#1
IP: 138.207.175.104
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Interesting Video on Approaches to Troubleshooting
[YOUTUBE]ic5R4C5HRUg[/YOUTUBE]
Last edited by Administrator; 09-23-2019 at 08:26 AM. |
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AFisch (09-25-2019) |
#2
IP: 32.211.28.40
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I'd say step #1 is knowing how something is 'supposed' to work, then you can get into why it doesn't work that way.
Oh yeah, nice lathe! |
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AFisch (09-25-2019) |
#3
IP: 138.207.175.104
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Personally, I like Rule # 1. Example: When the engine is sputtering and losing power, take 15 seconds to loosen the cap on the deck fill, to see if you're fighting a vacuum.
Regarding knowing how things work before you start, I think that's covered somewhat in Rule # 3, which I loosely translate as RTFM. More knowledge is always better, I guess, but I think you can do an awful lot of good work on coil-related problems without understanding the principles of induction. Just my personal two cents. YMMV. Bill |
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AFisch (09-25-2019) |
#4
IP: 32.211.28.40
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Re: the coil. I spent hours trying to figure out how coil systems work - which was NOT the way I thought they did. I knew the primary coil went from + to -, but the secondary (high voltage side) had me stumped. I thought it went from the post to the case, then grounded to the block. Only continuity I could get from the post was to the - connection (higher resistance to the + connection). Then I learned that the return path for the spark was through the points (and the condenser). Eureka!
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#5
IP: 137.200.32.54
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My number 1 rule: Don't fix more than one thing at once.
"I replaced the distributor, carb, exhaust, and manifold and the engine still acts up" Well now you possibly screwed up 4 more things along with the original problem Number 2 rule: Don't guess, measure. I went absolutely nuts with a fuel feed issue and I *never* would have found it without vacuum gauges on both sides of the filter. |
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Administrator (09-24-2019), AFisch (09-25-2019) |
#6
IP: 138.207.175.104
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This has the beginnings of an excellent thread.
More thoughts? Bill |
#7
IP: 138.207.175.104
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I wish I had the smarts to develop a model which integrates the probability of something happening with the effort required to identify and remediate.
Tom/Joe: Do pilots have something akin to this? Bill |
#8
IP: 137.200.32.54
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The Zen Method of A4 Maintenance:
I had an odd issue with intermittent roughness and stumbling. I just could not figure it out. I decided to just watch the engine run and pass my hands over and around it, feeling for anything like a leak or hot spot. Back near the aft starboard side I got quite a shock After I recovered I moved my hand back there and got another bad shock while not touching anything Turned out a pinhole leak in the water hose leading from the pump was spraying a very fine mist that was hitting the coil high tension lead that had a crack and the whole cloud of mist was charged with 20,000 volts! |
#9
IP: 137.200.32.54
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Quote:
Log entries: Number one engine missing. Number one engine found Autoland extremely rough. Autoland not installed on this aircraft Here is a real life example: Left Dallas after dinner for Tampa. I lost the left alternator after about 20 minutes and I can't do night-IFR with just one on our MEL. I turned around and called in for the mechanic to come out with a new alternator. He replaced it and off I went. 20 minutes later the brand new alternator failed so I turned around again This time I told the mechanic that maybe there was a reason this kept happening and maybe we needed to check the wiring before we used up the entire storeroom's worth of alternators. Turned out a wire had chafed and was shorting out the alternator in flight, but not making contact on the ground. Last edited by joe_db; 09-24-2019 at 09:32 AM. |
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