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Showing content with the highest reputation since 12/18/2017 in all areas

  1. 2 points
    Amelia Earhart Peak 11,974'
  2. 2 points
    I don’t think anybody takes exception to landing technique discussion. But we don’t need a new thread on it twice a week. Just start a landing technique thread and keep all of the discussions there. At least that way if somebody wants to find info on landings, they can dig through one deep thread instead of twenty single page threads.
  3. 2 points
    This whack a mole of new threads all on the same topic is getting a little weird. It seems like the discussion gets to a certain point where people differ, then a new thread pops up and the cycle of abuse starts over...
  4. 2 points
    The CT is a numbers plane, its slick with the nose down, dirty with the nose high and power off, so the best approach is flying the numbers for the configuration. We start our students at 15deg and 0 flap until they are able to maintain a steady glideslope and approach speed and figure out where the ground is to time the round out and flare appropriately. Common errors in the CT landing is ballooning by an over pitch at the transition from the round out to flare, failure to recognize elevation above the runway, or failure in maintaining an appropriate altitude while reducing speed to touchdown speed near stall. Using 15 or 0 flaps allows some addition time in the flare while the speed is depleting for touchdown, and yes if you are patient and continue increasing pitch as speed decreases then you should touchdown near stall speed. If you are not patient enough in increasing pitch while reducing speed you will touch flat and may bounce and get a second landing practice. If you cross the runway threshold above target approach speed then you will have to work longer in the flare to reduce the speed to near stall touchdown and float further down the runway (long runway or long landing desired, no problem just takes longer). Cross the threshold to slow and the transition from round out, to flare, to touchdown will be very timely, firm if not timed correctly, or over pitched because of rapid sink, followed by a balloon then quickly run out of airspeed. The CT with 30 or more flap is certainly manageable with the appropriate airspeed and is not terribly difficult once you have mastered the sight picture for round out and flare. However, the CT is very easy to balloon during the initial round out with 30 or more flap when it hits ground effect. You have to make a smooth level off, almost pause for a couple seconds until a little sink is observed, then continue with pitch increasing into flare. With 15 or 0 flap this transition is a bit easier plus if a balloon occurs it is easier as an instructor to salvage it into a go around or landing. With 30 or more flap the instructor has to really be close to the throttle as it can quickly bleed speed during the balloon.
  5. 2 points
    The Best Ever Holidays to all.... and a great 2018, 19, & 20!!!
  6. 2 points
  7. 2 points
    Gorilla tape should provide a temporary repair.
  8. 2 points
    A Merry Christmas and blessings in the new year.
  9. 1 point
    CTFlier.com is proud to host the 11th Annual CT/LSA fly-in in Page Arizona Oct 17-21 (Wed-Sun). Mark your calendars and plan for some time off! Plus, an early-bird event in Bryce Canyon on the 15th-16th (Mon-Tue). More to come!
  10. 1 point
    [new owner, N86FT] I believe (but I am not certain) that there was only one parachute pull in a Flight Design so far. (This comes from looking at old messages on this board.) . Please correct me if I am wrong. Cirrus changed it's training methods to suggest "if in doubt, immediately pull the parachute"---pull early and often. It's almost "if the engine goes out and you are not over an airport, just pull." https://www.aopa.org/news-and-media/all-news/2016/july/24/how-cirrus-reduced-accidents there are some obvious scenarios for a pull (hostile territory and the engine goes out, etc.) and some obvious scenarios for landing (you are high in the pattern and were practicing engine-out landings anyways). unlike the Cirrus, we do not have much evidence for outcomes with parachute pulls, either, so there is an extra uncertainty factor for FDs. has FD offered some more guidance on when to pull? should I follow the old or the new Cirrus approach. /iaw
  11. 1 point
  12. 1 point
    This has been talked about a LOT in a number of threads here, and there are a lot of different opinions. As for me, I like to go with the odds. Statistically, an off-airport landing has a much lower chance of survival than a parachute pull. This is, however, a bit less true in a slower moving airplane like a CT than something like a Cirrus. That said, my plan amounts to: "if the landing is in doubt, pull." That means I'll try to land the airplane if it seems like there is a good landing site and everything works out. If I get down to a few hundred feet and things don't look as good as I'd hoped, I'm taking the silk elevator down.
  13. 1 point
    You do not need to cut or weld. Tell Jeremy to get a 1" metal washer and cut a slot in it. Then slide that over each side of the airbox where the rod goes through. Epoxy these in place. Piece of cake fix. This works even if you think it is too worn out or the hole is enlarged. Face one washer slot down and the other up. Works like a charm. Tell Jeremy to call me if he has any questions.
