Runtoeat

Hi Arian. I haven't been on the forum much and thought I'd see what's new. Luckily I caught your post. Good to see you're back.

Haven't been on forum for a long time but here's the info on my Matco tundra nose wheel. I bought this in 12/14/14 and it has been installed on my CTSW that has factory tundra gear since. I used the factory axle that my factory stamped gold aluminum wheel used. The sleeves provided proper spacing for the Matco wheel in the fork. WHLNW60CC Nose Wheel 6" 15mm Ball Bearing: Uses 1.25 BHCS WHLA23SL - Sleeve A23

Thanks Tom & Roger. Working with my front strut. Roger, I got notice that the front pucks are arriving today. Thanks. -Dick

Has anyone bought a tube and tire for the front Tundra tire? 4.00-6 tire. What size tube is needed? Does Aircraft spruce sell both tube and tire?

Ed, thanks for posting. I had a fuel tank leak coming thru the bottom of my right wing and this was repaired by FD quite a while ago at headquarters in Connecticut. They went into the tank thru the "access" port FD designed for this type of repair on the bottom of the wing and coated the inside with factory sealer which is impervious to alcohol. I understand the access was done on the top of your wing due to repair needed for the dent/delamination. Do you know what the repair facility used to coat the inside of the tank?

Nice report. The new rods are really improved. Did you re-balance the stabilator assembly? Thanks David.

Got it Tom. I have had both SB's done.

Midwest Skysports here in Michigan does composite repair. A high quality shop. They are approved to repair Sirus and Flight Design. They currently build and sell Slingsport aircraft. Very expensive but they are beautiful aircraft. Regarding the stab balancing, I had to replace my trim tab which is full length of my elevator on my 2006 CTSW. This required new hinges and reinforcement at all of the hinges. I had to balance the elevator assembly, as shown in the picture. Tom Baker is probably right about not needing to balance if you are only doing the reinforcement at the trim tab control rods attachment to the trim tab. Best to call FD in Connecticut and ask about this. If you have any questions about Stab repair I will try to help. Send email or call me. Dick Harrison reh3335@yahoo.com 734.512.3467 https://mwskysports.com/

I also had my stab reinforcement done. This was done at me local shop which obtained repair authorizion from FD. I made a bench fixture to hold the stab with offsetting balance arm and weight attached. Also, a "tool" to press the spring to release the stab rod. Pictures attached.

Interestingly, a friend talked to Tom P. at Oshkosh about the new F2 This aircraft's published weight is 832 pounds, the same or even less than the CTLS but the F2 is much larger in all dimensions, including a rear seat area that is sans seats and reserved for storage. When asked how this weight could be same as CTLS? the answer given was FD has improved the forming method of the composite which allows highly efficient removal of excess resin during the molding process. I may have heard this was in the 300 pound range?

ct9000, Exactly. Takeoffs with tailwinds can be SOP provided there's sufficient runway length. The pilot should keep the nose light with some back-pressure on the stick. This results is the pilot letting the plane rise off the runway - the plane lets the pilot know when it's time to fly. USE DUE DILIGENCE FOR REQUIRED RUNWAY LENGTH! As Andy says, a small trailing wind greatly increases the length of runway needed. Add to this required runway length if taking off with any or all of the conditions: high altitudes, low pressure altitudes and loading of the aircraft. I occasionally do trailing wind takeoffs to remain proficient doing this should the need arise. For landing with tail winds, I also practice doing this with different flap settings. First, I determine what airspeed I need to provide a good sink to the runway during low wind conditions. This gives me a target airspeed to trim for during the tailwind landing. Do not use external sight when landing but use the target airspeed to provide a base for landing. Practicing tail wind landings the first few times, it is alarming how fast the ground is going by. Prevent this surprise from happening if a tailwind landing is needed by practicing this procedure.

Extremely glad to know you are safe and sound. Like all here, we are most concerned about your physical condition, hoping you're going to be back flying as soon as you get another aircraft. Secondly, we all are sitting on the edge of our seats hoping for details that will be invaluable for us to stay safe.

