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  1. 2 likes
    Actually the floorboard is a far better location than behind the seat. It's fast access whether you're out fueling or in flight. As a 30 year retired firefighter I have a little experience with extinguishers. Three things make the use of an extinguisher work. First the speed at which you can obtain the Ext. and then apply it before flames and heat become an overwhelming problem. In the floorboard it is easily accessible quickly to apply to an inflight cabin fire to keep flames off oy you until you can get on the ground or if you are fueling. The floorboard has no delays in its application. Trying to get behind the other seat in a hurry and panic situation is difficult, you're strapped in, wrong angle and little room to work and made even worse with a passenger onboard pressing the seat even further back. Second is the person's knowledge on how to apply and extinguisher. It should be directed at the base of the flames and as close as you can get. Next since few have any actual extinguisher training you need volume of the extinguishing medium. The majority of people waste the medium. When I replace an existing one I replace it with one with double the extinguishing media. Extinguishers have no real cooling power so fire can often re-ignite right back up. You hit it once and put it out with the least amount of medium as possible to save for the next flair up. Keeping the flames knocked down will help the cooling affect and stop re-ignition. Number one cause for failed extinguisher use is too small an extinguisher and then improper use. I put all my clients extinguishers in the pilot floorboard. It can save your plane and maybe your life. p.s. A big majority have expired extinguishers. They are usually stamped with an expiration date.
  2. 2 likes
    Hello everyone. We've been working to clean up our website and remove some very outdated material (like stuff on the C4 plane we don't talk about). We've also added a new page under PARTS which is for finding parts available from outside vendors (i.e. tires). It only has a few items on it for now, but we will add things as we get more requests.
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    Went out today, an absolutely perfect day in Michigan for mid Nov, 40's / sun / nearly no wind. Started by setting up camera on my strip and GoPro in plane, flew "standard" 15 degree / 60N approach, 30 degree 55N approach, and 40 degree 45N, along with similar take off's to show the performance differences, had the SD card in GoPro / low battery / corrupt files again - I'm so pissed, need to buy a new camera. Decided I'd salvage what I can of the day and stuck my old cell phone on the bulkhead and flew into my pals yard / strip. ~ 60' tall trees once clear then slip it in, this was with 40 degrees on both the landing and the take off. 45N approach with slip at end. Camera focus hunts a bit, took a couple snippets and tossing up here, enjoy: Tim's Yard.mp4
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    I flew my CTLS from Hendersonville (0A7) to Mount Pleasant (KLRO) near Charleston. 200 miles each way. Came back today. Had 118 knots TAS at 5100 rpm but headwinds slowed me down. What’s amazing to me is I bought no fuel. Over 400 miles and I landed with 13 gallons on board. What a great little airplane.
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    After reading all the helpful topics on this forum, I have finally completed my first transition flight with my CTLS, Quite a change from my Zenith 650B low wing but I'm ecstatic!!! Found a great CFI who was willing to come to my airpark, had a great morning flight, looking forward to the rest of my instruction. Really a fun, comfortable plane to fly, stalls are a breeze and actually if I keep the plane landing as recommended it is a nice comfortable event. Also, thanks for all the helpful comments to all the questions I have had the past few months.
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    Glad it's sorted out...keep an eye (and nose) on it for the next few hours of operation. I'd pull the cowl and check it before and after the next three flights at least.
