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  1. 3 likes
    Recently we have seen some 912iS fuel pumps fail. Rotax also has a SB out about this; however, we have seen a recent failure with a pump not listed on the SB. It is very important to turn on the aux, and turn off the main during the run-up to be sure that the engine will run on the aux only. This step is in the 912iS operators manual, but may not be on the checklist provided by Flight Design. It is listed in the latest version of the checklist for the Dynon Skyview, including HDX. If you don't have it, a copy of the latest checklist file for 912iS CT's is attached. Insert USB- select load files, then load the TXT file below. You only need to load it on one display. John CTLSI-CHECKLISTS-15.3.3.txt
  2. 3 likes
    Thanks John, that was the best I could do then. The shock of the situation lasted several days as my life was changed for me. In that shot I think I was just happy to be alive. Rich and I were keenly aware of how random our future was after the first bounce, just glad it came out well for both of us. I have suffered mainly from lots of guilt. It's one thing to go myself into an iffy situation, but to take my passenger along made me feel bad. Rich has assured me he was fine with it and would fly with me any time again. Further, a lovely lady from our party was the first person on the scene to hug me as I finally got on my feet. She was so distraught for us, that again, I felt guilty for visiting such distress on her. As if that weren't enough I also have felt that I let down GA in general and the CT community in particular. That said, I have to add that the flying through the magnificent monuments was the pinnacle of my flying experience. We got up close to some of nature's most beautiful sights and that experience is still with me, made possible by the CT club and John's lead. To close, let me just say "Don't let the wind get behind you at the airport ... ever."
  3. 2 likes
    I bought the standard (Cessna I think) tow bar from Spruce... worked well for a long time, until I watched the FD Woodstock guys move their planes around... they never use tow bars, they lean on the tail, lift up the front wheel and push and pull easily and it is actually an elegant way to move the plane. Whenever I go to lunch with the guys at my home field group (Cessna's, Bonanza, Arrow, a Navion, blah), I turn the engine off, lift the door, move to the tail, push with my body weight and move the plane into the hangar within seconds... My door is closed by the time they start their gasoline tow motors... a check in the glad I have an LSA column !
  4. 2 likes
    I should comment that I acknowledge that the above post is a joke, but I do need to point something out. Do not ever let anyone tow a CT using a motorized tug on the nosewheel. Only a few CT models were made with nosewheel towbar mounts and they were custom ordered, with only a hand towbar in mind. If a motorized tug must be used, it must be towed by the mains with wheels on dollies. The nosewheel and firewall mounting is not designed to take the twisting moments created by towing.
  5. 2 likes
    The light was very good for 15 minutes, got a few.
  6. 2 likes
    Tom, thank you for posting your comments. They are well worded and show that you are a thoughtful person. "But for the grace of God go I" is all I can think of. We all have had close calls in our flying. More than once I've asked myself, "what the hell was I thinking"? We run these incidents thru our minds many times to try to learn from them and hopefully never repeat again. Your accident and now your comments has caused me to think about things I've been taking for granted and have been complacent about. We all know complacency can bite us but we don't think it will happen to us. When a event such as yours, where someone within our circle of acquaintances or close friends gets bitten, then it hits home. The excellent post you have provided us with along with the amazing video and still pictures really puts an indelible picture in my mind and hopefully this will remain to remind me to not be complacent. Pilots who read about your misfortune may avoid a future accident by applying the knowledge gained to break the "error chain" they were headed for. We need safe pilots. I truly believe that you are one.
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  9. 2 likes
    I just had a customer's 1000 hour gearbox inspection require a gear replacement because of excessive idling. It went from a $600 inspection to over $2000. Preheating the engine allows less time sitting there idling while warming up, which equates to less time to damage the engine.
  10. 1 like
    Don't. Just remove the two screws holding on the carb dome, and remove the choke and throttle levers from the carb body. Don't let the choke wedge against the two stop posts when taking them off, those are really fragile. Once you do that, carefully lift off the carb domes, complete with the dangling throttle and choke cables. You can dismount the carbs from the engine if you need more wiggle room to lift the domes. Doing it this way makes resync a lot easier too.
  11. 1 like
    Thanks to everyone here for all the knowledge and questions answered. I bought my plane to train and learn in and am very glad I did. This site has been a great resource.