He does get blown off the runway to the left by Xwind but if you look at the video both from the cockpit and from the vacitioner's video, you see the nose is high due to his response as I probably would have done which is to try keep from sinking by pulling his nose up. This only makes matters worse due to his low airspeed. He also is trying to get back to the runway. He was off the ground sufficient to not crash with nothing but sagebrush. If he would have kept the nose low to the ground and not attempted to get back to the runway, he might have allowed the speed to build and might have eventually gained enough speed to keep flying. Elevated altitude and low density altitude. The runway was going by probably above 60kts or better but his airspeed would have been below this and too low to provide lift needed for taking off so soon into his departure at this density altitude.

Good info. I like your "pinch fixture"!

Ugly and scary. Wow. Lucky to get back to the ground!

I installed Whelen Hi intensity strobes and added a Grote flashing unit for my LED landing light. I obtained a MRA from Flight Design to do this. I leave the flashing LED landing light and strobes on during the day to get max visibility possible.

Yeah, the crosswind was a big factor and he needed to correct for this. He immediately begins to sink after drifting off the runway. He just didn't have enough speed to give his tail needed authority to fight the Xwind and didn't have enough speed to remain in the air.

An excellent example of pulling a CT off the runway before it's ready to fly can be seen in the video of the crash at Monument Valley airport during the last Fly-in. A trailing Xwind, moderately high altitude, elevated temperature. If one is a "Flatlander" flier, this video provides a great lesson for "not flying before it's time". Due to the altitude and trailing Xwind, and maybe due to the pilot not used to flying in these conditions, he was fooled by the rapid movement of the runway going by as he accelerated. Although the runway was telling him his CT was ready to fly, the plane didn't have enough airspeed to generate enough lift to do so. He pulled the CT off the runway before it was ready to fly. Here, Ed's comment applies: "In conclusion I contend.......my CT can't fly before its ready but it sure can climb before its ready." IMO, the general consensus of those posting here, and mine too, is to accelerate with just enough back pressure on the stick to allow the nose to lift. Continue to allow the CT to build speed in this attitude until the plane lifts from the runway on it's own. Release back pressure and allow the speed to build while in ground effect until achieving 60+ kts or until application of back pressure shows the plane is ready to climb. Note: I do not fault the pilot who crashed. "But for the grace of God go I", on numerous occasions during my relatively short history of being a pilot. MonumentValley.mp4

Hi Doug. I've put about 1100 hours on my CTSW. The last time I looked, I had over 3,500 landings and luckily I've walked away after all of them.

Hi Jacques. I followed the directions that Roger gave in his post which you show above. I installed the Schottky between the #3 post and the "charge" post on the Ducatti. I put two female blade connectors on the Schottky diode wires and this replaces the small white wire that used to run between these two posts. Does this answer your question?

I went thru looseness on this system a few years ago. I found that tightening all components in the system stopped the flutter. Need to go into the complete bracketry of the horizontal stab and trim thru to the trim wheel at the console. This means removal of the elevator to get to these parts. If the trim hinges are loose, these must be replaced. Not an easy job and must be done by someone who knows how to do this. This was done on my CTSW to comply with the horizontal stab trim tab reinforcement SB issued for some CTSW's.

This wown't fix Jacques problem but how about installing the Schottky diode for those with the 13.2 level charge? It has been a few years but I recall a good charging voltage increase when this was done. I think it increased my charge voltage .5 volts to now be 13.7 to 13.9?

Just happened to read this thread today. This is a major "must read" for all Rotax owners. Thanks to Al for posting and for the others who have actually done dead stick landing to join in. Although some say this is a "no brainer" and easy to figure out, like Tip and Garza, I envision not being able to diagnose the problem because of ensuing confusion and my thoughts going to mush when confronted with my normally great running Rotax instantly going haywire. Failed electrical, broken engine, broken prop, bad fuel, broken carbs?? Don't see me sorting thru these possibilities while in this confused state. Now that I have read this post, I believe that I will be able to recall and react as needed, should I be confronted with this.

Best to follow Roger's advice. As I recall, the Matco bearing only goes in/out in one direction. There's a internal flange which the bearing cannot go past if pressed in the wrong direction. You will destroy the wheel if this is attempted.

Ha, ha. I know, old wives tales. Still, my CT has run extremely well the last 10 years on MoGas with no carb syncing needed for the last 3 years. I mistakenly said 4oz MMO per 5 gallons. It is 2oz per 5 gallons. I do use clean fuel that comes from a high volume gas station. My oil (Mobil 4T Racing full synthetic) is extremely clean with no lead sludge found during the changes.