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  1. 5 likes
    My 28 yo son Will and I went on his second ever flight in the Flight Design. Will has Cerebral Palsy and intellectual disabilities and other health issues that have kept him from flying with me over the last year. We learned on last year’s flight that Will had difficulty keeping his feet still, especially during landing as he gets very excited... so... we had to get one of those fabulous metal guards that are featured on this site. Ultimately, I couldn’t buy one or have one built. Out of the blue I received a note from Okent announcing that he will build one for Will... months later we received it in the mail. And he wouldn’t accept any compensation. Who does that these days? Will felt well enough to go for the first time in ages so we went... it was hot and we had an almost direct cross wind with the infamous KSNC (Chester CT) shear thrown in... fortunately it wasn’t bumpy except on Final. The flight was a blast. Will is a bridge nut and we flew over the local bridges. The railroad (Amtrak) bridge that crosses the CT River was up letting the boats through... he loved that. When we landed I asked Will to grade my landing on a scale of 1-10, 10 being the best. I was awarded an “8”, and he later added with a belly laugh “for a really bad carrier landing”... he was right ! we put the plane away and he asked if I could take a video of him standing by the plane... he reached in to his side and grabbed the guard and he wanted to pass along his thanks... completely unrehearsed. Our family is super grateful Okent... we will pass it forward as soon as we find the opportunity. Thx !! Click on video... here... https://youtu.be/T9UcoiZkb4s
  2. 3 likes
    It's stories like this, all through aviation, that remind us why this pursuit is unlike any other group / interest that people do.
  3. 2 likes
    Okay I'm back and the story of my demise was greatly exaggerated.😂 It was Fly Monkey had my evil twin lock me up so he could catch up on post numbers, but I've escaped 🤣 Hi Andy. Just kidding. The carb bowl check in the video works for either the SW or LS. It is actually easier on the LS because instead of the early SW stainless steel fuel tube the carb is fed by the Teflon hose which is very flexible and allows you to turn the carb a lot more. All you need to do on the LS to have more wiggle room between the carb and air intake socket is take a 10mm wrench and loosen to the last 2-3 threads the 10mm nut in the center of the airbox with the rubber isolator on it. Takes 10 seconds. Also loosen the clamp on the carb on the air intake side so the carb now pops out of both rubber mounts. I use this method on LS annuals when I check the carb bowls for debris and weighing of the floats.
  4. 2 likes
    Sheesh, sorry I attempted to give some help, and that I committed the grave sin of posting an answer didn't meet your exacting standards of direct personal experience. I doubt you'll find anybody with personal experience though, because it's frankly kind of a dumb idea. Could you do that to your control surfaces? Um sure. What would you gain? A half knot? BUT... the slotted flaps rely on blow-through air to generate their effects, so you are interfering with how the flaps function, and slowing or hindering that blow through air will affect stall speeds and flap effectiveness. Though I have never stood out on the wing of a moving airplane and measured airflow to get "direct, personal knowledge" here's an excerpt from Bold Method: By opening a slot between the wing and the flap, high pressure air from the bottom of the wing flows through the slot into the upper surface. This adds energy to the wing's boundary layer, delays airflow separation, and produces less drag. The result? Lots of additional lift, without the excessive drag. And from the Wikipedia entry on slotted flaps: A gap between the flap and the wing forces high pressure air from below the wing over the flap helping the airflow remain attached to the flap, increasing lift compared to a split flap.[11] Additionally, lift across the entire chord of the primary airfoil is greatly increased as the velocity of air leaving its trailing edge is raised, from the typical non-flap 80% of freestream, to that of the higher-speed, lower-pressure air flowing around the leading edge of the slotted flap.[12] Any flap that allows air to pass between the wing and the flap is considered a slotted flap. The slotted flap was a result of research at Handley-Page, a variant of the slot that dates from the 1920s, but was not widely used until much later. Some flaps use multiple slots to further boost the effect. But maybe they don't teach that in glider school. 😎
  5. 2 likes
    This is just some info on a Garmin autopilot. I just installed dual Garmin G3X touch screen EFIS systems in my SW and it has been great. All G3X systems contain a very sophisticated autopilot which can be operated within the EFIS or with a separate analog stand alone analog unit. My CT had a Trutrak autopilot however could not be integrated with the G3X. I had been thinking of installing the garmin servos for some time to take advantage of a much better autopilot. I discussed this with Garmin and they said that the servos would not work in the CT. Prior to talking to Garmin I had extensively researched the drawings and torque forces of the servos and was sure they were wrong. I purchased the servos and panel control unit and was able to easily install them in the original brackets, everything fit perfectly and with the Can Buss data system only 5 wires per servo . The roll servo does not need a torque enhancer due to the servos having 60 in lbs of torque as opposed to 30 for Trutrak. Also the Garmin servos have 0 force resistance when not in use which makes the flight controls lighter. The flight tests went very well and the autopilot has functions only found in very expensive high performance aircraft. According to Flight Design I have the only CT to have this system. I am posting this to inform others that this is another option for at least ELSA.
