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  1. 4 likes
    The CT series is *not* an easy airplane to learn how to land. Low inertia, narrow gear...there are several things working against the pilot. Definitely use Eric's documentation, he's got as much time as anybody instructing in a CT. Here are some quick thoughts (keep in mind I fly a CTSW and not a CTLS, but they are very similar): * The most common cause of bad landings is a high flare. It's easier said than done, but you have to flare low. I have often described landing the CT as "playing chicken with the ground". I used, on every landing, say out loud "all the way down" in the last few feet to remind myself to get lower than felt comfortable. The flare window is narrow because the CT's low weight means it has very little inertia. So when you flare with power off, speed bleed off very fast. If you are high the airplane gets slow while still a foot or two over the runway, gets into excessive sink, and drops onto the runway in a "carrier style" landing. To compound the problem, you might still be fast enough to have directional control issues on the runway if you over-control the rudder/nosewheel pedals. * All of the above behaviors are magnified with higher flaps settings. 15° is more forgiving than 30°, and 35° or 40° is even less forgiving. The extra drag just makes the speed bleed off from a high flare even worse. You should not be afraid of higher flaps settings (see my next point), but just be aware of the differences. Also higher flaps settings in high crosswinds are a real handful. I have landed at 30° at 15G19 crosswind, and it was quite a ride. I usually use 15° flaps if the crosswind component is over 8-10kt. * Excess speed is not your friend when landing the CT. The whole "add a few extra knots for safety" will not serve you well in the CT. Extra speed will lead to the airplane floating a *long* way and/or having directional issues on touchdown. A slow approach and landing at 30° flaps in low winds is a real pleasure and feels like you are at walking speed on touchdown. When solo I use 55kt at 15° and 50kt at 30° as my final approach speeds. This is not really near stall, but is slightly below the "standard" 1.3 * Vso; when landing on grass in low winds I often use 48kt, and have gone as low as 46kt when landing in a short field (~1200ft). But 55/50kt are good numbers with good margins. You might have to adjust your patterns to be tighter and closer to the runway if you want to avoid needing power on final. Good luck!
  2. 4 likes
    So three weeks back after a re test for (of all things busting airspace) I finally passed my checkride. The night before Christmas Eve I decided to make a last minute decision to fly up to NYC with a friend and overfly the Hudson River from Cleveland Ohio! I posted on a few online groups and most everyone thought it sounded sort of absurd as a new pilot, and more so on less than a 15 hour notice before departing. I hopped onto FAASafety.gov and took my "Hudson River Exclusion" class and printed out my paper certificate and slid it into a nice shiny page protector to make it look more prestigious! I called up Kent Wien and let him know we were coming and he met me and a friend at POU! Within 25 minutes of meeting up with Kent we were off again and on the way to the Hudson. I must say as someone who just failed a checkride for busting airspace in the easiest area ever I was a little nervous! Turns out it was quite an easy trip to fly from POU. All I had to do was stay under 3,000 ft ( chose 2,500) then dropped down to 900 by the time we hit the Alpine Tower at the top of the Hudson which was my first check point to start calling out on the Hudson CTAF. After flying down the Hudson and circling the Lady about 5 times I decided why not try and call up Laguardia and ask for a Bravo clearance into the East River and I'll be damned they approved it and handed me off to JFK for the rest of the East River. I had the trip of a lifetime! We flew over 8.5 hours in one day, it was quite the work load but I loved it. It was almost as fun as ferrying the CT home from California! I'm not sure if it's because it was Christmas Eve or what but outside of maybe 6-7 helicopters we were the only Fixed Wing flying in the area! IMG_0512.MOV
  3. 3 likes
    I have posted this before, because I think it might be helpful to others...here's the closest I ever came to crashing my CT, sometime within the first year of ownership. Basically I landed slightly misaligned with a mild crosswind. I tried to correct the alignment, over corrected, and then over corrected again the other way. The right wheel got light and may have left the ground. The airplane was now pointed to the left side of the runway, and pointed directly at a runway side. The inertia of the airplane was still shifting, and I knew if I corrected back the other way there was a high likelihood of the weight shift pulling the airplane over and digging in the right wingtip. My choice was to either hit the sign or go full power and try to climb over it, at the risk of higher impact energy if I failed. I made a split-second decision, went full power, and probably cleared the sign by 5 feet or less. It the video the swerving of the airplane doesn't look too bad, but trust me with my butt in the seat it felt pretty violent. Lessons learned and all that; I now have over 1200 landings in the CTSW and haven't bent anything yet. The landing sequence starts at about the one minute mark in the video. https://www.youtube.com/watch?v=CGtZF9oSMx8&feature=youtu.be
  4. 2 likes
    I would use Bowlus tape. I tried one of the cheaper glider tapes. It was not as glossy, so it didn't blend in with the finish as well, it would creep easier, and left more of a gooey residue. IMO the Bowlus tape is worth the extra money.
