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Super Cyclone

.... I am going to mount the battery in the boot cowl area similar to the Dakota Cub battery mount for super cubs. ....

I know a couple guys with that setup in their cubs & I don't see any big advantage.
With a cub, I think I'd put the battery under the front seat.
With a 180/185, I'd put it on the firewall (engine side).
If there's not much room up there, maybe put it under the one of the front seats?
Pic is from a friend of mine, battery sez concorde but it looks smaller to me than a std 25 or 35 size.
An Odyssey battery would fit nicely into this location.

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I apologize that my question may have been vague. I am looking at the EFII system because the fuel injection is simple, they build electronic ignition and incorporate a buss manager that will manage three batteries, a primary,a secondary and a backup. The fuel injection uses two electric pumps for fuel delivery. Fuel is pumped to the first injector then on down the line to each cylinder then to a pressure valve then to a return or the header tank. Mixture is controlled electronically and so is horsepower. I considered the header under extended baggage but the easiest route is no header with the return to the vent line, like suggested. More fuel could be in a belly pod or five gallon containers in extended baggage. Nearly all of my cross country will enable fuel stops with pit stops. The beer cracks me up and would only increase pit stops!
The EFII fuel injection is wired so that if for some reason an injector is not firing the computer will try to fire it with another controller. However if a wire breaks I am sure that injector will not fire until the wiring is fixed. One positive in my book for EFII is there are no individual lines for the fuel to run out of or boil out because of heat. Hot starts ore not suppose to be an issue.
My understanding is that fuel injected engines run higher compression for higher horsepower. The O520 I have for the build is carbureted, and I assume has lower compression pistons, that is something I will have to look into. Some will say why remove the carb and install FI, horsepower, no carb ice, efficiency, oh and horsepower.
The boot cowl battery idea was to get it out of the heat of the engine, but you guys with firewall batteries can comment on that please. The battery under the seat in the Cessna looks pretty interesting.
 
What are the flap and aileron lengths? I think I have read 38' wingspan for the Cyclone's. The gap between flap leading edge and wing trailing edge, even with the flap closed is massive. Fowler gave us a wonderful achievement. The specified stall speed of 37 mph for this large/heavy of an airplane is great. It's a significant decrease from the certified spec. I really need to learn how to incorporate these control features into a wing myself.
 
The wings are a foot longer all at the root, so airleron is the same length as Cessna but the flap is a foot longer. If built with a wet wing you can get over a 100 gallon of fuel, I went with fiberglass tanks because I figured my wet wing would leak. If Patey would have built his wings for Scappy first I may have built wet wings similar to his.
 
In my experience with several airplanes with firewall mounted batteries is that heat on those batteries is a non issue. Shorter battery cables is a good thing, if for no other reason.

Your work is impressive, I'm enjoying the show, thanks!

MTV
 
aktango, mvivion, anyone with info,
I drug out the stol wing cuff that came with the kit and there is half a stol kit. Well 2/3, wing tips and the outer leading edge wing cuff, but not all the pieces to put on a full stol kit. Therefore I am going to try and built my own sportsman copy. The questions I have are what would be a suitable substrate to glue to the leading edge of my wings, balsa, closed cell insulation board, or any suggestions appreciated, to fill the gap between the wing and sportsman leading edge? I think I can bend the leading edges, I made a leading edge for one of the flaps. Which rivet to use? Avex, a cherry pull, something that the stem would stay in would be good. I figured I could cut up the tips I have and lay up with fiberglass to make them fit. The leading edge that came with the kit has a cuff and the sportsman looks to be flat on the bottom?
Thank you in advance!
 
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Made hoses for the brakes and mounted the park brake under the floor board then ran tubing to the outside of fuselage, they exit just behind the landing gear. The next day I secured the brake tubing with Adele clamps.
 

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Built and installed this today. It is a control stop for the elevator, it is in the tunnel at the front of the cockpit. This one is the second I made, the first had a twist in it and I didn’t like the way it looked, no one will ever see it! Slow progress my real job keeps taking me away from building. Had a fun time installing the screws and nuts to secure this part, need longer arms, smaller hands, or some help.
 

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Ranching keeps getting in the way of airplane building!!! Working in the firewall, hung the engine mount and the heater valve, made some hose connectors and riveted them on the heat duct then riveted the heat duct and dog pan to the firewall. Seems like more tinkering that real progress.
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I am wondering about checking the thrust line on this build. Where would one check the fuselage for level, top of door frame, floor?
 
