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Showing content with the highest reputation since 02/21/2018 in all areas

  1. 3 points
    A couple of things: 1) My engine mount isolators appeared cracked for *years*. I deferred the maintenance because I wanted to do the Rotax rubber/hose replacement at the same time I replaced the isolators. When I actually did pull them out, only the very outer visible edges were cracked, the part of the isolator that is important, where it holds the bolt, was perfectly fine. I think the outer edges where the isolators get bulged and stretched are prone to cracking, especially since they are subjected to direct engine heat. I don't think that necessarily means they are going bad. In fact, my new isolators (less than six months on them) already have tiny cracks in places, in spite of me treating them with silicone grease as recommended by Roger. I'm not concerned. If you can rub them and pieces flake off, they are probably in trouble. Otherwise I'm guessing they are still serviceable. 2) Getting to the isolators means pulling the engine. It's not that hard to do, but it does take some time. An engine hoist makes it much easier. You only have to pull it out about 6-12 inches from the firewall. But honestly, if you have a rubber replacement coming up in the next couple of years, I'd defer it until then if you mechanic will agree to it and your mounts are not getting flaky as mentioned above.
  2. 2 points
    I fly a CTLSi and a C-172 all the time. I compare them as a sports car vs grandma's station wagon. Both handle turbulence well but the Cessna may not feel as "rough" as the CT. The CT is clearly more fun to fly, goes faster, uses far less fuel, has better visibility, has longer legs, easier to hangar, way better panel, and the cute factor is way up there. The CT does not carry 4 people.
  3. 2 points
    This is a photo of Mammoth Lakes California taken this morning from about 11,000' The SW flow is 40kts from left to right. Notice the smooth contours of the clouds on the left but after colliding with Mammoth Mountain in the center the flow on the right is now disturbed and no longer smooth. The air here is smooth in places and turbulent in others as this visual shows.
  4. 2 points
    Agreed, do everything on the back of the engine that you can get to, while you have it off.
  5. 2 points
    If I were replacing the engine mount rubbers I would also change out 6 hose at the same time. I would replace the fuel feed hose from the firewall to the gascolator. I would replace the large coolant hose at the water pump. Finally I would replace the 4 lower coolant hoses. All pretty easy to do with the right clamps and tools, except the large coolant hose can be a bear.
  6. 2 points
    YEAH !! I am still waiting for him (Roger) to take a trip to the Philippines and work on my aircraft
  7. 1 point
    I have installed a lot of intercoms pm1000, 3000, david clark etc. and troubleshooted a lot of them. I usually remove them completely with all jacks and start over. I always find that a lot of installers do not follow manufacturers schematic properly such as shielded wires where required and grounding only one end of shields. Lots of amateur workmanship. I never have these problems . Just get an experienced avionics person. Everything goes thru these units, mikes, headsets, speaker, com audio, nav audio an on and on. Its not rocket science but it takes someone who knows what they are doing.
  8. 1 point
    You can rename the area on the right "Rotor City"
  9. 1 point
    Maybe coming a bit late to share personal experience with my 2K: high angle dive on final approach with engine idle gets you a decent flare and nose up. Increase your final approach angle little by little and adapt accordingly. Another tip: When you are floating parallel to runway at landing, at one point you will feel as if your butt is lifting off your seat, that's when the plane is stalling and going down faster than you (provided the plane is heavier of course). That is when you want to ensure your stick is coming against your belly. Have fun.
  10. 1 point
    I visited Midwest Skysports a couple of weeks ago. This is a very new and clean high tech maintenance facility that is approved for Rotax heavy repair and for Flight Design and Cirrus aircraft repair, including composite repair. Super nice custom instrument panel made here looked great on the Sling being constructed. There was a new Rotax 912 iS in the crate waiting to be installed in the Sling.
  11. 1 point
    The purpose of the down thrust is to keep the airplane from having large pitch changes with changes in power. It is a balancing act between the lift of the wing, the down force of the tail and the direction the thrust is pulling on the front of the airplane.
