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  1. 2 points
    I am in the same position as GRYPHON and I thought about flying my new aircraft home to Aus. from Germany. The promises that keep coming all the time like "it will be packed in the container next week" and so on keep us hoping that it will happen soon. The logistics of getting the necessary permits and clearances are significant and time consuming. The other main problem for me is that my family believe that I would be shot down over Pakistan or some other hostile unstable country or if I made it to Indonesia get locked up or held for ransom. Still trying to hold a sense of humour.
  2. 2 points
    My next bird will have the 3rd wheel in the back. Can't beat them off airport. I've taken mind into some fairly rough ridge tops, fields, etc. and thankfully it's held up with the custom fork and gear extensions / big tire setup I built. Mostly it's due to Randy designing a tough plane with a solid nose wheel design. But either way it's harder on it than a tailwheel. We also get horrendous wind here in CO near the rockies, so one has to make peace with the possibility there will be a few days a guy will want/have to sit out. I mean you can land in 50-100ft if you have some wind so setting it down across my runway isn't out of the question, but you still have to taxi in that crap! I see it as they are capable of 'more' (more-rougher surfaces, so more LZ's, more speed, more torn up gear and wings etc.! ) But it really depends on the plane too. Something you can touch down slow in allows more option for landing into the wind. Then again my buddies helio courier is a real handful in fairly mild cross winds (~15mph direct). It touches down slow, but the mains are in front of the firewall! You can slide the wheels on pavement without it nosing over, but there is a lot of weight behind the wheels and ground looping comes easy. Plus you can't see anything out of it on 26's Does sound more like a technique issue and not so much of a lack of rudder authority issue in the x-wind though. Bummer
  3. 2 points
    They should have used beaded fittings. I think Flight Design is the first aircraft that I've seen use barbed fittings... everything else is either beaded for flexible, or flared rigid with a B-nut (AN818) and T sleeve (AN819).
  4. 2 points
    My pilot and I were in a Tomcat on a cross-country from Houston to Montgomery, AL. We had taken a southerly route to avoid heavy weather to the north; but as we hit Mobile, we flew into the goo at FL 350. Still didn't think much of it until Center issued a weather warning and we realized we were right in the middle of it. We plowed into heavy rain at 400 KTS, and it sounded like the forward windscreen had been hit with buckshot! Scared the hell out of me for an instant it was so loud. (The pilot didn't say anything and he was a lot closer to it.) No damage to the windscreen (which was very thick plexiglass) but the rain chewed off the nose of a small protruding dome (about 6 inches in diameter) under the radome (nosecone). Luckily, the Air National Guard at Danelly had some guys who could patch us up so we could continue on our way; but the sound of heavy rain hitting at high velocity is something I will never forget.
  5. 2 points
    Very glad she is uninjured - mistakes and mishaps can happen to any of us irregardless of flight hours in our log books.
  6. 2 points
    From the description and photo, this will be perfectly repairable, assuming the wings didn't hit too hard and damage the spars at the root. The belly crack will be a simple fix. The firewall is likely going to be damaged, that's a little bit more involved. Possibly the gear sockets, but those just get a few layers of reinforcement when that happens. The wing tips are what will take some skill to fix, however, but not terrible.
  7. 1 point
    Just built this fuel trailer. I had a lot of fun building it and thought I'd build another if someone wants to buy this one. I've put about 50 gallons through it for testing. It's ready to go. Here's the highlights: aluminum DOT certified tank, 50 gallons fully enclosed battery, handle, fuel filters and hose for clean look. rear compartment has gas spring assist, rubber gaskets where lines come though and a three point latch system for a watertight and nearly airtight seal. all diamond plate body Retracting grounding cable 20 feet hose automatic nozzle voltmeter 30amp breaker and switch built in charger group 27 battery (good for 2600 gallons of pumped fuel per charge) GPI 15 GPM pump with 1 year replacement warranty redeemable at any tractor supply, that's on top of manufacturer's warranty. dual dual goldenrod fuel filters, one is water block one is for particulates to 10 microns brand new trailer front wheel for easy moving $2800, will deliver or make arrangements for delivery for fee, trailer is in Michigan. PM if interested. no more cans.
