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Showing content with the highest reputation since 05/17/2019 in all areas

  1. 2 points
    I've been unhappy with the shoulder harnesses on the CTsw as they loosen up constantly. So I worked with Barrington Black at Schroth, and we came up with a great replacement set of belts that Arian at Flight Design USA has approved for an MRA. They were right at $1000 for a pair of the rotary buckle versions and while I didn't price it out, the automotive seatbelt flap release version might be $600 a pair. I had been quoted $1800 for the rotary version from Aircraft Belts, Inc. They are set up so you pull the lap belt up to tighten instead of down like the stock belts, which was always a challenge in the CT. They offer a ton of colors for the belts and the buckle. The part number will change based on your color choices, but if you want exactly what is depicted, call Barrington and give him these part numbers: 4-01-KY0223REVA 4-01-KY5223REVA After you give them the order, you need to fill out a form or two to become a customer and to set up a payment method. This was the more frustrating part, but it's worth it. The belts take 8 weeks to be delivered, but could be expedited for a fee to cut that time in half. The fee was around $400, so I was forced to be patient. The belts don't loosen, they are comfortable and fit nicely. I'm extremely happy with them. They are adjustable at the mounting position, so you have some leeway when you install them. I had to shorten the straps about 4" or so. Very easy to do. After installing, contact Arian to get the MRA for your paperwork, which is $65. Here's the USA contact for Schroth: Barrington Black| Senior Application Engineer SCHROTH Safety Products LLC 1371 SW 8th St. #3 | Pompano Beach, FL 33069 (O)+1.954.642.5051 Ext. 336|(F) +1.954.784.3179 barrington.black@us.schroth.com Kent
  2. 2 points
    Just sharing the MRA for others to piggyback on if they're interested, and if they have an S-LSA that requires one.
  3. 2 points
    Here is what I use for refueling. 14 Gallons No lifting No ladder, fuel standing on the tail gate Once empty weighs about 15 pounds Automatic shut off like gas station no more spills Larry
  4. 2 points
    Here are my solutions, the tank in the pick-up is my current. I stand on the tailgate. Here are my solutions, the tank in the pick-up is my current. I stand on the tailgate.
  5. 2 points
    Best flight ever.... my oldest son decided that he was ready to go flying today. Will is a special needs adult and for weeks we practiced staying still, keeping a sterile cockpit while landing and making sure his feet are out of the way of the pedals. He was extremely nervous so we agreed to taxi around the airport and watch and listen to the planes take off and land using the headphones... which we have done countless times sitting in a car in airport parking lots. We started up and taxied 100 feet and he said “can we take off?” Of course... he laughed, pointed at every landmark, never seen a happier person in an airplane. Made it all worth getting the license and the plane. Great day. Posted a photo of the very cool Goodspeed Airport (42B) approach over the Connecticut River, and the bridge. The airport is top left hand side.
  6. 2 points
    I use a small step stool. Put the hose into the tank (after grounding the can to exhaust). Ten turns per gallon. Then just stop short of what I measured with the sticks and slowly fill the rest to top it off. Works well. Hose easily reaches the top of the wing with the tanks on the ground. I can get 11.5 gallons or maybe a bit more into a can and still have room to spare. I use the “PureGas” app to find local gas stations that sell non-ethanol fuel, although I wouldn’t hesitate to use ethanol 91 or above fuel.
  7. 2 points
    I've wanted to do this shot for years but everytime I get close I chicken out. Until this morning, it wasn't a great morning and I was even slower than I like but I did it. I had a small crowd watching me or maybe the sunrise? here's the shot followed by 3 on the way home
  8. 2 points
    The photo below shows the entire Whitney Russel Col. I chicken out because the venturi effect. I just happen to be at 75kts IAS no good reason.
  9. 2 points
    I think the answer is more simplistic. Do you want to spend around $80-$90k on a nice plane or do you want to spend $150k on a nice plane? Because the capabilities difference between a 10 year old CT and a brand new CT are marginal.
  10. 2 points
    Well, the results are in for the Uavionix Tailbeacon with the 3D printed extension and they are very positive. I have included my last flight PAPR report. It was a 4 hour 11 min flight and there were no anomolies during the entire flight and the unit met all requirements. I also had positive confirmation from other aircraft that my ADSB track was showing up on their system with my call sign. My plan is to submit an MRA form to Flight Design soonest to have the extension approved; then it will be available as a certified and extremely cost effective ADSB out solution for all. I hope everyone is doing well and I will keep you posted on the paperwork drill. Best, TargheeDon PAPR_20190531_ADD0B2_402175148.pdf
  11. 2 points
    I’ve decided to leave Montana and move around Reno, Carson City area. I’m slightly interested in selling this beautiful bird but doing so would make life easier for the move. I’m also selling my hanger at 8U8. Here’s the bird 820 hours. She needs rubber done but I do have the parts. Also she’s do for a parachute repack and rocket. A group of 3 people owned it before my purchase 2 1/2 years ago. Prior owners landed hard so one side gear leg was replaced. She flys and shows spectacular. I’ve waxed it twice and it looks like new. $59,995 First one gets.
