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About Adam

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    Co-Pilot Member

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    Fullerton (KFUL) Orange County CA
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    Business, Flying, Travel, Family

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  1. Every 5 years a Rotax 912 (ULS or iS) requires virtually all rubber hoses to be replaced. This includes fuel lines, and water hoses. Its an extensive job that will set you back ~$2,000 to ~$2500 parts and labor. This is required on any LSA with a Rotax engine. (Its not a CT thing).
  2. If you go used. Get the bird inspected by Roger (In AZ and highly visible here on the forum). Roger has been a CT owner for years and is an expert CT mechanic. I once flew him to CA to work on my CTSW! The big maint item at 5 years is the rotax rubber replacement. If your bird is near or just past 5 years you either have an expense looming or you want to make sure it was done right! (~$2000 to $2500). make careful inspection of landing gear and attachment points inside baggage area. Carbon Fiber fractures suddenly, not slowly. If the plane has had hard landings more apt to have a gear collapse. Look for any signs of stress cracking or fracture lines where gear attaches. Thats my 2 cents on what to look for
  3. Thanks! Not sure if its wisdom or dribble but its based on my 9 years flying all 3 models of CT :-)
  4. OK - I will bite... I have owned an flown a CTSW, CTLS and CTLSi. I have flown the SportCruiser and the RV-12. Each of these planes has its pros and cons. Since I have bought 3 CT's, I guess that makes me a CT guy. CTSW - Excellent Useful Load - What an amazing feat to have 600 pounds of useful load. I never really noticed all that much difference between the handling characteristics of the CTSW versus CTLS. That extra 14" of boom length may help but I just can't say that was a big deal to me. In any CT, you become a good stick and rudder pilot. CTLS - Useful load declining. The reason I like the CTLS over the CTSW is mainly the improved landing gear. The weak link in my opinion on the CTSW is the springy and relatively light landing gear. Its not a deal killer, useful load should guide the decision but if you really don't need that 600 pounds of useful load, I'd probably go CTLS just to have landing gear that is a little more robust and forgiving. CTLSi - Useful load all but gone. The CTLSi I own weighs in around 850. Nice airplane, lots of toys to play with but they all weigh a lot. Since my mission is short hops, fair weather burger chasing I get by with the lower useful load. If I were to be a long distance hauler with 2 adult males or a heavier female, I would want the useful load of a CTLS or CTSW. In my opinion - which one is all about useful load. Another thought - I think no matter what you buy I'd go for Tundra Gear (larger rear tires). They add just a little more flexibility to landings. As for flying a CT (any of them) the biggest thing to master is learning how to land one. I don't care how many hours you have in fighter jets, SR22's, Mooney's or Cessna's - learning to land a CT is where you should focus some quality time with a competent CFI (many right here, Eric in AZ since you mentioned AZ). You need to spend quality time doing some dual transition training focused mostly on landings. You should then do a couple hundred landings solo and continue to log landings by the dozens every chance you get. There are more arguments here on this forum about landing technique than any other topic. If the CT has any finicky attitudes - they all center on landing! Why not SportCruiser? RV12? If you land off airport given the very light weight landing gear on any of these you'll most likely flip over. Can't open a bubble canopy when its upside down. In an RV12 you'll be drenched in gasoline and roast like a fine tom turkey. In a sportcruiser you'll just be trapped since the fuel is on the wings, maybe you don't roast as much or as quickly. That CT has a very strong occupant cell. Flip upside down in one and you'll just undo the door latch and climb out. On speed, I typically only see about 105 but I'm usually not at as high an altitude on my short burger hops. The CT likes to fly fast. It takes an act of congress and a dive to get a Sportcruiser over 100. 120? Not too many LSA's can do that... If Ed is getting 127 - he is doing great! In a CT, you need to SLOW IT DOWN in the pattern (it likes to keep going 100+!)
  5. I have been considering one! My right seat is open quite a bit. A nice ice chest cooler fan would be a potential for me! Let me know how you like it. They should make a mini LSA version.
  6. While I'm dreaming of the next CTLSi - Can I please also have air conditioning (without any weight gain?) No matter what causes Global Warming - its getting pretty freaking hot out west lately!