  8. 1 point
    This might be the best solution yet! https://www.uavionix.com/news/
  9. 1 point
    https://www.avweb.com/avwebflash/news/Flight-Design-Under-New-Ownership-229370-1.html
  10. 1 point
    From the FDUSA website... Airtime Aviation just received 2 more new CTLSi aircraft, the "2020 Edition", from Germany... http://flightdesignusa.com/2017/07/two-new-ctlsi-2020-edition-arriving-at-airtime/
  11. 1 point
    I love the fuel injection. Very easy start. Not sure you can even get carburated anymore. Thet said it is heavier and more expensive. And as a new engine model introduced three or four years ago I've probably had one thing every year so far that needed changing. All covered by rotax but still a PIA. Really looking forward though to the 915is.
  12. 1 point
    Very interesting day yesterday We worked our way north along the Hudson Bay to a town called Churchhill Manitoba This is where people hunt polar bears with the camera and will do that later today Churchhill had been served by a railroad who's tracks were washed out last winter and now they have no Road or Railroad and no aviation gas Most of our flying legs here are anywhere from 2 to 400 nautical miles Our alternate route Avairt also had a fuel pump either failured 10 day ago and had no gas We chose a southerly route and then turn north however Lynn Lake Fuel stop was struck by lightning and had no fuel either There was a Notam to that effect being posted three minutes before we landed On a picture of the airplane posted at Dawson city you will see a round hole behind the copilot seat That is a reserve tank TSO that we had installed in the baggage compartment to extend our range to about 6 1/2 or maybe 7 if we are carefull That means the old Cessna 172 is carrying 60 gallons of gasoline either 100 low lead or non-ethanol mogas we chose this engine so that we could burn auto or boat fuel if worst came to worst We are now at Churchhill a six hour flight from the closest Fuel when you consider the round-trip and the winds. Yesterday's wind we were 18 gusting 28 30 degrees off the nose and we spent most of the day at 500 AGL in heavy rain Duane has his camera ready we're going bear hunting Farmer
  13. 1 point
    I don't really think the carb heat on the CTSW is hot enough to make much of a mixture change.
  14. 1 point
    Application of carb heat causes intake air flow to be hotter (i.e., thinner) and typically results in a richer % mixture. If your engine is running roughly due to its being a bit on the lean side during reduced-power descent, application of carb heat may enrichen the mixture % sufficiently to smooth out the engine. Perhaps your engine is running a bit lean due to debris in the carbs or a mis-set venturi needle?? Just a thought.
  15. 1 point
    Gryphon, thank you for reminding all of us that you are left holding the bag on your CTLS. To me, it is totally incomprehensible that FD Germany is happily going on with resuming their business while totally ignoring the loyal customer who has paid money up-front - some in 2013 as is your case. Is there no way you can bring a law suit to at least recover a portion of your money, if not all of it or your aircraft? How about starting a social media page telling your story? This might catch the attention of potential buyers and couldn't go over well for selling new Flight Design aircraft for FD Germany (or all other distributors) if there's those out there like yourself that are still waiting for deliveries. Selling aircraft if a fragile business and even a few lost sales of Light Sport aircraft can make or break a franchise. Perhaps this might entice the distributors to exert pressure on Germany to stop this nonsense and to honor their commitments and complete the sales that customers like yourself have waited so long to realize.