  12. 1 point
    Good Morning All ! If there are Any CTLS owners on the east coast that need service or experienced Mechanics we can Help. As An Authorized CTLS Service center we have allot of experience with them. We are also a Rotax Service and Repair center with a heavy rating. We have A&P's and IA's on Staff that can assist at any time. For More information Visit our Website. MidwestSkysports.com. As one of the only Sling Manufactures in the USA we have allot of experience with Rotax installations and Hose removal and Replacement.
  13. 1 point
    Actually it does have a magneto system. I just renewed my CFI through Gleim, and I went around and round with them on this topic. They think because it is a dual electronic ignition system it is not a magneto system. It is true that it doesn't have a traditional aircraft magneto system. but the dual electronic ignition gets its power from a magneto generator. This source of power is part of the system, therefore technically making it a magneto system.
  14. 1 point
    3 of those C-clamps + Leak Guard Tubes + J&J Baby Powder are all part of my cross-country kit. Roger claims I carry too much stuff with me. I hate being without though!
  15. 1 point
    . . . OR . . . .go to Home Depot and get 3 (I prefer 4) very large "C Clamps." They are cheap. Evenly space them and compress the tire all the way around. They work just fine, but be patient! https://www.homedepot.com/p/Husky-8-in-Quick-Adjustable-C-Clamp-with-Rubber-Handle-99684/302347051
  16. 1 point
    Here you go. Using clamps makes it easy and far less likely to pinch a tube. I've been doing it like this for 20 years. Matco tire mounting help.pdf
  17. 1 point
    You can't tell if they are in good condition just by look. They may look okay, but in truth they would need to go on a balancer to see what the vibration level is. Vibration can damage the steel engine mounts and cause cracks, muffler cracks, gearbox issues, internal carb issues, ect.... They are supposed to be changed at the 5 year rubber change. If someone doesn't do this and leaves them in until the next 5 year which would then be 10 years they aren't doing you any favors. I just saw a Highlander this last week with a broken ring mount bolt that was snapped off clean right at the mount. The mount is now trashed. Spent this last week in another Rotax school. Learned about the 915.
  18. 1 point
    Andy, thanks, no worries. I meant my reply to be informational, as well. Regarding DJ Todd B's question about the engine continuing to run... Once running, the engine is designed to run with no connection to any external device or battery. So, pulling both master breakers won't stop the engine (if installed correctly). Only grounding the "p-leads" (I know, the 912 does not use a magneto ignition system) from the ignition modules will stop the engine. On my plane, that only happens with the key switch is rotated to the stop position. This post is informational only. Do not attempt this in flight without being certain that you know what will happen.
  19. 1 point
    Sounds like a perfect reason to fly more.
  20. 1 point
    My unsolicited advice is to fly down to Tucson and let Roger do the whole thing . . . hoses, engine silent block spacers and condition inspection, all at once. You won't be sorry! While he is doing his thing (for 3 days), rent a car and check out the Pema Air Museum (day 1), Davis-Monthan boneyard (day 2), then a day of pure rest, for the flyback on day 4. The job will be done right (with no guessing or experimenting), and it will be done at a very competitive rate. Like I said before . . . you won't be sorry. Roger used to own and fly a CTSW for many years and knows that Rotax better than anyone I have ever met.
  21. 1 point
    . . . now look what you've started!
  22. 1 point
    My CTLS has tundra and no fairings on. -6 flaps. It hits about 123 knots. I do not know why, but it's a fast one. Always has been.
  23. 1 point
    Yeah, need to drop the radio and xponder down, you'll need all of the space you can get. It will be neat when you're done though. Worth the effort. Went a different route and kept my 495 in center. Run TruTrak with 495 and use for redundant nav with iFly. Nice to have touch screen in iFly after cursoring and pushing buttons on my 495 but it is still rock solid after all these years. Garmin is good stuff and GP is really good but time to update was here and I'm happy with 740 GPS and software and with factory support for this. Thanks for the info on synVis. Not sure if I'll get this fancy but the capability is there is I want to. Need to keep my head up and looking out instead of watching the screen!
  24. 1 point
    Well not exactly, because that section clarifies that statement by saying : §61.56 Flight review. (a) (1) A review of the current general operating and flight rules of part 91 of this chapter; and (2) A review of those maneuvers and procedures that, at the discretion of the person giving the review, are necessary for the pilot to demonstrate the safe exercise of the privileges of the pilot certificate.