  12. 2 points
    Yup! I took the pants off the first time or two I flew onto grass, now i just leave them on. They get pretty filthy with grass stains and bug parts, but it doesn't seem to hurt them, and I have landed in grass 6" tall or more. For a nose wheel plane, the CT is a very capable short-field airplane. My shortest grass landing was into a 1200ft strip with 75ft trees very close to the approach end, and a pretty tall and clumpy grass surface. The CT did it easily with a 48kt approach. I posted it before, but here's the phone video one of my big tire buddies took on the ground:
  13. 2 points
    👍 Kalifornia really really sucks! I’m from Riverside Ca and you wouldn’t recognize that city from when I grew up there in the 60’s and 70’s. Sad because it was once a beautiful place.
  14. 2 points
    You may find you can only live happily in Northern Nevada if you keep your CT. They work out pretty well in these parts. We could do lunch Your price is what I just paid for a near identical bird
  15. 2 points
    Thank you so very much for sharing your honest thoughts. You are representing many pilots on this form, who do not post because of the few insensitive know it all who seem to post just so they may earn another star ⭐️ by their name. There are many great knowledgeable pilots here that take much of their valuable time to help others. To those helping, many of us say thank you. Have you ever noticed how many here can not respond to another person or their opinion without some sort of negative input? Who wins an argument? The person who stops arguing first. Not many argumentative people think this way. Go figure.
  16. 2 points
    Marakii, The plane can be, and several have been, flown across the North Atlantic. But from what I’ve read, that’s a difficult proposition. The easier approach is to have it shipped across. The air route generally includes stops in Scotland, possibly the Faroe Islands, Iceland, two stops in Greenland, and one in southeastern Nunavut Territory. The legs are long with few alternates available. And the in between parts are mostly open ocean or barren snow cap. The plane certainly has sufficient range for each leg, but not necessarily enough to get back again, or even somewhere else. So, you have to be sure of the weather before you leave, and have a way of monitoring the weather in route. Your VHF radio won’t help. You’ll need a satellite-based system with a reliable forecaster and the other end. And of course, you're going to need to wait at each stop, for however long it takes, to get the weather you need to go on. I would expect the trip to take weeks. Also, things can go wrong mechanically, so you will need to carry survival gear. For the ocean crossings you'll need a life raft and you'll need to wear a coldwater immersion survival suit the whole time (which would be rather uncomfortable I would imagine). Though these may cost a couple thousand dollars to purchase, they can be rented instead. Between the added equipment, fuel, meals and rooms along the way, it’s probably not cheaper than having the plane shipped across… But it would certainly be a great adventure. Mike Koerner
  17. 2 points
    When I calibrate tanks I use a line clamp on one of the fuel lines where it comes out of the door post to block the transfer of fuel.
  18. 2 points
    he only got pale. Reach over and shut the engine off and watch them cry.
  19. 2 points
    50 knots at 30 & 40 for me to. At this speed I can land in 1K ft. and less all day long. If you try to shave every last knot off one day you may be posting picks here of your smashed gear. There isn't enough to be gained by trying to shave a few knots off.
  20. 2 points
    Lots of people make fun of the egg or refer to a flying sperm .. but CT planes do have a character... but this one just doesn’t look look that great ...
  21. 1 point
    Nice looking, but I can buy Racequip hook & latch style race harnesses from Summit that I know will work well for $70 each. That makes $1000 seat belts more than a little tough to swallow.
  22. 1 point
    I was a little slow on the iPhone and didn’t get the whole roll... Tom P took off @ 0 degs flaps. He was testing the prop. Short but cool vid. Woodstock was recently re-paved. Woodstock is 2,100 foot, thin runway located in a beautiful area of Connecticut. Worth a trip to visit the FD North America shop. Lots of neat airports and sightseeing adventures. Landing here was a milestone for me personally as I am working on my short field capabilities. Next up... grass field. Loved the Andy vids, inspiring.