  7. There seems to be confusion about the subject of whether a Dynon Skyview is "Locked" or "Unlocked". There are 2 separate issues at play here. Just because you can load the latest revision of software (15.2) that doesn't mean your Skyview is "Unlocked". What it does mean is you can load the latest software. Even with 15.2 software loaded, your screen configurations are still limited. In example - a generic Skyview can display the PFD, EMS or Map page in full screen, 1/2 screen or 1/3 screen. It doesn't matter whether you have a single or dual display. You can also specify where they display (left or right). If you want to see a full map on a display you can punch it up. Want to move something on the right half or left half of a screen, you can move it. On a Flight Design you cannot use a full screen Map anywhere! I personally find this somewhat limiting and as such, I don't really use the Dynon map and instead rely solely on the Garmin 796. As has been noted in previous strings, the screen combinations and placements are limited. I am not a software engineer, nor do I play one on tv, and so I will let one of you "experts" opine, but my working theory is this - The software screen configuration lock must be resident in firmware that is NOT upgraded with the standard software updates issued by Dynon. No matter what software rev is loaded, my screens still say "Flight Design" during boot up. Since everyone downloads the same updates, this means the book sequence software must be stored in a different place from the operating software. I thought I'd start a new string on this subject because I can tell that some people equate running the current rev as being "unlocked". As long as we can't decide what we want displayed and where it is displayed - Still LOCKED in my book. **My dream for FD** - Give me 2 unlocked Skyview Screens - and throw the Garmin 796 in the river. With free updates from Dynon, why pay for Garmin updates? We would save a few pounds, have a much cleaner panel and all of us could share the cost savings of buying a 796. As an alternate, I'd accept a third (smaller) Dynon Screen in the center so I could have a permanent dedicated full screen map. While you are at it, please ditch the Garmin com, PS intercom, and just add the Dynon com panel that does both. The NEXT CTLSi should be 100% Dynon or 100% G3X
  8. In either event- (internal or external) there is a higher electrical capacity on the base 912iS v the 912ULS. That was my intent with the comment. I was seeing the external alternator kit offered on the CPS website and wasnt thinking. I actually looked at pics of my engine because I was assuming it was external after seeing it in their parts list! i stand corrected- on FD it is just the internal "dual stator". Curious- when starting you raise the rpm to 3000 for a few seconds to visually see the "2nd" stator kick in on the EMS. Wondering- what about the dual stator requires the increased rpm to "engage"? Isnt the stator mechanical in operation?
  9. One minor item not mentioned previously... I also like the 912iS has an external alternator. a chunk of that 22 pound weight increase is an added external alternator (and the fuel injection control box). I remember how turning on the landing light would suck all the juice a 912ULS could produce (bad example, I know, since everyone upgraded to LED). With an external alternator in addition to the small internal one, you can power whatever accessories you throw at the 912iS.
  10. I am not allowed to store the trailer in my hangar with more than 3 gallons of residual fuel in it (city fire inspector thing). As a result, when I need fuel, I run to the gas station on the corner and put in about 2 or 3 gallons more than I need (so I monitor the station gas pump to see what I'm putting in). After topping off my plane I just pump residual into my tow vehicle so I stay compliant with the city. For that reason I have never needed a dipstick.
  11. I apologize for my delayed response. Placards are of course not required below 110 gallons by the DOT, but like you, I thought they looked cool and "official". For me it was mostly to make the trailer look that much less home built for fire inspectors. I wanted to store mine in my hangar and had to get a fire permit from the city. I bought mine on ebay. If you type in "DOT 3 Placard" in a search window you'll find a zillion of them. I'm not remembering which dealer was chosen, my criteria was to find a thicker plastic / vinyl one versus either metal or sticker. I used the gray colored 3m double stick tape made for outdoors heavy duty to attach.
  12. I know building mine was a lot of fun... For those DIY guys, here is a previous thread to my component list: Mine is a couple years old now and still works like a champ! If you are not a DIY guy - buying one like that being offered by CTMI at $2800 is not a huge premium given the cost of components and the time involved to get it built.
  13. Very nice improvements! Looking like a very nice "gen 2" indeed. Pretty sure the RV12 (SLSA/ELSA) is the best selling LSA in the USA now (since FD production fell off with the bankruptcy)???
  14. I have flown a 2006 CTSW, a 2012 CTLS, and a 2016 CTLSi. I'm one of those guys who gets "the itch" whenever new toys are available... Don't worry ScrapMan - guys like us keep the economy moving forward! My take? Don't see too many new cars on the road with carburetors anymore... (come to think of it, not sure there have been any in 20+ years?) Why someone would prefer carbs over fuel injection is beyond me (let alone 2 carbs). The Fuel Injected 912 has tons of redundancy built in. Never a good idea to be the first person with a new engine design but in this case, the 912iS Sport is no longer "new". Enough flying in the world for engineers to make their initial sets of tweaks and to have refined the design. It starts easy, runs smooth as silk - I ordered one as soon as the option was available. Knock on wood - I'm happy so far! Speaking of carbs - I do like carbs on some things... lol
  15. Gone West... At age 90, doing what you loved to do since 1946 - no one else hurt, dog safe... Sounds like Divine Providence to me. Prayers to the family, a tip of my cap and a moment of silence for Jerry.