    The problem was as suspected by you. Master cylinders with seals for mineral brake fluid used with Dot4 which destroyed the seals. I can now either replace the master cylinder seals to dot 4 suitable ones or replace them + the fluid with new mineral based and switch the caliper seals to mineral based as well.
  2. Pat
    Indeed. Would be great to have this saved as a "how it's done right" on YouTube
  3. Pat
    Thanks all, I will report back when I know more.
  4. Pat
    I believe my 20+ year old 80hp 912 uses a 1/8-27 thread for the oil pressure probe. I found this (Honeywell?) which is also 1/8-27 thread, but otherwise it is the new style 4-20mA sensor. Is that a suitable option? EDIT: Disregard, that one isn't 4-20mA but 5V.
  5. Pat
    Thanks a lot! Unfortunately that doesn't specify how to make the GRT EIS 4000 accept the old style VDO resistance oil pressure probe readings. So I'll have to find the new style Honeywell/Keller probe..
  6. Pat
    I think I have DOT4 (at least that weird Beringer regulator calls for DOT4). Maybe the master cylinder seals are bad and the system simply can't hold any pressure, but pushing the pedals/master cylinders builds up pressure for a short time?!
  7. Pat
    Thanks. Would this suspicion still hold true if A) I was able to apply full brakes once or twice before losing pressure and brakes failing again? Maybe like this: Brakes applied, pressure builds up, however seals are failed due to wrong fluid, and that's why pressure quickly dissipates again? or B) if seals are wrecked, I wouldn't be able to build up any pressure at all in the first place?
  8. Pat
    From here https://www.aopa.org/news-and-media/all-news/2010/august/04/beringer-offers-low-cost-anti-lock-brake-system The company’s ALIR system, or anti-lock regulator, is an inexpensive approach to an anti-lock braking system for pilots of smaller aircraft. The $200 in-line device simply maxes out the pressure that a pilot can put on the braking system. By knowing the locking pressure of the aircraft’s brake system, the user can stomp on the brakes as hard as they like and not lock them up. The device also compensates for uneven braking pressure, delivering a constant pressure to both brakes, and decreasing the likelihood of going off the runway because of unequal pressure. Regarding the springs it seems the ICP and in general all master cylinders always have springs, some outside and some internally. Maybe these springs aren't strong enough to counter the pedals back to the origin position or maybe the pedals create some over center lock position?!
  9. Pat
    It seems Honeywell/Keller are identical electrically (4mA = 0.75 bar 20mA = 10.75 bar). @Underwood do you remember the sender you bought?
  10. Pat
    Hi, my Sav was converted from bycicle brake lever to pedal brakes. The pedals and cylinders are from ICP. The brake pressure regulator and actual brakes are from Beringer. The brakes aren't working correctly. I can brake once or twice, but then the cylinders stay compressed and don't come back up and brake pressure is lost. When I pull the pedals/cylinders back by hand, I can brake again. I noticed that Beringer cylinders have springs. Maybe the beringer "anti lock" regulator thinks the brake pressure exerted by the ICP cylinders is too big, and then relieves pressure. And it requires cylinders witj springs to reset so that a new brake application exerts pressure again? I could try to remove the Beringer pressure regulator part and see if the ICP cylinders come back then (have enough counter pressure)? Or maybe ICP cylinders and Beringer simply don't work together at all? Curious for your take on this! Thanks!
  11. Pat
    Hi, I have a 912 80hp with the old style VDO Oil Pressure probe. I have recently installed a GRT EIS 4000. Unfortunately, my EIS unit was wrongly configured by GRT Avionics to work only with the new Honeywell/Keller probes. I checked and the Keller probe is 400€ 😞 😞. Also it has a different thread. Is there any alternative probe that is less expensive and is the same style as Honeywelll/Keller so it works with my EIS 4000? Otherwise I have to ship my EIS4000 back to the USA for reprogramming (which can take weeks). Thanks a lot!
  12. Pat
    Hi, this dissolved. An older gentleman asked me to help him sell these online, but he then went completely silent. All I had was an email address... so I don't know what happened. Maybe he perished.
  13. Pat
    There's also carb heat using warm water. Isn't water that takes no additional power away from the engine better than electric and airbox?
  14. Pat
    Please add me to the list - I'll buy one! Thank you!
  15. Pat
    GRT support says the EIS4000 can use existing oil/cht sensors. Any recommended EGT sensors and where to obtain them in Europe? Thank you!
  16. Pat
    Thanks, those will be changed. I've been in touch with ICP Italy regarding ordering a set of AN scres/bolts/nuts and have sent more than a few emails the last months... "tecnico" is helpful and always replies "I will forward to sales" but I never get any reply from sales 😕
  17. Pat
    Thanks Bob, can you please elaborate on "the arrangement". Eager to learn. Just a little add on: I recently read, contrary to my experience and what I was taught so far (low power = carb heat on) that acc. to physics the low pressure (and subsequently the cold temp in the carb) is highest at high power settings. Anyway, is the engine compartment of my Savannah sufficiently warm enough to avoid carb ice?
  18. Pat
  19. Pat
    Cheap but nice "upgrade". Velcro doorpanel storage nets from Tasmanian Tiger (10€) added to my Savannah.
  20. Pat
    My Savannah Rotax installation does not carb heat. The air cooler inlet scoop and cooling screen is behind the cabin. Is carb ice not a factor? Or why omit carb heat?
  21. Pat
    80 hp performs quite well https://www.flysto.net/logs/10dxglyk/departures/0?view=video
  22. Pat
    Hi, I purchased a used GRT EIS 4000 for my Rotax 912 80hp. It includes connectors, oil pressure and oil temp transducers, however no probes. Which probes (from GRT, or also others?) can I fit to the engine? Thanks for your help! PS: Reason for the GRT EIS 4000 is I have an iLevil AW and it accepts the GRG EIS 4000 data via RS232.
  23. Pat
    Thank you, very interesting.
  24. Pat
    Does anyone know why some Savs have these additional strut links, and some don't?
  25. Pat
    Intake air scoop on the back/top of the plane. Not a structurally critical part, I think.
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