  12. 1 like
    Other advantages of the plastic extension is low delectric constant material and it extends farther aft for better signal field of view (gps). Not sure if the rudder is partially blocking signal from above without extension, but definitely could be possible. Adsb signal from ground stations should be fine except when directly “nose on” aspect. I have over 100 hours with the Tailbeacon extension with no anomalies. Thanks. Best, TargheeDon
  13. 1 like
    The prop slipstream hits the left side of the vertical stab, as well as the underside of the left wing and topside of the right wing, though those are more or less balanced out by torque. This sets up a tendency for the nose to want to yaw to the left. So you trim the airplane so that the rudder is deflecting slightly right in straight and level to counter that left tendency. For simplicity, if you remove power, you remove the slipstream effect. Now you have a trimmed rudder counteracting a nonexistent slipstream, and so the trimmed rudder will oversteer and push the nose to the right. In addition, as you are not approaching the oncoming wind straight on, the right wing is now partially blanked by the fuselage and so the inboard side of the right wing will generate reduced lift. Your right wing will now drop a little. If you are in flight with a neutral trim and you remove power, then the airplane will just nose down some to compensate for loss of power. I do not know how a CT would try to behave in a turn with neutral trim and no rudder. Some airplanes slip, some skid. Most tend to follow the nose (which in a turn, will want to follow the sideways gravity on it and slide deeper into the turn) so CTs will probably slip. The left or right pattern does not matter in a neutral trim CT. CTs do not have any nonsymmetrical construction* except for the prop thrust angle, and that doesn't matter if there is no power (roughly speaking). * Yes some aircraft have asymetry. Piper warriors for example have a slightly offset vertical stabilizer which is calibrated for straight and level flight, mainly because a lot of them don't have rudder trim. A lot of airplanes are like that.
  14. 1 like
    Do you need IFR capability or not? i would consider a Cirrus SR20 also in this price range. You will have glass cockpit
  15. 1 like
    My solution to towing ............. Just kidding. Bored due to delay and saw that towbar lying around. Just had to do the pic.
  16. 1 like
    There's a bolt that goes through the firewall above that, follow a wire to it. It grounds a plate on the inside where all the instrument grounds go to. Make sure it's not loose and if you can, run a large gauge wire (match the size or larger of the wire going to the battery, 8 gauge I think) from the inside under the head, contacting the plate, to the outside and contact the terminals near the nut. The bolt is steel and corrodes, destroying the ground capability. I did this to several aircraft and it solved a whole slew of electrical gremlins.
  17. 1 like
    Nap, I too looked at a used 182 in solid condition when I was buying a plane... and, bought a CTLSi. Tough to explain to people, but I get it. So, my flight instructor/pal borrowed my plane today. He is an excellent stick and rudder guy. He texted me the following message tonight: "I used 12.9 gallons and left you a check for $80" I wrote back stating that I burn 93 Octane @ $3.20/ gallon which is about 40 bucks. And don't worry about it... If operating costs are no object, go for the 182 or Diamond. I figured for the first plane the CT line is an excellent choice. You can always trade up if you want more seats or IFR. I have had mine for a year and I am looking forward to the next year. I don't feel like I am missing out on much and meanwhile I pay very little for gas comparatively, now that is pretty cool.
  18. 1 like
    With that budget you can find any aircraft and update avionics to your taste / needs. Avionics are rapidly changing, I'd not limit what you're looking for based on panel. The question is what do you want to fly around in, and missions it serves. Also a factor is the 182 will be burning ~ 15 gal/hr or so? As 100LL goes up in the future do you like idea of $100/hr+ in fuel operation costs? I love flexibility of fuel options in the Rotax, and it sips gas compared to others. Can't speak to DA40, but I much more enjoy the CT series compared to Cessna line up, stand out from the crowd and buy a CT - nobody runs out on the ramp and asks what a 182 is, but they do when a CT pulls up.
  19. 1 like
    CTLS is not a competitor to either a 182 or DA40 so I’m surprised this is even a contest. You either need 4 seats and faster/heavier plane or you don’t ...😀
  20. 1 like
    We had quite a few leftover tiles from doing our garage at home so I figured why not use them in my hangar. https://www.weathertech.com/techfloor/
  21. 1 like
    here you go Dennis... taken by the great Kent Wien. My job was to just fly straight, Kent did all the skill work in this air to air.