  14. 1 point
    The negative can go on the exhaust pipe because the engine ground wire is attached to the middle airframe screw and if that wasn't a good ground we would have other issues. The positive wire that hangs out the bottom of the cowl goes directly to the positive terminal. There is no real need to attach directly to the battery terminals.
  15. 1 point
    Agree with Andy. How about changing the name of this discussion area to just "Landing the CT" and any and all comments about landing go here - whether they are or
  16. 1 point
    Where did you come with the idea that someone wants to teach full stall full flap landings to someone who is learning to fly the airplane? What I teach is touching down near stall speed for the configuration. I start someone new with 15° flaps. I don't even use any other flap setting until they are almost ready to solo. Then I will do a lesson of landings with the different flap settings, so they would know what to expect if they select the wrong flap setting. This has worked well for all of my students in any aircraft including the CT. One thing I don't teach is touching down with the speed 5-7 knots above stall speed, except for wheel landings in a tail wheel aircraft. My standard statement to students is get as close to the ground as you can and hold it off as long as you can.
  17. 1 point
    If you are fast the sight picture isn't correct. Yes you can judge your height, but sight picture isn't just about height. It is about having the correct pitch attitude with the correct height at the same time.
  18. 1 point
    Hello, i would like to share with you my youtube channel, you can find a lot of videos recorded and edited by my self. I hope you enjoy. I let here channel url: https://www.youtube.com/channel/UC5RBXJ7k0MH9IBQBKw6e6qQ
  19. 1 point
    This discussion is kind of taking me back to where I was just learning to fly. My first hours in a plane were in a CTSW. I overthought everything and felt I'd never properly land the CT. Eventually, as Bill says, by doing things over and over (practice, practice, practice), to my amazement things began to fall in place. I'll go a little further with Ed's analogy about golf and add that learning to juggle is the same thing. I had a sore stomach bending over to pick up the balls and then, it all clicked. It is the sight picture combined with the sensing of the accelerations in one's butt with the learning of how the plane responds to one's input. Like the golf swing or the juggling, this can only be learned by practice. As Roger says, it is about knowing spatially where we are and sensing what our CT is doing and we all are fairly good at this and have successfully learned to know if corrections need to be made and how to do these more by just reacting without giving thought to this. It is our learned responses from putting in hours and hours of stick time. Just one final thought about landing. My friend saw I was struggling with the final phase of touchdowns. He had me just fly the plane and he'd work the throttle. When we got down to 5', he'd hold me off the runway with throttle and then he had me wander around the runway. He'd let me fly until I told him I was ready to land - we've got some long runways at KYIP. He'd back off the throttle gradually which provided a very slow sink to the runway. I had time to figure out if the nose was high or low and had time to get back to the center. If I guessed wrong, he had time to take over the controls and show me. This was done at 45 to 50kts and all was in slow motion. Maybe if I could do this with a golf club, I might be a pretty good golfer.
  20. 1 point
    More speed is not the fix, and I don't think anybody has said so. Back to your golf swing analogy, properly judging height of the roundout, landing attitude, and proper airspeed all at the same time are the "fix". All of those elements have to be within pretty narrow parameters for the landing to come off without any corrections or drama. That said there are several ways to get it all done. You can come in at minimum speed, round out at exactly the right time and just "stick" the landing. Or you can come in faster, round out at the appropriate height, and then hold off while you use up some runway until the airplane is ready to land. I found roundout height and control pressures were my biggest challenge when learning. I'd round out too high, and/or use too much stick too soon, and balloon up a bit. I could either add throttle and save the landing, or drop in from a foot or two in a "carrier style" landing. This was not ideal (though I got GREAT at knowing how much and when to add throttle to save a landing), and once I figured out the problem and waited until the proper height to ease the stick back, my landings improved dramatically. Others might have trouble with airspeed, or runway alignment, or holding the nosewheel off. There are lots of ways for a landing to go bad in any airplane, and the CT seems a bit less forgiving than most. But when you get it down, it's very rewarding.
  21. 1 point
    I agree that speed bleeds off quickly, especially with 30° or more flaps. That is why I start someone new out with 15° flap landings. While it is still possible to drop it in with 15° flaps the risk is less. By using 15° flaps it gives someone new almost twice the amount of time from when the round out is started until touchdown, giving them more time to learn the sight picture with each landing. After all that last 10-20 seconds before you touch down is the hardest thing to learn when learning to fly an airplane. Anything you can do to increase that time is a good thing when someone is learning. Because of the slower bleed off of energy it allows time to fix the mistake of rounding off to high, and still make a nice landing. If you get the stick all the way back at touchdown your speed should only be 2 knots faster than with full flaps, because of the stall speed difference between the flap settings. Once they have the sight picture, and that all important position above the runway sorted out you can then work on using greater flaps.
