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  1. Today
  2. I updated today my D100, D120 and HS34 to the latest version 5.6.1. However, the EDC-D10A which shows together with the EFIS D100 didn't update and remained on 5.4.3. Is that normal? Thanks Robert
  3. Thanks Tom. I do plan on going IFR, but not hard IMC by any means. I use my CT for business travel mostly, and having the capability to pop through a thin layer (which has caused me problems a couple times in the past) is nice. More often than not though, I file IFR (on VMC days) to “stay in the system”.
  4. The best choice if the lines are long enough is to eliminate the splice completely and go direct to the ADAHRS. Second choice would be a straight splice. I guess you are doing a static system check because you plan to fly IFR?
  5. Fabulous... thanks Okent !
  6. Yesterday
  7. I am looking in the CTLS manual from FD USA and am struggling to find some information as it relates to the Pitot Static lines. I just finished installing the Dynon Autopilot Servos (only flew once with them so far, but they are pretty awesome) to replace the TruTrak system, and need to remove the TruTrak head unit. Problem is, the TruTrak head unit has a connection to the Pitot and Static lines. Question 1: What size Pitot and Static lines does a 2010 CTLS with the Skyview System use? I have read 6mm, but Dynon packages use 1/4" (small difference in size, but a difference none the less). Question 2: Which pitot tube (on systems with dual ADAHRS) does the line split from to go to the TruTrak head unit? Question 3: Looking for opinions here. Would it be better to remove the split at the Pitot and Static ports and use a coupler, or would it be better to "cap" the lines behind the instrument panel. Question 4: If it is better to cap the lines, does anyone know of a good way to do so? I need to make sure that it is "sealed" so that it will pass the pitot/static/transponder checks coming up and remain legal. I appreciate any and all help!
  8. It was done with google sheets but the download is an XL file. I uploaded the first XL screenshot and the second one is the google sheets view. Plug in the weight and arm of your airplane along with the pilot/passenger/fuel/baggage and it automatically calculates everything. The lower sections show speeds at max gross weight and the lowest section shows what you will be at the input/loaded weight. The lower right section in white is the VSx1.3 to give a speed with safety margin. What I learned with this is that you just can't get out of CG with this airplane. If can load it in the plane and be within MGW it is safe. W&B N230C.xlsx
  9. Okent, can u share your spreadsheet ? Sounds great. thx, Andrew
  10. All that accumulated FD build experience apparently has some heft...
  11. Hi Mike, The pump for the 92 Octane is a regular Auto Fuel pump, it’s located next to the white structure (in the first picture) about half way between the AVGas/Jet fuel tanks and the 2 boats. It’s not set up for credit cards, you have to pay inside. There is no grounding cable for the pump.. They also don’t have food there. Fila did say she does make Indian Bread on Wednesday mornings. Fila gave me her Cell number since the Airport phone is down. I just texted her to see if its OK to share it, she doesn’t want it posted anywhere but I can share it with someone who wants to fly there. Send me an email and I’ll give it to you if you’re interested. She also responded they have Jet/AVGas/Mogas available 24X7 365 days a year. Jim jmorfesy@gmail.com
  12. My thoughts exactly. I've been told that the police units were OK to 1500# but the stall speed changed which was an issue with at least one crash. In my weight/balance spreadsheet it automatically calculates stall speed for weight at all flap settings and bank angle up to 60 degrees(not that I would fly at that bank) I look over this each time I fly so I get a mental note of my minimum speeds. This isn't for the max weight but more so for lighter weights. I'd be super happy with a plane good for two standard americans, full fuel, full bags.
  13. Last week
  14. Thanks for the information Poco! I've added Cal Black to my listing of convenient airports. It's a particularly convenient spot coming out of LA. Hurricane is a bit too close. I've used Marble Canyon on several occasions, but lugging fuel across the street takes extra time. ditto for Valle and Montrose (which is a bit too far anyway). Cal Black has been listed as having auto fuel for some time, but when I called six miles out a few years back the radio response was, "We don't have any fuel", so I had given up on them. Two questions: 1) Is the auto fuel pump the self-serve pump I see at the sound end of the tiedown area in your photo, or is it out of a truck and require an attendant? 2) Is there any food available at the airport? Mike Koerner
  15. Right now 1320lb is your only option for a CT. If it were unlimited, we know that CTs have flown around the world at 1675lb. BUT the structure is not designed for that weight, and remember that at 1320lb a CT is designed for +4/-2g loads. What are those numbers at higher weights? Nobody knows (well, FD might be able to tell you, but they never would). But you can be fairly confident the horizontal stab would be the first area to fail. If I were allowed to reset the weight of my CT, I'd probably choose 1430lb. It's a nice 110lb bump, and the CT float planes have operated at that weight (yes I know the floats make lift). The gear, BRS, etc all seem capable of operating at that weight, and it's not such a large weight change I'd be concerned about structural issues in normal operation. Really all I want is sufficient weight to carry two 200lb-ish people, full fuel, and full baggage (or close to it).