  22. 1 like
    Wheel offset doesn't need to be "dialed in" after a repair, BTW. The gear leg mount is part of the engine mount, so the geometry is fixed. If you put a new engine mount on, you'd just slide the nose gear into it and adjust the pushrods to the pedals so that the airplane tracks straight on the ground.
  23. 1 like
    Your AP should not have to "hunt" for trim if you are flying at a steady speed. If you change speed or throttle setting you might need additional trim until things stabilize, but once in a stable speed/attitude, you should not need any trim changes. There may be a sensitivity setting that needs to be tweaked.
  24. 1 like
    This must be a tundra pant issue, I have the small non-tundra pants and have no issues (or at least none I can notice) with this. But I do know at least one owner with tundra pants who had *horrible* yaw issues until a revised pant was installed.
  25. 1 like
    hmmmm. Look who is test flying the new F2e with out a front wheel pant. Bet they are still having yawing problems 😀😀
  26. 1 like
    I should have some have some good data in a couple of weeks. Here is a interesting picture
  27. 1 like
    That sounds like an adjustment to the current limiter on the board, or you need to slow down a little more before dropping the flaps.
  28. 1 like
    That sounds a little more serious than what I'm experiencing. Sounds like you have something binding up, or a failing motor.
  29. 1 like
    Mike, Purchased from Ebay, here is a link: https://www.ebay.com/itm/2-x-5-Point-Cam-Lock-Quick-Release-Gray-Nylon-Harness-Seat-Belt-For-BMW/192873683458?fits=Year%3A2002|Make%3ABMW&hash=item2ce82ada02:g:L48AAOSwf~NdlBS0 There are other styles and colors, for the lap belts, simply cut off the metal attachments and use the stitched loops direct to mounts. The shoulder straps have about 3-4' excess length of webbing. I cut the webbing at end prior to loop (sharp razor slice and melt so it does not fray), then passed this through the mount, double back, and use the inline adjuster to secure the two webs. These pull test without moving, but I will likely add a second adjuster for piece of mind. I also purchased these to secure the loose ends of straps, have not arrived yet. https://www.ebay.com/itm/Adjust-Keeper-Molle-Webbing-Buckle-Tactical-Backpack-Buckles-Belt-end-Clip/183971942048?ssPageName=STRK%3AMEBIDX%3AIT&var=691662279409&_trksid=p2060353.m1438.l2649 Darrell
  30. 1 like
    What are you Skyview owners doing for a SV-BAT-320 replacement when the backup battery test fails?
  31. 1 like
    Meguiar’s Waterless Wash and Wax Sale 904 Reviews MEGUIAR'S G3626 Ultimate Waterless Wash & Wax, 26 Fluid Ounces ONE EASY STEP: Premium formula conveniently... WATER SPOT-FREE: Advanced chemistry contains... LONG-LASTING BARRIER: Advanced polymer... SAFE FOR GLOSSY PAINTS: Is safe and effective... $14.99 −34% $9.87 Buy on Amazon
  32. 1 like
    Sunrise view of the Ritter Range with Mammoth Mountain visible. On the left is Lake Catherine at North Glaicer Pass and to its right are the seldom seen Ritter Lakes
  33. 1 like
    Greetings CT Fliers, Have been lurking here a while, recently joined , and now that I've bought a 2006 CTsw I'm making myself known. First - let me say I've found tremendous value in the content of this group, and look forward to being an active participant. Based out of my private field 4MI8 about 60 miles north of Detroit, I've been flying a C-150 the last 20 years and after looooong consideration, picked the CTsw as my next adventure, plan to keep it equally long time. The search for bird settled on N305CT, and bought through Tulsa Tom & son at Airtime. I typically lean towards direct private party sales in most things of life, (used cars, etc), but I will say I had an excellent process working with them. From the intro, to the doing the deal, supporting the 2 hours transition training with local CFI (AIG insurance required that of me), and even facilitated a DAR to be on site to convert to E-SLA that same day. In the course of 7 hours I went from arriving on scene, to being a proud owner ready to depart the next morning. The flight from Tulsa to Michigan had amazing tailwinds at low altitudes, so flew 5.5k on NE heading direct home, ranged from 150 to 160 K ground speeds, that was a treat from coming out a C-150 I'd plan 92K plus winds. First couple hours were CAVU and easy going, then north of me around Missouri a strong area of heavy convective blew up. Diverted more easterly and made a stop at IL/IN boarder, topped tanks, and