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Showing content with the highest reputation since 03/22/2018 in all areas

  1. 2 points
    On Skyvector, if you locate over the Grand Canyon it will show a button in the upper right for the Grand Canyon VFR chart which shows the same stuff as the figure above here in Foreflight. Cheers.
  2. 1 point
    Unless you have flown both airplanes a fair amount the difference is something you may not realize. If you make good landings in both airplanes it doesn't really matter. If you make bad landings both can be broken. The difference come in the not so good landings that are not bad enough to break anything. If you drop the CTSW in just a little bit the spring rebound from the gear will bounce you back into the air. The CTLS gear will absorb the drop without much rebound giving a solid feel when you touch, and the airplane tends to stay on the ground. Because of this it is harder to make a nice feeling landing in the CTLS compared to the CTSW. The landings have to be perfect to be completely smooth. The CTSW gear is a little softer you don't have to be as perfect, it allows for a little more margin of error.
  3. 1 point
    Fuel injected rotax has a very different design and purges air in the system. it has a fuel pump that constantly circulates fuel from the header tank, through a fuel filter, through the fuel rail, and back to the header tank where air and fuel separates. The top of the header has a small line for air to escape back to the left fuel tank. The carb designs do not do this.
  4. 1 point
  5. 1 point
    There is a CTSW at my field so I will see if I can use it for a ground test.
  6. 1 point
    You got to fly something in the meantime ... 2 years voluntarily without a plane seems bordering on cruel and unusual punishment.
  7. 1 point
    Airtime Aviation in Tulsa has a large selection of Flightdesign parts. We have simple items like new brake pads and rubber hoses to used CT parts like ailerons and leather seats. Give us a call If there is any odd ball items you need.
  8. 1 point
  9. 1 point
    It might be worth taking a look at you airplane operating instructions. There lots of good info in there.
  10. 1 point
    It transmits on 978 Mhz (20 watts nominal), but receives on both 978 Mhz and 1090 Mhz.
  11. 1 point
    Ed a valid pick up on my last grammar, I should have said for a given amount of rudder. Another point is that I am not picking on C172's it applies to the majority of aircraft.
  12. 1 point
    My comment wasn't just for your sake, but others who might go out and try this on their own. You are correct that recovery should be straight forward, yet there are still stall spin accidents that happen every year. When that stall happens un-expectedly it is different than when practicing and you know it's coming.
  13. 1 point
    Always balance tires. Wheel pants will vibrate, but you can fix that. Remove any rubber piece on the backside of the wheel pant. Place a large fender washer on the backside between the wheel pant rod and the outside of the wheel pant. This will sandwich the wheel pant and keep it from moving and vibrating and letting the threads on the screw eat the hole out larger. Tighten that wheel pant screw tight. The pant should not be able to move. I have done this on every single CT that has come through the shop. Do the same for the front wheel pant. Place a large fender washer on the left side and the right side, but on the right side add a plastic or metal bushing about 3/8" long because there is a space there and you don't want to squeeze down the pant in an un-natural position. The spacer goes between the wheel pants and the spacer and the spacer is against the front wheel axle. Make sure these screws are tight. I find these screws too loose way to often. This will cause vibration, but more importantly cause the holes to wear out and cause the hole up inside the front wheel pant that sits over the positioning pint to wear out. With washers on both sides of the wheel pants and NO rubber make sure all these screws are tight. Between the tire balance and the fender washers on the inside of the pants the problem will go away.
  14. 1 point
    That sounds narcissistic. And stop being so condescending. I have plenty of experience in mountain flying, unless you consider flying around Mt. Rainier, Mt. Baker and the Cascades Range otherwise. And I don't mean at 35,000 feet.
  15. 1 point
    Roger, it is certainly your choice to work on or perform an inspection on any airplane. Anybody can do anything to any airplane. the difference is they can legally do it to an experimental. You are incorrect in stating that ELSA maintenance be performed in accordance with manufacture instructions. Nothing has to be returned to original. When you sign off a condition inspection you are only signing that you have inspected the items required by CFR part 43 appendix D, and that the airplane is in a condition for safe operation. If something is unsafe, fix it or don't sign it off.
  16. 1 point
    I know nothing about negative flaps, but it's not hard to see how some amount of negative flaps might produce less drag than zero flaps and therefore result in increased glide distance. The question then is, what airspeed results in the longest glide distance. Once you know that, any airspeed lower or higher than that will result in less glide distance in zero wind condition. Add a head wind, and you need to increase your airspeed for best glide distance.
  17. 1 point
    That's exactly what I'd want it for Ed...inadvertent IMC in proximity to terrain.
  18. 1 point
    I stand by what I said. The published 15° @ 63kt setting will leave you short of the field you would have made at a variety of speeds at neg six.
  19. 1 point
    I have found the 14:1 glide ratio published by FD to be optimistic. 12:1 might be closer, but I always assume 10:1. It's easy to calculate distances that way, and it's conservative; you might reach a place you were not sure of, but you can definitely reach anyplace in a 10:1 glide distance if you do your part and the winds are not howling against you. After some testing, I like the -6° flap setting at 78-80 knots for best glide. I tried using the factory 15° @ 63kt setting, and the glide distance was much lower. Using my settings you just have to make sure you go to a landing flap setting at some point. I usually wait until I know I will make the field and then add in flaps to 15°. Once I'm on short final (or if I look high) I go to 30° flaps, and maybe 40° depending on what the landing zone looks like.
