Jump to content

gbigs

Members
  • Posts

    1,589
  • Joined

  • Last visited

  • Days Won

    1

Profile Information

  • Location
    Reno, NV
  • Gender
    Male

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. As a former owner of a CTLSi and still a big fan I think you are making a great choice. This forum is a great support site with a ton of expertise on it...so get ready for a solid aviation experience and let us all know how you are progressing.
  2. You can't get parts for the Skycatcher...Cessna destroyed all the reminaing planes and parts last month.
  3. "plainly a larger, longer and heavier aircraft" not a sales advantage in a niche that limits the max gross to 1320 lbs. I bought the CTLSi for two unique combined reasons that seperate it from all other SLSA. 1. the wide 49 inch cockpit 2. the chute The same options for engine , avionics and other goodies are offered on all factory SLSA. But useful load and range matters to some too. Many argue even on this forum about the slightly larger useful load in a CT when equipped with a 912ULS versus a 912iS fuel injected engine. So the idea of also suffering the added weight of a metal wing with struts seems oddly a minus for the Tecnam. Still, aircraft are personal things and what this guy ends up getting will be a choice based on what he thinks is important and how it fits how he wants to fly.
  4. All of this and the fact Tecnam and others were always behind FD in sales....why? As Roger just stated the plane has a MUCH smaller cockpit and has a metal wing and wing struts. It also has less range 630 v 900, less useful load given the added weight of the metal wing. If you are looking at the plane for the Turbo option, why? A turbo is for high altitude flying far above the 10k limit of Sport Pilots and wasted below 15k feet for the most part.
  5. You will want tie-downs if traveling from home. The canvas type are best. Make sure you have the empannage sling tie down the factory supplies. And a foldable windshield protector to keep the dash protected when tied down on the ramp. You could use ProLong carbon boat cleaner....and Plexus for the plexiglass. Isopropyl alcohol to get off stains. You will need a funnel with a long flexible neck to put in oil. If doing your own oil changes you will need oil plug compression washers along with filters.
  6. When I first came here I 'assumed' given the name of the site name 'ctflier' the board was about the Flight Design CT and it's owners. And was informed the board allowed anyone to post anything and those commentors may or may not own a FD CT. The comments made were not to be personal, political or derisive and any comment that offended would be dealt with either by ignoring the commentor and/or using the Report button to complain. The administrator then made a judgement about the comment and either removed the comment or explained the comment was allowed. At present most of the board threads involve general aviation and CT specific subjects. A few threads lately have veered off aviation entirely like the discussion on cars or are of a personal nature like the "i have rejoined the ranks". IMHO the NASA thread is a combination of aviation and politics... I have no problem participating in or ignoring entirely anything discussed on the board. "Post should be limited to LSA flying and maybe an occasional stray, but that should be the exception and not the rule." Does this mean no discussion of other aircraft types that are not LSA? For example, under Incidents, should only LSA accidents be posted? Does this mean the NASA thread is dead as well as the car discussion and any other new threads like these? Before opening a thread should that content be passed by the administrator first to make sure it aligns with what is desired on the board?
  7. Well, in the two years after we were advised by the factory the Aux pump was not needed on takeoff and the yellow indication was normal we had no incident. The Aux pump is a backup in case you get vapor lock so if you are using Mogas and taking off at 5000 feet and it's 100f outside I would guess turning it on and ignoring the yellow indicator would be prudent. The same applies when the oil temp goes yellow climbing on a hot day..... have you had that? All of us have...yet is anyone refusing to fly on a hot day? Is anyone changing their Dynons oil temp yellow range higher? No.
  8. Talk to Lone Mountain and FD USA.... we did after experiencing this two years ago... the Aux Pump will produce a yellow range fuel pressure warning on takeoff...you do not need the Aux Pump on takeoff.
  9. This is normal. You do not need the Aux Pump on (though the POH says to have it on) on takeoff as it will produce too much fuel pressure. Especially if you are flying lower, like near sea level. After hundreds of hours in the plane we determined the Aux pump is really there if you get vapor lock at high altitude on a hot day and are using something like Mogas.