determined with these tail winds I'd get around the storm and be home 2-3 hours before forecasted line crossed my airport. Went direct for about 2 hours more, so around 5.5 hours flight time for 750nm trip, probably 800 with the dogleg around the weather. The winds were kicking 17 G23 on the first stop in IL, presenting about 30 degree crosswind. That sure had me aware I'm in a light sport, in my C-150 I'd do these winds and not be nervous. Having less than 10 hours in a CTsw I played it safe, long runway, kept some power (cracked throttle ~ 1/4"), and had a major balloon when nearing 5' off - so powered up and went around. Next approach same set up, and "flew it" on the main, danced the rudders, got on brakes quick, then "flew it" to the fuel pump. Next hop to MI had same strong surface winds, so with my strip being a 9/27, I put it at county airport with a 18/36 and had my first grass strip touch down right into the wind, felt good. I'll admit I was a lazy C-150 pilot, 20 years became sort of like driving a car - jump in a go without thinking. The CTsw has me feeling excited again, practicing correct taxi / wind flight control inputs, and excited to learn the performance capabilities of what this fine design is. I won't expand on my thoughts for E-SLA plans at this time, focused on flying and having fun while weather remains decent here. My bird has basic panel (and I'm mostly good with that - I fly to look out the window), but will address ADS-B, add minimal glass and instruments (thinking Garmin G5), attend classes on E-SLA & Rotax next year, and have as much fun hanger flying it as I do up in the air! Regards, Darrell
  34. 1 like
    FAA registration database is searchable by manufacture, here is link to all registered in US: https://registry.faa.gov/aircraftinquiry/AcftRef_Results.aspx?Mfrtxt=FLIGHT+DESIGN&Modeltxt=&PageNo=1
  35. 1 like
    I flew down to Page for the fly-in. It had been too long since attending, and I wanted some XC time. It was good to see the group of fellow CT owners. My experience is nothing compared to Tom's surviving the crash. Summary: Weather a major factor. 2 days down, 5 back. Beware mechanical problems. ADS-B is helpful plane to plane, when radar not available. Flight following may not work if one is below the MEA. Longer travel log is in the attached file. I hope it may help other's planning. PageLog.txt
  36. 1 like
    Greetings, new to the group, just purchased at 2007 CTSW with tundra tires. In high speed cruise flight the airplane would start to yaw to the left and continue yawing until right rudder was applied. If I over apply right rudder and it would yaw to the right and continue. With the help of this forum I removed the front Wheel pant and it flies straight as an arrow. Completely different airplane. Went from completely unstable airplane to a pretty stable airplane. In talking with FD USA and the good folks at Airtime Aviation, apparently there were a bad batch of front wheel pants. This pant I believe is still in circulation. There is too much mass in front of the pivot point of the front wheel, which causes wind the catch it inputting ghost rudder pressure. FD USA have the new CTLS pants that can be purchased for $600 but will need some modifications. One of the FD dealers suggested I go to a glass shop and have the front of the wheel pant cut down and re fiber glassed. Hope this helps someone out there. Dennis Yeo - Commercial, ASEL, AMEL, LSRM Roseburg, OR Wildland Fire Pilot 2007 CTSW N208CT
  37. 1 like
    Born in Tipperary, Ireland. Worked in various countries around the world. Came to the USA, the home of aviation in 78. Been a great journey. This truly is a great country
  38. 1 like
    If you have help measure the voltage when you turn the key to start. If the voltage takes a nosedive you need a new battery.
  39. 1 like
    lol. My temp yesterday on startup in my non heated hangar was 55* not to bad w/ no heat or any preheating. Took 5min to get to 120.
  40. 1 like
    Tom, thank you for sharing this. Your humility in being so self-critical in providing your analysis is a testament to your character. And I want to add how impressed I was upon driving up in the van 4 hours after your crash, to pick you and Rich up, to find you smiling. You are really amazing how you handled such a traumatic event. I took that terrific photo of you standing by your totally destroyed plane just hours after the crash, smile on your face, and giving thumbs up. We should all be so collected and able to smile after something like that.