  20. 1 point
  21. 1 point
    We use the river house all year round. It’s only 1.5 hours by car from our real residence and a lot closer to my office, so it’s not really a vacation home as much as 2 Nd home . I will try posting a few pics when I get to a real computer.
  22. 1 point
    We land on the ice in a backwater of the Mississippi where we have a vacation home. It’s a lot of fun. When the ice is bare and wet and obviously very slick, you have to throttle up to get rudder authority and turn the AC in the opposite direction to get stopped. If the ice is dry or has a bit of snow on it, it’s not a problem getting stopped at all.
  23. 1 point
    Okay, I totally agree. Got to do it again today and I got all excited.
  24. 1 point
    And the winner is............Gunk in the Carburetor Bowl! Three different kinds, actually. I'll start another thread on this - I'm hoping for a teachable moment for someone else, and a learnable one for me. Now that the bowls are clean, the engine runs great with no hint of roughness at any RPM.
  25. 1 point
    I made up tables comparing power loading and wing loading of the SW versus a couple of other lights sports and several GA airplanes, It is attached. LSA Loading Comparison.pdf
  26. 1 point
    I installed a new internal battery in my Skymap IIIc today without too much difficulty. The existing battery had gone down to 0.12V so was unable to save the volatile memory. So as to be absolutely sure I didn't 'zap' anything, I bought an anti-static wristband and antistatic mat. The only tools you need is a 5/64 hexhead to remove the screws and a 1/4" AF socket to release the aerial co-ax plug. A good quality temperature controlled soldering iron also makes life a lot easier. For anyone contemplating doing the job themselves, there is some helpful information here:- http://www.fixya.com/support/t2151860-need_change_memory_battery_in_skymap and here http://www.piperowner.org/forums/topic.html?id=90183
  27. 1 point
    Thanks Roger. Also I should have mentioned that should anyone need to buy a new internal battery....here is the link: http://www.digikey.com/scripts/DkSearch/dksus.dll?vendor=0&keywords=439-1015-ND
  28. -1 points
    @FlyingMonkey I have a panel roughly like yours and my 496 in the center isn't the 'center piece' it once was. It would be nice to have what you are installing but so similar to what is on my tablet already that I'm not sure it makes sense to me. Am I missing something?
  29. -1 points
    I spent 2 hours in high Sierra canyons yesterday, most of the time in an extended turn that leaves me envisioning the space that I am flying into in my head. See below, I now do 'stitched panoramas' which means I have to be in a turn for each shot as I capture it up to a dozen times in a turn. I have syn vis that works well and is big and primary. I never look at it I only look out the windows. It can and will save my bacon if I get enveloped in smoke or go IMC but otherwise I prefer to watch all the visual clues out the skly light and various points and watching it on the syn vis is just one more complication that I choose not to add. Sunrise in the Russell Whitney Col. Sunrise at 13,000' Lake Tulainyo Mt Whitney and friends
  30. -1 points
    For that I 'go 100%' and it works easily. I have a box out 3 minutes in front of me so I can line up and put the box on the runway and fly an approach into anywhere.
  31. -1 points
    As long as you intuitively understand the limitation and see the view being provided not as an indication of your altitude but rather a simple banked turn to point the screen in the same direction as flight. The 3d depiction can be useful in low visibility in nav and awareness without aiding with attitude. I do agree you should get the AHRS because attitude is more useful than syn vis most of the time.
  32. -1 points
    I have been flying with syn vis using AHRS for over 10 years now. I know better and stand by what I said.
  33. -1 points
    And just what are you using the synthetic vision for, scud running? If that is the case, it is a recipe for disaster . . . ten years or not. If you are not using it for that, then disregard.
  34. -1 points
    We disagree completely. Perhaps the fact that I fly through hundreds of giant obstacles that stick up to 3 miles into the air and you live in Florida has something to do with it?
  35. -1 points
    When for no reason you suggest I scud run it naturally puts me on the defensive and I'm sincerely trying to understand how you can't see the value of the additional information supplied in low visibility or obscured situations. no offense intended
  36. -1 points
    You made me think. Did you fly the Cascades with syn vis or was it before the day? I have a handful of trips to Oregon / Washington and in every case I crossed the Cascades twice and did mountain flying while I was there. Syn Vis in the Cascades, in general is far less helpful then the Sierra because of the lower elevations and nature of the terrain. In the Sierra unless you cruise near the flight levels you are down in canyons and drainage where canyon exit and route avoidance issues become daily concerns. I'm flying in extreme terrain 3-5 days a week which makes me cognicent of issues that are aided with syn vis because I'm working out these canyon problems multiple times on every flight. Its just the project I'm working on and the place I live. To show how much I agree with you I do often do a complete hour flight, and only referenced my panel on take off and landing, I do look out the window even when my bank is steep and I can't see. Looking outside is primary and yet once in a while the syn vis either makes what would be a tough flight easy or provides additional info that can keep you from ever entering a canyon that out the window you can't yet see the dead end. --------------------------------- Think about the recent fatalities with the ICON. They mistakenly entered the wrong canyon and couldn't exit and where down near water level. With syn vis they could have / might have noticed that beyond the canyon entrance was trouble and not the opening they expected. -------------------------- I have been to the first 2 Page fly ins. I witnessed from above CTs enter Lake Powell Canyons. They are of the type that are entered blind and syn vision there could help confirm a canyon choice. Personally I stayed above the rim. --------------------------------- This is syn vis of Lake Powell where the CT has 4 options and one might be a pretty bad idea. This is the type of case that I would confirm my choice before I made hoping it was a good one. As I said before I watched other CTs do this from above.