Below is a list of the instrument problems based on instrument performance during the January 29, 2010 flights, previous flights and ground testing.
During all recent flights the 2D-C has experience problems with shadowing bits that should not be shadowed. The problem comes and goes. The problem seems to be more pronounced when the end element voltages are low.
The Aircraft GPS data base was updated before the January 29, 2010 flight. This seem to have changed the output data stream and resulted in useless data being outputted to the M300.
The Wing Pitot pressure is wired up backwards. This should be changed and calibration constants adjusted.
The right wing OID voltage measurements has a short in it that comes and goes.
Several (e.g. OID volt measurement) of the channels have voltages that are different (several tenths of a volt) than a voltage meter measurement, while others are very similar.
Data (200 Hz High Frequency) is not saved correctly to the PCMCIA card. Only one file is save per flight and it is very short.
The heading offset of the Applanix has not been determined for the current installation.
The full Inlet samplying system has not been leak tested for the current installation.
The probe is not counting particles correctly as indicated by LWC comparison with the King Hot wire probe.
DMT needs to replace the pin hole with a smaller size pin hole.
DMT needs to do a firmware upgrade so the probe sizes droplets correctly at low (< -25 C) temperatures.
We need to get the latest version of the PAC software from DMT.
The data stream from the probe drops out during flights and the probe has to be restarted to get the data back. This happen at least once during the January 29, 2010 flights.
Modification to use it's own data buffer in the M300 configuration resulted in not being able to obtain any data. This modification was done so that we would have an indication that we were getting data from the CDP.
There is fluid that develops in the lines during flights. This results in low counts after some point.
During the January 29, 2010 flight, when trying to start the CPI, all instruments on the circuit would lose power. The breaker would not be tripped. This happen even when the CPI was the only instrument on the circuit.
The dew point temperature was high on the last leg on the January 29, 2010 flights. Heating the mirror did not fix the problem.
Installation of a GPS repeating antenna in the hanger would allow for testing of GPS equipment and data streams with out bring the aircraft outside.
The dynamic pressure sampling line got plugged up when sampling in high crystal counts.
Need to change the M300 software to use the wing Pitot pressure by default.
The IAS is 20 knots low compared to the aircraft system.
Need to display serial data information in real time.
Only gave noisy images during the January 29, 2010 flights.
Should upgrade to the latest firmware.
Calibration data was taken on the January 29, 2010 flight. This needs to be processed and applied.
The real time LWC calculations are not working correctly.
Many windows would have their 'pause' button activated during flights. This causes problems for the on board personnel and is difficult to fix for the front monitor.
Need to get dew point temperature correct on profile screen (F2).
Need a tray for keyboard and mouse.
No outside network access to systems on the aircraft to enable trouble shooting problems.
A/D line shorting out.
Both window frosted over during the sampling flight. The left window was about 70% and the right about 25%.
Probe broken.
No per circuit power budget.
Not right that you would lose A/C power on the CPI circuit without tripping the breaker.
Does not work to power system with external power cord.
Using backup pressure transducer in the wing. Wing IAS is 10 knots low compare to aircraft.
The TAMDAR probe is currently in high resolution mode, hence it should only be turn on during flights and not during ground testing. The check list should be modified to include this and a pull breaker holder should be added to ensure that it is not turn on during ground tests.
The LED is located in the nose and should be moved to the cabin to give an indication of when the TAMDAR is on.
Not everyone knows how to access the TAMDAR Web Site data. For example, the UND Aviation staff so they know where the aircraft is. This would be a back up for the Flight Aware system.
Pump failed during start of flights on January 29, 2010. Could not get working on this flight. Pump got hot and was turned off. Started working on next flight.
Not recording or display data from temperature controller.
Temperature are within 0.5 degrees but have not be check with temperature standard.