  8. 2 likes
    I made the purchase, & I’ve flown it home. I’ve gone back & forth with my decision to buy the plane... It definitely needs some work, but I think I can end up with a pretty nice plane when it’s all said & done. I stopped at KOLY & met Tom & his son... Both are very nice, & very patient with those that now less... thank you @Tom Baker for your hospitality. If I can get this need for constant right rudder Figured out, and if I can get the plane down to Tom for a thorough going through, I think I’ll have something solid... that said, I’m pretty sure I’ll have more in it than I can sell it for, but no one said flying anything would be cheap! Here it is, partially cleaned up & put to bed. Thank you all for the help & advice. Dan
  9. 2 likes
    Typically use 30 degrees for everything grass and/or shorter paved rwy's, like Andy states there is minimal difference with 40 degrees, but when really working to milk every little bit 40 degrees does help. I start to apply back pressure almost immediately on roll, if solo and light I'll initiate a pitch for t/o and let it fly when it wants, then transition to forward pressure to control airspeed building at healthy / safe rate, these birds climb so well there are just a few seconds of the danger zone if engine issue develops, just be ready to pitch forward pronto in that regard. Bleed flaps rather quick to 15 (guessing 45-50N, things happen quick here), then perhaps around 75 hit zero, then -6 around 500 AGL as climbing out, these are not rigid numbers with a set routine, just respect the white arc on 30 degrees and fly the plane from there. (And I don't bust the 15 & 0 Vfe speeds either) I peek at airspeed steam gauge and have eye's out window more than in panel, your ears and eyes tell you a lot when you know the bird. You can get some crazy climb rates if holding it in the white arc with lots of flaps, but once you've got 50' who cares, give me speed. So here's the morning take off. This was not the normal process but lots of fun. 40 degrees, set parking brake, full power, when static RPM max ~ 5k dump the brakes, pitched for take off when it felt close and lifted off as steam gage started to wake up, probably 250 ft run. There is culvert tube under runway with ditch to sides (tree / brush line at 16 second mark in video), that ditch is 450' from end of runway and I'm flying maybe 30' AGL by that ditch. The second video on runway is staged at that 450' mark. Other observations is my EFIS airspeed lags the steam gage, can't read super detail in these clips, but the red ASI number turns white / 39 and the steam gage is showing 46k., as rate of change is rapidly occurring here. I'm at 50' tree top levels perhaps around the 700' mark. The wires / road is ~ 2500' from my take off location, was doing about 80k and 250 AGL at that point. Now the words of caution, this is my home strip, I've been working towards this and learning how the CT feels / sounds / behaves / and am flying in my comfort zone. Take different weather, loading, and whatever other wildcards that come into play - and proceed with care. Take Off.mp4 Take off 2.mp4
  10. 1 like
    Available at Walmart.
  11. 1 like
    My recommendation is to keep the fire extinguisher in the back of the seat as designed, and add additional in the floor board if desired. Personally I can't reach either of the floor compartments while sitting in the airplane.
  12. 1 like
    You do not need to remove the handle from the selector, just loosen the center screw enough to rotate the handle past the raised collar.
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    It's Movie Night! Here's the runway camera footage of today's flap & approach speed trials. Appears the 15/30/40 degrees for take off all break ground about at the same distance. Approach speeds coupled with the flap settings combine to make sizable differences in landing distance. In very rough numbers, it's probably not a stretch to say each extra knot of airspeed is adding 100' to your landing distance. Flap & Speed - Landing.mp4
  14. 1 like
    I too mostly fly by feel. Recently I flew out of my field with winds southerly, which means big trees to clear on departure. I took off, 15 flaps, full fuel, I see those trees coming at me. Over the trees I glance at my airspeed and I’m at 38 knots. I didn’t realize how much I was pulling. Today I recalibrated my audio stall warning and did some stall practice at altitude. Tried to duplicate conditions 3000 agl. Full power stall was down in the 20s Indicated and even then it was with a gentle event. Still learning.
  15. 1 like
    These birds make cross country work nice. I often equate things back to my old Cessna 150, the slower cruise really hurt with any headwind over 10k, and I'd start getting nervous anything close to 3 hours without fueling. Enter the CT, even with some headwind you still make decent ground speed, and the endurance is almost 2X, put those together and yes it's really hard to beat this package. Fun / Economical / Capable / Good Looks / Safety - Pick all 5.
  16. 1 like
    That’s exactly what I did at the last Annual. Works a treat.
  17. 1 like
    If the gap were to get too wide for any pin then it can be welded on each side in the slot then file it back down to the correct width. I've done it 3 times with good success.
  18. 1 like
    The blue nuts are a standard aircraft "B" nut for a flared fitting. They do make a special soft aluminum gasket for these fittings, but they are not normally used. The only place I have used them before is on a aircraft air conditioning system.
  19. 1 like
    Andy when I was in my 30's 50 was old and at 50 70 was old. Now at 66 making 78 does not seem old at all. Why not make it an aim to reach 4000hrs. then plan to change the engine.
  20. 1 like
    I am the one who said, "Rotax is not prone to the same issues as other aircraft engines". You took my comment wrong in thinking I meant they are less prone to failure. Rotax has ceramic coated aluminum cylinders, so rust is not an issue like it is on Lycoming and Continental. This is one of the reasons for using a bore scope. Second Rotax has liquid cooled heads, so it does not normally see the heat issues with valve that Lycoming or Continental does. This is another reason for using a borescope. I in no claimed that Rotax was less prone to failure. Rotax engines do fail, but the failure mode is normally diferent than Lycoming and Continental. They typically do not have the cylinder failures thatthe big two have.
