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Messages - Bill Poynter

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1
Culver General Discussion / Re: Announcements
« on: November 23, 2023, 08:55:44 AM »
After 50 plus years, N41637 is now licensed and flying.  The FAA issued a replacement Certificate of Airworthiness and the IA finished a fresh annual inspection, so Iím now flying it.  Part of the process was getting field approval for the Cleveland wheel and brake conversion. 

2
Maintenance and Repair / Re: Tailgroup alignment
« on: December 10, 2018, 09:10:16 PM »
Have you determined that the horizontal stab spar is actually out of square with the fuselage?  Try running a chalk line from the fuselage sides next to the cabin to the stab spar to check for squareness at the spar. 

3
Culver General Discussion / Re: My new Cadet/ prop size request
« on: November 27, 2018, 12:04:42 PM »
I didn't have a manifold pressure gauge, so I can't say for sure what percentage of power I was using.  It wasn't near full throttle though.  The rate of climb was usually about 700 fpm.

I would check that your static rpm falls within the limits on the Type Certificate:  Propeller limits Static rpm at maximum permissible throttle setting, Not over 2370, not under 2070.  No additional tolerance permitted. Diameter:  Not over 70 in., not under 64 in.

4
Culver General Discussion / Re: My new Cadet/ prop size request
« on: November 26, 2018, 08:38:46 PM »

Hi Mark

My previous Cadet usually indicated 120-125 MPH at around 2300 RPM.  I had overhauled the airspeed indicator, but I'm sure there are a lot of installation variations between different Cadets.  My plane also had a current pitot-static certification.  It was a C85 with a metal McCauley model 1B90 CM7051 prop.  This prop didn't turn up as many RPM's during climb as I thought it would.  I'm sure that a metal prop is going to be more efficient than most conventional wood models.

5
Parts For Sale / Rebuilt Franklin engine for sale
« on: October 13, 2018, 09:19:54 PM »
Forum member Meighan Chisholm, has a rebuilt 90 hp Franklin advertised for sale on Barnstormers.  Hereís s link to his ad: https://www.barnstormers.com/classified_1409531_Franklin+Engine+4AC-199-E3.html

6
Culver General Discussion / Re: 0-200
« on: April 06, 2018, 12:49:01 PM »
The O-200 is not approved for the Cadet.  I think that there is one with a one-time field approval for the O-200 though.

7
Culver General Discussion / Re: Cadet STF Plans Availability?
« on: December 30, 2017, 08:30:54 PM »
Thereís an ad on Barnstormers for a set of Cadet STF plans.

8
Parts Wanted / Re: A-75 Exhaust, Oil Cooler and Long Neck Oil Tank etc.
« on: January 24, 2017, 07:28:07 PM »
My last LCA had a modified Ercoupe exhaust.  The tailpipes had been modified to exit the cowl in the correct location and angle.  The best part is that they were stainless.  The downside was having to fabricate heat muffs.  Ercoupe engine baffles work well too.

9
Maintenance and Repair / Re: Eisemann mag info
« on: September 02, 2016, 09:00:27 PM »
I think the Franklin engines use Eisemann mags with right-hand rotation.  This should be the same as A65 Continentals.  That would mean an Eisemann mag from a C85-12 would need it's rotation reversed to install it on a Franklin.

The previous posting doesn't mention that the impulse coupling assemblies can't be reversed. 

10
Maintenance and Repair / Eisemann mag info
« on: September 01, 2016, 10:40:12 AM »
I found the following on the National Aeronca Association Bulletin Board:

I finally got around to rebuilding a few Eisemann mags after many years not flying. Here's some tips for those folks looking at rebuilding or just getting a used mag installed - I luckily found an A&P willing to advise me after he stopped doing Eisemann rebuilds.

