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  1. 3 likes
    Hi Folks, What I'm about to say, goes without saying. You already know it... but I'm going to say it anyway because if I didn't and something happened, I would be kicking myself forever. When flying, especially in a light sport aircraft, you never have to be anywhere at any time. It would be the epitome of irony if you pushed into bad weather to make it to a required safety meeting. I just got back from my ninth coast-to-coast round trip in my CT. I scheduled the trip from Los Angeles to New York with 3 extra days in case I was grounded by bad weather, knowing that if it looked like I would be stuck longer than that, I would rent a car from wherever I was and drive the rest of the way (I've done that twice). I got there 3 days early this time. And as bad as I wanted and needed to get back home after my meeting, I was comfortable with waiting two days for the weather to clear enough for me to get started. Olav, Thanks for managing another Page fly-in. This is an absolutely great thing for the participates, for the CT community and even for general aviation at large. I wish I was able to attend again. Mike Koerner
  2. 2 likes
    Kinda a unrelated topic but i just wanted to share in case anyone planning to rent a car on this trip or perhaps in any future trips. I was driving a rental in the middle of Monument Valley and got a flat tire. Would have been a easy fix but apparently some cars these days don't come with spare tires in the trunk. They supply one of those slime temporary fix can thingys - Didnt work in my case as the puncture was too big. Anyways, - it was a huge problem which i wont bore you with the details - but heads up - -check that rentals come with a spare.
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    A customer came to me about a year ago with a fuel flow issue on his CTSW. One of the hoses which come from the downpipe from the wing had kinked. I hadn't seen that before, and put a spring inside the hose as a temporary repair. His hose change has arrived, and during replacement, I found that the Gates fuel hose is very susceptible to kinking compared to the DIN spec hose which Flight Design uses. The particular hose that was installed is the Gates Barricade Greenshield. Photos show the comparison between the hoses. The Gates hose kinks very easily, while the stock hose can actually have a lot more force applied to it before it will kink (and it doesn't kink entirely unless you clamp it that way).
  5. 1 like
    I never received a reply from the European company that repairs the modules. I continued testing by applying cold packs to the modules for a few minutes and it started immediately every time. And so............. $2000 later I have new modules and they are wired up for soft start which, by the way makes a noticeable difference in the vibration shock of starting. I did not change the flywheel. It may be my imagination but the cruising fuel flow seems to be just a bit lower by maybe 0.2 gph, from 5.0 to 4.8. I don't believe the running timing settings are changed at all so this may indicate there was a slight change in run performance of one or both of the old modules.
  6. 1 like
    I think everyone is on their way to Page.
  7. 1 like
    thanks for all the replies, i can always count on getting so much personal attention.
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    Thought I’d share. Picked 2 of these up on eBay for $20 each. Not the greatest finish but for the price I’m happy.
  10. 1 like
    Mike, that is definitely good advice that all pilots should heed. And that is why, as hard as it was to do it, we cancelled last years CT Fly-in at the last minute due to region-wide bad weather. It is always the wisest course to err on the side of caution. "Get-there-itis" can be a deadly affliction. In fact, last year an hour after we made the call to cancel, a couple returning from a trip to California and afflicted with a bad case of "Get-there-itis" were scud running in bad icing conditions, iced up and spun in less than five miles from my home airport here. Neither survived. Five miles from home. So close. But an overnight stop just a couple of hundred miles to the southwest and they would have had a good ending to a nice trip together. That accident one hour after the cancel call sure reinforced that the cancel call was the right one. "Get-there-itis" kills. So everyone coming to the fly-in...be careful, use good pilot judgement, and cancelling is better than crashing. There is always next year if you are faces with problematic weather.
  11. 1 like
    I have a CTLSi, the fuel pump is under a protective plate (under the floor of the baggage compartment) as Duane suggested. It makes sense that the pump is there as it is a short distance from the Header Tank, a 912 fuel injected feature. The serial # is not visible, until you perform an MBenoit trick with the iPhone... thank you for the tip MBenoit. Tom, my plane was manufactured in 2018, so your theory of the year of manufacture makes sense.
