steveair2
Well-Known Member
A friend of mine had two mechanics try to repair a non operational flap issue on his Bellanca Super Viking, each mechanic failed and gave up.
Yesterday I repaired the electrical issue. It took me five hours due to the limit switches being very hard to reach, and a damaged relay.
The problem was a damaged half flap limit switch and a new relay that was damaged during installation. The prior mechanics replaced almost every component in the system except for the limit switch that was the only cause of the issue in the first place.
After the repair was complete, my friend was complaining that the half flap position was way too much flap. He asked me if I could wire it so he had a full range flap position switch. I said yes but it would be illegal. He said it's his plane and to do it anyways. He wants ten degrees of flap for takeoff and the current half flap position is way too much. I agreed. Tonight I just finished drawing up the new flap circuit. The strange part is that my new circuit that allows full range flap positioning is ten times more simple than the current up, half and full circuitry and eliminates the one limit switch that is buried deep in the bowels of the airplane. The switch that was the root of the problem and is extremely difficult to replace.
I've been on the FAA site that has the long list of steps required for an STC issuance. My question is if anyone here has gone through the process of the STC issuance and have any advice on the subject.
Thanks,
Steve
Yesterday I repaired the electrical issue. It took me five hours due to the limit switches being very hard to reach, and a damaged relay.
The problem was a damaged half flap limit switch and a new relay that was damaged during installation. The prior mechanics replaced almost every component in the system except for the limit switch that was the only cause of the issue in the first place.
After the repair was complete, my friend was complaining that the half flap position was way too much flap. He asked me if I could wire it so he had a full range flap position switch. I said yes but it would be illegal. He said it's his plane and to do it anyways. He wants ten degrees of flap for takeoff and the current half flap position is way too much. I agreed. Tonight I just finished drawing up the new flap circuit. The strange part is that my new circuit that allows full range flap positioning is ten times more simple than the current up, half and full circuitry and eliminates the one limit switch that is buried deep in the bowels of the airplane. The switch that was the root of the problem and is extremely difficult to replace.
I've been on the FAA site that has the long list of steps required for an STC issuance. My question is if anyone here has gone through the process of the STC issuance and have any advice on the subject.
Thanks,
Steve