  16. 1 point
    This really does annoy me my 2013 model CTLSi is still stuck in Germany fully paid for plus a hefty donation from my agent and it is still stuck there. I see from this post the Americans are getting more deliveries of 2017 models, it is really unfair. All I can deduce is mine and a few others are being held hostage by the administrators as an asset to the company even though fully plus paid for by us until they settle the sale of the company. Grrrrrrrrrrrrrrr
  17. 1 point
    NonStabilizedApproach.MOV
  18. 1 point
    Inuvik to Norman wells to Yellowknife today. Inuvik is failing with gas and oil leaving. 2 of ten hotels open for 2500 or so residents. Norman Wells down to 800 people and at least one bear harassing the folks at the terminal. The major air commerce at both airports seems to be the fire fighting airplanes. Many fires all over Canada. The terrain for 7 hours of flying today was all the same - yet different. Beautiful patterns of water colored with Algae and pine trees was pretty much all we saw. The last picture is of "fire boss" planes. We have seen many of these. They land in the water, fill their floats with water, and then go fight the fires. http://www.bing.com/videos/search?q=you+tube+fire+boss&view=detail&mid=593FB0424D9235C4895A593FB0424D9235C4895A&FORM=VIRE
  19. 1 point
    Long Day today. Flew from Dawson to Old Crow then on to Tuktoyaktuk and finally to Inuvik. Our plan was Fairbanks, tok Junction and Kavic then Deadhorse but the weather was hard IFR for the second day in a row so we decided to do Northern Canada instead. There is NOTHING but terrain and water all along the Artic Ocean and Beufort Sea. Only a couple villages in hundreds of miles, but the scenery is incredible. The pictures don't do it justice but I will post some anyhow. Yellowknife tomorrow and then on to Hudson Bay. We are in the land of the Polar Bear but the only one we saw was in the terminal at Inuvic. The runways are small and made of gravel but easy enough with the Cessna. When we were forced out of the Eldorado Hotel, we went to Klondike Kate's cabin. I highly recommend it if you are in town. Refueling at Dawson with 737 in background. Gravel runway. PIcture of Dawson along the Yukon with the Klondike River coming in just past town. Klondike water is clear. Old crow runway and entire village (5). The third to the last picture is the approach end of runway 10 at Tuktoyaktuk. Not much of a gravel runway.
  20. 1 point
    That is one of my gripes with the CTLS checklist and teaching students. The checklist tells you to turn on the fuel when you start your preflight inspection, but it doesn't tell you to shut it off when you are done flying. My other big gripe is that it tells you to take the cowling off, but doesn't tell you to put it back on. I know it should be common sense, but when teaching someone to use a checklist the items need to be on the list.
  21. 1 point
    If the fuel valve closes fully, then there would be no pressure head to push fuel past a leaky float needle valve.
  22. 1 point
    Nothing wrong with a little bling!
  23. 1 point
    About the CTLSi vs the 172 for Alaskan travel. 1969 172K burns twice as much fuel and goes 10 kts slower. The CT has a great panel with the Dynon's and 796 (non certified). The 172 has updated Garmin G-5 and Garmin GTN 650 and FS-450 for fuel monitoring which requires expensive updates. Dynon updates free. 796 updates reasonable. Dynon has a certified EFIS-D10A and is trying to get their product like the Dynon 1000 certified. If that would happen, the certified instrument world would become much more affordable for General Aviation. So do you need certified on your Alaska flight? Not if you are sight seeing like we are. Yesterday we followed the highway below the clouds from Ft St John to Whitehorse and the scenery was incredible. We were in light rain showers most of the time and some of the passes required lower altitude but if you follow the road it is very doable. Therefore I think the CT is the better aircraft for your Alaskan trip.
  24. 1 point
    I'd like to see a 3rd party evaluation that compares the build quality of AJ and FD Germany produced CTLS. Door fits, cowl fits, surface and paint quality. Flight performance. A Dan Johnson comparison/article would be nice. No preconceived notions on my part. Just curious.
  25. 1 point
    If I lived elsewhere I would have owned tail draggers instead of trigear planes.
  26. 1 point
    Roger speaks of numbers I speak of fate. Ask not for whom ...