Panel

I laid out the avionics that I have for the Cyclone. The Skyview autopilot will shoot ifr approach with an ifr gps. I have looked at garmin 175 gps. Are there any thoughts about this gps or are there any recommendations. There is a substantial sub panel to screw my panel to, I have some .040 2024 that I can cut for a panel, that should be heavy enough shouldn’t it? All comments are appreciated, thanks to the group!

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Dynon D10a, Skyview 10” and 7”, autopilot, comm, knob panel, audiopanel, garmin nav comm, EFII electronic fuel injection and ignition controller, and ifr nav, with throttle and prop controls in the middle bottom.

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^^^ What is this? Came with the avionics.
 

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With instruments and avionics, less is more. Install a CGR-30P or JPI 900 series for all the engine and fuel quantity needs. Winters airspeed and altimeter for light flight gauges. Skip the D10A or use a Garmin G5 instead. And if you go with something like a Garmin 650 you can get com, nav, and GPS in one unit and skip the audio panel.

Web
 
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Built a shelf to hold autopilot servo for yaw dampining, got the idea from another 180 with autopilot, so not original but I built all the parts. Some twice!

I have decided to go with continental mechanical fuel injection and have ordered most of the system and it should be enroute. I will build a header tank to incorporate into the system and am thinking that I should have a fuel shut off between the header tank and the fuel system. Does anyone have a recommendation for a boost pump? I believe there is a check valve in the system, any ideas as to the location? Thanks for any suggestions!
 

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I have looked at garmin 175 gps. Are there any thoughts about this gps or are there any recommendations.

I fitted a GPS 175 to my CubCrafters FX-3. It's a very capable unit and I did the complete install, including the GAD 29 CANBus interface, for under $5,000. I have used it to fly coupled LPV approaches down to about 20 ft agl and it was on center line.

I considered the GNC 355 which combines the same IFR GPS with a VHF COM but decided to add a GTR 20 later if I decide I need it.

I don't know of any other LPV capable GPS that is available for a similar price.
 
What instrument(s) are you using? The EXP G3X version runs a 2-axis AP. If you need a yaw damper you have to add a GMC305 or 307. I believe Dynon has a similar AP scheme? So simple. My waas gps receiver component was $1005.00.
 
If you need a yaw damper you have to add a GMC305 or 307.

If I had room in my panel I would have used the GMC 507. It includes an AHRS that was required for redundancy in the certified G3X Touch system. It also adds a Track mode button. The GUI AFCS control panel supports Track mode but the GMC 305 and 307 do not. The 307 is discontinued and replaced by the 507.

There is no need to have a GMC installed at all to use any of the AP modes as long as a GDU is present and working. GMC is more convenient and allows AP to be used if GDU fails.
 
Dynon Skyview touch, Dynon assured me the system would run 3 axis. Therefore I went ahead with yaw damper, no better time then when building. I have decided to wait on ifr gps, going to see how much actual cross country we do, before spending that money. The autopilot servo was much easier to install before riveting on the side skins, and still a challenge.
Thanks for the comments everyone.

Does anyone know somebody with an Airplanes I0-520 upgraded 180, 182?

Fly safe!
 
The GDU only runs 2 axis. A third servo for yaw requires a controller.

ref - https://vansairforce.net/community/archive/index.php/t-119555.html

"You will need either the GMC 305 autopilot control panel with the YD button, or a G3X Touch PFD which supports using the yaw damper with the touch screen autopilot control panel."

This statement was from a person in Garmin experimental support.

I assume the YD button is only displayed on the GDU AFCS GUI when a YD servo is installed. Many G3X Touch GDU GUI vary depending on installed configuration.
 
superbcubrancher

ref - https://vansairforce.net/community/archive/index.php/t-119555.html

"You will need either the GMC 305 autopilot control panel with the YD button, or a G3X Touch PFD which supports using the yaw damper with the touch screen autopilot control panel."

This statement was from a person in Garmin experimental support.

I assume the YD button is only displayed on the GDU AFCS GUI when a YD servo is installed. Many G3X Touch GDU GUI vary depending on installed configuration.
...........
Responding to supercubrancher.
I have an Airplanes IO520D powered 1955 C180
 
I have a general question for the group. Building the panel have to mount the ADAHRS within one degree of three axis. Are the seat rails 0 degrees for longitudinal axis and are all the bulkheads and the firewall 90 to the longitudinal axis?
Thanks Brian
 
Building the panel have to mount the ADAHRS within one degree of three axis.