  12. 1 like
    The first time the rubber hose replacement issue hit this forum big time was when the 2006/2007 CTSW's were 5 years old. At the time it was thought that using fuel injection fuel hoses on the ULS engines was the way to go. Then, several people started having loss of power issues and there was small rubber debris in the float bowls. So, someone I know decided to replace everything except the fuel hoses and to wait until the fuel hose issue was settled. Turned out the fuel injection hoses were too hard for use on barbed fittings. Particles of rubber were being shaved off and turned up in the float bowls eventually to be sucked up against the jet thus interfering with the fuel flow. Loss of power to about 4000 RPM was the usual result which was corrected (until the next time) when the the throttle was closed allowing the piece to drop away. It took a while for this issue to be resolved so this person, who replaced all except fuel hoses, decided to wait for the second 5 year hose change. Then, just when the second 5 year change was about due, his engine lost power on climb out, throttle was closed, power was restored, and rubber debris was found in the float bowls The purpose of this post is to reinforce Tom's post that although 5 years may be conservative, these hoses do need to be changed. And, to be perfectly clear, just like the BRS, when time is up, plane is to be grounded although in the case of the BRS there is a provision for "ferry" flights. Plan for these expenses and do the work when it is supposed to be done. One way to save some money on this, and other maintenance/inspections, is to take the three week course to get your LSRM-A. Yes, it is expensive, about $4K plus expenses and possibly time away from work. But, you will recoup this investment and learn all about your aircraft. In my case, with 12 years of ownership, I have saved a ton of money.
  13. 1 like
    Greetings CT Fliers, Have been lurking here a while, recently joined , and now that I've bought a 2006 CTsw I'm making myself known. First - let me say I've found tremendous value in the content of this group, and look forward to being an active participant. Based out of my private field 4MI8 about 60 miles north of Detroit, I've been flying a C-150 the last 20 years and after looooong consideration, picked the CTsw as my next adventure, plan to keep it equally long time. The search for bird settled on N305CT, and bought through Tulsa Tom & son at Airtime. I typically lean towards direct private party sales in most things of life, (used cars, etc), but I will say I had an excellent process working with them. From the intro, to the doing the deal, supporting the 2 hours transition training with local CFI (AIG insurance required that of me), and even facilitated a DAR to be on site to convert to E-SLA that same day. In the course of 7 hours I went from arriving on scene, to being a proud owner ready to depart the next morning. The flight from Tulsa to Michigan had amazing tailwinds at low altitudes, so flew 5.5k on NE heading direct home, ranged from 150 to 160 K ground speeds, that was a treat from coming out a C-150 I'd plan 92K plus winds. First couple hours were CAVU and easy going, then north of me around Missouri a strong area of heavy convective blew up. Diverted more easterly and made a stop at IL/IN boarder, topped tanks, and determined with these tail winds I'd get around the storm and be home 2-3 hours before forecasted line crossed my airport. Went direct for about 2 hours more, so around 5.5 hours flight time for 750nm trip, probably 800 with the dogleg around the weather. The winds were kicking 17 G23 on the first stop in IL, presenting about 30 degree crosswind. That sure had me aware I'm in a light sport, in my C-150 I'd do these winds and not be nervous. Having less than 10 hours in a CTsw I played it safe, long runway, kept some power (cracked throttle ~ 1/4"), and had a major balloon when nearing 5' off - so powered up and went around. Next approach same set up, and "flew it" on the main, danced the rudders, got on brakes quick, then "flew it" to the fuel pump. Next hop to MI had same strong surface winds, so with my strip being a 9/27, I put it at county airport with a 18/36 and had my first grass strip touch down right into the wind, felt good. I'll admit I was a lazy C-150 pilot, 20 years became sort of like driving a car - jump in a go without thinking. The CTsw has me feeling excited again, practicing correct taxi / wind flight control inputs, and excited to learn the performance capabilities of what this fine design is. I won't expand on my thoughts for E-SLA plans at this time, focused on flying and having fun while weather remains decent here. My bird has basic panel (and I'm mostly good with that - I fly to look out the window), but will address ADS-B, add minimal glass and instruments (thinking Garmin G5), attend classes on E-SLA & Rotax next year, and have as much fun hanger flying it as I do up in the air! Regards, Darrell
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    For the Bryce Pre-event group, this is a relatively informal event. I am arriving around noon as are two other planes that have confirmed arrival around this time also. While it makes it easier for Ruby's Inn shuttle to take everyone as a single group that is not critical...they are used to coming out to the airport to pick up arrivals. However, to the extent we can make it efficient suggest arrival around noon on Monday though flight safety and your schedule is your own as PIC. Ruby's Inn Shuttle phone number: (435) 834-5341. The name for the block of rooms at Ruby's is "CT Group" with a group confirmation number of 1388460. No group events are scheduled other than we will fly out as a loose group on Wednesday to arrive Page as a group. Tuesday's activities are whatever each person wants to do. There is a free shuttle that runs the length of Bryce Canyon National Park, stopping at various overlooks. There are also great hikes into the Canyon, ranging from short to longer. One of my favorites is the "Wall Street Trail" hike. Due to forecast cold morning temps at Bryce Wednesday (mid-20s) and because our check-in at the Page Clarion Inn is not until afternoon recommend we not depart Bryce for Page much before 1130 to noon Wednesday. I suggest we gather in the lobby at Ruby's Monday night at 1800 (that's 6:00 pm for any non-military types! 😎) and have dinner there, to introduce ourselves to each other...a few new pilots are coming for the first time...and discuss schedules and any special requests or comments. Buffet breakfast is included in the reservation. Ruby's buffet breakfast is a majorly good feed! Finally, while the airport manager at Bryce has indicated tie downs will be available I recommend bringing a set of ropes/straps in case the provided tie downs consist of only a cable. If you have any specific questions, run into problems, give me a call on my cell (505) 250-8417. See you at Bryce!
