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Showing most liked content since 08/25/2021 in all areas

  1. 3 likes
    Have been spending a week or so each month in Montana, when Wes joined the forum a while back we connected a bit and this week worked for us to meet up and go for a hop. Pictures are not "Ed level" but dang, this is one heck of a place to be based out of (Livingston, just west of where I'm at in Bozeman). I can't wait to fly my bird out, commercial is such a drag but 1200 miles is not something easy to pull off with work on the line. We launched and flew south towards Yellowstone, then dropped down in the valley and followed Yellowstone river back.
  2. 3 likes
    Hendersonville (0A7) to Ocrakoke (W95). About 350 NM each way. Walked the beach. Had lunch at Howard’s Pub. Rented a golf cart and explored the area. Great fun. Highly recommend. The runway is on the beach. 2:45 getting there. 3.5 getting back because of winds. About 100 miles from home sky got very hazy at 6500 feet and had wisps of smoke flashing by. From out west. Ugh. Love my CT.
  3. 2 likes
    Yesterday was my first hop since the crash in N378CT. Unfortunately it was in a Remos GX instead of a flight design. my landing streak is now up to two. No anxiety or apprehension during the flight. I had a good time and it was fun to be in the sky again. I will say that while the Remos works, I certianly could have learned to fly in the Remos, I really enjoyed flying in the CTSW more than the Remos.
  4. 2 likes
    I used to get these alerts every 5 minutes at one time. Trouble shot everything. Then I finally squeezed the connectors on the sender with a pair of pliers even though they felt firm. Problem solved.
  5. 2 likes
    All of my initial flight training was done in a CTSW. Avoided any truly hard landings. land anything hard enough and you can break it.
  6. 2 likes
    I guess I don't know what it's supposed to look like in September. It just seems awfully dry. Here's shot I took in March of 2014, also from a CT, and from about the same spot as the third photo in your most recent post:
  7. 2 likes
    I was absolutely STUNNED at how this turned out.
  8. 2 likes
    Yesterday I flew the F2 prototype from our facility in Bisbee Az to Airtime's facility near Tulsa. I did the 763nm trip non stop with quartering headwinds in 7 hrs. Still had about 7 gals of fuel remaining and averaged about 3.8gph during the trip. Amazing endurance on the F2!
  9. 2 likes
    I promised to fill you in on this accident and here it is. I will describe her flight and then follow with the results. A student solo cross country. She went to her first airport and described it as a perfect flight. At her second airport while slowing down and getting into the landing pattern, the plane began to shake and she couldn't slow it down. The first attempt was aborted because there was a coyote on the runway. The next two attempts were aborted because she could not slow the plane down and it was shaking. Then she decided to proceed to her home base. The plane was performing fine from there to home base about 20 miles away. Arriving at home base she described the same results and made three attempts at landing and then crashed. First 3 attempts at second airport on 4300 strip. Departure end has open fields. Home base, one runway 6574 feet and 4422 on the runway she chose to use. Both plenty long but no place to land after the end of any runways. 9,990 foot runway 11 miles north at another airport. Towered airport so there is help available. While in the pattern another pilot in the pattern radioed her and suggested she take the longer runway and then the crash happened. Pilot safe and only had 3 stiches to her leg. In the hospital that night she told me that on the last attempted go around, at about 150 feet, she raised the flaps. We know that is not good. In my opinion, in her situation she did everything perfect. Only based on the final result being that she is alive and uninjured. While this is what she did, I would not recommend what she did to anyone, I doubt the results would be the same. She is our local miracle. We can all sit safe on the ground and talk about what we would have done or what she should have done. The reality is that our brains all work differently and in a moment of terror that I imagine she was in, we don't really know how we will react. We talk, we train and simulate these situations but there are many things that affect how we ultimately react. Of course as pilots we like to think we will do the right thing but there is no guarantee. There were many choices that could have been made other than the ones that she chose. First thing is to know your airplane. Why wouldn't the plane slow down and why was it shaking? Stop reading here and give yourself a moment to think about what was going on. In our CT's we have dual carbs. If one of the throttle cables should break, that carb will go to full power. Everything will appear fine at high throttle but when reducing power you will have an unbalanced carb situation, one carb high power and one low power. This is what causes the shaking and inability to slow down for a landing. In this case the left throttle cable broke. Here are some choices that could have been made. There may be more. At the second airport you could have chosen to use the runway with clear departure end so if you over run, it was empty fields. You could have done a dead-stick landing. Is everyone