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Showing content with the highest reputation since 09/24/2017 in all areas

  1. 2 points
    Repairing two wingtips shattered during landing short of runway.
  2. 2 points
    Thank you John Olaf and Tim for organizing such a great fly-in. Thanks also to tour guide extraordinaire Dwayne for a wonderful tour of Bryce Canyon and all the helpful tips regarding places to fly and things to see during our short stay in Page. There are not enough superlatives to describe the flying and the scenery in the area, we only wish it was just a little closer. We landed back at KYIP shortly after 2:30 local time Monday afternoon. Long day Sunday to Kansas City, MO but we did have good weather all the way home, just not the tailwinds we had hoped for. Including the three days of amazing flying in Page, we put 38 hours flight time on our CT, averaging just under 5.2 gallons/hour. Again, thanks to everyone for a fantastic time. Incredible flying and wonderful people - it just doesn't get any better!
  3. 2 points
    Escalante, UT today with 9 airplanes. As you may notice we are having more variety in airplane types. Several other Light Sport planes have joined us and are most welcome. The pictures are "the group" eating breakfast in Escalante, then planes on the ramp, then John and Linda in their plane, then Darryl Swensen with his CTLS (which is for sale), followed by a couple pictures of Lake Powell.
  4. 1 point
    The latest is that our two are on the docks in Singapore. They were offloaded from the TAURUS on the 4th Oct. and scheduled to load on another ship end of month. That would have them arrive in Aus. fifteen days later. We wait patiently but at least they are out of Germany.
  5. 1 point
    Yes the engine needs to be pulled for the hose change, but it isn't to hard. There isn't to much about the hose change that is difficult, but it is time consuming. There are a few special tools, but they are not to expensive.
  6. 1 point
    Seeing those aircraft pictures is gonna make me have a workout today. Off the polish and detail mine today. Looks great !! How can you even consider selling ? (kidding) I know service is not easily available. Hope something comes up that allows you to keep her.
  7. 1 point
    I finally went ahead and deleted the "extra" spring that pre-loaded the joystick pitch axis in my 2007 CTSW yesterday. I don't think I'll be replacing it. I test flew it yesterday including cruise flight up to 125kt (~5500rpm), a dive to Vne, and two landings, one on grass and one on pavement, both at 30° flaps. Impressions: * I'm no longer confused by Charlie Tango and other describing how they set trim for landing, etc. My airplane now flies similarly, and needs minimal/no trim from downwind to landing. Previously I needed to use full aft trim from abeam the numbers to touchdown. It was fine that way, and the 2007 I trained in was the same. But not having to touch the trim is, as Forrest Gump says, "one less thing"... * I did need to add some some nose down trim on climb out as I accelerated with flaps in. On my next flight I will start the roll with the trim a little more forward and see if that reduces that somewhat. * I found that in cruise at 100+ knots I have my trim at about 80-90% forward, and I run out of forward trim around 125kias. I rarely if ever cruise that fast or faster, so I don't know if I will bother adjusting the trim system. I had previously adjusted it to give me more aft trim, so I might need to turn those rod ends back a turn to give me more nose down range. I'm in "wait and see" mode on that. * I worried that since I was used to a much heavier stick feel, that I'd over-control the airplane in pitch . Unfounded. Apparently my brain works more on the amount of stick travel than on stick force; I found myself just moving the stick the same as always, it just took less effort. I used to fly with my first two fingers and thumb wrapped around the stick to get the necessary force for control. Now I can fly with just the tips of those three digits. That's better and less fatiguing. * The stick forces feel more linear, and perhaps a bit more precise. I attribute this to the nature of a coil spring; the forces are not linear, but load up in an increasing curve as the spring tension increases. This leads to an ever-increasing ramp up of effort as the stick is moved farther aft. * Landings felt the same, just with less stick effort. The stick does come back easier close to the ground. On my pavement landing I seemed to get the stick back more and sooner, which led to a greaser landing, but the nose was higher than I'm used to. I wondered if I might hear a scraping noise from the tail, but it never happened. I guess that is just something I'll have to be aware of, and not over-do the pitch change on touchdown. Overall, I have not seen any disadvantages to this change, and it definitely makes the controls feel a bit more sporty. I'd recommend this for other 2007 CTSW owners with the extra spring installed. Of course, the applies only to E-LSA owners or S-LSA owners with an anti-authoritarian streak.