  6. 2 likes
    Yesterday at 1 pm we had a bearing fail on our under mill oscillator. This is the large shaker pan that all material going through the auto shredder drops on before being transferred to the takeaway conveyor. We located all 4 new bearings near St Louis, which is 7 hours away by car. I called a friend in the business near St Louis and had him send a runner over to get the parts picked up and head north out of town. We needed to be running the next morning, so I checked the weather, and hopped in the CTLS, and departed South from our 1200 strip at our recycling facility where the auto shredder is located. Met the parts runner at KPPQ, and loaded the two X 107 lb bearings on the front right seat, one of the 64 lb bearings on the right front floor, and the other 64 lb bearing in the left baggage compartment. The weight and balance worked out great and the AC handled normally. Landed back at the yard at 5 40 pm where the maintenance guys were waiting for the bearings. We were shredding on schedule at 4 30 am this morning. CTs can haul freight....:)
  7. 2 likes
    If you mount them on the outside of pant, and bend to 45 degrees, they double as a curb feeler. I hear those were a thing back in the 70's?
  8. 2 likes
    With all that is going on thought the world and our nation, this bring a great smile to my face and know there are still good people out there. Thanks to you both to allow us to enjoy this little piece of joy. Jeremy
  9. 2 likes
    I can't really express how happy I am that you can take your son flying. I'm so glad the footrest was useful. Please tell your son that he is very welcome and thanks for the video!
  10. 1 like
    Thanks guys. That's nice to say. I'm still here if anyone needs help. .
  11. 1 like
    I am considering selling our 2014 CTLSi. It meets the 2020 ADSB mandate and just had the 5 year rubber replacement done with the annual inspection in January 2020. Garmin 796 and upgraded Garmin NAV/COM Radio. Tundra Tires. It has about 250 hours total time. I really enjoyed this plane and it served its purpose of getting me back into flying, but I am ready to move on to something with more seats, faster and IFR capable. I need to take some pictures, but these are just a couple I had on my phone. I'm thinking about asking $125,000. I'll probably put it on Barnstormers when I get some more pictures. It is based at Marion County, SC (KMAO) about 40 miles from North Myrtle Beach, SC.
  12. 1 like
    If it is a CTSW make sure to reinstall the screw that goes though the leg fairing. If you don't it can slide down and out of place.
  13. 1 like
    This seems to be a hit or miss problem. Cdarza has seen this with two bowl sets and hasn’t been using ethanol. Warmi’s look factory new after 8 years. Procharger uses ethanol but flies regularly and his are like new. Another guy I know uses ethanol, flies the crap out of his airplane, and has had a power loss event due to corrosion. It’s happened to me but I’m managing it. My takeaway is - don’t take it for granted that your bowls are OK. Take a peek every once in awhile.