  15. 1 like
    Also new owner, of CTSW.... Spokane area. Landings are definitely an acquired skill. Still working on them.
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    I definitely recommend Gregg Ellsworth with AIR. He just provided me with a list of quotes, several of which were cheaper than staying with my current provider's policy. Quick and easy process. According to him, there has been a turn in the market and most insurance companies are higher than last year. He thinks the insurance companies are ready to make some money.
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    Omg Did I get here too early? LOL. Just kidding. Since I couldnt join y'all, I just had to drop by Marble and Page on my last months road trip in the area. Spectacular from the ground so I can only imagine how much better it is from the air. Wishing you all the very best on this wonderful trip. Please keep us updated with stories and photos
  18. 1 like
    I am learning that Flying is a lonely, huge responsibility-laden experience for us PICs. We are responsible for everything, including the physical condition of our planes. Anything mechanical has issues, bugs, fixes and possibly dings. Best practice is full documentation of all AD's and repairs, large or small to build credibility with the plane for 1) re-sale marketability, and, 2) in the event (God forbid) there is an accident. Regarding #2, if something was done to the airplane and it wasn't documented, that's a credibility ding during an investigation. Don't take the risk on credibility. At the Roger Lee Rotax course he stressed full documentation, replete with thorough notes... Roger is correct.
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    I once passed on the purchase of a very nice C182 because repairs were not documented and the owner denied there had ever been any damage. The shop doing the pre-buy said everything seemed to be done first class and they could not figure out why the owner was trying to hide it. So, my advice is to document and don't ever try to hide anything.
  20. 1 like
    No 337's for SLSA aircraft. Any repair should be logged, but sometimes minor stuff might get missed. If the repair is listed in the MM a simple log entry is all that is needed. If it is not in the MM, then you should have a MRA from the manufacture.
  21. 1 like
    Welcome aboard! I ferried my plane home from California in July and had the trip of my lifetime! I just hit 78 hours and have my checkride scheduled for next week. Theres tons of information on these boards and tons of people willing to help so don't be afraid to ask. Also, I am out of CGF in Cleveland and wouldn't mind meeting up sometime!
  22. 1 like
    Here is a pic of the clips referred to above... the outboard clips...
  23. 1 like
    I have done it (unforecasted windshear) and it is a challenge. Handled a gust up to 28 knots about 40 degrees off the runway. Wasn’t fun. Wasn’t the best landing,, the but CT shook it off. The AOI does suggest anything over 25 (I believe it is 25) and the aircraft really should not even be taxied. I will say the CTLS does handle the winds, but the light loading and aerodynamic profile of the plane really makes gusty winds a challenge. With light sport in general, the aircraft are bit touchy on landing compared to heavier/certified aircraft. I have learned it is better to be a couple knots slow on approach than a couple knots fast in the CT, because the airplane just wants to fly. Gusting winds generally mean you want to fly a faster than normal approach, which means there is a very fine balance in gusty winds. I am by no means saying don’t go, but I also am not saying go for it either. Your should fly on a less windy day if able (with a knowledgeable instructor) and see what your personal minimums are. I have found above a 17 knot crosswind, or more than a 10 knot gust, is where I throw in the towel. Edit: For context, I have about 70 hours in the CT and about 2000 total in various other aircraft, so if you are less experienced, your minimums may be way below mine.
