CT2K

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Hi All, Just wanted to get back to this topic to share this link. Interesting to meditate: http://www.dylanaviation.com/stick-and-rudder-what-does-that-mean/

Thanks to All for your valuable contributions, as usual. Will revert back to the person who originally asked me the question. I like the wisdom in Tom Baker's comment "with the stick alone it will be ugly". Very diplomatic way to say "Don't do it"

@FlyingMonkey Thanks for stopping by. Why not share your tips,, that can only enrich all of us

Hi Gentlemen, The other day a hangar neighbor with a low wing asked if the CT could be piloted with stick alone. I said yes to a certain extent, but he wanted more details; I told him I would ask the question in the forum and I will get back to him with more details. Please free to share your thoughts and experiences.

Josh, From what I noticed with my CT2k, there are a few differences. The major one to me was the touchdown, not the landing, the touchdown precisely. You handle your plane just over the ground and all works fine, but the touchdown moment can be a bit "virile". Indeed, it behaves as if it collapses those remaining few centimeters all of the sudden. I tried several ways to deal with this behavior until I got an exchange with Marc Benoit from Burgundy, Fr (Marc is a member of this forum) and he tipped me with the way he does it and it worked wonders. You may want to drop Marc a quick message, he has a very clever description of how to succeed a soft touchdown with CT2k. Other differences may be imperceptible or are really very minor. One of them is the feel of thermals when they raise but we are not there yet given the moment of the year. When I got mine second hand, it was not equipped with a chute and I flew it for a while as it was.

Any suggestion about some product to clean the entire plane that I can find online (L’m not in US)

Hi Gentlemen, Thanks for your replies and thoughtful advice. Unfortunately I wasn't on GPS that day. It was a local flight only a few miles away from base, and it was horribly windy, so I guess when the pant detached it must have flown quite a distance away from track. Again thanks.

Hi Gentlemen, Long time no hear, I hope all of you guys are fine and doing well. Checking my CT2K after a flight today I noticed that the fairing of the right hand wheel of the main gear has fallen off during flight. The left hand wheel faring is still in place. Any ideas where I can have a chance to find one? Would it be possible to build a right hand fairing based on the left hand one (by reversing the image)? Many thanks in advance.

Excellent tips indeed

Ed, those pics are so splendid,, you've been trained at NatGeo, right?

Dear Anticept, Thanks for your contribution to the discussion. This problem of oil remains a total mystery. The only plausible option is what you said: Some extra oil might have been added by someone.

A little update: Today I changed lubrication oil, oil filter, floats and float chamber gaskets and ran the engine but didn’t fly. Engine ran smooth and nice for twenty minutes at 2200rpm then five minutes at 3000 rpm. No leaks from float chambers or from oil tank. I kept the used oil to measure how much it was. There is no fuel smell or anything strange in the used oil. The only thing that I now suspect is that someone in the hangar might have rotated propeller opposite wise and inserted air in the oil circuit. Could that be a possible cause of the dramatic overflow I got?

Dear AuntPeggy and Ed, Thanks for your prompt replies and valuable thoughts. When I changed the oil four months ago I thought I did it properly: I ran the engine to warm up the oil then switched it off, rotated the propeller after switching engine off, opened the oil tank from the bottom and gave time to the oil (still warm) to drain, then I changed the oil filter, replaced tank bottom cap and filled the oil (a little less than 3 litres). I didn’t rotate the propeller while the tank was empty of its oil, and I wouldn’t suggest doing this because it might insert air in the circuit which would be a pain to chase afterwards. Good to know that 0,67Grs difference Is not important enough to replace the floats. Nevertheless, now that I took off the float chambers I will replace the gaskets. Any additional thoughts welcome.

Hi Gentlemen, As stated in subject, I got this overflow. It was yesterday when I wanted to fly for the first time after about two and a half months break. When I manually turned the propeller for the gurgle, oil overflew from the oil tank and spilled on the ground. I checked the oil tank and it was too full indeed. Last time I did the oil change it was about four months ago. I remember I put the required amount of oil and flew the plane a couple of times without problem. As I am almost sure oil doesn't multiply like bread, which even not any one can come along and start multiplying, some other fluids like cooling liquid or fuel might have entered oil circuit in some way. I Checked cooling and it appeared clean and in the right quantity. So I am wondering if fuel could get there and increase oil quantity enough to bring it to overflow? For info, fuel lock was actioned, so if it works fine fuel shouldn’t have been able to get through. I checked the floaters of the carburettor and one of the four displayed an overweight of 0.67 Grs compared to the other three. In all cases I plan to order new floaters tomorrow Monday (man they don’t come cheap). Can the floaters be one of the possible causes for this overflow? Can fuel pump leak too and let fuel go into engine and go into lubricating oil? Any other reason you see or imagine that can be the cause of this overflow? Many thanks in advance for stopping by and for your thoughts. PS: it's a Rotax 912S