  25. 1 point
    Jeff, I rest my camera on my knee and put the lens out the vent. This means I often come out of the shot in a dive from leaning forward to get my face near the camera. With the wide lenses I pull back on the stick and bank a gentle right turn with my knees, to get the wing out of the shot and capture an arc at a time.
  26. 1 point
    I had the problem and it was because the carb heat vale wasn't totally closed. So the engine was sucking in most of the hot air. Once the valve was closed properly I had lots of heat. I had sealed off the openings and added foam to better seal the pilots door.
  27. 1 point
    Twist all plug style connectors. Many times it's just a bad connection. If you pull the panel out and turn the flap switch to a different setting and it doesn't move then squeeze the board fairly hard and it works it means you have a crack.
  28. 1 point
    Squeeze the top and bottom units together. It may even take a slight force. There have been broken solder joints and sometimes they will re-connect and then that will tell you what to look for. Ask CT4me. His was exactly like that.
  29. 1 point
    The Echo UAT with SkyFYX is a great way to go, thus far the reception of the Skybeacon on the CTLS wingtip has been problematic based on my testing.
  30. 1 point
    That's an understatement. That thing is flat butt ugly. So far, I plan to install the uAvionix echoUAT+SkyFYX-EXT (hard wired to xpndr), The reviews have been good.
  31. 1 point
    Yes, Two ignition modules that run 4 spark plugs each.
  32. 1 point
    Busy day for me, missed that. The fuel pump has valves that don't completely close. There's always a little bit of bypass. Yes, you will see fuel dribble. If it leaks, yes it will leak onto the exhaust, if you have the new pump. It's supposed to have a drain line run away from the exhaust. I retract my statement about leaking onto the exhaust... it's not the fuel pump I am thinking of, it's the carb trays.
  33. 1 point
    Yes, but fuel pumps don't grenade like that. They just start leaking 98% of the time.
  34. 1 point
    It will start without the fuel pump. As procharger was pointing out, checking to see if it's firing is a good idea too. However, use a timing light to do it.
  35. 1 point
    Back when I did Rotax training it was suggested that you not do as you described in your earlier post. You risk damaging the ignition module internally if you happen to not have the sparkplug grounded well.
  36. 1 point
    You shouldn't leave it plugged in 24/7. Rotax are a lot less susceptible to corrosion, but there's still steel parts. Put a couple gallons of avgas in, open the gascolator, discard the first sample, make sure the rest look good (they should not be cloudy and you shouldn't be seeing water), and keep draining until you smell the avgas. It shouldn't take long. Close the gascolator Filter and readd to tank if you want. Pop a carb bowl, suck the fluid out and keep doing this until you smell avgas. DISCARD ALL OF THAT FLUID. Reassemble and pop the other one, this one won't take as long. Now try to start.
  37. 1 point
    Once the carb bowl is off you'll see the main jet hanging down. Right next to that towards the air intake side there is a small hole. The idle jet is up inside. Take a flat tip screwdriver and put it up in there and just unscrew it. It's very easy and you really can't mess anything up. Once clean screw it back up in the hole and put the bowl back on. If you have hoses to the carbs vs the older stainless steel tubes you can actually rotate the carb enough toward you you should be able to see it. It must come out to clean it. It can not be cleaned in place.
  38. 1 point
    The retainers rotate back towards the firewall. I use an adjustable wrench adjusted to fit tightly on the wite to get a twisting force to rotate the retainer.
  39. 1 point
    It would be very rare a CT would have a filter clog bad enough to prevent the engine from running.
  40. 1 point
    Start with the most common issues. failing to rule these out may cause you an extended hair pulling down time. Don't look for exotic causes because those are rare. First is rule out the battery. It may seem good to you, but the human ear can't tell the difference if it is close. Jump it. Take a 1 gal. baggy and put some ice in it and wrap it around your ignition modules before you try and start it. Wait 30 minutes and if it cranks right up replace the ignition modules. If both these fail take the idle jet out of the carb and rod a small piece of wire through it, flush it with carb cleaner and then follow that with high pressure air. I would bet anything it will be one of these three items. One of these will work and diagnose your problem.
  41. 1 point
    Try running a fuel flow check.