  27. 1 point
    This is a good low cost option for those that want to use their tablet in the cockpit, and keep their existing transponder. http://www.uavionix.com/products/echo-uat/
  28. 1 point
    When I started flying I had no flaps. I had no plane either I flew a foot launched hang glider. Before long I wanted more performance but I was limited on landing speed because I foot landed. When it's your tennis shoe clad feet that contact first your understanding of the relationship between landing speed and risk is more evident. Of course the answer to my dilemma was a wing with variable geometry (same as flaps) so I could fly fast but take off and land at lower safer speeds. This same concept is far more elusive to a new CT pilot that fears his diminished control at slow speeds and doesn't fear a landing sequence gone bad. The new pilot struggles to control an airplane for the first time so that part is very real but a landing gone bad is not so more speed is a very enticing fix that seems instant.
  29. 1 point
    A quick fix. Use 2X2 or 2X3 patio blocks as pavers.
  30. 1 point
    The wing strut does limit your abilities for sure but I'm thinking we will keep the strut attached for now.
  31. 1 point
    Thanks Tim, the spot link for the trip is up and running. For those of you that might want to follow another trip to Alaska and Canada, my Spot link should show our progress - if I remember to turn it on! I will try to post some pictures along the way. Do not expect to see fabulous Mountain pictures like Ed's. I don't know how he does it.
  32. 1 point
    It wasn't a fuel problem. It is a coolant issue. It's either low coolant level in the expansion tank (not the reservoir) or a slightly reduced radius hose. A water pump issue is very rare. If he is using Evans coolant that is the problem. Dump it and use 50/50 mix.
  33. 1 point
    "The fuel system contained about 4.5 gallons of fuel." Not much, I wonder if he unported the tanks with a lack of coordination or his pitch attitude when he pulled the power out.
  34. 1 point
    On the Cirrus board, there was lots of discussion on the topic of what's appropriate to discuss after an accident. With too many data points, the consensus seems to have been that discussing what could have happened in an accident, but not being judgmental to the pilot, strikes a balance of the learning to be done, without disrespecting the pilot or his/her family. Personally, I don't believe any lines were crossed here, at least relative to that standard. Andy
  35. 1 point
    Ed, my wife does have some Gypsy blood even though her Hungarian father and part Hungarian and part Bohemian mother deny this and will do so to their dying breath. I would like to think I may have acquired some of her Gypsy blood by osmosis. I'm thinking you're good with your current system and don't need to change your xponder, if it's one of the common legacy ones, if you pick up one of the new low cost "out" units. These monitor squawk code and pressure altitude from the xponder and send this back out on UAT freq. and also provide non-certified WAAS position which is now acceptable to the FAA (experimental and Light Sport). When installed "permanently" and accompanied by a claim from the manufacturer that it has demonstrated to the FAA the unit "meets the performance requirements of TSO-154-C", my understanding based on my experience with my installation indicates this should satisfy 2020. The guys making the drone ADS-B units, like uAvionics, etc., are, or will soon be, offering extremely small "out" units for a few hundred dollars that meet the FAA performance requirements. I consider you as one who knows all things electronic so my apology if I'm rattling on with things you already know.
  36. 1 point
    The corn is Iowa is about 3-6 feet high in this area, depending on the field. No ears yet. Don't you think that beaten down path from the runway was made by rescue workers getting to the wreckage and not a path cut by the airplane?
  37. 1 point
    Confused and waiting (AKA, ED), I've run out of tea leaves and the boat to China that delivers my supply is getting slower by the day. But fear not, I have an old 8 ball that tells me fortunes and an answer to your ADS-B question will materialize shortly........well, maybe it will.......eventually.