  21. 1 like
    It may not be a manufacture decision. It all boils down to what the FAA says. Regardless of what the intentions are, the wording is what matters when it comes to legal technicalities. If an airplane already has an airworthiness certificate it may not be able to change. That certainly was the case when the original rule was written in regards to moving backwards. I'm sure if an airplane design can be safely flown at a higher weight within the ASTM or whatever certification standards it was built, the manufactures will be more than willing to allow for the increased weight
  22. 1 like
    All our piston heads on heads have some build up. The amount and type is influenced by whether you use just auto fuel or 100LL. 100LL has more build up. Then it would depend on how much idling you do. Whether you are running a little leaner or rich mixture. Engines with dual filters under the cowl mounted right on the carbs will eventually end up with more build up vs an engine that gets cooler outside air that run richer and will have more build up. Unless you somehow get a huge amount of build up which would be rae then I wouldn't lose any sleep over it.
  23. 1 like
    I am looking hard at buying one. Weight is the #1 issue. F2 has a bunch of premium goodies such as electric seats and airbags. Not important to me and would gladly give them up. I didn't buy a Tecnam 2 years ago because of the weight issue... can't make this up... I was advised by a plane broker (not the Tecnam people) "No one does ramp checks"... gheesh. I flew the F2, it is a fabulous airplane in terms of handling and "big plane feel". I love my CTLSi, but I like the fact that I can carry bikes and a dog or two in the back of the F2. My wife would go with me then... and I have to start planning for that phase of my life. I will attract my wife to flying if I can bring the bikes or a dog. If I can only carry roller skates and a hamster that would be a problem...; )
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    I have not even seen the airplane run out of elevator. Typically as I approach the stall I can hold the nose close to level, and it will bob up and down as the wing cycles between exceeding and falling below the critical angle of attack. If you exceed the critical AoA quickly enough (say by pitching up quickly at 55kt or so), you can induce a pronounced nose drop. It's super predictable though...I was able to get a wing drop once by doing the quick pitch up at 40° flaps; it was easily countered with opposite rudder. I don't think you can get the airplae off the ground in the mid-30s (unless your airpseed is off). You can get the nose wheel off and pretty high, but I don't think you'll break ground until the low 40s. And even then you are far behind the power curve, climb will suck, and the airplane may try to settle back to the runway. I usually hold the stick neutral or slightly aft until about 45kt solo / 50kt dual, then start adding back pressure.
  26. 1 like
    I did a little stall work... it seems like it runs out of elevator & then just wallers a bit. It seems like it’s a non-event. I’m noticing that the plane seems to want to lift off in the mid 30’s... I just need to get comfortable with those low speeds. Thank you for the suggestion. I will do some more stalls & make note of the IAS.
  27. 1 like
    I would say 15° flaps, rotate at 44, climb at 54 until clear of obstacles. Then go to normal climb. You might get off the ground quicker with 30° flaps, but your climb rate will be better with 15°. I have not verified angles with the different flap settings.
  28. 1 like
    Hey Andrew. First - go as light as loading as you can, ditch any extras in the baggage compartment as well as fuel level being appropriate for mission - half tanks is still a lot of endurance. Weight is the largest factor in take off performance regardless of technique. Air temp and headwinds are equally important contributors. I'm a fan of max flaps, so long as you respect the Vfe speeds there is no technical "reason" I'm aware of, I'd suspect FD recommends against with abundance of caution from perspective of pilot skills, not an airframe limitation. I like to go to full RPM with brakes set, confirm engine op is situation normal, then dump the brakes to start rolling with every bit of thrust possible from the start. Pull nose wheel up / off, and try to ride the main with pitch up take off attitude, this is sort of typical for any airplane in soft field technique, but for our higher performing CT's this makes for and equally good short field technique as we tend to jump off the ground quick, and you need to break ground and get flying for max perf. The plane will fly when it wants, which is just about at stall speed or perhaps a bit lower considering the ground effect and max flap configuration. Let the speed build and climb with an ever increasing airspeed, this happens at a fairly quick rate, and go to 15 degrees only when well into the white arc, don't rush the first notch of flaps up. Use caution if gusty. Use caution when you add a passenger and the weight / performance changes. Have fun, these exercises make us better pilots.
  29. 1 like
    You either accidently let the gasket get out of place, or the floats are hung up keeping the float needle from seating. I would drop the bowl again. Look at the gasket to make sure it is in place. Work the float lever up and down a little. Put it back together and check it again.