sure what this means? Will your brain allow you to react properly? Sometimes your brain will not accept the fact that you must use the key and turn the engine off. You could pull the chute but even then you need to be turn off the key and be at a sufficient altitude. True dead-stick landings are not usually practiced so it is only discussed. In the case of students, I believe a special effort must be make that the student absolutely understands and is willing to turn the key off if needed. Not understanding why the plane is reacting the way it was is another area of concern. In this type of situation would you stay at an airport and try to resolve the situation or decide to travel 20 miles to your home base? When deciding to leave this airport and still having the problem, would you head to your home base or detour to an airport with a runway that is twice as long and has help available. When arriving at home base, would it have been wiser to use the longer runway? Any of the available runways would be fine if you do a dead-stick landing. I believe what brought her down was brining flaps up at 150 feet on the go around attempt. Who can say, she is alive and uninjured. So what happened to the throttle cable? Are you familiar with how this can happen? The cable breaks between where it comes out of the housing and attaches to the lever on the carb. It attaches to the carb thru a pin and is locked down by tightening this connection. Do you know that there is a specific torque for that connection? If that connection is too tight by over torqueing or dirt or corrosion, it will not swivel. It must swivel. If it does not swivel, each time you move the throttle it will bend slightly and over time it will work harden and eventually break. In a flight school situation the throttle cable gets much more use than most of you will put yours thru in the life of the airplane so you may never experience this. The cost of replacing the cables is minimal. To replace both cables with parts and labor should only be about $100. You may want to consider this as a routine maintenance item. This is the second one we have had break in 11 years. The first was 10 years ago, in the pattern and with an instructor on board. I post this here not as a debatable subject, but something to think about and review your emergency procedures. If you do your own maintenance and even if you have a certified mechanic work on your plane, make sure everyone is familiar with how things like this can happen.
  10. 2 likes
    The exact model should be listed inside the front of your original aircraft logbook.
  11. 1 like
    Had a great time flying with some buddies earlier in the year. This was my first time "formation" flying with other people! I will tell you it was a bit nerve wrecking for me at first! If you check out the 2:40 second mark you can see the commanche passing underneath me.
  12. 1 like
    Finally getting around to posting some videos I've done in the CT. Here's my trip to NYC w/ a friend
  13. 1 like
    cdarza, you were complaining about battery life. If your camera can use a USB source for charging, you can coil a long USB cable around your selfie stick, and drill a small hole in your clear inspection cover. Use a piece of adhesive velcro and attach an external battery pack inside the wing. Then run the usb cable through the hole and connect to your battery. When the camera is not in use use a small piece of tape over the hole. I do this for my GoPro 7 (using a shorter USB cable than you will need), and I get 8+ hours of battery life.
  14. 1 like
  15. 1 like
    Great shots. Is this the Insta 360 X2 camera? Do you have any pictures of the install of the battery pack and how you use the boom? I think I understand the battery and inspection plate but not sure how to boom works in conjunction with the battery. thanks, Ken
  16. 1 like
    I have a 15 foot telescoping microphone boom, I have a power pack stored in one of the inspection holes on the wing w/double sided tape and a hole drilled in the plexiglass that runs a power cable to the camera so that I can keep my 360 camera on for over an hour. If you check out the end of the below video you'll see some good shots!
  17. 1 like
    K factor would come more into play if the fuel flow was reading 6 GPH, and actual gallons divided by hours showed that it was only burning 5.5 GPH. The only way to get those real high readings is for the little impeller to spin real fast. This could be from vapor or it could be from an actual fuel leak. My bet is vapor, especially after maintenance if the fuel filter was cleaned, the wings removed, or better yet a hose change. The times I have seen it it was always vapor, and the problem went away in a short time.
  18. 1 like
    Pump? Very doughtful. I'm still leaning on a connection then the sender. Do the cheap and easy things first. Squeeze the sender connectors with pliers.
  19. 1 like
    This is one of the couple of passes in the Sierra that always scare me away as approach
  20. 1 like
    Like Tom suggested. Use a thin blade puddy knife and work your way from the narrow end forward. Going around from top to bottom edges.
  21. 1 like
    There is silicone sealer completely under the light. I have used a utility knife blade, and a thin putty knife before. I have also used some twisted Kevlar thread pulled back and forth like a saw to cut through the silicone before. Just be slow and patient so you don't do any damage.
