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Showing content with the highest reputation since 04/22/2019 in Posts

  1. 3 points
    I just got my new GoPro Hero 7, so I went out on a flight with some friends on a tour of the local grass strips. My buddies are in a Blue/White Avid Flyer and a Yellow Legend Cub, if you see them in the videos. You'll notice I use a lot of slips to manage descent rate (sorry that puts my noggin in the way sometimes), and on grass I always use 30° flaps unless the wind is just howling. BTW my airplane has the small roller skate wheels/tires, and I did all these landings with the wheel pants installed. You guys with Tundra wheels have no excuses to not be landing on grass, and you are missing out on a lot of fun if you don't. My CT can land at 90% of the places the Legend Cub can, it's a pretty good short field airplane for what it is. First up is Aerie (1GA9). My friend with the Legend Cub owns this strip, and it's kind of our "base of operations" when our group gets together to fly. The runway is 2000ft and very smooth and well mowed. My landing is to the North over the trees. The South approach is a little easier, though not as much fun. 😎 Landing sequence starts about 1:45 into the video: Next up is Taylor Field (GA16). Owned by Larry Taylor, an 80 year old super-nice guy who still flies the same J3 Cub he's owned since 1974. The runway is 2100x50ft with the preferred landing uphhill. There is a pronounced hump in the runway right around where you would touchdown, so ideally you try to get down fast and land on the up slope of the hump. In this landing I was a little long and landed just past the crest on the down slope, which is also fine. What you *don't* want is to touch down on the crest of the hill, as you'll be back in the air on the backside with no energy and you'll put your gear in danger if you don't add power immediately. Grass was in need of a mow yesterday, but not out of control. Landing sequence starts at about 55 seconds in: Third on the hit parade is Southern Oaks (GE35). this is the shortest field in the series, at 1400x60 feet. But the landing is uphill and the approach is clear for a long way out, so it's actually a very easy place to land if your speed control is good. When we landed there yesterday the owner had just fertilized, so you could smell chicken shit a mile out from the runway... 🦆 Landing sequence starts at 1:55 in the video: Last is Sleepy Hollow (GA18). This is a neat spot owned by the son of a very successful real estate developer who flies his Aviat Husky from there. It's 2600ft and has runways that are parallel grass (60ft wide) and concrete (22ft wide), and an easy place to land in either direction. In the video my buddy lands ahead of me in the grass and I land in the pavement. I almost forgot to turn on the camera, so the landing sequence starts right as the video starts: Those are the four grass strips I most commonly land at. There are a bunch of others we go to occasionally, I will get some videos of them as we hit them going forward. I also have takeoff videos from all these spots except for Sleepy Hollow; if anybody wants to see those I can put them on YouTube.
  2. 3 points
    I am planning to attend with my wife. We will be flying our Sting S4 and it will be the first time for us. October is kind of long way off but that’s the current plan.
  3. 2 points
    When I calibrate tanks I use a line clamp on one of the fuel lines where it comes out of the door post to block the transfer of fuel.
  4. 2 points
    he only got pale. Reach over and shut the engine off and watch them cry.
  5. 2 points
    50 knots at 30 & 40 for me to. At this speed I can land in 1K ft. and less all day long. If you try to shave every last knot off one day you may be posting picks here of your smashed gear. There isn't enough to be gained by trying to shave a few knots off.
  6. 2 points
    Lots of people make fun of the egg or refer to a flying sperm .. but CT planes do have a character... but this one just doesn’t look look that great ...
  7. 2 points
    No wonder the CTSW is lighter! 😜
  8. 2 points
    Oh, did I mention how this panel pays for itself. I now get 5 knots greater TAS and 20% less fuel burn with this panel 😄
  9. 2 points
    I went with a GTX 345 for in and out. Replaced my 396 with an Aera 660 for the display. I would have liked a larger display but the 660 fits in the same panel space as the 396.
  10. 2 points
  11. 2 points
    That would be nice but I have already found the perfect plane for me. Its a CTSW with no loan payment. A very important feature.
  12. 2 points
    The shut down screech is normal and usually will go away in time. Make sure you're using the correct oil. The wrong oils can cause this. My CT had it for a while then went away.
  13. 2 points
    Another milestone... attended a California Power Systems Rotax seminar lead by Roger Lee and Bryan Toepfer this past weekend in Tucson. Learned a ton about the Rotax 912. The box with the wires and tubes under the cowling is no longer a mystery, or something to be feared. As I and a few other guys at the seminar felt, the seminar boosted our confidence in the Rotax engine and its amazing technology. Roger and Bryan have lengthy field experience and their knowledge-base overlay onto the Rotax factory best practices made all the difference. My classmates were great guys and passionate about flying and their planes. There were a couple of CT owners there too... Strongly recommend that any one who flies behind a Rotax, attend this seminar.