  5. 2 likes
    Robert, I know exactly what you are experiencing, I went through the same challenges that you are going through presently. I went flying today and last week and at danger of jinxing myself, I am actually getting the hang of it -- landing well that is... The lines crossed for me after I realized that with the CT I had to "fly" the airplane onto the runway, not stall it in like a cub... I had been stall/landing which works out 75% of the time, but not so much on a gusty day. The key is to get the plane onto the ground ASAP, so I come in slower on Final, near or at the speeds in the Handbook... until now, I had been giving myself WAY too much of a speed margin, by about 7 knots. When I had that much of a speed premium over the runway numbers I would inevitably float way down the runway (the plane wants to fly) and then ham-hand the stick pulling up way too much on the flair and then having to re-align and land again, or go around. On a gusty day, while hanging out above the runway, I was giving myself way too many opportunities for the wind to win. Thank God the plane loves to go around and climb well. PS: I was experiencing a climb rate of 1,200 feet a minute today, could have done more... I had 18.5 gals on board, it was 40 degrees out, and I weigh 185 lbs...plane empty weight is 837 lbs... the CT is a superb climber. The SW is even better at 100 lbs lighter empty weight. I am fortunate enough to have some amazing CT pilots as pals such as Kent Wien and the FD Master Dealer Tom P... who I insist land the plane when I am with them and I try to emulate their technique, especially on rough days. They are masters. My instructor, who is new to the CT, has the landing down as well... all are great stick and rudder guys. First, talk to as many guys on this site as you can. Flying Monkey has some excellent short field vids out, study his technique. Search for as many FD flight videos as you can find on the net... like this one: https://favids.com/en/watch/AKdMbyKzDrU/ Second, how many transitional hours did you get from the Citabria to the CT? You may need a lot more. It's only money...; ) Third, and this is the clincher... read the recent thread about C-172 vs CT... the common point is that the CT is every bit as capable and "easy" to fly as the C-172, but only after one has mastered the landings. The plane is much lighter than a C-172 or a Citabria so the momentum is much different. The rudder inputs are critical, but, the major problem is probably with your whole pattern strategy. 1) get in the habit of trusting your plane's published Operating speeds in all phases of the landing. Don't deviate in speed or vertical speed or the deviation(s) will throw you off. 2) Come over the numbers at the published speed vis your flap settings... no faster. 3) fly the plane all the way to the runway... flare low, not high. 4) keep the nose wheel OFF the ground (see #3 above)... until the plane is well under control. Combining #3 and #4 is the big trick. Takes practice. 5) repeat... about 60 times... ; ) Try mornings and evenings before the winds get crazy first... then graduate to windier days. 6) take a break from it for a week and settle your mind down... you will get it... Good luck... Andrew
  6. 2 likes
    Yes today is the day, we agreed to buy a CTLS and soon we'll be proudly taking her home to Maui from Kona. Here is my wife in her demo/test flight. To say that am EXCITED would be an understatement, but the paperwork is keeping me in check 🙂 Now all that's left is deciding what we name her ... GO WITH SUGGESTIONS IN COMMENTS! See you fliers out there soon I hope, Paula & Robert aka The Flying Friscos
  7. 1 like
    It was done with google sheets but the download is an XL file. I uploaded the first XL screenshot and the second one is the google sheets view. Plug in the weight and arm of your airplane along with the pilot/passenger/fuel/baggage and it automatically calculates everything. The lower sections show speeds at max gross weight and the lowest section shows what you will be at the input/loaded weight. The lower right section in white is the VSx1.3 to give a speed with safety margin. What I learned with this is that you just can't get out of CG with this airplane. If can load it in the plane and be within MGW it is safe. W&B N230C.xlsx
  8. 1 like
    Offering a Garmin 696 (used only 82 hours) with manuals, the original Flight Design back plate (A 4952178) and a new, never used Carb/ Cabin heat relocation kit (DFK34001002). If you have a 2007 or 2008 with a Garmin 496, this is what you need to update to the 696. 696 needs battery. $700.00 PM me.