  16. To wait to see an actual delivered aircraft is a valid point. At the time I bought my new 2007 CTSW in early 2007, the then current FDUSA website listed the weight of a new one at 660#. So, why is mine 751# and change? Is mine an outlier? No. Seems every CTSW until the end of the CTSW run was heavier than the the one before it. So, trust but verify!
  17. 061113_FD_Manufacturer_Approval_for_Alu_foil_tape (1).pdf
  18. Thanks...pricing sounds in line with what I've seen elsewhere.
  19. If anyone else is looking for the 696 and mounting plate I have an identical setup I am swapping out for a 796 when I do my annual later this spring. The database was updated a little over a year ago. The radio opening fits the Garmin Radio and Transponder.
  20. I'm pretty certain that the following does not apply to the CT aircraft, but you may find it interesting. I owned a Cessna Cardinal RG for few years. Lovely airplane. It had an on-off fuel system. Shortly after buying the plane I noticed that fuel did not flow evenly from both left and right tanks. It was very disconcerting, when one tank gauge would drop close to or below the Empty mark while the other tank gauge would show very little fuel use. One day I ran into another C177RG owner who suggested that the problem might be the way the tank vent lines were secured at the wing tips might be the problem. The aluminum strap allowed the vent lines to move fore and aft by as much as a half inch from flush with the trailing edge of the wing tip to extending beyond the trailing edge, which was, apparently enough to affect the internal air pressure in the tanks. Working with my A&P we changed the bare aluminum straps to rubber lined ones that held the tips of the vent lines identically positioned port and starboard. Uneven fuel burn never went away completely but it was significantly better from then on.
  21. 2006 FLIGHT DESIGN DUAL GLASS • $62,000 • AVAILABLE FOR SALE • N378CT. 2006 CTSW, Dual Glass. No damage history or flight school, always hangared, good condition. 1350 total hours. 3-Blade prop. Matco wheels and brakes. Dynon D100, D120. TruTrak 2-axis coupled to (new) New iFly 540b. New Garmin GTR200, Garmin GTX 327. New EarthX 680GTX battery. ELT. uAvionix ADS-B in/out. Intercom with music input. LED landing light. 1 New Lightspeed headset. $1k unused Bruce cover. New chute and rocket done. All new tires. (Rubber due 2021.) Roger Lee (!) Annual, Dec 26. Located KWHP, CA. Prefer SMS or email. • Contact Ivo Welch - MYSELF, Owner - located Los Angeles, CA United States • Telephone: 310-689-9357
  22. Gentlemen! I think I have a better solution. I flew a CTLS in northern Minnesota for three years. I flew (occasionally) at -20F and weekly between 0F and 30F in our extended winter. An easy, non-sticky solution for getting the engine warm and still being able to regulate the temperature is to use about two-inch think foam rubber (the squeezable kind). Just cut two pieces slightly larger than the air intake. Take one piece and cut out the middle six inches giving you two pieces about four inches wide. On the remaining large piece cut out the middle four inches giving you two pieces five inches wide. Insert the two four inch pieces on each side of the air intake (leaving a six inch opening in the middle) when you fly between 0F and (about) 35F. Insert the two five-inch pieces on each side of the air intake (leaving a four inch opening in the middle) when you fly below 0F. Modify these numbers for your personal situations. This worked beautifully for me and was easy to put in and take out, not to mention not having to clean sticky residue in the Spring.
  23. I agree with Andy, I've had a 2008 CTLS and now have a 2014 CTLSi. I really enjoy this aircraft and I think you would too. However, if they offer an F2 with the 915 engine I'll mortgage the house just to have it.
  24. DocRon

    big bore?

    He may have gone up on these. He did mine for $4000 plus $1000 since I said I wanted to keep the replaced cylinders. I watched him install the new cylinders; it took about three hours. He had someone helping him.
  25. Ronnie will install for $5500. flysmla@flysmla.com. Rich
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