Rogerck

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About Rogerck

  • Rank
    Senior Crew Member

Profile Information

  • Gender
    Male
  • Location
    Ventura, CA
  • Interests
    Co owner of 2006 CTSW N409W
  1. Although the mount is probably sold, if anyone has serious interest I will any questions in a private message. I try not to respond to sarcastic comments such as posting no. 4. Tony & Rose, you have absolutely no idea what you are talking about regarding a gain from an insurance claim unless you know the specifics, which are not your business.
  2. The engine mount, part number KB5010100-02, from a 2006 CTSW, was replaced as part of an insurance claim and appears to have no damage. New cost is over $5300. The prop hub is also undamaged. Make offer. Roger Kuhn
  3. It turned out that the price originally posted on this thread was underpriced compared to market. When I posted the plane to the various on line sources, it was priced at $72K. Roger Kuhn
  4. This plane has been sold. Roger Kuhn
  5. serial number is 5646779
  6. Bill, The front wheel pant installed on our CTSW is the new version used on the CTLS. As I understand, it is aerodynamically different. It is a very subtle change and no differences could be seen from a photo. The old pant acted like a front rudder and at times reduced directional stability and made it harder to trim hands off. The new pant provides significant improvement. At least in my experience. There are other threads in the forum where this is discussed. I'd appreciate not using this "for sale" thread for extended other conversations. Roger Kuhn
  7. There was a prop strike in 2013 at idle speed. The prop clutch was inspected/repaired by California Power Systems. The plane has a new Sensenich prop, nosewheel fork and new style nosewheel pant. The new style pant has much better flying/trim characteristics.
  8. 2006 CTSW FOR SALE 670 hours TT Traditional gauges, includes Castleberry attitude gyro Digiflight 2 axis autopilot with ALT hold coupled to GPS BRS - repacked 3/13 5 Year rubber replacement completed, including new motor mounts Matco brakes and wheels upgrade Tundra tires Sensenich prop (no TBO inspection required), electronically balanced Emerging Lifesaving Technologies 406 mhz ELT with internal GPS Upgraded soft start modules New fuel pump Zaon collision avoidance module Registered as ELSA, option to do own work and condition inspection Annual inspection completed January, 2015 Alway hangared $65,000 Located Santa Paula, CA , SZP Call Roger, 805 794-6788
  9. I (finally) received the new ignition modules from Lockwood. Regarding the added trigger wire that connects to the starter solenoid, I assume there is a female pin missing on the engine side of the six pin connector where a new pin is inserted. Is that correct or must an old pin be removed? Also, what color harness wire does the added wire line up to? I haven't yet made the trip to my plane and want to know this ahead of time. Roger Kuhn
  10. In one of the forums there was a discussion that the cause of ignition module failures was (mostly?) due to a capacitor degrading from heat. Does anyone know if the modules are repairable by installing a new and more heat tolerant cap? I don't know if the modules can be dis and re assembled or if they are potted. Roger Kuhn
  11. Try soaking the tops of the fuel vents in MEK (or other solvent) overnight then blowing out the vents with compressed air. (You'll have to replace the green dot.) For our CT, this resulted in close to even fuel tank usage versus much higher left wing usage beforehand. As mentioned in an earlier post, I originally switched the vents wing to wing and the higher wing fuel usage changed with the vents. Apparently, uneven fuel flow can be caused by a difference in vent back pressure. The vents have a tiny opening with no air filter proceeding them. Cleaning them out is now part of our maintenance procedure. Roger Kuhn
  12. Hi Roger, I understand you've done a fair amount of testing with the fuel vents, but in my particular case, when I switched the vent tubes the fuel usage changed with the vents. That seems pretty telling. Is it possible to remove the upper portion of the vent to view the vent orifice? Roger Kuhn
  13. Like many, I've had uneven fuel tank usage. The left tank has consistently used more. My fuel vents are always placed forward and the green dot is in the correct place related to the higher part of the cap skirt. Part of my preflight includes blowing through the fuel vents to make sure there is air passage when I'm checking the gas level (fuel caps off). The amount of blowing pressure has felt about the same. Recently, I reversed my routine and sucked a small amount of air through the vent caps and noticed a small difference in air flow under a low pressure draw. For the heck of it, I switched the vent tubes on the wings. Now the right tank uses more fuel. I'm guessing at low pressure fuel draw, there is enough of a difference in fuel vent air passage to result in uneven gas flow. Does anyone know if the tops of the vent caps can be removed to visually check the vent hole? I don't want to force anything here.
  14. Kiewiet, With the VG's installed, what are your power off and on stall speeds at different flap configurations? Also, how did you determine how far back to place the VG's? Thanks Roger Kuhn
  15. Kiewiet, Can you be more specific about how the VG's affected your landing envelope? With VG's what is your over the fence speed and approximate touch down speed? Do you just scale everything back from recommend CT landing speeds or land at recommended speeds but with a softer touchdown? Also, what effect do the VG's have on high end air speed? Finally, have you changed the placard speeds on the instrument panel? I have an ELSA CT and have toyed with the idea of installing VG's. Although my CT landings are good, I can not be consistent on slick downs. When I flew an RV6, almost all landings were sd's and easy to make consistent. Roger Kuhn