  10. Look Ed. The experience on COPA is very bad for the community of owners - especially new owners who just invested nearly a million bucks in the product. Here on this site luckily there are guys like Roger and Anticept who do know the product and do give good information on the plane - I do not see that on the COPA site. What I said was the use of the boost pump will outlast the plane (what a factory CSIP said to me) - how may have 10,000 hours on their planes or more specifically the engine?. What I also said is the factory says to LEAVE THE BOOST PUMP ON during takeoff, ascent, and even in cruise and in the pattern and on approach to land. And they do....what I got in saying that was ridicule and insults. Then another new owner showed up on the Vapor thread and "Cecil is right" after getting told the EXACT same thing at the factory last week. Worse? The break-in on the new planes DOES NOT specify anything like 10 hours for the mineral oil change. That is an absolute malicious thing to assert (several of the COPA old timers are doing just that)....Continental and the factory say 25 is the target number of hours plus or minus 10 hours dependent on oil consumption and temperature variation. Cirrus tells new owners on their way out the door that 25 hours is the target...and that is what I put on my plane and that is what the Cirrus Certified shop said to do before bringing it in for the 25 hour service. This all started when I said the SR22T is flown 80kts over the numbersat 20% power as taught in transition training. I got major heat right away from the same group...including you. The POH says speed as required...the factory SPECIFICALLY trains the numbers I gave on the thread.. So who is to be believed the COPA crowd? Or the factory guys who design, build, and train how to fly THEIR products? The factory knows about the problems over at COPA. Guys putting out old and/or incorrect information and causing potential trouble for new owners....I am not interested in the problem - I don't get paid enough for it. Right now Cirrus factory sends new owners to COPA....but personally, given my experience I think it's a mistake....
  11. I have had the 796 freeze twice, once close to home, once on a cross-country trip. Lone Mountain avionics dept says there are two known problems that happen with the 696 and 796. First is the battery; they can wear out. sometimes prematurely and will cause random problems such as dim screens, dark screens and freezes. The freezing on a good battery can be due to processor/memory speeds and demands on the device. if you swipe either one quickly and ask it to do too much at once it can freeze. Garmin knows about the battery and processor/memory problems according to Lone Mountain. If the problem is due to the processor/memory issue, then pulling the breaker and resetting it clears the issue. If it's due to the battery then a replacement battery is needed. Remember, when you put the unit back in the plane it will appear to work, but if the connector is not seated in all the way the battery will run down and the unit will stop working.
  12. What happened to the other set? The plane is delivered with two sets....might call Flight Design USA and see if they can get you another....
  13. Just had fresh conversation with a FSDO and Dynon and Garmin. No one can say emphatically what is what given the FAA and it's vague way of operating. But this much is at least true. The Dynon Skyview and Dynon ADS-B will meet the 2020 mandate. The GPS/WAAS input is the part that remains in grey land. The FAA is insisting on a SIL spec for the GPS that is extreme. The current Garmin 796 and the Dynon GPS module is SIL level 1, but the FAA says the GPS has to have up to level three SIL to be fully compliant. https://en.wikipedia.org/wiki/Safety_integrity_level To get to SIL level three is a major expense. Something like $10k for the GPS alone. That of course is absurd. So the real answer is...there is no real answer...the FAA is a moving target. And just like pushing on them to allow non TSOd ADS-B in LSA, the further push will be to allow, at least for non certified planes, a SIL level one solution for the GPS. If they relent and allow that, then at least the Dynon gear in the FD with the Dynon ADS-B and a Dynon GPS module will meet the 2020 mandate....whether the Garmin 796 will also be allowed is also a matter of interpretation over just exaclty what 'portable' means given on the FD at least, the Garmin is panel mounted in EXACTLY the same way the other avionics are mounted.
  14. The Garmin 796 is permanently mounted in the panel, it is not hanging on a yoke, or attached to a suction mount. It lives in a cutout in the panel, and is wired directly to the Dynon Skyviews and powered by the plane. I can unscrew the Dynons and detach in the same way as the Garmin as configured in the CTLSi...That does not make the Dynons any more or less 'portable' than how the Garmin is installed in the panel. I have been using ADS-B in/out for a year and a half. Most SW owners on the board have yet to experience the technology. Why wait for 2020, put it in now, it's a fantastic tool.
×
×
  • Create New...