  22. 1 point
    My recollection of the tail strike is what Andy describes. Typical with a GA pilot flying the CT, my friend rounded out too high and wasn't expecting the rapid speed bleed-off. I don't recall the flap setting and guess it was 15 but may have been 30. He wasn't carrying enough speed and encountered the sink. His reaction was to do what he would normally do with the Cessnas and Pipers he typically flies which was to just pull back and let the plane sink and touch down hard. This works with the bullet proof Cessna's but not with a CT. This all occurred so fast, and I was also pretty much a newbee too, that I didn't take over and add throttle. Just some cosmetic damage but a lesson learned for both of us. Ed, no worries that I might feel your comments are telling me how to land. The thing is, and it relates to your excellent analogy to the good golf swing, is that I do a pretty good landing now with the occasional "hook" or "slice" and am getting comfortable in my old age. But, I have been so far out of the box with the training my friend Phil has given me that anything is fair game for me to try and I look forward to this. As I said earlier, I'm pretty much where you are with the final stage and have a pretty good feeling for how my CT will respond so I need to get out of my comfort zone and give that "full stick" thing a try.
  23. 1 point
    It has been a while since I have flown a SW, but with the LS if you have the stick full aft at touch down with 15° flaps you will not have good flying speed. From memory the SW is about the same as the LS.
  24. 1 point
    Ed, if closer to you, I would like to take a ride and observe your technique. I am pretty much doing what you do but I just like to keep that little amount of rearward stick travel for reserve. Guess that until I get the stick full back, I'm still in the learning mode but I'm comfortable landing this way. I seem to recall that Tom Baker teaches the "stick full back" landing technique.
  25. 1 point
    The "tailbone drag" is something I've seen happen on a CT first hand and it's not a good thing. Dragging the tail is very easy to do if a newbee lands with "0" or "-6" flaps, doesn't hold sufficient speed and tries to arrest the sink by pulling back on the stick instead of using large doses of throttle to stop sinking. This is a major reason why it is beneficial to use full flaps. This allows one to keep the nose pitched down during final approach for a great view of the runway and then allows a slow final touchdown with just enough back pressure on the stick, using that sight picture mentioned to hold the nose off (with good tail clearance) during touchdown.
  26. 1 point
    The friends I have let land the CTSW with no previous CT experience say it can't be done also.
  27. 1 point
    Yes there will likely be some carb maintenance on the 912ULS and the 914 but overall we have seen less issues than on the 912is. The 912is is the first full fadec aviation engine with auto lean of peak and it has been a challenge. I have full confidence Rotax will get it 100% but as of today I'm still more comfortable behind the carb engines. Mark
  28. 1 point
    OK, now you’re just showing off, Ed. Gorgeous photos! I’m envious! Hope to be able to fly over Yosemite myself one day.
  29. 1 point
    Hi captain132, Have nearly 10 years flying my Ct2k and for what it's worth here are my thoughts. I have flown alongside a Ctsw and never noticed much difference in the air but the landings are subtly different. I think the 2k needs to land in a narrower speed envelope i.e slower over the hedge and never high speed. With a 30 feet wingspan and 585 lbs empty weight they take off very quickly but will float if coming in with excess energy. I do see a nose high attitude on landing but this can flatten out at full flap setting. I seldom use more than 15 or 30 degrees. I could never get the nose off the ground at the same taxiing speed as a C42.
  30. 1 point
    You used to instruct, did you use the FAA's Flight Training Handbook as a guide for teaching landing? Did you ever teach a new student to land anyway other than to touch down near stall speed?
  31. 1 point
    Roger, if you are going to quote me, why not quote the whole thing? I never said full stall landing was the only way. Those are words you keep trying to say I said, but that is not the case. What I said is a student should be taught the right way first. By the right way, I mean in line with what the FAA teaches. That is why I included the quote from the Airplane Flying Handbook. If you are flying an airplane like the CT that can be easily and safely landed that way, then it should be taught first. This style of landing will work with almost every small airplane a pilot will fly throughout their lifetime. Yes, there are airplanes that are an exception to the rule. Yes there are times where other than a full stall landing can and should be made. Wheel landings in a tailwheel airplane comes to mind. Just because a CT can be landed at a speed higher than stall speed, doesn't mean it should be landed that way. My experience with the CT is the faster you are while on the ground the more unstable the ground handling becomes. Why would you want to put your self in situation where the airplane is less stable on the ground?