  9. 1 like
    2006 FLIGHT DESIGN DUAL GLASS • $62,000 • AVAILABLE FOR SALE • N378CT. 2006 CTSW, Dual Glass. No damage history or flight school, always hangared, good condition. 1350 total hours. 3-Blade prop. Matco wheels and brakes. Dynon D100, D120. TruTrak 2-axis coupled to (new) New iFly 540b. New Garmin GTR200, Garmin GTX 327. New EarthX 680GTX battery. ELT. uAvionix ADS-B in/out. Intercom with music input. LED landing light. 1 New Lightspeed headset. $1k unused Bruce cover. New chute and rocket done. All new tires. (Rubber due 2021.) Roger Lee (!) Annual, Dec 26. Located KWHP, CA. Prefer SMS or email. • Contact Ivo Welch - MYSELF, Owner - located Los Angeles, CA United States • Telephone: 310-689-9357
  10. 1 like
    I just purchased a used CTLS last November. I plan on attending the Fly-in this year if they continue, looks like a lot of fun... Yesterday I did a day trip from Tucson to Cal Black Memorial Airport (U96), which is 30 miles from the Monument Valley Airport. Garmin Pilot (which I use), AOPA, and Foreflight all show the runway in Poor condition. The Airport Manager (Fila) said the runway was re-surfaced 3 years ago, I would rate it as Good to Excellent condition. They have 92 Octane Mogas for $4.00. Whoever plans 2020's Fly-in might want to add this destination for fuel. I tried calling the airport for the last 3 weeks before flying there, and never could get through. Fila said their phones have been out and they're so remote they haven't been able to get them fixed..
  11. 1 like
    This is an interesting take of the ‘impossible turn.’
  12. 1 like
    Stop worrying about it and go fly. It's a depreciating asset, not an "investment". I don't plan to sell my CTSW for a long time, and yes it will be worth less then. But the joy it gives me is priceless. LSA at 3600lb (or whatever it ends up as) doesn't make my airplane less fun.
  13. 1 like
    From Leading Edge they are $904.39 USD each for the new modules. If your regulations allow I would remove them and send them to Carmo for repair, it will save you about $1400.00. If your regulations don't allow for that I would still remove them and send them to Carmo for "inspection and testing"😉😉, and reinstall after inspection.
  14. 1 like
    According to Dynon the servos will work with either D-100 or Skyview.
  15. 1 like
    The D100 can drive the Dynon servos just fine. If the "linear actuator" is fitted to the roll servo (identical to the Trutrak "torque enhancer") then the shear screw is not so much an issue. There is an optional A/P control panel from Dynon that will fill the hole from the TT head. Also is not a bad idea to replace the servos after 13 years. Another thing to consider is that Dynon may not be selling & supporting the D100 much longer either. In that case the 7" Skyview is a possible replacement & will also drive the same servos. John
  16. 1 like
    And she’s back together! Still have the fuel tanks to seal and reassemble the BRS, but I can’t wait to fly her again.
  17. 1 like
    Unless they have been changed your panels are not real metal. They are a composite laminate with an aluminum veneer. Rather than try and cut them out of carbon fiber I think I would place a faux carbon fiber look over what you have.
  18. 1 like
    I suppose mentioning rather flat approach is relative to one's perspective. My C-150 with 40 degree flaps in had sharp angle of approach, and I have wires at road 700' from threshold, I never gave them a thought in the Cessna, 50k and 40 degrees it was very safe margin, and would produce nice nose high full stall landing. Enter me in the CT, I'm all eye's on those wires even at 30 degree flap setting, this is what lead me to migrate to slipping from higher final approach, I'm holding the slip until well past the wires, say about 200-300 feet from numbers I straighten it out, I like a technique that creates the outcome where I don't have to worry if I am clear of wires. Completely agree with your speeds & flap settings = 15 is fly it on, 30 @ 50k is more of a rotation. Also, I've noticed a significant difference in landing relative to loaded weight as well. I weigh in about 135lbs, and when light on fuel, coupled with my minimal equipped SW has an empty weight at 711, it likes to float much further than when I have more fuel + passenger. With passenger my base to final turn is a bit tighter to factor the sink rate in. I'm looking forward to mounting some GoPro's on the CT and making some videos, will do one to demonstrate what is being shared here when weather improves, winter is not ideal season for video work. Following video I made in old Cessna showing some of my world, jump to the 15:30 mark for a good shot of the rwy 09 over wire approach.