  42. 1 point
    The GPS antenna is not a problem, I was asking about the ADS-B 978/1090 antenna(s), which transmit and thus require a ground plane on composite airplanes.
  43. 1 point
    I installed my ADS-B, including the "in" and "out" antennas. it is really easy to make a ground plane for the antenna. Just take some heavy duty aluminum foil and glue this onto the fuselage where the antenna will be located. I did not install the Garmin ADS-B and this requires a licensed Garmin shop to do this. I imagine a Garmin shop might use a thin aluminum sheet for the ground plane but this performs the same as the foil. The size needed for the ground plane isn't that large. if space allows, a 10" by 10" square piece of aluminum is adequate. The GPS antenna would be mounted on the roof of the aircraft and this can be just about anywhere that is convenient. The GPS antenna for my ADS-B didn't require a ground plane and, although I might be wrong, I don't think that the Garmin GPS antenna requires a ground plane either.
  44. 1 point
    I got my ticket in a P92 Echo Super, which was an older version of the P2008. It's a great little airplane, but it's not perfect... Tecnam Pros vs CT: 1) Stable - It's true, it doesn't bounce around as much. However, I never got the opportunity to fly in the Tecnam in significant turbulence. 2) Easy to land - It's like landing a 172, very easy. 3) Control harmony is better in the Tecnam, IMO. Tecnam Cons vs. CT: 1) Less "sporty". Maneuverability is not as good. 2) Slower. P92 cruised about 105kt, and could be pushed up to 112kt or so. My CT with non-tundra wheels easily cruises 120kt, can cruise 125kt+ if I accept the fuel burn. 3) Heavier. At 1320lb weight, the Tecnam had about 540lb load, my CT at the same weight has 585lb. New models of both are less than 500lb. 4) Space. The CT has a bigger cockpit, and the baggage capacity is higher. Items that are a wash: 1) Build quality. One is metal and the other is composite, so they are just different, but overall quality is similar. 2) Range. The CT can go farther *technically* by 100-150nm or so, but both are capable of bladder-busting legs so practical range is similar. They are both great airplanes with excellent operational histories, so arguing over which is best is nothing more than a "Ford vs. Chevy" argument. The CT *is* harder to land, and that might turn folks off if they don't put the time in to really learn the airplane.
  45. 1 point
    It's not good practice. You can create potential issues down the road that someone's going to have to search through to fix. This especially happens when avionics are changed out.
  46. 1 point
    A good maneuver, not easy to master without lots of practice, is the Dutch Roll. This is an excellent maneuver to hone stick and rudder skills. Start out with gentle angles of bank. Slowly increase the angle as you gain ability and feel to maintain your nose on a point on the horizon. Get to the point where you can roll 60 degree banks left to right and back as quickly as you can input the control all the while keeping your nose locked on a “pivot point” on the horizon with no yawing or pitch change and you will have gained an excellent feel for control using all control inputs. The WWII fighter ace Joe Foss emphsized training in this maneuver as an important one to learning mastery of good aircraft control.
  47. 1 point
    Duane and Olav, I think FD is missing a huge advertising benefit by not taking a picture of you two standing by your CT's and putting your exact words below the picture. Maybe a lifetime discount on FD parts or new CT's?
  48. 1 point
    From Tucson Arizona to Point Barrow Alaska and back. Overflew Canada. Check out Alaska 2014 on this website. You can't go wrong with a CTLS.
  49. 1 point
    I'll second Flying Monkey's comments. I have flown my 2007 CTSW all over the country in the 10 years I've owned it, the longest trip being a 7 day marathon trip "following Lewis and Clark" up the Missouri River. Albuquerque to St. Louis, then up the Missouri River and on to the mouth of the Columbia River. And return home. Over 4300 miles. Lots of stops along the route to visit iconic Corps of Discovery sites and museums. And the CT got all kinds of interested attention at almost every stop. Comfortable traveling airplane, reasonable to refuel, and has good long legs if needed. I use is for travel much more than my previous plane, a Cessna 182. Frankly, while a bit slower than the 182 (15 - 20 knots or so) it is so much more reasonable to fly and I find it more comfortable in addition. You can't go wrong with a good CT.