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  1. 5 likes
    Do not disregard this. Read if you have had a hose change on your 912iS engine. This is from me and not a factory alert. It's a hard core FYI. Due to a difference in hose 9.5mm and fitting 7.5, Oetiker clamps shouldn’t be used on the 912iS engine fuel supply hose that attaches on the fuel rail fitting. It could come off. The Oetiker for that size of hose does not crimp down far enough. We are not talking about the Band-It clamp on the fire sleeve. We are talking about the clamp on the rubber hose. I would highly advised before the next flight that if you have had a hose change on your 912iS engine that you remove the top cowl and pull on the right side top fuel hose that attaches to the fuel rail. It may slide off. If you have an Oetiker clamp on the rubber hose remove it and install a Band-It clamp which can compress the hose more and prevent it from coming off.
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    Continuing this thread, hopefully inspiring other new CT pilots/owners: Made it to OSH and back... what a great, efficient flying machine. Below is a copy of a post I made in another forum: First, thank you to all the fine people on this site for answering my questions about flying to OSH, I am grateful. And I put your answers and advice to good use.For me, 96% of the OSH 2019 goal was the flight there and back. I made it, the plane flew perfectly and I learned a ton. The wind cooperated both ways, not a single headwind moment. Average flying speed was 130 mph and I burned sub 4 gals/hour. Astonishingly, I didn't have to stop on the way back, I could have made it back to my home airport in CT without a fuel stop, but I did anyway in Western New York... I wanted to physically stick the tanks even though I could see the physical fuel in the site tubes... and fill up, I am conservative by nature.I realize the lake route was risky, but I spent hours researching the weather the night before. And I weighed the weather along the southern route vs the direct over the Lake(s) route. The WX (rain, cloud and wind potential) was far better over the lake, so I chose that.I never did fly into OSH as airplane camping was closed every time I checked, FDL was my temporary Wisconsin home. It wasn't a booby prize either. It was quiet (slept like a rock on night #1) and several warbirds flew in and out just yards away from us... felt like a very private airshow. Finally, I shoved off at 5:40 AM Friday from FDL without the conga line. For me, it worked well. Photos below...The coolest part flying out was the "FLY Chicago" route. My AA pilot pal turned me onto this route and I am glad he did. The view was absolutely amazing and the Chicago Center controller started a minute long conversation with me about the scenery, etc. What a country !
  3. 1 like
    Just seeing if anyone has any good Cup Holder ideas, Pen Holders, Tablet holders, etc. that give easy access during flight.
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    I don't have pictures of it in my plane, I did double side carpet tape to bulk head, Did not want to drive screws through it. https://www.thingiverse.com/thing:3693220/files
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    Here it is. It lets a huge amount of air in too.
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    I have been asked as well on VFR FF, I did refer to the AIM, table 5-1-3 Since I have GPS and Mode C, I Use /G In the Notes it states: I have not found anywhere what specifies as a GNSS nav, whether it be a IFR certified or not, But when I navigate, I will be most likely going direct via GPS, This is what ATC wants to know. I maybe wrong but that is how I interpret it.
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    Let's be fair here. This is a *discussion* forum. It's not a "tell me only the info I ask for and otherwise shut the hell up" forum. If somebody honestly thinks you're doing something incorrectly do you NOT want them to tell you? I sure would. I'd feel free to ignore their advice, but if somebody has a legitimate concern about my methods, I want to hear it. That's the only way we get better and correct mistakes. Doing something one way your whole life is no guarantee that you're doing it the right way. We see this in aviation all the time and it sometimes gets people hurt or killed. Look at how many old timers have hand-propping accidents, even though they have "always done it that way"...
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    The simple answer to Procharger is given by the compression ratio which on the 100 HP is 10.8. So if you take atmospheric pressure of 14.6 PSI and multiply by 10.8 the answer is 145 psi. I believe that it will be slightly higher if you are turning over the engine at a higher speed with the starter but if you are just pulling it through slowly by hand then 145 is the max possible. (standard altimeter setting of 29.92). Larry
  10. 1 like
    You can do it which ever way suits your fancy, but according to the rotax Line maint manual, Section 12-20-00 page 13
  11. 1 like
    Well...this is a forum designed around CT pilots and owners, not CEOs and aeronautical engineers. I think there is a lot of good information here, but it's the internet and sometimes you get people that are misinformed and/or you won't get along with. That doesn't make it a bad forum, it just means there are actual human beings involved. I'd love it if there was an official FD forum with news, technical information, and opinion areas on how to fly there fun airplanes. But there's not, and this has been the next best thing for many years. Given the lack of a support forum for CTs, I find it puzzling that FD doesn't have more presence here providing news, dispelling misinformation, etc. Oh well.