  19. 1 like
    Andy's way of landing works well for someone who is experienced in the airplane, but for teaching someone to fly the airplane not so much. Sight picture, sight picture, sight picture, you need to learn the sight picture. While on the ground taxiing around learn the sight picture. learn what straight looks like. With the Citabria you have the bump on the cowling for the spinner that is right in front of you to line up with. The CT just has the base of the windshield. Everyone wants to pull the crown of the windshield in front of them, but that makes the airplane crooked with the runway. To add to this the seat backs are not perpendicular to the center line of the aircraft, they are canted towards the nose. This means your body is not square with the runway, and contributes to why you want the center of the windshield in front of you.. Develop that sight picture. While you are taxiing around sneak a peak forward out the bottom of the side window. Use this to help you judge your height above the ground, don't stare just sneak a peak while landing. The rest of the time you should be looking down the runway. For teaching a new student landings I always start out with 15° flaps. I use 60 kt for approach speed. I start a normal flare at least 1 wingspan above the ground. The flare is just creates a radius between you glide angle and the runway. It should be slow but steady and completed when you are just above the ground, then try to hold the airplane off the ground as long as you can in that position. With experience you will be able to judge your height above the ground down to the fraction of an inch. Also the CT likes to glide crooked. You will need to physically alight the airplane with the center line of the runway. While this can be done while you are flaring the airplane I prefer to make a conscious effort to do it while on short final. Once aligned all you need to worry about is the flare, (easier said than done). Once you develop the sight picture and alignment database in your head everything will get easier. Landings in any aircraft can be frustrating, but you have to remember that they are also the hardest part of flying to get experience with. Everything in flying except landings you can practice for hours on end. The critical part of landings can only be practiced for 10-15 seconds at a time. For an hour of doing landings you only get an actual 1-2 minutes of the critical information your brain needs. Doing it with an instructor who knows the airplane will make that time more valuable. Once you have the basics down then you can start working on the slower approach speeds and more flaps. You need to build a foundation before you build a building.
  20. 1 like
    At what flaps setting and speed? I fly a pretty steep approach, and use slower speeds than most. 62kt at 15° flaps has a fly on feel...48-50kt approach at 30° doesn't!
  21. 1 like
    Realize you're talking with someone here having a whopping 40 hours logged in CT, but am sharing what I think is sound advise, and I have developed a technique landing this bird well both on short and long runways, in all flap settings. I view throttle as to be used only when in higher wind conditions and you have lots of runway to work with, and even then limit it, normal landing is power to complete idle. Understand at idle that prop is still moving a lot of air, notice how much brake you need when under taxi at idle... The approach from over numbers to flare seems to be flatter, almost flying it on the runway, with less flare / nose high at the end. One instructor told me to consider how low you are in the seat compared to even a C-150, which is accurate. I think some of this is just the site picture of your mind saying its time to rotate, and this bird still has a couple more feet to go in decent before adding that back pressure in. Try to hold the plane off the runway without the mains touching as far as you can, don't think normal landing, think how far can I stretch this landing out without wheels touching and then site picture develops being closer to ground. Then once you have the feel for rotating and landing, work on getting it on the numbers and approach. Approach is a whole new topic, I've been slipping this bird in, I hate the long / low / drag it to runway finals.
  22. 1 like
    Hi David, We are located in South Eastern AZ, we have a couple CTLS's available for training and have several thousand hours flying and teaching in CT's
  23. 1 like
    Hi Robert, If you PM me your email I can send you our standard operating procedures document we put together for our students.
  24. 1 like
    Mine always rolls forward down to to the rudder pedals.