  38. 1 point
    Tom, I love Garmin too. FWIW, I'll throw some of my thoughts for those who are considering installing ADS-B. Because I have a 495 and was not able to do much with this for ADS-B. Consequently, I went with the iFly 740 GPS (Adventure Pilot) and installed the SkyGuard ADS-B TWX transceiver. The iFly 740 uses the same Air Gizmo panel dock as the Garmin 696/796, has screen quality equal to (better?) than the Garmin and runs TruTrak autopilot. The SkyGuard has 978 &1090 "in" and 978 "out" . I opted for AHARS option and also am able to connect the SkyGuard to 2 other Android or IOS devices. The total package, iFly + SkyGuard, cost $2,600. I still have my 495 to run the autopilot and for redundant navigation with the iFly. The price of the equipment is a part of the cost. Installation of my equipment required just a few hours by a licensed mechanic. Installation of anything Garmin requires a licensed repair station and this can get expensive. There are other systems like mine coming online that are getting smarter/smaller/cheaper. Garmin is one of the best equipment makers but also one of the most expensive. I also must say whenever I need help, there are no long waits on the phone to speak to tech service. The big question that Andy brings up is will SkyGuard and Adventure Pilot be in business in years to come. I placed a bet that they will be. Time will tell.
  39. 1 point
    I just finished up the LRSM-A class yesterday. Blue Ridge Community College provided an excellent program. Fred Dyen, instructor, and Keith Dennis, instructional assistant, went above and beyond!
  40. 1 point
    I pretty much do the same as Roger said, except I use a Oetiker on the oil line as well. I do this so I can extend the fire sleeve all the way to the end of the hose for a nice clean installation. If you reuse the fuel injection clamps on the oil lines you need to be careful when doing the Band-it clamp. In my first round of hose changes I saw an oil line where the Band-it clamp had been tightened to much and it was off the fitting. It reduced the hose diameter significantly.
  41. 1 point
    Not all hose clamps are equal, roger. It's like saying you can just go to the hardware store and buy perfectly good bolts and use on a plane. Definitely NOT true, not by a looooong shot. That said, some of the breeze clamps are made to milspec (not all, only a small subset). Not saying this automatically makes them good for use on rotax, but it does make them *consistent* and you know exactly what they are made of. That's worth a lot more what you get from the chinesium you find in the corner store. There's a few videos on youtube where people talk about how a higher quality hose clamp works a lot better than the hardware store stuff they tried. Breeze do make some belleville style hose clamps that are rather intriguing. The single biggest problem with worm drive clamps is that they draw the hose in one direction. Funny thing is, you can actually cause a leak by making them too tight. A second clamp going the opposite direction and tightening them together can help with this. Spring clamps are used in many areas on the cooling system near the engine, because they tend to apply almost uniform clamping force around the circumference of the hose. If I recall, rotax tried many different clamps and found that they work the best. I love fuel injector clamps, but it would be an immense pain stocking all the sizes you would need.
  42. 1 point
    This has turned into exactly what I wanted to avoid arguing about angels on a pin head and attempting to show who knows the most. I was really looking for a spectrum of opinions for beginners not salty dog stories Tom thanks for your personal teaching techniques. Would like to hear some other basic options. I don't own a CTSW and I do understand that they are more squirrelly
  43. 1 point
    Ed and Andy are offering their opinions on the CTSW. IMO, the CTLS is slightly different. Under the circumstances you describe I use and teach 15° flaps. Like Ed I also like to touch down with the stick back landing on the main gear, and holding the nose off. My normal approach is power to idle abeam the numbers, slow below 80, and go to 15° flaps, glide at 60. I tend to start my round out sooner than most describe to slow the airplane some before entering ground effect. my round out and flare is a very smooth some what slow transition. It has worked well for me and my students.
  44. 0 points
    Nothing said above shows any lack of respect, this touches everyone deeply and all pilots have a strong interest in learning and understanding what happened. We all feel strong remourse when these incidents happen. comment deleted!!!!!!!
  45. -1 points
    No matter what configuration or speed if you get your stick full aft at or before contact you are landing at minimum speed for that configuration. This is the most important point and on it we are in agreement. We disagree on saving the gear/landing. A small amount of training to 'fly with your feet' can make this save completely intuitive and instinctive.
  46. -1 points
    Hey guys trust me you will take back your comment if you see the real thing. I suggest @BosenChen to retake these photographs.