  12. 1 like
    Have a look at the file attached: this will help you to understand better why it's needed to slowly turn the key when doing the A/B line key... SN-LTUL-CT-Supralight-02.pdf
  13. 1 like
    There is a nice video explaining the story behind some of these checks and overall how the IS engine works:
  14. 1 like
    Great trip Todd. I buy my spark plugs at Advance Auto. The parts number is 4339 and if you buy them online, there is a 20% discount.
  15. 1 like
    I just returned from a 30 + day Cross Country trip from Phoenix - Cape Cod - Oshkosh - and Back to Phoenix and put 64 Hours on this trip. I am in the process of changing the Oil and Plugs and need a few suggestions on where to find some of these products locally if available. * Wacker P12 - anti seize for the plugs or equivalent * Best price and location to order the DCPR7E Spark Plugs * Crush Washer for the Oil Tank drain plug * Torque Specs for the Spark Plugs * Torque Specs for the Magnetic Oil Plug
  16. 1 like
    Don't know if this will help, but this is how I have my weight and balance profile setup on foreflight. This is for a CTLS. You will need to change the empty weight and moment/cg on the setup page, and probably the cg arms for the seats and storage compartments. This comes extremely close to what I get doing it by hand. Let me know if you need any help setting it up. If you can get me the empty weight details, I can make you a profile and send it.
  17. 1 like
    The crush gasket, sparkplugs, and paste can all be ordered from CPS or the like. The sparkplugs should be DCPR8E. You might be able to get them from NAPA or the like, but be aware there are 2 types with the same number, and one of them wont work. The heat paste you can order through Amazon. I order the gaskets through my Rotax distributor. I haven't looked for a local source. I would suggest looking up the torque specs. The Rotax manuals can be downloaded for free.
  18. 1 like
    We had a "good day" window here in Connecticut between snow storms. I felt confident enough to take my 20 yo son up to the famous Sky Acres airport restaurant in NY State (44N) as my first pasenger . Sky Acres is a 70 ish mile trip from home. My in-shape son and his out of shape Dad filled the tanks up to 1,250 GW... the most weight I had experienced in the CT before without a CFI. We still climbed out at an honest 800 fpm and I wasn't trying. It was a bit breezy, mostly just a glancing cross wind down the runway so I decided to land at zero flaps. Final was too fast because I came in too high but managed to get it on the ground in time for the first turn off. Had a great breakfast and quickly got back in the plane for the flight back as the clouds on the horizon looked a tad on the dark side... Getting licensed again and buying the plane were fun... but there is nothing in this world more awesome than taking a family member up flying to "get breakfast". A milestone I have been dreaming about for years... I admire the young pilot/Dads and Moms who are taking their young children on flying adventures... nothing beats it. Fly safely everyone, Andrew
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    New student pilot here (20 hours total flying when policy was setup) with a 2012 CTSLi that I purchased. For $1,000,000 liability and $115,000 hull insurance w/ a $0 deductible I am paying $1720 annually.
  22. 1 like
    Thanks. On my ADS-B IN it looked like a hornets nest around 1030. They sent me to Green Lake to line up as 36 was closed for a short bit and everyone was landing on 27. Once I got in line 36 opened up again so the delay was minimal. I've got a buddy with a house just right off of the south side of the end of 27 so I just parked and walked over. Crazy amount of planes there. My first time to go.
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    Woohoo! I got in Tuesday morning on 36L, yellow dot. Flew out this afternoon. Short visit but awesome!
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    Thanks again gentlemen! My head is about to explode, been trying to absorb a bunch that I don't know about ADS-B and about flight planning. Just thought I would say that it is looking like Garmin GDL 82 ADS-B Out kit (which is TSO'd) and a Dual XGPS 170D Receiver would be my safest way to go. I still would like a built in ADS-B Receiver so I'll look around and mull it over some more. Oh, forgot to mention, some may not know, the XGPS 170D is compatible with Avare and ForeFlight. Again, Thx to all, ET
  25. 1 like
    Hi All, Replying to my own post here in case someone else needs some help finding a DPE on the west cost: In addition to the leads earlier in the thread I found: Sport Pilot DPE: Liknaitzky, Matt in Torrance CA Emonds, Jason in Cave Junction OR Privet Pilot DPEs willing to administer a test in the CTLS: Ramond Beverly in Eugene, OR Uwe Britsch in Klamath Falls, OR Chris
  26. 1 like
    Lots of snow in California
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    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.
