Scrapman1959

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About Scrapman1959

  • Rank
    Senior Crew Member

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  • Gender
    Male
  • Location
    Wisconsin
  • Interests
    Scuba, free diving, not skydiving
  1. When I landed today at my home drone, and running late for a meeting, N921K was on the ramp. Wish I would have had time to say hello to one of my previous CTLSs.....were you flying it today Allan? How many hours are on the clock now? Just over 1100 on my 2011 CTLS now.
  2. Depends on the real numbers when they finally certify it. If it lives up to their advertised speed, range and payload, I think it will be a good value. I could use one.
  3. A fellow I used to know who had extensive time in the CTSW, and lots of other AC as well, has looped the CT numerous times, and spun it just once. He has spun dozens of other AC, and said once was enough for him in the CTSW. He obviously recovered from the spin, but he said it spooked him with the speed that it started to rotate at. Very non conventional I think were his words.
  4. BTW your pic ar 10,000 and 122 TAS shows 300 ft per minute descent rate.
  5. I agree the CT s are about 5 to 7 knots faster in cold air versus temps above 75 degrees or so. I can also tell you all four of the Dynon equipped CTs that we have owned, read 5 to 7 knots fast on TAS compared to GPS GS tests. It would be interesting to see a turbo 914 on one of the lite fast SW s at 13K,000 ft .
  6. Kudos to Roger Lee! We removed cleaned and tightened all the grounds and EVERYTHING is working great now. We had an EGT that we thought was bad and had it unplugged while waiting for a new one to stop the aural warning. Fixing the grounds even took care of that "bad" EGT.
  7. I'm anxiously awaiting 4 screen shots of GPS GS at or above 13,000 ft in stable air going in four magnetic headings each 90 degrees of the the prior heading. I'm offering a tank of gas to CT if his plane can sustain 130 knots at that altitude and at least 1/2 full fuel. I don't want him up there on fumes trying to prove a point and run out of gas..... Kidding of course CT you are smarter than that.
  8. Will check the model of the sender and grounds today. Thx guys. May need help identifying which sender it is.
  9. Instead of trying to calculate how fast an AC is by these inaccurate avionics, fly a box pattern in perfectly stable air WOT and divide the 4 total GS after each heading has settled out to its max speed and divide the total by 4. That's how fast your AC is. As earlier stated, this needs to be done in early morning very stable air, or it will not be accurate. Any fluctuation in IAS throughout the box pattern will skew the accuracy of the test. Our Evolution with Garmin G1000 (G900 is the official name when installed in the Evo) reads 13 knots slow TAS in the upper 20s when flying at normal cruise of 290 knots depending ISA temps. I do agree a heavier plane with same HP etc will be slower, as we see an extra 7 to 10 knots in our Evo last hour of 3.5 hour legs when 100 gallons of fuel is missing from the gross weight.
  10. I meant HP at that altitude would be down around 60 or 70 HP. Now I realize the air is thinner at 13,000 ft but you can't make much HP there either. Most normally aspirated AC sweet spot is between 7000 and 9000 ft. What was your IAS reading? And BTW, most all of these dynons are off by 5% or more. All of them reading faster than actual. I have owned 4 of them and they read faster than GPS calculated fly a box ground speed. My guess is yours is off more than most. And while you are flying a box to get real TAS, the IAS must be rock solid throughout the box or nothing will be accurate. In other words no thermal or mechanical up or down movement of the air you are flying thru while flying the box to check TAS. I'm not saying your CT can't do 130 knots, I just bet it can't do it at 13,000 ft.
  11. I think it just bounces around in a lower range when idling at 2100 rpms, even going to 0 and in and out of the red up into the 40s. We redid that ground post on the firewall behind the MFD a few years ago. What other grounding improvements can be done or where do we look for a bad ground? The oil temp sometimes bounces around too, but not this crazy and not all the time like this oil pressure is doing. Thx.
  12. 2011 CTLS with 1040 hrs TT. Oil pressure gyrations has been getting steadily worse with today's flight seeing 23 to 55 lbs In wcruise. The needle moves rapidly. Connection on the sender is clean and tight. We did the extra grounding years ago. Engine oil is full as always, and engine sounds normal. Any ideas guys? I was going to replace the oil sending unit for starters.
  13. 2011 CTLS with 1040 hrs TT. Oil pressure gyrations has been getting steadily worse with today's flight seeing 23 to 55 lbs In wcruise. The needle moves rapidly. Connection on the sender is clean and tight. We did the extra grounding years ago. Engine oil is full as always, and engine sounds normal. Any ideas guys? I was going to replace the oil sending unit for starters.
  14. Well I will be the first to tell you that TAS is not accurate, unless of course you have a 914 turbo charged engine? How many HP you think a regular 912 ULS is producing at 13,000 and probably DA of over 14,000, if it was that warm.....maybe 65 or 70? The only other way you were getting 130 TAS knots is nose down in an updraft while AP try's to hold you level at its assigned altitude.
  15. My 2011 CTLS is just a few hours from hitting the 1000 mark. Averaging about 275 year, just off a bit this year. It's amazing how much utility you can get from a lite sport. The LS has been trouble free, and I think the fact it flys several times a week on average keeps the gremlins away.