  8. 1 point
    You AZ guys have an embarrassment of riches regarding CT resources available to you. How about sharing with the rest of the country?!?
  9. 1 point
    Yeah, it’s not hard. I laid the old one on some 1/8” thick aluminum, traced it, and cut it out. Mostly with a bandsaw and finished with a Dremel and smoothed with sandpaper and a Scotch-Brite wheel. Took about 45 minutes total.
  10. 1 point
    I have not posted a complete picture of Minaret Lake but got one this morning. Minaret is the Lake with the reflection. It was a turbulent day and the terrain behind was providing the mechanical turbulence. When low in this area its easy to get the sun backlit and be unable to see the terrain.
  11. 1 point
    Got back from Page this afternoon and spent 10 minutes installing the Skybeacon on our CTLS. With the adapter plate I made there are no modifications to the wingtip. MRA in progress and hopefully approval for flying soon to test it out 😊.
  12. 1 point
    We take them off once a year for that purpose. If you don't do a practice descent once in a while you won't be able to control your speed when the time comes. Also keep tools on board to remove a gear leg to use is ice ax / brake . We mask up the window and don't care about the paint.
  13. 1 point
    No no bad idea will scrath the paint, also risk damage to the window
  14. 1 point
    Ed, if you had an unexpected landing high up in the mountains, you could just take one of the doors off and use it as a sled to slide down the mountain. I know James Bond would do it.
  15. 1 point
    Just another beautiful day in the Southwest. Flew to Monument valley today with 5 other planes. Ron & Jan, Phillip, Pete and wife, Rick and Pam, Lee and Christine, and myself and Greg from Down Under. Doc Ron was a great leader and everyone did their part in keeping up and keeping each other in sight. Great group!! The next to last picture I took in late April but it shows Navajo Mountain and the Lake real well so I included it. I have to put in that disclaimer in because I know someone would have noticed the snow. That is Rick on the left and Lee on the right in the first picture.
  16. 1 point
    Watching takeoffs from our balcony this morning, looking good CT fliers!
  17. 1 point
    First day of flying and a great Bryce Canyon group. Greg from Down Under went with us for a taste of the Southwest. Then we had Phil and his wife from Michigan, and Lee, and his wife from Phoenix and Jeff from Denver. We flew into Bryce Canyon from Page and took the park shuttle to Bryce point in the Park, then on to Inspiration Point and then walked the rim to Sunset Point. Some pictures of Bryce and Horseshoe Bend.
  18. 1 point
    It was 40' deep at this spot in April Here's a shot from that time a year from 20 miles farther north. The highest peak is named 'Matterhorn' and the light up one to the right is called 'Dragtooth'
  19. 1 point
    This is Dana Plateau at the east end of Yosemite National Park
  20. 1 point
    It may come from condensation caused by evaporation of fuel in the float bowl. I had the float bowls removed from a CT one day that was running on 100LL. The day was very hot 100° plus, and very high humidity. In a period of about 20 minutes there were several droplets of water in the bowls and the fuel level had reduced by 25% due to evaporation.
  21. 1 point
    Moisture can come from a poorly sumped fuel delivery tank or almost any source. 100LL will not suspend water so it sinks to a low point. Ethanol fuel will absorb moisture and it just runs through the system. You may see however a small corrosion in almost any carb bowl. I see it all the time. It isn't a big deal unless it is some quantity to it or it starts to pit the bowl.
  22. 1 point
    By bridging the solenoid, you will take the solenoid out of the equation and will be sending battery voltage directly to the starter. Because this is high amperage, there very well could be arcing and sparks when you bridge the solenoid posts with the screw driver, especially if the starter is locked up. Also, beware of the prop because this will be turning when you make contact with the screw driver.
  23. 1 point
    If you hear the click, then that's expected. Before you go replacing the solenoid, make sure the engine ground did not break. I had an issue on one aircraft where the engine ground wire was too short, and fatigue broke the ring terminal. Because it rested on the metal frame, low amounts of current would work fine, but high current could not pass without dropping too much voltage and starving the starter (BAD CONDITION. IT WILL BURN UP THE STARTER). The starter uses 150-160 amps. You also need a good battery too. If your battery is less than optimal, it won't provide the cranking power needed to turn the starter, and again, burn up the starter quickly.