  22. 1 like
    I was initially skeptical of the cheaper vinyl tubing Roger recommends, but I have used it on two tube changes now and it does work great. It's still plenty strong at the two year mark when it gets changed.
  23. 1 like
    I didn't really, but since I had a problem with a bent pin and the new bowls solve potential issues with the pin holes being drilled all the way through (which has caused me a fuel leak) I decided to upgrade since they were just $79 each. Call it paranoia, but I have had two major fuel leaks related to the bowls and I really don't want an engine fire.
  24. 1 like
    You can get it at Ace Hardware or Home Depot. It's just 1/2" OD x 3/8" ID clear poly tubing. FD used to use it .Been using it on CT's since 2006 on all wing pulls. I even have videos here of old hose that felt stiff, but bends without any issue. It's not under and stress so it just sits there.
  25. 1 like
    I bought Madhatter's old v12 e-prop. Got the pitch dialed in today at 26.5. Climb out at 70 give 5400. WOT level at 3000 ft 5500. Previous Neuform was 5100 climb and 5650 WOT. Very smooth compared to my old prop which was red 2 blade Neuform. I think I will be very happy with it. Andy if you want to get together sometime before you decide to get a new prop let me know. I'm not very far away. Rich p.s. I converted to ELSA on Tuesday.
  26. 1 like
    Your biggest expense will be insurance, $6k+ per year.
  27. 1 like
    Where the wing root abuts the fuselage. Find a "flat" spot on the wing and go from about that position outward. Granted, some wings are very slightly wavy but a long enough level (4") seems to negate that problem.
  28. 1 like
    FD says level is measured at the channel between the seats, so setting that to level and then verifying that the crossbar or other feature is level is probably a good idea.
  29. 1 like
    Won't that put stress on surrounding components?
  30. 1 like
    Head pressure, which is dictated by the vertical column height of the fluid, and fluid flow restrictions, are what matters for considering which will drain faster. How you get that level difference doesn't matter. If the top of the fluid level in one tank sits slightly higher than the other tank, then the tank with the higher fluid level is going to drain faster until they equalize. If you got there by filling one tank more than the other, or are flying with one wing low, it's the same thing for fuel draining. A tank with different geometry won't change that, not by itself anyways. It will drain until the fluid level is level with the other tank, and then they will drain equally... Even if one tank were a 10 foot high, 1 inch round tube and the other were a 10 foot wide, 1 inch high tank, the tall one will drain until equalized, then drain equally in regards to height with the wide tank.
  31. 1 like
    What Roger said. Also remember these airplanes are hand-made and no two are 100% the same. It's possible the bottom of one tank has a slight tilt to it and is not 100% flat, which would also make this problem worse. When I fly short, hour hops I carry plenty of fuel and don't really worry about it. For longer cross-country flights I just periodically check the sight tubes and balance per Roger's procedure if the levels become significantly out. Remember too, the CT will happily fly with an empty tank with no issues. The way people come to grief is when one tank goes empty and the other gets low. Then an uncoordinated turn away from the empty tank can cause the remaining fuel to run away from the pickup near the cockpit and interrupt fuel flow to the engine. If you never run the fuel very low and/or balance your tanks when one gets way out of whack, you'll be fine.
  32. 1 like
    I had an older 496 in my plane when I bought it several years ago. It was slow and I kept wanting to press the screen for changes. I couldn’t wait to rip it out. I installed an Aera 660 with the panel dock. Wiring was simple, and the auto pilot (CT Pilot) is driven with just one wire. I did use a remote gps antenna which I placed forward on the dash. Very economical upgrade. Yours is even better!
  33. 1 like
    Corey, the crossover tube is only on the LS. The CTSW does not have it, it has the vented caps.
  34. 1 like
    There is a crossover tube in the rear tunnel just forward of the flaps mechanism up top. Make sure that isn't what is leaking. It is just a pressure balance tube, but I always find fuel in it everytime I do a wing pull. When you open the panels, sniff around. Your nose will tell you where the problem is.
  35. 1 like
    https://www.cps-parts.com/catalog/rtxpages/15-03762.php 963230 would be the right #, according to the latest (2018) Parts manual same # as the 2016 manual , but different from the 2011 manual
  36. 1 like
    This is why I am going to all teflon lines and fittings with bulkhead fittings in the entire fuel system the same way as in certified aircraft. I will never have to replace them again. I also don't need the small filter behind the panel.