  41. 1 like
    I would warm up at 2500. Prolonged idling can cause damage to the gearbox. For the traditional aircraft there is evidence that leaving the heater on can cause damage. For the Rotax I think there is less chance of damage since the crankcase is not openly vented. That being said I think preheating before the individual flight would be best.
  42. 1 like
    Landing on clear ice isn’t an issue and if u have the luxury of knowing the snow depth and that there are no drifts to contend with, a few inches of snow is not a problem either. This is a dead backwater On the Mississippi in southern wi. When the snow gets too deep, we plow a runway. It’s as much fun as it looks like.
  43. 1 like
    Tom, Thank you for sharing and being so open about this. As much as we would like to think otherwise this, or similar, could have happened to any of us.
  44. 1 like
    Thank you for having the courage and strong character to share your experience with the rest of us. Too many negative variables came together and it just so happened to be your turn in the barrel. I’d be lying if I said I have never put myself in harms way (unintentionally) and if one more straw were loaded in the camel’s back during my hard-won learning adventures, I’d be the one presenting the post mortem. Arnold Palmer would climb down from the cheering throng’s shoulders after a win and escape to the privacy of the locker room, put his head in his lap and agonize over all the bad shots. The lessons learned in your note combined with all of my agonizing is making me a better pilot. Piloting is the ultimate journeyman’s trade. Hope you put the insurance check in the bank and sleep on the flying decision for a spell. Think of how much more experienced a pilot you are now. I’d fly with you as PIC in a heartbeat.
  45. 1 like
    Hello again! I've posted a video on YouTube showing the removal process:
  46. 1 like
    Bummer, you were almost here. See you next time.
  47. 1 like
    I'll bite as I placed a recent order for a new CTLSi. Folks here know the cost. My GA friends are astonished that I would spend $x thousands on a 2 seater aircraft when I could have invested similar $$$ on a used Cirrus, or, a decent used 172/182. My decision was mission, operating cost and future resale value. Moreover, I really do prefer high wing. My "Mission" is to learn how to fly all over again in a safe, proven plane and re-connect with family and friends all over the USA. The plane that I purchase has to be able to travel in reasonable comfort and FD figured that out already. Realizing that there are perhaps greater weather limitations flying an LSA vs a heavier GA plane, I will just have to have slightly more patience than my flying GA peers. Just turned 58, newly retired and sacrificed my hobby needs over the years to build a family and business. Re-starting my flying hobby after a 37 years absence. "Operating Costs and Re-sale Value" are important to me. I don't want to burn 8-12 gals an hour. Getting to the same place perhaps 10-60 minutes slower after flying all day isn't really a hardship, and the gas cost savings will pay for the hotel and a beer. if I were flying on business, that is a wholly different matter because time truly is money. I am flying for pleasure, so I have the time. The FD's have decent resale value unlike say... the Sky Catcher at the extreme end of value loss. As an American, I wish I could have purchased a USA-built plane instead of an import, but the American aircraft companies abandoned GA innovation a jillion years ago in both design and cost reduction. Cirrus is an American (now Chinese) success story, so is Kitfox (their wait for a factory build option was 2+ years... at my age, I can only buy slightly green bananas). Cub Crafters and Husky are amazing planes, however, my oldest son has special needs and we need to sit side by side. The Vashon was incredibly appealing to me, I liked the design and price point. I came close to sending a deposit in. In the end, I toggled towards the FD for two reasons... first, the powerplant is too heavy in the Vashon and once my middle-aged friend(s) and I jump in, there isn't a lot left over for gas. FD and other LSA planes (RV-12) are superior in that regard. Second, I really like the FD Dealer and his team... who happens to be a mere hour away from me. I wanted "new" mainly for safety reasons, i.e., I know where the plane has been, and, I believe Rotax and Dynon have invented excellent products that will be current for the ages. If I decide to trade up to a 4 seater (wife + 2 bikes and luggage for extended trips), the FD CT does have decent resale value.
  48. 1 like
    WHAT A WONDERFUL COUNTRY, Where the farmer can exercise his airplane before going to work in the morning. The grass strip is in the banana field, a quarter mile from my office. The strip is 100 ft wide and 1000 ft long with no obstruction on either end, at 600 ft MSL. Farmer
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