  28. 1 like
    I was invited to go out with the airport "guys" for my first $100 hamburger lunch in the plane, ... 1 Bonanza, 2 Arrows., 1 Navion... and me in the CT. a total of 7 people. I flew alone, I left early to practice some t's and l's at home base (Chester, CT - KSNC) and then I turned the autopilot on and flew the 77 mile trip to the Mansfield airport in MA (1B9). Today's trip was a long trip for me and I didn't want the folks to wait. We all parked on the tarmac and as one guy said "nice toy". Meanwhile, I get a text out of the blue from my instructor: "if you are planning on flying today, wait until the end of the day, it's really really sporty" I texted back, too late, I flew to Mansfield. All at lunch mentioned how bumpy the ride it was. Our home airport is infamous for crazy winds and shear. Today didn't disappoint. Glad to hear at lunch that I wasn't the only one being tossed around during the trip to Mansfield. I do note that when the flaps are set at -6 degrees, the ride became smoother. The ride was indeed bumpy, but not "bad" honestly. I was bummed when the 43 minutes trip ended, I was having a blast. I left Mansfield first as I had the slower plane, the other guys followed. The Bonanza made it back to Chester first. The Bonanza guy mentioned on the radio that the landing was a little crazy... and the Cessna in front of me went around. This isn't going to be fun at all... I got into the pattern and the plane started getting tossed around but still in good control and I landed without a problem. The other planes came in. One of my pals called me and mentioned that he was impressed how the "Light Sport" handled in the shear and crosswind... and that I was welcome to go on any of their trips. I was invited to fly with the group to First Flight in North Carolina in May. Going over JFK is daunting, but... need to rip that bandaid off soon. Bottom line, the CT is a great performer. Anyone who is looking to buy/rent or learn in one, don't let the small size fool you... it is a good handling and comfortable airplane.
  29. 1 like
    An update... for any new CT fliers interested in my new pilot / new CT learning curve... I have about 20 hours in the type now. Just returned from "X-wind class"... flew 5 circuits alone in my home airport pattern which is known for wacky shear as it sits up on an exposed hill with lots of small hills around and the hangar positioning adds an element of interesting winds, you get the point . 7-9 kts direct cross winds,... dancing sock, lots of gusts. Had to pull the band aid off at some point, today was the day. The results were better than expected. The key, as many have mentioned on this site before, is the Consistent pattern set up and a slow landing. I landed with 15 degrees of flaps and concentrated on where the plane was pointing as opposed to landing at 0 degrees flaps and adding speed... On my second circuit, as I was taking off and only about 400 feet up.. the Dynon yelled "Traffic". There was a Cessna coming literally right at me... I called out on the radio and abruptly asked him his intentions. He was on an IFR practice approach without announcing himself. Thank you Dynon !! I crabbed on Final right until touch down and tried to consciously keep my downwind wheel off the runway... I don't know if accomplished that, but, I landed straight at all times. Maybe the downwind wheel was up until the last second? Not sure. I was pleased with the results today. My arms and feet are developing the muscle memory required and I am getting better at creating runway aiming points and keeping the flairs low(er) to the ground. I am keeping the nose wheel off the runway for a spell for the first time ever... I watched a fellow CT owner/pilot land recently and he kept it off the ground for a long roll out. Makes sense to do so. Earlier in the week, I tried a 30 degrees landing solo for the first time at a short airport. Awesome results. When the 30 degrees flaps are deployed it is like hitting a brick wall (in a good way) and when forward stick pressure is simultaneously applied, the speed gets very low, the angle of the plane while landing is natural and the resulting roll out is very short. Bought Foreflight and an iPad. Had some technical issues with installation as each Dynon requires a WiFi dongle. Will install as soon as I get the dongles from Dynon and report back. Looking forward to updating Flight Plans as I start to make trips. My longest thus far was only about 90 miles... it felt like a real accomplishment however. If I am to make OSH this summer, I have a LOT to learn before I go. This plane is a blast to fly... be safe out there.
  30. 1 like
    The brake lever is the same, but the MC's are different internally. I had them tested back in June of 2007.
  31. 1 like
    The caliper piston keeps the pads right up near the disc. Those springs which you usually don't find in other brakes keep the pads up against the disc so the disc (because it can move back and forth) won't push them away. When this starts to happen you will have to start pumping the brakes to get them to work. This is one reason a huge majority of us went to Matco's. The Marc's have heat fade and many of us had to pump the brakes up to get them to work. The Matco MC puts out almost twice the volume and pressure. The other issue is those Italian's made the disc float and the caliper solid which is ass backwards from what most do with a floating caliper and a solid disc.