  32. 1 point
    Excuse me for jumping into this topic. Recently I had some lessons in the Lockheed Super Constellation which is based in Zürich/Switzerland. At high angle of attack this bird develops more drag, than all the six engines are able to overcome. If you would flare this animal, it wont be able to do a go around. I tried it in their training simulator.....and crashed! My lesson learned: Different birds require different techniques when it comes to landing. In Germany we have a lot of short runways (~1000ft). Our acres are much smaller in size than in your country and our roads/highways are crowded and curvy. For an emergency landing you definitely want to be able to do landings at stall speed to have as less energy as possible at touchdown. This is why I teach it similar to Tom. The students learn to land at 15° with the stick all the way back. If they conquer this, I teach them to do the same at 30° and 40°. Later in their career, I have no problem if they do landings with a little more energy in the system as Roger prefers. But they need to be able to do stall landings if necessary. In an simulated emergency I only accept landings at 40° with the stick all the way back (exception: heavy wind with gusts) A good and safe 2018 to all of you, regardless your landing technique :-) Markus
  33. 1 point
    The knowledge learned over the past 100 plus years of aviation. Here is an excerpt from the FAA's Airplane Flying Handbook for a normal landing. The round out and touchdown are normally made with the engine idling and the airplane at minimum controllable airspeed so that the airplane touches down on the main gear at approximately stalling speed.
  34. 1 point
    Roger, as speed increase on the ground with a CT, or any airplane for that matter, the risk of something bad happening goes up dramatically. It is true that you can run off the runway at any speed, but the higher the speed the more energy, and the greater likelihood of doing greater damage or even death.
  35. 1 point
    Full stall landings don't lead to smacked gear. Misjudging your height above the ground does. I have 27 years of teaching under my belt, and have always started new students out with full stall landings. Students need to be taught the right way first before developing bad habits.
  36. 1 point
    To prove that they are landing with to much energy. In my experience you can lose control of a CT that is on the ground to fast, if the pilot relaxes the controls. It is less likely to happen if you touch down with minimum energy for the configuration.
  37. 1 point
    For you newbees reading this post, I would like to add a comment. BOTH Roger and Ed are precisely correct. Their differences, as I see it, is based on skill level of the pilot. For those new and occasional pilots, maintaining a skill level landing with 30 flaps is probably not going to happen. In this case, fewer flaps and a (little) extra speed might be easier on the plane. Something I don't really see discussed is level of proficiency. When I was operations officer of VT-28 (Navy advanced training squadron), If one of my instructor pilots had not flown with a student in the past two weeks, he was required to fly with another instructor to bring his scan and proficiency level back to an acceptable level. Yes, you can lose your "edge" after only two weeks. For someone like Ed that flies often, 30 flap proficiency is easy. For Joe pilot that flies once every one, two, or three weeks, 30 flap proficiency will not be there for him. Everyone should fly within their abilities and level of proficiency and I suspect that will be different for each pilot.
  38. 1 point
    Who would have guessed that I would say 'Merry Christmas' with a photo? Taken from my 2006 CTSW . I know I piss you guys off but you put up with me anyway Merry Christmas from Rock Creek Canyon - Mono County - California
  39. 1 point
    Merry Christmas to all. Hoping we all have safe and fun flying in 2018.
  40. 1 point
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  42. 1 point
    I'm still waiting for FD logo T-shirts and polo style shirts. I'd buy several.
  43. 1 point
    Congratulations man! She's a beauty. The Stratus is a no go for the 696. The only device I know of that feeds ADS-B weather to the 696 is the GDL 39. A few will send it traffic via RS-232, but not WX. You can get software and database updates direct from Garmin. I use the FlyGarmin for Windows app. Of course the map updates will cost you, but the software is free. I can recommend Roger Lee in Tucson as a great source of information for all things CT maintenance and for thorough and reasonably priced annuals. Have a great time in that plane and come and see me in Goodyear sometime.
  44. 1 point
    Congrats! Send me you email address and I can send you our training Standard operating procedure document that will have a lot of the info you're looking for regarding power settings and speeds.
  45. 1 point
  46. 1 point
    Congratulations! You got a good one. Lee (RV12)
  47. 1 point
    I guess we'll be seeing you at the next Page CT Fly-In, eh? . . .
  48. 1 point
    Congratulations!! - i can see the joy in receiving your new toy and what a awesome aircraft it is !
  49. 1 point
  50. 1 point
    Happy Holidays and New year to All!