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  1. Today
  2. Oil Temperature runs high on climb out . . .

    Another data point. Took off today with ground temps ~90F, climb out from 900ft to 3000ft (75F OAT) got the oil temp to about 230F. Leveled off at 5300rpm and oil temp stayed about 220F for the entire 70nm trip, which I consider my "perfect" temp...hot enough to boil off water but not hot enough to worry about. CHT 190-200F the entire time.
  3. New AD on Ameri-King ELT's

    One reason to check the batteries annually, is because it is required by regulation.
  4. New AD on Ameri-King ELT's

    My mechanic told me that the extremely long shelf life for the battery is one of the reasons for this. I believe my Energizer "D" cell batteries had a 2020 date when new in 2010. Many owners see no reason to check the ELT until the batteries expire. Batteries might leak before their expiration date. My mechanic recommends checking the ELT for leaking batteries each year and replacing the "D" cells in my Ameri-King at 1/2 their expire date.
  5. Andy, thanks for the temps. My temps are similar. I might run a little higher than 180 when temps are high 70's/low 80's ground level. On a low to mid 90 day, which we've had the last few days here, I'll bump 240 if I do a long climb from low to higher altitudes @ WOT. Next rubber change, I need to check for kinking of the oil hose that does a 180 from the oil pump back to the radiator and also need to do Roger Lee's recommended direct routing for the oil return off the engine sump to oil reservoir. These two items will adversely affect oil temps if not attended to.
  6. New CTs arriving from Germany

    Thanks for the note. I have followed the history of your aircraft and it was built on time but certification paperwork and playing games was the problem in Germany. Looks to be sorted out now though, Behind the scenes Leo has made countless phone calls and emails to try to push this along.
  7. Yesterday
  8. Climbing at -6 degrees vs 0 degrees?

    Exactly what I did, first, then after going to 0° flaps I re-engaged the ap. I did that because of a long ago comment by someone here who experienced something similar. I went to -6° flaps as I got closer to 7500' where it was considerably cooler. So, 0° with autopilot climbed, with -6° it didn't. I don't know how else to interpret that. -6° gives me more speed in cruise. More speed in those conditions means less drag and therefore less lift, right?
  9. New CTs arriving from Germany

    Gryphon & ct9000 I'm happy for you both with your aircraft finally on their way from Germany. What an ordeal the both of you to have gone through! I'm like you, here in Australia, I ordered a CTLS in Jan 2016 through the Australian Agent and then 2 weeks later Flight Design went into Receivership! Mine was completed in August 2016 and has been sitting at Aero Jones since. I've even been sent photos of the plane including the tail number. The receiver stuffed around for so long and then we heard the great news that Flight Design had a new owner, we started seeing some more action. I did email them directly and soon after our Agent started getting communication. We have heard that my aircraft will be shipped soon, just waiting for confirmation! I'm so happy for you guys that you're finally getting your babies! I look forward to seeing photos of your planes soon!
  10. New AD on Ameri-King ELT's

    The FAA has issued a Airworthiness Directive on Ameri-King ELT's. Here is a link. http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgad.nsf/0/5baf0370c7871deb862581a0004afd68/$FILE/2017-16-01.pdf
  11. Which gas now?

    I did the first 10 years with a 55gal tank on a trailer and a 15gpm 110 pump. Holds 10 hours of fuel and quite convenient if you can keep in your hangar but need a step ladder. I now have a 40gal transfer tank in the back of my pickup truck with a 12v 13gpm pump. The new Silverado has a backup camera and built in ladder to get in the truck bed and fuel from the tail gate. Both my trailor and my pickup have bonding and grounding cables, expensive be safe. I did the 5gal jug thing with my first home build / Rotax. I was young then I'm old now
  12. Which gas now?

    The 5 gallon Tuff Jugs are excellent, they can empty into the tank in about 45 seconds each. I have four of them. I rarely have needed to fill more than 20 gallons at a time, since I rarely fly my tanks down to less than half full. Many of my flights are an hour or less, so 20 gallons often lasts me a week of flying or even more. I usually just top off with one jug before each local flight, just enough to keep the fuel level at the top of both sight tubes.
  13. Which gas now?

    I use the 20ltr (5 gal) plastic cans and siphon the fuel in with a conductive jiggler hose.
  14. Which gas now?

    How do you fill your plane with auto? I read that Scrapman1959 has a tank. Do the rest of you carry in 5 gallon plastic totes or how?
  15. So long Flight Design......

    Yes it is a bit tight for weight but my wife is not very heavy so two up and full fuel we will be on the limit but still ok, minimum baggage though. I would never support flying over weight but the design allows plenty of margin so as long as we skip food for a while we will be ok.
  16. Rotax has changed their installation manual to mandate the use of a fuel return line in all 9 series engines. This change has been in effect for a while now, but this has no legal enforcement on S-LSAs, as it is the airframe manufacturer who dictates how it is to be designed, but I figured I would bring that to people's attention. Essentially, fuel vaporization without a method of purging the lines continues to be an issue. Once upon a time, they found it preferred to have a return line, but acceptable to simply run it to the gascolator. Now they want return lines used, period. A return line cannot just simply be run if you have more than one tank, especially if you have a fuel selector switch. Considerations must be made that you don't select one tank, and the return line fill another past limit.
  17. Let's talk about grounds. Again.