What ADAHRS is that? Garmin GSU 25 allows a huge tolerance on mounting. Any error is removed by calibration. The reference angle has to be set accurately in each axis but that does not imply the mounting itself has that restriction.
 
I would have to look up the answer to your question but the GMU11 and 44 have a 3* install spec., for your reference.


Sent from my iPhone using SuperCub.Org
 
Installing Dynon Skyview system. Reading install manual last night and I think it said to install at less than one degree from level of three axis. Of course it was getting late, and the letters were fuzzy, it was past 7:30 pm!
 
I would have to look up the answer to your question but the GMU11 and 44 have a 3* install spec., for your reference.

Ok, but the GMU xx is a magnetometer not an ADAHRS. To the best of my knowledge there is no calibration procedure to correct Garmin magnetomer misalignment.
 
I have a general question for the group. Building the panel have to mount the ADAHRS within one degree of three axis. Are the seat rails 0 degrees for longitudinal axis and are all the bulkheads and the firewall 90 to the longitudinal axis?
Thanks Brian

I don’t know what the level points are on your experimental project and I’m not sure you need to be that precise, but to that I’d find somebody who’s installed that Dynon system and discuss it. Garmin allows the ADHRS unit to be mounted in several different ways and you enter which one during initiation of the system. For the magnetometer we spin the plane in increments the instrument prescribes on a compass rose. Also very forgiving. The scary test for me was the vibration test. That one’s not forgiving and there’s little you can do other than cross fingers and hope it passes.

I presume your Dynon has component boxes other than the display? Plan your installation so that you can access the boxes and connectors. You’ll probably have some issues to chase once the system goes live.
 
Installing Dynon Skyview system. Reading install manual last night and I think it said to install at less than one degree from level of three axis. Of course it was getting late, and the letters were fuzzy, it was past 7:30 pm!

No, you didn't imagine it. The Dynon installation requirement seems to be far more stringent than Garmin's:

Mounting requirements for the SV-ADAHRS-200:• Must be mounted within one (1) degree of parallel to all three (3) aircraft axes,• The pneumatic fittings must face toward the front of the aircraft,• The mounting tabs must be towards the bottom of the aircraft, with the label towards the top of the aircraft.

Garmin GSU 25 allows several different orientations and precise alignment is only required in one axis:

19.4.1 Mounting/Calibration Overview
It is critical that the GSU 25 is mounted in alignment with the centerline of the aircraft. The GSU 25 must
be mounted with the connectors aligned within 1.0 degree of either the longitudinal or lateral axis of the
aircraft. (see Section 19.4.1 for complete requirements)
The specification for mounting the GSU 25 such that it is level with respect to pitch/roll of the aircraft is
not nearly as restrictive, and must only be within 30.0 degrees in each axis. In most installations, the
GSU 25 is mounted relatively level with respect to the zero waterlines of the aircraft (e.g. longerons), even
though it is not required (again, must only be within 30.0 degrees). (see Section 19.4.2 for complete
requirements
Calibrating the pitch/roll offsets is also a crucial part of the installation (see Section 35.4.7). During
calibration, while on the ground, the aircraft must be level in both pitch/roll such that it accurately
represents the in-cruise attitude of the aircraft. This part of the calibration determines that the displayed
measured attitude of the GSU 25 is zero degrees in pitch/roll when the aircraft is in level, coordinated
cruise flight. (Note that the PFD allows +/- 5 degrees of pitch offset adjustment in flight. This allows the
pilot to adjust the pitch offset while in flight to show a correct attitude indication on the PFD, even if the
pitch attitude was slightly off when the on the ground pitch/roll offset calibration was performed.)


I find it interesting that Garmin is able to calibrate for misalignment but Dynon is not. I have no experience with Dynon systems.
 
Ok, but the GMU xx is a magnetometer not an ADAHRS. To the best of my knowledge there is no calibration procedure to correct Garmin magnetomer misalignment.

That’s correct on both counts. I didn’t need to add that info I was reading too fast.

I know CC installs them remote but I don’t think I’ve installed one not mounted to the display.


Transmitted from my FlightPhone on fingers… [emoji849]
 
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