Jump to content

All Activity

This stream auto-updates     

  1. Past hour
  2. You can keep it full throttle, just shallow the climb. The difference in airflow with a shallow climb vs a steep one is huge.
  3. Today
  4. So long Flight Design......

    Just to add to Corey's post, the turbo was the only engine option on the hl. I have the manuals and the model is referred to as CTLS-HL But in the price list it is called CTLSt hl . The wing span is listed at 9690mm or 31ft 91/2in. and the stabilator is 2645mm or 8ft.8in.
  5. Thanks, I think I burped it before I started it, but not sure. I remember wondering if you couldn't pump oil into the filter that way. Thanks!!! I climb to 1000 AGL, then I shallow out and throttle back slightly. But, with a clean radiator I'm hoping to see it much less sensitive. It will be hard to tell now because the weather has really cooled.
  6. This is awesome news!! I can’t wait for the C4, its a strong consideration for my next plane! Im also excited to see the interior/exterior improvements they are working on!
  7. You can't fill the oil filter like they used to due to a change in the filter design. You should follow the procedure of rotating the crankshaft 20 turns though (50 rotations of the prop if you have a ULS), which will prefill the filter and purge air from the system. Rotax's tappets are sensitive to air, and can in rare cases, lock up briefly and cause something to bend. Then start up. Anyways, if you get a little warm on takeoff, just shallow your climb some so you get some forward airspeed. Pretty much every airplane out there can't take really hot weather in a hard climb and the extra speed will increase airflow in the engine compartment.
  8. So long Flight Design......

    It's called a CTHL (as according to the brochures), and it doesn't just have larger wing area, but also a larger stabilator. It uses a wing design more like the old CT2K. The CTSW is called the short wing because it reduced the wing area over the CT2K, and the LS lengthens the boom. The HL is no longer listed on flightdesign.com, so unfortunately I can't provide the specs and brochure that talked about it. I know, pictures of it shows "CTLS HL" on the tail, but that's the only place I've seen it called the "CTLSHL"
  9. So long Flight Design......

    The CT over the alps is not a CTLS but a CTSL otherwise known as a supralite and is available with 914 but is euro spec and limited to 472kg. The only turbo CTLS that I know of is mine on its way to AUS currently in the red sea. This one was conceived as a glider tow for hot and high conditions and fitted with the larger radiators and the longer wings from the C4. The model is called CTLS hlt. Mine is specked with the advanced skyview package cs prop a/p leather int etc. due in AUS about 3rd. week of October, after a five year wait. As far as I know this package was only on the pricelist for a short time.
  10. C4 back in development... new interior/exterior changes coming for CT... and increasing production levels... https://www.flightglobal.com/news/articles/flight-design-c4-piston-single-set-for-relaunch-441319/
  11. I just changed oil for the first time and in the process took a close look at my radiator stack. I noticed quite a bit of oil and some debris in the cooling fins. I was thinking I might need to remove the cooler stack, but my AI buddy recommended using 505 solvent and I ordered a wand spray gun with a venturi pick up tube so I will clean it up that way. The spray gun wand has an angled tip so I think I can reach behind the radiator and clean with a reverse air flow (might end up unbolting the radiator so I can angle it better/get more room). Good thing to check for when you are looking at the engine or even pre-flighting. One more tid bit of info: I did not attempt to fill or partially fill the new filter with oil. But, when I started up the engine, the oil pressure came up almost instantly. Conclusion - no need to pre-fill the new filter (it would be a huge mess anyway). Happy skies to you . . .
  12. Yesterday
  13. Let's talk about grounds. Again.

    Retracting my earlier statement about the amperage flowing across the engine ground. I have remembered that rotax's alternator uses two wires on the charging circuit to the regulator. That means the regulator's ground is the critical component, not the engine ground, and it is usually directly jumpered to the ground bus in the aircraft. Engine ground is still needed for the sensors on it though, and the ground loop problem still applies, generating interference. Especially since there are ignition events going on, those will generate a LOT of interference in a ground loop in the right circumstances due to the extremely high RFI. Unsure if they will affect this particular configuration though. It's still possible to put a lot of amperage across that 22 gauge, if the ground between the bus and the starter is broken, the new path is: ground bus -> ems ground connections -> engine -> back to the starter. HIGHLY unlikely though because this wire isn't subject to vibration. However, it's still an extra path to ground, and there will still be some power flow across it, dropping voltage.
  14. parking brake issue

    Mine is quite easy to move and I assume I brushed it in flight sometime.
  15. Landing light socket

    I too would like to upgrade from the MR16 landing light, to a PAR36, such as the Whelen Parmethius or Teledyne Aphabeam. Has anyone done it?
  16. So long Flight Design......

    You could do 160kts TAS at 13,500' while your CAS (similar to IAS) never exceeds 120kts. The rub with the ground adjustable is that you could set for top speed but you would have to use 'high gear' to get there. It would work so much better than a ULS even at fixed pitch.
  17. So long Flight Design......