  14. 1 like
    Flarm is a collision avoidance system widely used by sailplanes, especially in Europe, and often required in soaring competitions, including in the US. Flarm has been around for about 15 years. Like ADS-B, it's based on aircraft periodically broadcasting their GPS coordinates, and listening for the coordinates of others. Where it differs from ADS-B is in the computations it makes to determine the threat level. It looks not just at the speed, position, altitude and direction of travel of the other aircraft, but also at the rate of change in direction and altitude. It computes where each aircraft will be in the future, assuming they continue around a turn if they are in a turn; and based on that decides the level of warning needed. For sailplanes, which often fly very close to one another, even within a wingspan, especially while thermalling, this computation is particularly important. A sailplane at exactly your altitude, directly across the thermal from you, in about the same 45 degree left-banked turn as you, with about the same airspeed and climbing at about the same rate, is not really a threat, even if he's only a couple hundred yards away. He will sweep through the airspace you currently occupy within 10 or 15 seconds, but by then you'll be in the airspace he currently occupies. At contests, where there might be 20 or more sailplanes in the same thermal, you don't want the system to issuing warnings unless there is an immediate threat. The system available in the US is called Power Flarm. It is compatible with ADS-B in that it also receives 1090Hz ADS-B broadcasts (not 978 UAT) and includes these among its potential targets. However, it does not provide ADS-B out and therefore cannot be used in rule airspace. It broadcasts on a different frequency. In the US, where Flarm has only been adopted by gliders (as far as I know), there is absolutely no need to equip a powered aircraft with Flarm unless you often operate near an active gliderport with a substantial number of Flarm-equipped sailplanes. The Flarm feature on your light is interesting. I assume that if it receives notification of a potential threat from an on-board Flarm unit it will start blinking extra bright or extra fast until the threat clears. I've never heard of this before. I wonder why the light wouldn't just blink faster or brighter all the time unless there's a power (certainly on sailplanes) or heating issue. Mike Koerner
  15. 1 like
    Cdarza - nice video/pics. This illustrates the problem nicely. I’ve been checking the bowls every 3 months, and that seems to keep it under control.
  16. 1 like
    Reminder - Clean those carb bowls. I was doing a runup and had the engine stumble. From 4000 rpm, lost roughly 100- 200 rpm and was 'grumbling' bad. This was whilst i was doing a 'mag check' so initially i thought it was a problem with my recently overhauled modules. When i was switching to "1" then "2" then to both i would sometimes getting a big drop and the engine roughness on "1" and then when i would switch to both and go back to "1" it was running fine again. I repeated this many many times and sometimes rough and sometimes not. Eventually i inspected the bowls to find all that dirt in there. Argh. After cleaning, start up and 15 mins of repeated "1" "2" "Both" mag check it didnt produce a big drop or engine roughness anymore. I hope this was the final cause of the rough engine. video-1593137735.mp4
  17. 1 like
    If it were about money none of us would go near personal airplanes.
  18. 1 like
    Washington Island CTSW Vlog Like, subscribe, ring the bell, comment.
  19. 1 like
    Solved the noise situation. Assumed it was most likely the antenna ground as that is frequently the source of degraded radio signals. The coax connector was clean and tight. The 4X mounting screws, which provide electrical connection to ground plane plate were the issue. Two were loose with zero clamp force developed to fasteners, spun easy. The electrical connection path is antenna base countersink screw surfaces (composite with what appears to be conductive carbon filler), the 4X stainless screw heads contact the base, then the threads of screws to threads of lock nuts, then face of lock nut back to the ground plane plate. Add up all those items and connection is relying on 6 individual surfaces to develop electrical path. Hit the antenna screw holes with scotch bright, same with screw heads (spun in drill), threads, nuts, and ground plate. Many items were dull and slight oxidation shown. Coated with DC4 and tightened up. Ohm meter pegs nearly no resistance in check, wish I had a before reading, would have been interesting to know what the connections were doing prior to clean up. Test flight is crystal clear, even on the calls way off in distance. This is an easy enough task to complete, if you're flying older SW's like mine, might want to put this on your PM to do list.