Changing mag rotation: If you have a mag for a C85 or so counter-clockwise that has all the same parts as the clockwise version (H27-709 (C85) and H27-711 (A65) for example), you can change the rotation easily. Here's how: open up the mag (5 screws - 3 in the case, 2 on the top plate where the wiring harness attaches). Take off the next mid-section plate you expose after pulling off the outer case (5 screws I believe). Take off the small pinion gear that attaches to the distributor (larger) gear. Slide off the Woodruff key that holds the cam and pinion / rotor together, and take the oval-shaped cam off. Flip the cam upside down (there will be slots facing toward you now that were hidden in counter-clockwise mode). Now rotate the distributor gear until you have the furthest left timing mark (there are 2 timing marks in the plastic gear about an inch apart, they look something like this -C and another mark is the reverse of that). You have to now align the little drilled (1/8"?) hole on the outside of the pinion gear with this mark. Now just put it back together and you'll be running clockwise (likewise, if you were converting an A65 mag to run on an C85 you just reverse these directions). Can't believe no one has ever posted this...

Winding an impulse spring: okay there are not Eisemann tools for this available anywhere, so you have to be a little creative here. I made a tool using a 6" 1/2" galvanized pipe fitting, a 1/2" T fitting for leverage, and a jigsaw. All you do is screw the 2 pipes together, then on the 6" piece, cut a notch with a metal jigsaw blade about 1/8"-1/4" wide so that the impulse spring center coil can slide in. Once it fits, push the outer part of the spring into the cup spring slot, then take the tool and rotate the inner spring coil until you can squeeze it into the starter cup. The direction to wind is opposite the mag rotation desired (i.e. A65 wind counter-clockwise). If it keeps slipping out, either use your hand to hold the spring end in the starter cup slot or put vice grips over it with a protective piece of copper or lead to avoid damaging the cup - be sure this piece of metal doesn't extend into the cup though otherwise you'll have to wind it even tighter to fit the spring in. Once you get the spring in the starter cup you can just align it with the flange (keep the paws inside) and wiggle it down into place on the rotor shaft. FYI new impulse springs are only $6 at Fresno Airparts.

And to convert an AM4 to an LA4 isn't very hard (i.e. unshielded to shielded mag conversion for radio interference)- you just need a few parts from a used LA4. Just swap the distributor cap, the rear case with cover, the small middle section with ground plug, and finally the "high tension terminal plate" H27-675 and you're good to go. Of course you'll need a shielded wiring harness as well (~$140 from Fresno Airparts built to your specs, unless you have a spare harness you want to convert over).

Another FYI most of the Eisemann parts in the AM4 and LA4 and even LA6 mags are the same... so if you're trying to get a mag working again you can basically buy any of them used and swap parts out. The parts manual I have saved to my computer I have no idea where I found it but if you email me I can send your way. The only thing that really changes between mags is the rotor size, impulse mag coupling assembly, and the distributor cap.

All I can say is that if you have Eisemann mags or want them, you CAN get them operational for not much $$$ knowing the above. I BTW have tons of spare parts for anyone looking to rebuild I can sell them much cheaper than what you'll find online since I don't actually need most of them... yet... -Matt


11
Parts Wanted / Eisemann mags needed
« on: August 08, 2016, 07:05:54 PM »
I'm looking for a pair of shielded LA4 Eisemann magnetos for a Franklin 4AC199-E3 engine.
Bill

12
Modifications / Re: Changes or add on's to the Franklin 90hp engine
« on: July 26, 2016, 10:19:00 AM »
Does anyone know of an FAA approval for the installation of Slick mags on a Franklin 4AC199-E3?

I'm also looking for the correct Marvel Scheibler carburetor for the Franklin 4AC199E3 engine.  I think it's a model MA3 or MA3A, but I'm not sure of the 10-XXXX number.

13
Culver General Discussion / Re: Announcements
« on: October 29, 2015, 09:53:54 AM »
I just discovered a bug that was preventing new members from registering for the forum.  Please try again if you have been unable to register.

14
Maintenance and Repair / Re: Landing gear locking pin
« on: October 06, 2015, 09:08:15 AM »
I think the gear doors could have played a part in bending the link.  Another cause can be the C spring taking a set and not fully extending the gear.  This can result in the wheel rubbing the outer edge of the wheel well when retracted.  Forcing the wheel into the wheel well will definitely bend the linkage.  Guess how I know?

15
Maintenance and Repair / Re: Sparkplugs
« on: September 19, 2015, 04:43:01 PM »
I believe the REJ-38 plugs incorporate a resistor in the center post.  One of the failure modes is a breakdown of this resistor, resulting in higher resistance.  Do the new plugs incorporate resistors?

If the coils in your mags are weak, that could contribute to the difference noted.

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