  23. 1 point
    Hi, Just wanted to add an additional thought or two regarding your search. I've had 650 hours in a carbureted CTLS and (so far) 200 hours in a CTLSi. Overall I prefer the fuel injection of the CTLSi. I cruised at 110 knots in both aircraft, however the carbureted one used 5.5gph and the fuel injection uses 4.1gph. Also, the newer CT has more electrical power available so I have bright strobe lights. When looking for a plane you have to be so careful. Consider avoiding any aircraft that has spent time in a flight school. And, perhaps most important, read the logbooks very carefully. The more complete they are the more confidence you can have in the previous maintenance on the plane. I found what appeared to be a great airplane and asked for the logs. Midway through my inspection I found a one sentence log entry. It read "replaced left wing". Nothing else. That was the end of that particular search. Good luck with your search!
  24. 1 point
  25. 1 point
    Still trying to wrap my head around that . . . it detracted from the whole point. Now . . where were we?
  26. 1 point
    No Monkey! This has nothing to do with wind... you know that. The ball is acted on by two forces: gravity and inertia (g-loads). Gravity pulls the ball toward the center of the Earth... the lowest spot in the tube. If the instrument is level, that will be in the middle. If the instrument is mounted crooked, or the plane is banked, gravity pulls the ball to the new low point on one side or the other of the middle. Inertial forces try to keep the ball going the same direction it was going, just as a cat tries to go straight as you swing it around and around by its tail. While you are turning the ball is trying to go straight. That pushes it to toward the outside of the turn. (Highly-technical content warning: Centrifugal force is not really a force at all. It's just evidence of conservation of momentum). So, a turn toward the right pushes the ball toward the left while a bank to the right makes it fall to the right. You can adjust the turn rate, with the rudder, to keep those two forces equal; in which case the ball stays in the center, your fuel stays where it is, your butt stays in the seat, and the cat goes home happy. If the ball is not in the center either the instrument is not level or you are turning. As Tom points out, the bank may be subtle. The ball is much more sensitive than your butt and even your eye, unless your over level terrain and compare the wing tip heights carefully. Mike Koerner
  27. 1 point
    The main issue with carbs , imho, can be related to floats - it is kind of crapshoot proposition as far as I can tell , some people can go on for years with their floats without any problem while others have to keep changing multiple times and still have sinking or peeling floats. The main benefit of carbs is that you can actually fix issues there rather easily ( most of the time ) while in IS engines , if something goes wrong , it is pretty much replacement time. Still, if I were to buy a plane again, I would go with the IS engine.
  28. 1 point
    I think andyb gave you a good run-down. There are pros and cons to both engines. The primary pro of the injected engine is fuel economy, the primary con is weight. The extra 18lb or so of the injection system gets magnified by the need for dual electrical systems to ensure the injectors always get juice. Don't let the need for "carb maintenance" scare you off of a carbed engine. With practice you can perform a carb sync in ten minutes, I do it twice a year in the late Fall and late Spring. When I checked at at my annual in March, the carbs needed zero adjustment. The carbs need overhaul every few years, but I did that myself too with no prior experience and it was dead simple. My carbs had nearly 400 hours on at the time and all the internal parts looked like they could have gone another 400. I did both carbs in an afternoon. If you have an SLSA Roger Lee can do them for you with a couple of days turnaround. I don't think there's a wrong answer on which engine to choose, they are both great. Either way though, I'd buy a used airplane in good condition with no damage history. A new airplane will cost you 30-50% more, and that's a lot to pay for "new airplane smell" unless you've got enough in your bank account that the extra cost is inconsequential to you.
  29. 1 point
    The force that moves your ball from center is the force that transfers the fuel. You can't yaw without yaw forces. If your not turning it seems to be a steady state with no forces but your left wing will be higher than the right and gravity still works.
  30. 1 point
    photos look as good from niner charlie tango as they did from two charlie tango
  31. 1 point
    Also sometime in 2006 they changed the rudder centering spring to a heavier spring.
  32. 1 point
    Soft brush attachment on a shop vacuum.
  33. 1 point
    I fly around with those big tire types a lot. My CT can land at 80% of the places they can (even with the non-tundra wheels), and is a *much* better traveling airplane. I think for versatility the CT is a tough act to beat in the LSA segment.
  34. 1 point
    I hate to see you sell your ride Buckaroo. Hopefully you can keep it and just move it to your new digs. The price you set seems like a steal for such a clean CTSW with a full panel.
  35. 1 point
    A cheap 3" wide foam paint brush works OK. You can also get some with a lint roller.
  36. 1 point
    I love AZ in the winter for sure. Summer time not so much as I live and worked 20 years in the Palm Springs area. I would really like to hire you to maintain my CTSW tho! I think you’re the best at it but I’m not kissing ass!Lol
  37. 1 point
    Arizona. Dry (no humidity or flesh eating bugs), warm inexpensive cost of living, lots of open land, lots of outdoor activities, fly most any day or ride the trails and lots of support for the people, i.e. hospitals or emergency services, ect... Reno or Tahoe is still too touristy crowded, expensive and cold during the winter.