  32. 1 like
    Good point Andy. Too many times I see Matco wheel nuts either way too loose or too tight. Matco's do drag more than Marc's because of the type of bearing difference. The Marc's are a standard round ball bearing and axle nut torque makes no difference, but the Matco's use a tapered roller bearing and do a a specific torque and because of this they do have some drag over the Marc's which is normal.
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    It's normal. The brake lever never goes all the way back and if it did it would be broke. Giving it some throttle to roll is also normal. Don't over think your aircraft. Just go have fun, but never ever be afraid to ask questions here. That's how we all learn.
  34. 1 like
    If they got wet in that kind of cold they could have ice.
  35. 1 like
    Then they may be worn too thin and on rivets or you may have a brake fluid contaminated pad or one that's been overheated. Time to take a look.
  36. 1 like
    Need so more info. Do you have Matco's or Marc brakes? It they are Matco's have you worn the pads down to the rivets? If they are Marc's are the pads too thin and now the puck isn't is sticking out too far and isn't releasing enough and or you rubbing on the metal part of the pad?
  37. 1 like
    Thanks Gary, good stuff. I wish I could wake up to FL flying weather every day...; ) So, if weren't for an App I put on my iphone a while back, I wouldn't have been able to fly today. The app's name is "Windy". It is free. I got up early hoping that last eve's weather report was going to improve and I would be able to go on my first "real" solo trip from start to finish. The general weather report looked bleak, especially the wind speed/direction. I pulled up the Windy app which reviewed my airport in CT and it revealed "calm". Cool. There is another "Windy" screen that reveals the general area around, I am guessing, about a 100 miles radius, that showed that my airport was a hole in a doughnut of calm, 3-6 knots winds for at least 2 hours. The doughnut wind was gusty up to 25 knots. Off I went. Ok, so here is the learning section. I made a bunch of mistakes. Lesson #1, CHECK LIST First... Figuring I would start the engine first -- so as to not wear the battery -- and then go into the "before engine start" checklist ... bad idea. The engine wouldn't start. Dammit. Ok... I had neglected to put the red-directly-in-front-of-my-face-can't-miss-it... gas valve into the "on" position. Once on, the engine started right up. Suffice, I will never do that again, no matter how cold it is out. The good news, is that the engine won't start if the gas valve isn't on... good job FD engineering team. Lesson #2: On takeoff, my plane was magically being pushed to the left of the skinny runway? I wonder why? "Because you moron (I started talking to myself in the airplane now) you forgot to plan for the direct 5 knot cross wind pushing your plane to the left" Next time, and for every time for the rest of my flying career, and no matter how excited I am, I will see that sock and rest the stick to the opposite side until liftoff and after liftoff. Lesson #3: On landing today, the wind was squirrely, i.e. the sock was left, right, around... it was a heavy, moisture laden wind, but "only" about 5 knots... my setup was passable, I came over the #'s a bit fast, but I didn't dial in (my brain) the cross correctly, the plane started over to the left again... my bank/rudder combo was quite bad. I landed without a lot of runway left. Moral to this story... I should have gone around for sure and dialed in the experience I just had into landing #2. The key I believe is the dialing things into my brain BEFORE I land... meaning, anticipating my every move based on speed, height, wind, etc... as I look down the runway. Fortunately, there were very few people at the airport to see my C-level display of airmanship...; )... my best airport friend happened to be picking up something from his hangar and he saw me take off and he was amazed at the CT's climb performance... I asked him if he saw me moving to the left and he said he did not as he was to the side... As I was taxiing to the hangar I saw the sock and in fact the wind came (was most likely) from behind me. A first. 10 minutes later a plane landed on the opposite runway. Anyway, so much for closing the thread but I like to share my learning experiences if it helps someone out there... Andrew
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    Cost to overhaul is $12K - $13K. A new motor today is $17.5K. Sell the old one for $5K - $6K and put that money towards a new zero time engine. As it stands right now most just go on condition at TBO. Rotax wants the engine's TBO'ed, but the FAA says they're okay with on condition. So pick what side of the fence you want to fall on right now. Personally I would go on condition and save the money and wait for a ruling from the FAA. If they rule for TBO then the money is still there ready to go. I have some friends with 3K - 4K hours on their engines with nothing more than the regular prescribed maint. from Rotax. There are people with CT's that are easily over 2K hours. I talked to the FAA a few weeks back and the TBO issue is in legal right now and has been for a few months, but a ruling won't come out for a year or even two.
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