  24. 1 like
    As of October 1 the following have confirmed rooms at the Page Clarion Inn under the "CT Group" for the $65 rate: Todd Bristol Steve Schroeder David McNeill Bill Ince Phillip Styka/Olav Johnsen Brian Leathers David Patterson Ron Kreienkamp Phillip Welsch Allen Kolp John Langan Hugh Sontag Lee Bergmann Darryl Swenson Duane Jefts Tom Grinoles Ted Carlson Andy Walker Walter Rawbanik If your name is not on the list you need to contact the Clarion Inn and ensure that they have you under the group "CT Group" and not on a non-group reservation. I will be checking with Ruby's Inn in Bryce Canyon later today for a confirmed list of those reservations for the pre-event. Olav
  25. 1 like
    When I went to fuel my empty left tank up this morning, I noticed something that I knew didn’t belong in there. It was the hole saw cut out from the factory on a September 2010 build. Kreeme Weiss on one side and fabric weave on the other and a hole in the middle. I’m very happy I found it!
  26. 1 like
    Ooops. Explains why we can get "fuzz" trapped in the in-line filter. Maybe I will put a "visual check down the fuel bung" on the pre-fueling "to do" list.
  27. 1 like
    Kent and I dropped in on the Flight Design crew today for a quick visit with Kent’s SW and my LS... Arian was in the middle of a rubber replacement, a way bigger job than I imagined. The photo doesn’t do the effort justice. Kent and I took off, climbed into smooth air and took some photos, my first time doing that. I turned the AP on and Kent performed the flying skills... very cool.
  28. 1 like
    That is a fact. A full rubber replacement takes several days of work to do, there are a LOT of rubber bits ahead of the firewall. Unless you have skinny little arms, you really need to remove the engine from the mount to get to the back hoses.
  29. 1 like
    Most DPE's if interested in performing a checkride in a CT will likely want to get a flight or two for familiarity. We have made it a point to reach out to DPE's in the area and offer up free transition training in our CT just to broaden the base of available DPE's for CT students.
  30. 1 like
    This is a set that the Gutemans at airtime have made for people, This is a CTLS, and they run $350 a set, I have asked multiple times for a set on the CTSW, their guy does not have a template nor has he made them for the SW, They quoted me $450 for the CTSW, since there is no pattern and he would be staring from scratch.
  31. 1 like
    At full power your 912 should be running at >5000 rpm. I would imagine that someone has adjusted your settings in your Dynon. The 2450 reading is more like a prop RPM than engine. The 912 has a 2.43 reduction gear which means the prop spins 2.43 times slower than the engine. Maybe someone added the 2 pulses per revolution RPM adjustment in your Dynon (which is an option.) See page 5-8 of the Dynon EMS-D120 installation guide which describes the setting to do this and check your Dynon. You can always get a $20 digital photo laser tach sensor from Amazon to check the prop speed and multiply by 2.43 to get engine RPM
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    Paid $180k for the mats, FD threw in the Plane. The mats are affixed to the floor because they would slide all over the place otherwise. I can take pics if you wish. I will be flying tomorrow so will send them your way Bill...
  34. 1 like
    I replaced my Garmin 696 with a 796 and needed a new center plate. A friend laser cut one for me and it came out really nice. On the left is the one for the 696 and on the right is the new 796 one. If you are in need of one, PM me and I’ll put you in contact with him.
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    Will do. I ended up resting one foot on the support structure between the pedals and then the other on that foot. Anyone have floor mats and do you like them?