    If FD offers the CtLS with 914 in Germany, as the gentlemen posted on his trip to Italy over the Alps with his GF, why don't they offer it here in the USA? After all Tecnam is doing it? I wonder if they are having oil cooling problems during the climb, since the whole engine compartment is so much smaller and tighter than Tecnam. I did notice the radiator and oil cooler are bigger on the 914 in the Tecnam. Obviously it would have to be prop pitched not to exceed the 120 knot limit from the factory, but plenty of LSA manufacturers are doing this. What the customer does after the sale, they cannot control. Until I read that post over the Alps, I had no idea FD had built a 914 equipped CTLS. Or was this just a "one off" experimental deal they did to see the performance etc. if he truly was getting 155TAS at 12,500 that's better than Tecnam can do by more than 10 knots! Sign me up for one now! I would like to see that speed ground gps verified flying a box pattern. The TAS on the Dynon can be very inaccurate.
  18. Partnerships - how did you do it?

    Not a partnership, but another idea. Our club has 3 CTLS' and is located @ KRAC. I dont know how much of a drive that is for you.... but if you were looking to fly the CT, its a great place to be. Check out http://www.racinesportflyers.com. Plane availability is usually never an issue, and we have some great CFI's. I'm almost to check ride, and having a great time.
  19. Phoenix area CT dual flight wanted

    Great, really enjoyed it. Thoroughly recommend Eric,super nice guy and accomplished instructor. Looking forward to the next opportunity.
  20. Partnerships - how did you do it?

    I've got a SAHM wife and 3 little people (10, 8 & 3) to support. While I could pay $90 out of pocket, that would be uncomfortable. $25 with some partners is doable. I don't want to be on the hook for the fixed costs either. Dividing by 3 makes them a non-event. I can't see me doing it without partners right now. I wouldn't use it enough and wouldn't want to tie up the capital. If I didn't have kids and if my wife was supportive, that's a different story. I've had my PPL the whole 23 yrs I've known my wife. She's gone flying with me 3x.
  21. Fuel Trailer

    50 gallons ain't enough guys, I get tired of running to the station to fill my 100 gallon tank. If it wasn't for the Regs I would have a bigger tank. Those are some sweet ass trailers you guys put together though. I wonder if you had a regular tank like they make for pickup boxes if the city would have any authority on you having gas in that tank and the truck parked in your hanger overnite " occasionally" ? Tons of folks pull their car or truck in the T hanger when they leave for the day or week with their plane. Never heard of anybody complaining about that.
  22. Partnerships - how did you do it?

    That reminds me of an old saying....." only good partner, is a dead partner" 😂 That said in jest of course, I would be hard pressed to do a partnership with a total stranger. If it was the only way possible to own an AC, I would probably take my chances though.
  23. Let's talk about grounds. Again.

    Corey, thanks for confirming the routing I described for my CT is the norm. Good info for the "correct" method for joining grounds at the starter. I'll take a look at the grounding used at my starter to determine if this needs to be attended to.
  24. Last week
  25. Phoenix area CT dual flight wanted

    Well how was the the CT adventure in Bisbee ?
  26. Let's talk about grounds. Again.

    My illustration was just focused on the extra ground and where it was wired. Depending on the model year, the engine ground will go from the base of the alternator case, to the engine mount. A new wire from the engine mount will go to the starter solenoid case. From there, to the battery. There is also a wire that goes to the bolt from the solenoid case to the grounding block mounted on the firewall, that everything inside attaches to. One other thing i do recommend is tho move all the grounds on the starter case to one side. The starter case should not be used as a ground conductor. Terminal rings should either be grounded to a terminal block designed for it, or placed on a single post against one another.
  27. Let's talk about grounds. Again.

    I understand the symbols. I do see that the 22 gage wire is woefully insufficient, should it be asked to carry a major ground load. What I was asking about is what is the main path from the battery to the ground buss shown on your diagram? On my CTSW, I believe that the ground runs from my battery "-" terminal direct to the starter solenoid attaching bolt. Then, I believe the bolt which connects the solenoid to the firewall is used to connect to the ground running to the ground buss behind the instrument panel. And, as I recall, this same bolt is used to attach the ground running to the engine. For simplicity, your diagram shows the ground points but you didn't show where these go. I is a simple matter for me to just go back and look at my plane (for the hundred plus time) to try to get the grounding main circuit logged into my brain. The wiring diagram that came with my CTSW shows this but I find it easier to manually trace wires. Good info on the ground buss. If this is anodized, like yours is, I will take care of this. It doesn't hurt to go into this area occasionally and wiggle wires and make sure screws are tight. I'll also check the main ground(s) running from my battery to their next attaching points.
  28. Landing light socket

    Thanks Tom & Roger. At one time, guys were replacing the small light with a newer style & it required some fab work. Is that an option?
  29. Let's talk about grounds. Again.

    Everywhere that uses the ground symbol: means its connected to a common ground (be it a ground plane, a terminal bus, or a string of jumper wires). We don't have to always use this symbol, we can also draw the grounds out. I didn't want to distract people with the irrelevant grounds, which is why I did not draw them, instead using that symbol, and drew the single important ground from a "-" connection on the EMS. The battery is at the bottom. I drew a box around it to help the reader understand that is the unit. Battery symbol:
  1. Load more activity