  24. 1 point
    My POH for the CTLS says Vx is 61 CAS at 15 degrees, and 66 at 0 degrees. They don't quote one for -6 since they must think you would be mad to try it, but it would be higher. The same is true for Vy which is quoted as 67 CAS (15), 73 (0), and 78 (-6). That's all I know....
  25. 1 point
    The original switch installation in my airplane had bare wire ends going into the switch terminals. Tightening the screws just compressed the stranded wires to hold them in place. This doesn't provide a very solid connection, and wiggling the wires could loosen them. My mechanic added fork connectors. Much better.
  26. 1 point
    This discussion has my interest and I hear what Ed's saying and think there's some merit in it, but I have a lot of questions since the relationships are complex. I do intend to dig into this but it'll take me a while; I've got a lot of things on my plate and there simply isn't much in the literature about the use of reflex flaps and we never talked about them in any of my engineering courses. I agree there's a better config than 15 flaps at 63 for engine out; but it's also possible they assumed you were performing a 15 degree flap takeoff (normal for our CT's) and were talking about that case in the quote above (in which case transiting back to minus 6 would not be the thing to do). Someone involved with it would have to say. While the overalll thrust of the information in what Ed posted is correct, like a lot of things on the Internet concerning performance and aerodynamics, the devil is in the details. While power and thrust required are driven by the drag curves, it is not actually correct to superimpose thrust or power available curves over them and make an analysis; the correct analysis is a comparison of power available vs power required or thrust available and thrust required. They are both dependent on drag but other terms are also involved, so the shapes of the curves are similar but not the same.
  27. 1 point
    Have you tightened all the screws on the back of the switch? And check the nuts on the starter solenoid.
  28. 1 point
    Bringing the family up for a little vacation, won't be in our CT but will see you there in the Skymaster
  29. 1 point
    The Tomahawk. Flight Design says the best rate of climb for the CTLS is better at 0° flaps than -6° flaps. What do they know that you don't?
  30. 1 point
    I didn't read all the post, but Andy has a spring in his control system that moves the stick forward, so he needs nose up trim at slow speeds to overcome the spring tension. Ed's CT is older and doesn't have the spring, so it gets trimmed the other way. And yes flaps will effect the trim.
  31. 1 point
    I understand why you do it that way. But I'm done with trim and most of my speed right away. If I'm using 15° I'm done, if using 30° I just go to 30 and repitch for final speed.
  32. 1 point
    They do exist, I have flown several, but they are expensive pieces of equipment.
  33. 1 point
    If I'm trimmed for 63 knots hands off, and I want to go slower, I have to either reduce power, and/or pull back on the stick, not push forward.
  34. 1 point
    Hi Ed! Yes I fly about everyday just to get my fix!😂👏
  35. 1 point
    This kind of defies reality in my head. Propeller thrust provides enough power to move an airplane along the ground at 80mph or more, against the rolling friction resistance of the wheels, but as soon as the wheels leave the ground, that thrust force has no effect? I agree that once you increase AoA at flying speed, the increase in lift allows the airplane to leave the ground. But the ability to raise the AoA is a result of speed, which is a result of the thrust of the prop. Saying that AoA generates speed and thrust has nothing to do with it seems backwards. To my way of thinking, thrust is what accelerates the airplane, and then that kinetic energy can be either left as kinetic by way of speed, or converted to potential energy in the form of altitude by increasing AoA (or if speed is low, to maintain altitude or minimize sink). I think AoA is what allows an airplane to change attitude and maneuver, thrust is what gives the airplane the ability to change AoA (at least to increase it). You will certainly speed up if you are cruising at 3000ft drop the nose 10°. But is that because AoA was lowered, or because the lower AoA gave you access to additional thrust in the form of a gravity assist? When the engine is out, why does speed decay in level flight? AoA sets the speed, but only based on what energy state the airplane is at and what additional energy it has access to. You can lower the AoA all day long, but if you don't have something providing thrust (i.e. an engine, or gravity), that speed will run out. I think I am correct in saying AoA (or pitch, if you want to be more crude) sets the speed you have access to, thrust is what enables you to "bank" more energy for use now as speed, or later as altitude.
  36. 1 point
    I have heard that law enforcement is allowed to fly up to 1500 lbs.
  37. 1 point
    I always take advantage of ground effect in all takeoffs! 15 flaps gets us airborne in 1/2 the time as of -6 and then I fly low even towards obstacles in order to take advantage of ground effect and to gain airspeed which everyone needs to stay safe! When heavy, hot and high, for a minus 6 degree takeoff will plow you in to obstacles at a very killing airspeed!