  25. 1 like
    The crosswind ability is not a problem to the CT it is more a problem to the pilot, as has been said. A crosswind of 20kt does not bother me at all. the book value of 16kt is demonstrated and not the limit. As far as lumpy wind shear type weather goes, you will give up a long time before the airplane will. Any light aircraft will move around a bit more than a heavier one, but your skill level will determine how well that works out. The CT will "fight back" better than the 172 because of the exceptional agility so a bit more movement is not really an issue. As an example if you are on late final in a 172 and hit 600ft/min shear, you will maybe hit a bit hard trying to go around due to lack of acceleration. Same situation in a CT, almost instant acceleration and go around is easy. Yes you need more rudder skills and have to be a bit quicker on the controls. Ps I am biased, about 1800 landings in CT and only about 300 in C150/C172
  26. 1 like
    I'd say it's mostly down to the pilot's comfort level. I have landed with winds at 24G32 right down the runway, and direct crosswinds of 15kt+. The former was actually not bad, the latter was a handful but doable. In both cases it was a case of "well I'm in the air and these are the conditions I have to land at" -- I didn't intentionally seek out those conditions. As in any airplane, gusts are much more of a challenge than steady winds, and more so in the CT versus a 172 because of lighter overall weight and lower wing loading. If you feel like you are nearing your limits, be johnny-on-the-spot with the throttle and go around if it gets dicey at any point. When I first started out with the CT I limited myself to 12kt total wind and 8kt or so crosswinds. That worked well and I just worked up from there as my skills and confidence improved. Beware that landing a 172 is kind of "easy mode" compared to a CT, because of the weight/wing loading issues mentioned above, plus a narrower (and less robust) landing gear, stronger adverse yaw, and other differences. But once you get the hang of it, landing a CT becomes a lot of fun. I have ~1200 landings in my CT in many different conditions and haven't bent anything yet...and I have had more than my share of "suboptimal" landings. 😏
  27. 1 like
    I too came from the 172/152 (rental) world. With respect to your question, I actually find that the CT is more comfortable on windy days during the travel phase of the trip. Others can comment on the Scientific wing loading theory of why... Taking off is similar to a 152... Landing is much different. The 172 is easier for 3 reasons: the landing gear is wider, foolproof really, the lightness of the CT demands way more rudder inputs than the CT... akin to a taildragger, and, the overall landing technique was harder for me to learn in the CT. My home airport is known for its constant shear. A great place to learn. I have never scared myself but my early solo landings were not pretty. The plane loves to fly, and one has to be ahead of a light plane due to the lack of (weight induced) momentum. I hope I don’t jinx myself by saying that I am comfortable landing now in 10 gusting to 15 kts (+ the inevitable shear)... but I am. When my pals go for lunch, I go too and pass a few on the way. I can’t think of a time where I have had to drop out due to wind. I’ll finish by saying that the flying experience (visibility, glass panel, auto pilot, etc) for both pilot and passenger are head and shoulders above a 172 that i could afford. The CTLSi is a blast and cheap to operate and insure. Great luck on your search.
  28. 1 like
    I had this exact message when I accidentally nicked my com power cable while messing around the panel - had to resolder it to fix it.
  29. 1 like
    The HS 34 wiring diagram is located in the appendix of the dynon d120 EMS installation manual.
  30. 1 like
    They installed my REIFF today, or atleast most of it I think, AP wasn't there when I stopped by the airport but it appears they are making progress!
  31. 1 like
    Manu’iki? (Little Bird) I can’t imagine a more beautiful place to fly than Maui! I took a ride in a Waco there once, and it was spectacular.
  32. 1 like
    Half Dome is known the world round. Clarence King is a Sierra Gem that is not so famous but a pretty face as well.
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  36. 1 like
    The PM3000 intercom is capable of receiving music input, wiring info can be found here: http://www.ps-engineering.com/docs/PM3000_IM.pdf I'd suspect the harness will have wires attached. An avionics shop would not need much time to add this in if you're not electrically savvy. Highlights from the manual diagrams:
  37. 1 like
    Great pics and a great adventure! It's on my bucket list for sure. Thanks for sharing this.
  38. 1 like
    What kind of paint did you paint it with?
  39. 1 like
    Thanks a lot. I appreciate that. The website is https://aeroleds.com/products/sunbeam/ if you call them they have really good customer service. I was debating between this light and another one they have and they emailed me all the info they could on both lights. There is no adjustment for the angle of the light. So with that being said I had a decent amount of labor involved. It was well worth it though. I made a wood mold. Covered that with carbon. That part was the part the light got mounted into. Then I cut the hole in the front cowling and was able to use the hard surface of the pod the light was going to mount to in order to make sure it was going to be square. I took all my measurements with the plane parked in the same spot that way as I took the cowling on and off i knew it got back where I wanted it. The stock light was angled 8 degrees down. I didn’t get that quite perfect. The new one ended up about 6 degrees down. But it honestly ended up in a really spot. I was happy I got the side to side correct. I figured that was the most important. Lol If someone had some experience with doing fiberglass or carbon fiber work then I think they would make quick work of it, but this was my first project. I just made a couple small pieces to practice before I started. I don’t think I have any pics of the back side. But I can try to get some next time I’m out there. I will post what I do have. I highly recommend this light. I can not believe how much of a difference it made!!