  14. 2 points
    I have been working on this for over 5 months. Prototype worked well but noise level is too high, changing design a little at this time. Rotax exhaust is 100 +/- 1 DBa at cruise. Trying to at least get that. There are a lot of difficulties in changing the exhaust such as tight cowling and cabine heat. Biggest advantage is more room under engine, better airflow through radiator and pipes less prone to cracking. I may or may not be successful in this. Time will tell.
  15. 1 point
    Burping the engine and visually checking the oil in the tank is the only way to know. Most don't need oil between changes.
  16. 1 point
    but you’re a nice guy! Thanks for making life that much easier! Lol
  17. 1 point
    I don't think there is a way to downvote and attach a name to it, so by definition every downvote is anonymous. That's just how the software works. Why are anonymous upvotes okay but downvotes are "cowardly"? Why do you care if you get downvotes? It's not like the forum is a popularity contest, or that upvotes or downvotes actually affect anything.
  18. 1 point
    It is a "bigger" airplane, but, they achieved the same weight as the CTLS. They are using a different carbon layup process... akin to an overbuilt metal bridge designed in the 1930's vs a bridge today... which has the same strength but WAY less material. What I like about the plane is 1) they phased out the chief complaint about the now older design regarding landing-ease. And, 2) there is a space behind the seat that can fit a bike... and/or lots of camping equipment. The new owner has the right idea about technology-investing in products, now they have to invest in a revamped marketing campaign and they will have a winner product for those of us who prefer high wing aircraft.
  19. 1 point
    These make believe so called information systems are totally useless in my opinion! If fact they could be dangerous used by the novice.
  20. 1 point
    Swell, another anonymous downvote... last time I complained I was labeled thin skinned. Perhaps, but At least I’m no coward.
  21. 1 point
    Some of my best photo shoots are within 5 miles but above 13,000'. There's virtually no danger that I won't get back and being extremely light gives me good climb rates right up to target altitude. I even lost my engine once but that was from slipping along a very long 13,000' high ridge to keep my wing out of the shot. I got it back very quickly and landed under power.
  22. 1 point
    Very cool, say hi to Tom jr. for me, still flying in Goodyear and no prangs yet (fingers crossed).
  23. 1 point
    Last October the FAA removed geographical restrictions from DPE's. Instead of spending money to learn everything in a Cessna you might consider bringing in a DPE from another location. A couple lessons in a Cessna would just about pay for airfare.
  24. 1 point
    http://www.kathrynsreport.com/2019/03/flight-design-ctls-n81kk-incident.html?m=1 Appears they tried the BRS, but did not work. Any thoughts?
  25. 1 point
    i just called and spoke to Tim at Iowa Flight Training. REALLY NICE GUY! gave me a lot to think about. I don't want to misquote him, but I think he said that the only addition to his CTLS, was done at the factory, and it was to add a Garmin WAAS 430 which resulted in an aircraft that fit the pre-2010 acceptability for IFR/IMC flying. I guess I need to reach out to FD USA and see if they have an existing LOA for the Garmin WAAS 430. Unless someone has a better suggestion?
  26. 1 point
    Concur. The killer is speed . . . both vertical and forward. The slower, the better. In most of the cases, the safety cell absorbs much of the shock and does a good job of protecting occupants.
  27. 1 point
    One nice thing about the CT series, is that they have a strong enough structure and land slowly enough that if one goes off airport with full flaps and lands at minimum speed, there is quite a low chance of a "very bad" (e.g. fatal) outcome. The airplane might end up on its back, but the people will most likely walk away.
  28. 1 point
    I have the Bose noise cancelling headsets. The Bose links up to my iPhone via bluetooth just like linking up to a car speaker. Can hear every sound the phone produces. Spotify should work esp if you download the sounds into the phone system beforehand. I have not paired my new iPad with the Bose yet, but I'm certain it pairs the same way.
  29. 1 point
    Should be a 3.5mm plug, if it has an input.
  30. 1 point
    It’s a must do for anyone in the area!
  31. 1 point
    Submitted for your viewing displeasure. Actually, the countryside is greener than usual due to recent rains, but I have no mountains, rivers, shoreline, or magnificent skylines to gawk at - just flat land and oilfields.
  32. 1 point
    There was some discussion some time ago about checking that the parachute cords were attached in the right place. Apparently some were not looped through the connector pin. If you search this site you may be able to find those discussions.
  33. 1 point
    When I get around to posting mine, you'll all feel sorry for me. 😁
  34. 1 point
  35. 1 point
    I was reading an article in Flight Training which I received today and it was taking about the Icon A5 and how you learn to fly with just the AOA gauge. Does anyone use the AOA sensor on the Dynon and if so... how do you use it? What data does it give you? Any tricks I can use it to supplement my flying? Any good reading material? The article basically says that you can say screw airspeed and RPMs, it's all about the AOA gauge. That seems excessive but it may work for the Icon A5. I want to know how it works for the CT.
  36. 1 point
    Had them done at a local trophy shop. The white you see is etching NOT labels. Pricey at just under $1k
  37. 1 point
    The AoA in the Dynon is only as acurate asthe person who calibrated it was. I have seen some that were close, and others that were not. I would not trust it to fly the airplane.