  36. 1 like
    Hi! I didn't mean to say that it was just the suction cup. There is a 3mm hex head just to the right and center (top to bottom) of the 796. It is a 90 degree "quick throw" that moves a lever in and out of a grove in the 796. Left to release, right to lock. Other members have mentioned it. Good idea about a short video. mI'll give it a shot!!! Thanks! Walt
  37. 1 like
    The differential compression test, is more commonly referred to as a leak down test, Typically the leak down test numbers are presented as a percentage of the test pressure. In this case, rotax wants you to state the actual number recorded Since the compression tester relies on the engine cranking, several uncontrolled variables are introduced which can make the results less useful. A weak battery, a corroded starter cable, or a hot starter can all cause the engine to crank slower, which can affect the test results. Even air density and valve lash can affect the readings. For this reason, it's next to impossible to find suggested compression test results for most engines. On top of that, racing engines are usually modified to have higher compression anyway, so you can't rely on a factory manual for the answer. The use of a controlled, regulated compressed air source makes a leak-down test much more consistent and repeatable. This means that a leak-down tester(read: differential compression tester) can be used to show when an engine is in need of a rebuild due to wear. If the percentage of leakage in an engine goes up from one test to the next (especially if all cylinders increase a similar amount), you can be reasonably confident that it is due to a loss of cylinder sealing. Depending on your budget and how much power you are willing to give up, you will probably want to rebuild the engine when leak-down reaches what ever Rotax recommends. Fresh engines should not leak more than about 3%. Many engine builders consider 5% to still be quite healthy.
  38. 1 like
    For S-LSA - No. There is not an LOA for removing the front wheel pant. Mains wheels - yes . . . Front Wheel - no.
  39. 1 like
    I have an FAA-sized carry bag I use for trips. It's soft sided and fits in the baggage bay of my CTSW, but it's tight. There's no way this would work with a hard-sided FAA standard bag. Here's the one I use. I picked it in case I ever get stuck by weather or mechanical issues and need to take a commercial flight home: https://www.maxpedition.com/products/fliegerduffel-adventure-bag?variant=36683506513
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    After much research, I am burning 100 LL avgas + additive. It is more expensive per gallon, the oil changes are 2X the frequency (every 25 hrs). The upside is that I am supporting the airfield, the 100LL gas doesn't stink up the hangar the way Mogas does, most airports sell 100LL, I am not humping gas cans up the ladder with my bad back... and, Rotax officially approves 100LL. Just plain easier.
  41. 1 like
    AGLyme- was just reading your post from a while back regarding your thoughts on your new CT. I recently purchased a CTLS and went through transition with John Hurst in Lake Placid FL. I have to say, I couldn’t agree with you more. After about 10 hours and a ton of ugly landings, I think I have finally had that AH-HA moment and it happened the first time flying the plane alone. John, was amazingly patient with me and did an excellent job. However, it took me being alone and focusing on approach airspeed to get a pretty Lansing. Just so happens, it was at about 10 hours 😄. Coming from multi year lay-off and prior Cessnas and pipers, my assessments (while by no means qualified) are very similar to yours. I have enjoyed this post. And love my CTLS. Gary
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    Article about me on pages 26-31 https://www.mammothmountain.com/mammoth-magazine?fbclid=IwAR3Rw-QqlOJxIwZ67VYmW3LyFlYzQE7kJxHjEdGvkadzMHWCjlB8WZ6k6_U
  43. 1 like
    I have taken the Flight Design check flights with John Hurst and I must say he is a very capable instructor. He was a tremendous help to me. Thanks John
  44. 1 like
    You would become a test pilot if you do. Do you feel lucky?? It is Friday the 13th.
  45. 1 like
    I too have the small tires, and was plagued for years with terrible tire wear, also on the outside. It was bad enough that I needed new tires every 40 hours or so. I tried every conventional fix, after I maxed out the Matco washer adjustments, they suggested I needed custom shims. I measured everything with a home built measuring rig, and found I needed something like 3 degrees of camber change and 3 degrees of toe out ON BOTH SIDES. That's a huge amount, and I was worried I got it wrong. I engaged a CNC machinist to make shims that are tapered in two axes. They fixed things to perfection. I have had the same tires now for 200 hours and tire wear is just now starting to show at all. I hate to say it but you probably need something similar.
  46. 1 like
    I observed the exact same thing at the Light Sport Expo. Good thing the aircraft attracts its own possible buyers, because other than John Hurst it didn't seem like a lot of hustling going on.
  47. 1 like
    Tom, the "minimum useful load requirement" reason for limiting the CC's hp involves a lot more than I realized. Thanks for the details. Also thanks for explaining Vh or "maximum continuous power and it's relationship to airspeed for LSA aircraft. More lessons learned. I didn't realize that "John" who started this thread is John Hurst. I guess there will be an important surprise for the attendees at the upcoming DeLand event! There are two threads going on this event. Congratulations to John regarding his new endeavor!
  48. 1 like
    What would be required to repair this damage?
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