  30. 1 like
    Hi Jon, We own and have been teaching in Flight Design aircraft since 2008. We currently operate two CTLS aircraft each flying around 500hrs a year. One has passed 3200hrs since we bought it new, the other is crossing 2100hrs. Our CTLS's have been very reliable, popular and have allowed us to generate a number of Sport, Private and commercial pilots. We continue to instruct this year using Covid-19 precautions such as wearing masks during flight and ground instruction, disinfecting cockpits between flights and keeping sanitizer available for constant hand cleaning. Currently my wife and I are the only instructors so we can maintain a constant but staggered student schedule to ensure separation of students between lessons.
  31. 1 like
    I’m fairly sure that this is what Roger is talking about.
  32. 1 like
    Let the floats dry a few minutes before weighing. You don't want the weight of any wet fuel on the outside of the float to affect your measurement.
  33. 1 like
    I was about to suggest the same. Not because I think Matt is not smart, but because I have made that mistake before.
  34. 1 like
    I replaced a 696 with a dock with a 796 straight fit. You end up with a lot more room.
  35. 1 like
    CTDan... Just IMO, I would not spend a lot of money updating the panel. My airplane came with just a Dynon D-100 EFIS and the small analog dial engine gauges...very minimalist. I was dreaming of updating my cockpit to the latest Skyview or G3X setup, and having all of the wiz-bang gadgets. Then one day I was thinking about it again, and I realized it was a waste of money. There was nothing I could do with a "modern" 3GX that I can't do with my D-100, autopilot, and iPad. Six years after buying, I have flown all over the country, in some pretty marginal conditions, and I have never said to myself "if I only had X in the airplane, then I would be able to do Y". These are VFR airplanes, after all. Now, I think it looks like you are training for an airline job, and if that's the case you might want to at least be able to shoot IFR approaches. If it were me and I wanted to do that in a way that mimics a legal IFR platform, instead of updating to prettier screens, I'd get a used Garmin 430 or similar to fly approaches with. YMMV, and you might have different needs and a bigger wallet than I do. But the CT series is super capable for VFR work with just a basic EFIS, and the D100/D120 combo is well proven and pretty bullet-proof. Don't think you need to "modernize", at least not to get nicer screens and a few "whiz-bang" features.
  36. 1 like
    Congrats on the purchase and welcome to the SW club! @CTDan
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    3 short vids to post. Second time landing on grass for me, we had an absolute blast at another beautiful grass strip in Connecticut. Met Kent W (former SW owner, current Husky owner) and another pilot pal of mine from Chester for breakfast at Poughkeepsie,. On the way over I had GPS trouble - first time I flew after the 2 year Transponder checkup. I was "helping" the Transponder tech with the Dynon and I discovered that I clicked on the wrong Transponder model... Kent said that at one point, FlightAware revealed I was clocking 200 miles per hour... I diagnosed the problem and fix on the iPad at breakfast. After breakfast we flew to N41 (Waterbury Airport). Kent went first in his beautiful blue Husky, my pal in his C-170 and I pulled up the rear after I fixed the GPS... watched those two land at the airport which is set up in some hills so the scenery is beautiful and distracting. Kent knows my "too fast on Final" on short runways weakness so he reminded me to trust the plane and specs... Kent is a superb stick and rudder guy. I maintained about 54-55 knots on Final which makes all the difference. Approach wasn't perfect, wind was sporty... but the plane is still intact Kent bought two pumpkins from this nice young girl who painted faces and phrases on them and the game was to drop the pumpkins on a "white" garbage bag at the end of the airstrip. It was not a "white" garbage bag, rather it was a painted black bag... suffice, we could barely see it. This is a quick vid and you can barely see the pumpkin as it was small... but we did come in second place, not with the throw in this vid however... the door/window was open on the right side of the airplane and it was freezing but really fun. And the third installment of this absolutely fascinating, spellbinding adventure 🙂is a fly by of a DC-3... the airport attracted a bunch of pilots from all around, Cubs, C-170, C-140's - a pile of them, a side-by-side cub (forget the model, quite rare evidently), a C-190 that did a cool fly by, and a Mooney that did a fly by as well... people set up chairs, poured coffee and enjoyed watching planes fly by, land, and takeoff on the first legit cold day of the year. Really fun day.
  39. 1 like
    Ive had that issue for 12 years. 2006 CTSW. Goes away with the front wheel pants off which indicates the pants are the cause. So, with the pants on and having to press right rudder, ive found that if i press hard enough, the air flow switches over to the other side and thus either stays balanced or i might even need a light left rudder input. Perhaps not the best solution but that has been my only option Oh and added info... the need for right rudder is usually in cruise flight roughly 100+kts. Once im at 90kts i dont have the need for right rudder. Congrats on the purchase!!
