FlyRatz

yes, I know this behaviour. However at 1400 and below. Hmmm, how accurate is our tachometer? At 1600 all ULS in my hangar are smooth and stable.

How do you call such Instructors? Big ball guys?

Corey, I will do the same test with engine stopped and prop without windmilling. I expect a small amount of a better glide if the engine is stopped. My expectation comes from the experience, that a windmilling engine at idle can lead to a surplus of thrust, if the idle RPM at ground is high. The CT I flew for the test has a idle RPM at ground of about 1600. I am convinced, that this produces drag and not thrust. We will see. I need to wait for better weather and will test again. Markus

You are lucky, wednesday we compared the climb performance and the glide ratio of our CTSWs. I had a logger running while my companion did not. Here are the figures: CTSW 2007, takeoff weight 1027 lb, glide at 65 kn, -12° flaps, engine idle (fixed pitch prop), winds calm (see metar). The result is a glide ratio of 13.2. GlideRatio-DMASV-metar.pdf Glidepath-GoogleEarth.kml

Hi Roger, There are voices from inside, if you crank the prop very slowly by hand: You want to listen? Click here Chatty gear Edit: Oil is AeroShell (red) Friction test done and friction is at upper limit Gearbox is quiet when cold

Labor: I did a replacement recently. I am slow and I am scrupulous and it took me about 70 working hours to replace the engine. My guess is, a man like Roger or Corey could do it in the half?(But they will propably cost at least the double )

Boys, do you remember my thread Be careful with the threads on your engine? You see on the pictures the replacement engine while the installation was in progress. There is no need to be nervous about untightened nuts, open hoses or something similar you could see on the pictures ;-) @Bill: you have a sharp eye. Indeed there is very little clearance between the tray and the fuel bowl. For an inspection of the bowls, you need to either remove the carbs or the trays. The latter will be the preferred option. btw: Today the new engine has 3 hours flight time in the logs and the first problem arises. The gear is very chatty if the engine is warm and if you move the prop by hand. Grrrrrrrrrr :-(

Hi guys, i come back to this topic with the final solution. FlightDesign created new trays which fit the new cylinder head. The bird is back in the air. Enjoy the pictures

This little thing is cheap and does a great job detecting coolant leaks: UV Light I recently bought three of them and I appended the topic: "UV Light leakage search" to the Rotax inspection checklist.

Aaaah, this is the difference. We have the FlightDesign Airbox and the trays mount to the cyl.head. hmmm. Any suggestions? Replace the FD-airbox with the Rotax?? Thank you Tom.

Hi swarm intelligence :-) is one of you aware, that the original drip trays do not fit the new cylinderhead design? Rotax has now a CHT-sensor at Cyl#3 just close to the thread where the right side drip tray is mounted. If you have a Dynon and need this CHT-sensor, you will have problems to mount the drip tray. I directed a question to the FD-Headquarter how to solve this, but got no answer until now. As far as I know, there are a lot more CTs in your country equipped with Dynon EMS and the new engine than in Germany. If one of you guys have this config, could you please take a photo of the situation where the right dip tray is bolted? How do they deviate the CHT-Sensor? I am a little bit disappointed by the new FD management. In all Interviews I hear, that they work hard to improve the customer relationship. If you have a concrete question, they dive very deep. Greetings from cold and hazy Germany Markus

If you want, I can give you sources and partnumbers for the potentiometer and/or the relais.