  37. 1 like
    IMG_4489.MOV Our CT2K's Trim Tab hinges were worn, giving a vibration through the airframe at certain speeds. Didn't want a fluttering Trim Tab, so replaced all the Trim Tab hinges with new FD ones and now there is no slop in the Tab's hinges. But discovered that there is slop due to due to wear in the Control Rods themselves .. Now waiting on new Control Rods. 8-) IMG_4491.MOV
  38. 1 like
    In my mind at least the two carbs are not for redundancy. They are there because it is less complex in design and implementation.
  39. 1 like
    In my case it was a faulty cig lighter/usb. The usb was hot to the touch and it totally drained my battery - beyond saving (i tried)
  40. 1 like
    Around 7 hours of work, and the washing I even had assistance. Hand washed twice over, then applied and removed wax with a rotary polisher. Even got the exhaust stains out on the belly, which was the hardest part. After this, I decided a rotary takes too much work. While they are powerful machines, they need a LOT of skill and control to use, and being on ladders instead of scaffolding, or pressing it overhead, or in weird leaning positions, it's just too difficult and I had a couple strikes when it got away from me (marred paint). I sprung for a proper weekend warrior polisher after this, a Griot G9 and wax red pads, will see how it works out. There are also some old repair sites that I'll redo the glaze and paint, as well as the strike areas. Will also do paint correction one day and get it to a true mirror finish with a ceramic wax that I'll switch to, but this already was some ridiculously good results with what I had, I expect good things from this G9 when I finally get to use it.
  41. 1 like
  42. 1 like
    Thanks Al. I have never thought about just one cable breaking.
  43. 1 like
  44. 1 like
    My insurance did not change one cent when I made the change, and has remained stable in the last 3-4 years my airplane has been ELSA. Your age will affect your rate far more than going ELSA. I have a $70k hull value, and my premium this year was $1310, but I'm 54. All that changes in going to ELSA is who can do the maintenance. The airplane was still built in a factory under ASTM standards. You can even make the case that maintenance is done better because the guy doing it will have his butt in the seat in many cases. Also, any change in premium will be made up for easily by lowered maintenance cost. I did my rubber change myself the first year I was ELSA, and in that first year I saved over $2500 in total maintenance costs over the year. I have since removed/replaced my BRS to repack and replace the rocket, and done several other major tasks that I would have otherwise had to pay somebody for. Going ELSA saves a LOT of money.
  45. 1 like
    As Corey mentioned, it's important to get it routed to the right person. Mentioning Steve Newcomer in the mail got it right to him, and he called me back an hour after I sent the email. I will fly off five hours of flight testing, remaining clear of controlled airspace, and make an appropriate logbook entry which I will send him a copy of after the flight tests are complete. That's it. No biggie, the FAA is totally chill and cool. Until they aren't!
  46. 1 like
    It doesn't matter if the prop is certified, tested on the same aircraft, or installed on a thousands CTs. A major change is any change that can substantially alter the performance characteristics of the airplane (engine, prop, airframe, wing, etc.). A propeller change is a major change and my limitations specify such a change requires notification of the FSDO and a response in writing. I wish it weren't so, but I'm not going to give the insurance company a reason to deny a loss claim in the event of a mishap, so I will comply with the operating limitations of my airplane.
  47. 1 like
    Yeah it's a nord lock sales pitch, can't avoid that, but the testing in the video is pretty darn good. Wish it had a threadlocker test.
  48. 1 like
    Levil has a new autopilot. Big deal, right? But this is different! It uses lightweight, powered trim tabs on the ailerons and elevator instead of traditional servos. This means auto-trimming is built in when the AP is active, and you can still have full deflection of your controls when the AP is active if you need it. Pretty neat idea. I'm sure it's also lighter than a servo-driven AP. Watch the video in the link below: https://shop.levil.com/collections/all-products/products/ilevil-ap
  49. 1 like
    I was 185 lbs back then until I hit about 55 years old. I was self taught in 1980, then self taught in Gyros, then I flew helicopters at 200 lbs, then tailwheel light aircraft and then LSA. Since I saw you I lost 33 lbs. New house means more work. LOL p.s. Don't make me call Bill and have him throw something at you. 😆 LOL
  50. 1 like
    I did check in with Airtime about a month back, they are in they same situation with Bendix and no available stock. I'll loop back on the pitch servo - if they have concept that does not require drilling though bottom I'd be most curious. I did turn out the roll mount tonight, hot off the brake, fits spot on.
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