  40. 1 like
    Congrats Dan, looks nice. This is the first I noticed you have two photo windows, I have one on pilots side. No smaller window vents? Not that you'll need them this time of year, but by next summer you'll want to figure out a small scoop to direct more air in the cabin.
  41. 1 like
    I don't remember what the deal was, but don't think the paint was an option to use in place of the blanket.
  42. 1 like
    Roger, can we get the paint to use on the firewall from FDUSA? I think the blanket is an eyesore and I'd love to remove mine.
  43. 1 like
    It was brought about because it was an ASTM standard, they had rubber hoses going through the firewall and openings in the firewall. Then they went to the painted on version in the LS. If someone needs a blanket I have a couple.
  44. 1 like
    You guys are right. No fire sleeve on the one oil line so probably none on the other that isn't in the picture. The fuel pressure dampener bulb on top should be covered, but I'm not sure how big a deal that would be. The metal ball has a belows in it which takes away the pulsations of the fuel pump so your readings are more stable. It hasn't been needed for many years. Most likely just up the chances for vapor production from the heat on the metal. The fire sleeve on the cross over balance tube with the wire ties are just there so the expansion tank cap won't rub a hole in the aluminum tube. The biggy is no firewall blanket which was a mandatory.
  45. 1 like
    The clamps and zip ties are not a big deal, they are easily swapped out if the owner feels the need. But you are right, there is no firewall blanket, and that is a safety issue. It's a PITA to install one and FD is no longer paying for it.
  46. 1 like
    Online pictures of the engine, I am Not an expert! But I see a few issues No Fire sleeve on accumulator Fire sleeve held on by zip ties Fire wall blanket? Possible incorrect hose clamps
  47. 1 like
    As others have said, drop your price to a level where you could fix the problems and still end up at your original "like new" price. A dead battery and AP problems are not "like new". The rig issue could be the nose wheel fairing; there were two different fairings produced, and I know of one CT that could not adjust out rudder trim issues until the fairing was replaced with the newer style -- the old style would "weathervane" and push out the rudder trim. The new fairing could be $500-1500 depending on what FDUSA has in stock, they sometimes have used fairings at a discount. Paint and decal issues are normal in an airplane that old, depending on hours. My CTSW is a 2007 with 800hrs, and the decals around the door areas are pretty worn, but the ones on the tail and wing ends are like new. The paint used on the CTSW is prone to flex cracks, I have a number of areas on my airplane with 1/4" to 3" paint cracks. If the airplane is hangared they are cosmetic, but if it sits outside (which a CT never should!), I might worry about water infiltration into the underlying composite. Honestly none of the issues you mentioned sound like deal-breakers if the airplane is otherwise good, but if the price was agreed on "like new" condition, then price has to be adjusted based on fixing the deficiencies. If the owner doesn't understand that, you have to pass. There are always other airplanes coming up for sale, so don't despair if you walk. When I bought my CTSW I looked at a lot of airplanes, and was close to buying one until I was warned away by a forum member who happened to know the owner and his poor maintenance practices. In the end I ended up with exactly the airplane I was "meant" to have, and it has been a joy.
  48. 1 like
    I currently fly a CTLSi and a Cessna 172. The 172 has 80 gal useful, a 180hp lycoming, steam gauges- Kings- (including ADF) plus glass (5 Garmin instruments)and is completely dual IFR capable including coupled GPS LPV’s or ILS app’s. Useful load is 950 pounds. When you upgrade to the 180hp motor, you gain 200 pounds useful and the motor is about 36 pounds heavier than the 150hp original motor in Larry’s 1969 C172K. With the Horton STOL kit, it is very capable on short strips. When we flew to Panama City, Panama from Tucson in March this year, we took the Cessna. It was also handy when doing IFR around Guatemala’s Volcano’s. When we flew from Tucson to St Johns Newfoundland last fall, we took the Cessna. Not always good weather in the NE. Let’s not discount the C172 but having said that, The trip from Tucson to Point Barrow Alaska in the CTLS Over 6 Weeks was priceless. Antigua, Guatamala and Skagway, Ak Photo;s
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    A good battery charger/maintainer with an AGM mode. I use a NOCO Genius 3500 and it has worked well.
  50. 1 like
    Why traumatized a very young cat that you are removing from its family. You want it calm, relaxed and bonding with its new owners. Not traumatized, mis-trusting and scared out of it skin in a new home or afraid of its new owners.It will be traumatized enough just taking it away from the only family and home it knows. If you wouldn't do it to a 1 month old baby in our noisy plane and take it away from its mother why do it to an animal? Drive your car for the cat not for the people.
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