  20. 1 like
    I had a flat right main on landing at Borrego Valley several years ago. We were on our way back from New York and at the last minute I decided we didn't have enough fuel to comfortably make it over or the mountains into the LA basin. I chose Borrego Valley as a fuel stop. That was kind of dumb, stopping so close to the mountains, in that we would have to circle and climb thousands of feet to get over them rather than a more efficient cruise climb if I had fessed up to the problem sooner. Also, with a little more planning I could have picked an airport with autofuel, like Chiriaco Summit which has a gas station just over the fence. Anyway, on landing the plane pulled hard to the right immediately. Even with full opposite rudder, It still veered to the right. Fortunately, I always land with minimum speed (fully stalled), usually with 15 degrees flap and never any power, so the roll is generally pretty short anyway. And I always pick up the flaps immediately on touchdown to get weight on the wheels. This keeps us on the ground in gusty conditions and makes the brakes more effective. In this case I was on the brakes quick and hard. And of course, the flat tire was helping to. So, we stopped very quickly, over on the right-hand side of the runway but still on the pavement. At low speed I think I could get the plane to straighten out enough to taxi to the first turnout, which happened to be very close. From there we got out and pushed. I keep spare tubes and a few tools in the plane, so we were on our way again in a hour or so. Mike Koerner
  21. 1 like
    Just had the same issue as other members have reported earlier in this thread. Yesterday, while cruising at 5300 rpm in my 2006 CTSW, I noticed I was having intermittent 50 rpm tachometer drops. Engine would run fine and then I could feel the plane slow slightly and see a 50 rpm dropout and then the rpms would come back to normal. Although I was thinking it might be a fuel issue I figured it wouldn't hurt to see if it might be electrical so I did a mag check while in this flight. First went to switch position #2 and had 50 rpm drop. Then back to "1&2" position and back to normal rpm. Then went to switch #1 and got 50 rpm drop then back to "1&2" and back to normal rpm. I did this twice with just the typical 50 rpm drop at each mag. Later in the flight, after continuing to experience the intermittent 50 rpm drops, I decided to do the mag test a third time. Went to position #2 and got the 50 rpm drop. Back to "1&2" and then went to switch position #1. BANG! Complete engine shut down! I quickly went back to position #2 and much to my extreme relief the engine came back to life because the prop was spinning at my speed of 115kts. Figured I wouldn't be stupid enough to try that again so I limped back to my airport hoping my one good mag would remain working properly. Today my mechanic and I did a thorough "P" lead wire and ignition switch "wiggle test" and poked around with ohm meter to see if anything unusual. No problems found in wiring or in the switch. Hoping it would fix my problem, we installed the set of soft start modules I bought 5 years ago that have been kept on the shelf. An engine run up and subsequent test flight after installing the new modules indicates that they fixed this problem. And, not only fixed the problem but the plane does have a better response to throttle and seems to have more power than usual. The important thing to know here is that our modules do not only have the well known and documented "fail to start" problem. They also have a "high rpm failure to run" problem. It is now documented by owners on our forum that modules have failed to work at high rpm. Owners who have early CT's, especially 2006 or 2007 years, with original factory modules might expect to have ignition problems eventually. Hopefully, when failure occurs, only one module will fail and one will remain working long enough to allow them to get back home. Seems I read that the military replaces the modules every 700 hours on the rotax engines used in drone aircraft.
  22. 1 like
  23. 1 like
    The only thing worse than waking up knowing today is going to be your last flight, is waking not knowing today is going to be your last flight.
  24. 1 like
    I hear ya. The guy I bought the plane from is 83 with a bad diagnosis. He delivered the plane and he knew it was his last landing after 60 years of flying.
  25. 1 like
    The more CT's that are ELSA the more manufacturers will be interested in making parts. The experimental homebuilt industry is huge and is now big business.
  26. 1 like
    Flight design approved our landing light change just fine. They also were more than happy to thumbs up a different beacon and wing light install. They were even willing to work with me and Hartzell during R&D of a new prop design before hartzell shelved the project. They aren't as stiff as you make them out to be. But the more exotic the change, the more you have to be willing to either pay a load for engineering tests, or produce the test data yourself. It's a pain regardless, and I personally *much* prefer certified way of doing changes, but they will work with you if you put in more effort than just napkin math or drawings in the margin. The more effort you show ans the better reputation you have with them, the more willing they will be to try your ideas.
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