    It's both CHTs, both EGTs, and Oil Temperature that all fluctuate when the problem starts happening. I grabbed the EMS from my own aircraft as a super quick test on the ground and the occasional EGT flicker happened with it. What I can't replicate is all 5 instruments flickering at once to a great degree. Today it did it on the takeoff roll and aborted the test flight. But I just can't get it to happen in the shop or in front. Pulled the generator breaker in flight when this was happening the first time, and it had no effect at all on the erratic readings. Pulled every breaker on the ground except the EMS and it had no effect on them either when there were a few flickers. But again, I can't seem to get them to all happen at once unless we're in flight or rolling out. I'll be tearing more into the electrical system at a later date and checking every single connection for shorts and pumping some serious amperage across each wire to check voltage drop. There's so much freaking shrink wrap and tape everywhere though, that this is going to suck. Why couldn't flight design do it like a normal company and zip tie? sheesh
  18. Last week
  19. Oil Temperature runs high on climb out . . .

    Hey Dick, I usually see 210F to 230F in cruise at 3000+ in summer at 5200-5400rpm. I often hit 240-245F in climb, I don’t let it go above 245 if I can help it. Those numbers are in temps of 95+ at ground level (800-1000ft MSL). when the temps go down a bit my temps are much cooler. I see 180F in cruise when temps are in the 70s at ground level.
  20. So long Flight Design......

    Sounds like that gives you about 520lb useful load. Respectable and useful.
  21. Let's talk about grounds. Again.

    See if you can fool it into acting up on the ground by adjusting the barometric pressure until you are as high AGL as you were when reported false readings. In my CT I have 2 systems that detect altitude and react lectrickly (Sony & Cher lyric) EFIS dissengages AP if not greater than 500 AGL Transponder changes mode and begins counting flight time when off the ground ( I think ) Even if there is no functionality there could be a loop running that now essentially says 'when altitude > x create ground issue'
  22. 2018 CT’s

    Be aware that this is the euro spec 472kg. it is the supralight, CTSL not CTLS see other thread for more discussion.
  23. Let's talk about grounds. Again.

    What a weird issue this aircraft has. Even after cleaning up all the grounds, replacing the regulator (at owner's insistence), and fixing a ton of connections, it still won't replicate the erratic instrumentation until takeoff. Going to have to tear through the electrical system even more.
  24. So long Flight Design......

    You are confusing two different models. The supralight is 472kg. gross but is lighter empty. Not sure but about 285kg. It is basically a stripped out CTSW with very little in it at all not even a heater or baggage doors etc. It is called CTSL and is available with turbo. The CTLS-HL is a fully equipped hamburger with the lot turbo long wings. Design max is 700kg. limited to 600kg. for LSA rules unless exempted, some lsa's are exempted to about 780kg. Empty weight is about 365kg. still not light but usable load is acceptable. The Rotax ULS is the lightest as we all know the ULSi is a fair bit heavier but similar to the 914.
  25. ibjet, please let us know what your cyl. head and oil temps where before and what they are after cleaning the radiator exteriors. Since these temps depend so much on ambient temps and mode of operation if you can give same conditions before and after this would be helpful. I ask about his since I'm wondering what the "typical" CTSW temps are with a good number of owners. Since CTLS has thermostats, I am asking about CTSW only. I normally cruise my CTSW around 5300 to 5400 rpm. A typical summer day for me is mid 85F. At 3,000 AGL, my ambients are around 70 to 75F. A good comparison can be made if others might know their temps at this condition. Andy, you have a CTSW and live in a warm climate. Can you provide your temps? Others?
  26. The coolant will compensate for the increase in pipe temperature, the exhaust is one of the areas that gets the most coolant. It will have next to no effect on the oil in the grand scheme of things. The rings help conduct heat from the piston to the cylinder, and oil picks up the heat from under the piston heads and a bit from the cylinder walls. That's what heats the oil.
  27. Oil Temperature runs high on climb out . . .

    Great explanation, thanks Mike! I agree that conduction is more efficient than convection, but... The conduction surface area, essentially the pipe flange at the cylinder head, is far less than that of convection, which is the entire area of the pipe. I'm not saying that convection wins, but just that the difference between the two must be high for conduction to win. Further, when the engine is running, the exhaust pulses work to carry the component of additional heat transferred to the gasses in the pipe away from the cylinder head. Again, I don't know what the net result will be (probably not measurable, as you said), but it's interesting to speculate! Physics is fun!
  28. Oil Temperature runs high on climb out . . .

    The wrap inhibits convective and radiant heat transfer from the metal outer surface of the pipes to the surrounding air and the surrounding structure respectively. Those are the results you wanted. But as a result of reduced heat transfer from the pipes, the pipes themselves get hotter. that means more heat is conducted back through the mounting flange to the head. That is a result you don't want. So, the question is, which effect wins. The heat transfer coefficients for convection and radiation are much lower than that for conduction... favoring unwrapped. However, delta-T plays an equal role. The temperature difference between the pipes and the surrounding structures is much lower with wrap than without, while the temperature difference between the pipe mounting flanges and the heads will only be slightly greater with the wrap... favoring wrapped. There is insufficient data for a definitive answer, and testing would be both easier and more accurate than a thorough analysis. However, I am swayed, slightly, toward unwrapped pipes by the fact that there is, I believe, significant air flow through the cowling. This forced convection will essentially negate the convective heat transfer from the pipes to the surrounding structures, leaving only the radiant effects to counter conduction. As I said, I would expect (maybe guess would be a better word) that the difference is probably not a significant, or even measurable. Mike Koerner
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