  38. 1 point
    Just bought an Odyssey PC310 from Amazon. In stock and arrived in a couple days.
  39. 1 point
    I reinforced both headset plugs with rectangular pieces of thicker aluminum (forgot the thickness) on both sides of the bulkhead. You still need to adjust the seat properly. Ten or so years ago I started using Telex Stratus 50D headsets with the Lemo connector (ships power rather than batteries). I had an avionics shop place the connector on the bulkhead behind my left ear. Worked great with the 50D's as the volume control and on/off switches are on the ear muffs. Now that I am using Lightspeed Zulu III's with an inline control box it would be better if the Lemo plug was by my right ear, left ear for the passenger. I may move the plugs.
  40. 1 point
    One or both of them may be leaning against the bulkhead or even used to be, or even contacted the bulkhead and broke the frame. You can inspect/feel the internal carbon fiber frame and if it is broken you can tell.
  41. 1 point
    The low back seats allow you to see the top of the rear support strap. Not the seat belts but the one in the middle that dives down behind the seat so it can provide support. If your seat back is resting against the bulkhead the frame is in danger of breaking and your more likely to damage your headset jacks. If you have ever adjusted your seat you need to check and likely adjust the back strap so it is providing support.
  42. 1 point
    IAW, I agree with Tom. Oil pressure is not a good indicator of oil quantity. It's a binary indicator. If there's any oil at the pickup then you'll see full pressure the oil pump outlet. If there's not oil at the pickup, then the oil pressure will be zero. In which case, you'll need to shut the engine down quickly to prevent it from seizing. There might be some period of time when the pump would be dry and the gauge reading zero until another few drops of oil blow out of the engine, thorough the reservoir and into the pump, at which time the pump would again read full pressure momentarily, before dropping back to zero. So you might say that a indicator bouncing between full pressure and zero pressure is possibly an indication of low oil level. But it's still too late to save the engine. Oil temperature would be no more useful in measuring oil quantity. There are at least four major paths for heat to flow out of our engines. The biggest is surely out the exhaust. Second is probably the heat lost to forced convection in the engine compartment. The third is probably the heat carried from the water at the radiator and the fourth is probably the heat carried from the oil at the oil cooler. All the paths are interrelated in that all provide some degree of oil cooling. Among the heat lost to forced convection in the engine compartment is the heat from the oil reservoir, and it is a function of the amount of oil in the reservoir. However, this heat flow is a small percent of the total. And there are so many variables: outside air temperature, pressure altitude, air speed, angle of attack, throttle setting, mixture, combustion efficiency, timing, etc. It would be very difficult to detect the difference in oil temperature due to reduced oil quantity. At least up to the point where the oil is no longer moving, at which point, again, it's too late anyway. Mike Koerner
  43. 1 point
    Burping the engine and visually checking the oil in the tank is the only way to know. Most don't need oil between changes.
  44. 1 point
    I use 50KIAS and flaps 30. Flaps 40 if needed.
  45. 1 point
    I don't think there is a way to downvote and attach a name to it, so by definition every downvote is anonymous. That's just how the software works. Why are anonymous upvotes okay but downvotes are "cowardly"? Why do you care if you get downvotes? It's not like the forum is a popularity contest, or that upvotes or downvotes actually affect anything.
  46. 1 point
    It is a "bigger" airplane, but, they achieved the same weight as the CTLS. They are using a different carbon layup process... akin to an overbuilt metal bridge designed in the 1930's vs a bridge today... which has the same strength but WAY less material. What I like about the plane is 1) they phased out the chief complaint about the now older design regarding landing-ease. And, 2) there is a space behind the seat that can fit a bike... and/or lots of camping equipment. The new owner has the right idea about technology-investing in products, now they have to invest in a revamped marketing campaign and they will have a winner product for those of us who prefer high wing aircraft.
  47. 1 point
    Yes, we have a couple that do check rides in our CTLS One of them even travels to California for check rides.
  48. 1 point
    Some of my best photo shoots are within 5 miles but above 13,000'. There's virtually no danger that I won't get back and being extremely light gives me good climb rates right up to target altitude. I even lost my engine once but that was from slipping along a very long 13,000' high ridge to keep my wing out of the shot. I got it back very quickly and landed under power.
  49. 1 point
    Check with Coppercity here on the forum. They are in AZ, and do a lot of training in the CTLS. They must have a DPE.
  50. 1 point
    I haven't for 20 years. You have filters in your fuel system. If auto fuel isn't clogging up all our millions of cars I don't think it will bother our engine. Some do like to filter all their fuel and that's okay. It's a personal preference. Your gas station has in line filters.
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