  40. 1 like
    I know this is an old thread but didn’t want to start a new one. Lol I just wanted to share my landing light upgrade for anyone looking for ideas. It’s from aeroLED and is a nice option because it gets held in with bolts so there is no need for a bracket. I did need to modify the cowling but well worth it for anyone in the experimental category
  41. 1 like
    Well I have drunk the CT kool aid and purchased a 2008 CTLS. Looking for for a used Garmin 39, 50, or 52. Any sellers?
  42. 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.
  43. 1 like
    We are keeping busy with our CTLS here in AZ. A mix of sport, private and commercial. The CT has proven to be a reliable and excellent aircraft for our little school.
  44. 1 like
    A) I wouldn't measure the success by number of certificated pilots. As was said, the difference between sport and private is night flight, and a slightly longer cross country leg, and hood time. That's a pretty insignificant difference in the grand scheme of things. In actuality I would say LSA is attracting people who decide they made it this far, might as well go all the way. B ) These exist. There's actually a lot of models that are sub 100k. I've seen models for sub 30k. The issue is not the availability, it's the demand. Most buyers don't actually want cheaper airplanes *and also have to sacrifice features*. If they truely want a cheaper plane, they'll buy a standard airworthiness one. Here's a light sport manufacturer, for example, where the units are extremely inexpensive: http://www.msquaredaircraft.com/ . But again, people don't want those kinds. They're looking for "real airplanes" at rock bottom prices, fully loaded, and that's just not going to happen. It's unrealistic. So this isn't the fault of LSA, it's the issue with uninformed buyers or buyers that don't actually know how much it *really* costs to build their dream airplane. As for instruction: the fact is, it just requires practice. You could eliminate many of the flying requirements and you're still going to have people taking dozens of hours to learn to fly. It's not the requirements. It's the students ability to learn.
  45. 1 like
    The basic problem with Sport Pilot certificate is that you go thru about 95% of training a private pilot would do ( which is not a bad thing ) but end up with relatively severe limitations ( mostly around what you can fly ) so why bother ? The only true and valuable benefit is lack of medical which is why , like you mentioned, this has been a real success among people who can’t get a medical but beyond that it is not really worth the trouble - just get a private certificate and you can still fly LSA planes or whatever you want.
  46. 1 like
    The CTLS slips fine at all flap settings, I do find that it has a slight tendency to "bobble" the nose with full flaps and a full left rudder slip so I would advise caution if you are doing that lower to the ground. A common error we see in transition training is pushing the nose to far down while slipping as you would in say a Cherokee of Cessna, this leads to significant airspeed increase even with full flaps and remember the max flap speed with 30-35 flaps is limited to 62KIAS which is very low. Slipping with 15 deg flaps is a great place to start and works well even with full rudder deflection in either direction, plus the Flap Vfe is higher. Practice them up at altitude first by performing engine idle approaches at the various flap settings while adding slips in both directions. This will enforce the sight picture of the pitch attitude to maintain a stabilized speed while slipping.
  47. 1 like
    Over the past few flights, my oil temp has been flucuating, really fast and by quite a bit. It would move over 50 to 60 degrees plus in a split second, and kept going back and forth. I landed at an airport when I first saw it, and after taking off again it quit. It of course started up again on my next flight the next day. Thanks to this forum I think I fixed it, with no expensive mechanic bills! I conducted research on this forum and saw there was previous recomendations that this was caused by grounding issue. So today I removed the grounds on the engine, cleaned them up, and put them back on, making sure they were tight I went up flying and the oil temp was right on! No more jumping around. Today was the 1st flight out of the last 3 where it didnt happen. I just wanted to bring this up in case anyone has this issue in the future, and say a big thank you to this forum and its posters once again! Aaron
  48. 1 like
    Aaron, when you are able, can you take a pic of the ground(s) you cleaned and tightened? I don't have the problem, but, it will be good to have this knowledge. Thank you. Andrew
  49. 1 like
    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.
  50. 1 like
    Hi Dick, Absolutely. I think everyone should go be a glider with their CT. It's really not a big deal. You can glide around at 60-65 knots for a long time. I did not try all different flaps or bother to check altitude loss at those settings because I was trying to prove something else. Go up high and turn off the engine. You will have to slow the plane way down to get the prop to stop. Going fast at cruise just causes the prop to turn. Once stopped your good to go. Then you can do an in air re-start.
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