  38. 1 point
    Ted Carlson plans to attend for the 4th time - bringing my brother Kurt this year.
  39. 1 point
    I have exactly the same graphis on my airplane. I think it’s the best looking factory livery.
  40. 1 point
    Bucharoo, I always liked the livery on your airplane. That green is refreshingly different.
  41. 1 point
    I generally try to look at long cross country flights in the CT as an opportunity to flex my "adaptability" mental muscles. As an example on our trip to Page, Bill Ince and I between the two of us suffered a battery failure, a broken exhaust, and severe weather. We overcame all these obstacles and had what I would consider a successful trip. When you look at long flights in this light it becomes kind of like a big puzzle to be solved. I highly recommend you take Phil up on his Page offer, and if Bill and I can actually get around the weather this year. maybe we can meet up with you partway and make it a four ship flight.
  42. 1 point
    Both the FAA and the NTSB looked into my nose-over after I reported it to the local FSDO. Today they that this event didn't qualify as an accident.
  43. 1 point
    I have a SportCruiser with a Rotax 912 ULS. I always got a lot of kickback with the prop on shutdown. It shakes the engine mounts pretty good. I try to let the RPM settle as slow as possible with the throttle all the way back before tuning the key to off but I still get the kickback. I stopped worrying about it when someone explained to me it was normal for a high compression engine as the Rotax 912 ULS. Now I m getting a screeching sound as well as the kickback. I have pulled the engine cowling and everything looks good inside. It sounds like a screeching belt on a car but there are no belts on a Rotax as far as I know. Should I be concerned?
  44. 1 point
    What I noticed with my engine is that , if I just taxi down to the hangar and then turn off one mag, wait and then another to shut it down, 90% of time it will shut down very softly. If , on the other hand, I do something like a 4000 rpm run up and then attempt to shut it down without idling for a while , I am more than likely to get a decently violent shudder which always makes me uncomfortable - no matter what people say it just can’t be good for the engine. I did get a screeching sound a few times when it didn’t shut down softly - and I also got this sound sometimes when attempting to burp a hot engine - but it seems quite random , I can never replicate it on demand and it comes and goes.
  45. 1 point
    Yeah, ideally a CT or any aircraft that isn't metal skinned (and even the latter) should not be tied down in the sun on the ramp instead of being hangared. But it's nice to have that option without in addition to heat, wind, and rain, having to worry about UV degradation. Even if nominally "always hangared" at 2000 hours it gets 2000 hours of UV ... some at altitude where there's more UV... and s then there's the weeks of tied down on visitor ramps during cross country trips. So curious about opinions and experiences of UV protection products (ranging from things like 303 Aerospace UV Protectant for ten bucks that wipes on but has to be periodically reapplied, to spray on clear coats like UV-Resistant Clear Coating - | Krylon, to on the high end a ceramic coating like System X Ceramic https://www.element119.com/aircraft.html which would probably cost about $250 to cover a CT and claims to be permanent and have the blessings of some major aircraft makers.) I was particularly intrigued by that System X Ceramic. Even sounds easy to apply. Thoughts? Experiences? Facts?
  46. 1 point
    I prefer a 12 year old CTSW though. This says a lot about Flight Design products (or me)
  47. 1 point
    I agree with you. Would rather have the CT.
  48. 1 point
    You probably wouldn't have to "arrange" anything. CTs are very expensive to repair because of their construction. A few years ago an owner had to replace a windshield due to a birdstrike, with no other damage...and the bill was over $10k. Look at Ed's mishap. It's basically a nosewheel/engine mount replacement, top skins, and probably some tail damage. If that was a Cessna it would be a no brainer to repair, but for the CT it's a total loss, even at a very high $80k hull value.
  49. 1 point
    Ground wires. Stack them all together under the head of the bolt/screw.
  50. 1 point
    Use the exhaust. It is grounded to the battery or we wouldn't use it to charge or jump the aircraft. Plus to have a ground like some think you would need to drive a 6' copper rod into the ground and attach that to the plane just like hangars and homes that are grounded. Plus our planes are carbon fiber so it conducts electrical current so it can be grounded through the system. All you're trying to do is help prevent static build up. Food for thought. Let's look at realistic circumstances. There has never been a documented static fire in Tucson. Ladders that you use usually have rubber or plastic feet so it doesn't really touch the ground and you're standing on an un-grounded ladder. . The gas fill neck on the plane is epoxy'd in place so it really doesn't have carbon fiber contact because epoxy doesn't have the same electrical properties as carbon fiber. So the carbon fiber at the neck may not have electrical properties for the ground on the exhaust. So now you're standing on a non grounded ladder, with a nozzle from a truck that isn't grounded into the soil and a plane that isn't grounded to the soil. What's the worry. LOL Just fuel it. p.s. The grounds built into the plane, truck and pumps will prevent or safely discharge static build up. p.s.s. Take a voltmeter and check continuity from the exhaust to the fuel filler neck. I did this. Surprise is in your future. LOL
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