  38. 1 point
    You have 2 out of 3, so that isn't to bad. I agree with most of what you are saying. My only point of contention is angle of climb. With 15° flaps I agree you have more drag, and less available power for climb. This means you will have a lower rate of climb. You also have one other thing because of the 15° flaps, and that is a slower forward speed. Because of the slower forward speed you wind up with a steeper angle, even though you are climbing at a lower rate. Yes you can climb at a slower speed with -6 flaps if you want, but your rate of climb will also go down with any decrease in speed below best rate of climb. It is this relationship between decrease in rate compared to forward speed that gives the advantage for best angle to climbing with 15° flaps.
  39. 1 point
    I remember when Chevy made fun of Ford's "man step." I have used one (on Fords) since 2009. It is extremely handy. I use Tuff Jugs.
  40. 1 point
    The 5 gallon Tuff Jugs are excellent, they can empty into the tank in about 45 seconds each. I have four of them. I rarely have needed to fill more than 20 gallons at a time, since I rarely fly my tanks down to less than half full. Many of my flights are an hour or less, so 20 gallons often lasts me a week of flying or even more. I usually just top off with one jug before each local flight, just enough to keep the fuel level at the top of both sight tubes.
  41. 1 point
    In 10 years, our 90% chance of Perfect Weather says it all. This is what we'll probably see:
  42. 1 point
    Update: USAIG decided that the cost to repair it was reasonable. I have been working on it in my shop for the past month. Determining the correct parts to order has been a bit of a challenge to say the least. While the prop was shattered, the prop flange run-out was 0 degrees. I pulled the gear box and sent it off to Lockwood for a rebuild. The run-out on the crankshaft was also 0 degrees. Then I used the Rotax tool for testing crankshaft twist. Again, 0 degrees. Yeah! Didn't have to have the engine rebuilt. Saved $14K. I think the insurance company would have totaled it if it needed an engine rebuild. While the landing gear was wiped off, there was no damage to the main gear sockets so we just need to replace the main gear. The nose gear folded under the aircraft, but there was no firewall damage. So, I removed the small motor mount from the main motor mount and was able to swing the engine out and to the passenger side enough to remove the main motor mount and replace it without removing ALL of the plumbing. During the process, I found a badly chafed SCAT tube from the air filter to the intake plenum. So I'm replacing it with SCEET (double walled). The steering rods were bent. To replace them, I used a scope camera to line up the rod end joints while a helper inserted the steering rods and screwed them in. It is VERY hard to get your hand all of the way in there and I have the scrapes on my arm to prove it. The Vividea Ablescope is amazing. It's a tiny thing, transmits via wi-fi, and has a 180 degree bend feature that I have used extensively. You can insert it into a spark plug socket and check out the valves. I had 2 iPad mini's; one for me and one for my helper. After trying to screw it in by myself for a couple of hours, with the camera and a helper I was done in 10 minutes. Highly recommended. Both wingtips were heavily damaged (shattered), but there was only minor aileron damage. No wing root damage which was amazing. Looks like the wings "slapped" the ground alternately. A composite instructor is coming over from Germany to replace one wingtip and repair the other as well as fix some of the dings and dents. He'll be here for a couple of weeks. Really nice guy over Skype and email. When he's done, I'll be certified to do composite work in CTs. I built a Cozy IV from plans in the past, but am looking forward to learning from him techniques specific to Flight Design. Overall, I have been VERY impressed with this aircraft. So impressed that I decided to buy one and use it for flight training. So we now have a 2009 immaculate CTLS in our hangar for training and a 2008 CTLS under repair. So far, we already have 5 Private Pilot students and one Sport Pilot. Tomorrow I'm cutting a radio ad. We live in the Verde Valley of Arizona (Cottonwood, Sedona, Camp Verde), and there hasn't been a flight training facility here in about 15 years. Turns out that there's LOTS of interest in flight training. Some people want to come out and do intensive training for a couple of weeks while their spouse hangs out at one of the many Sedona spas. Nice! We do the 5-hour CT transition training as well. Also, Rainbow Aviation is holding an LSRI 2-day class at our facility in October. Contact Rainbow Aviation if you want to sign up. Sid Lloyd Kestrel Aviation Services LSRM - Aircraft/Weight shift iRMT - Service/Maintenance www.kestrelaviationservices.com