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Showing content with the highest reputation since 11/11/2018 in Posts

  1. 2 points
    Just hit numbers around 55 and you be good whatever it takes to get there.
  2. 1 point
    What about the other strap on the back of the seat? The one that adjusts the angle of the seat back? These always slip and need to be tied in a knot to hold. That is ok if you only have the same people in the plane but if you have a lot of different people it is difficult to untie the knot to adjust.
  3. 1 point
    Third Training Session... 3 hours. "this close" to solo...; )… great day, little to no wind, sunny... cold. 9 gals in each side + 2 humans for weight. Never felt cold or drafty in the plane , the heat and wind sealing work fine. Practiced 15, 0 and -6 degrees flaps T's and L's at both Chester and Wyndham airports here in Connecticut. Uploaded the Seattle Avionics software (Sectional, Airport Plates, etc.) into the (3) Dynons… very cool information. Helpful. Learning the Dynon, to me it is a whole new language but fairly intuitive. I wish Dynon had a better online training course, lack of formal online training is the ONLY negative I have discovered about Dynon. The online videos are meh and do not represent the quality of the Dynon product. Stand out training takeaways today: When taking off, a little immediate back pressure helps with the directional control while barreling down the runway. This is a stick and rudder airplane. It isn't your Grandfather's 172 or Cherokee. Coordinated turns - always. If one can dial that into one's brain, this plane is a cinch to fly. If one (like me...; ) forgets that golden rule occasionally, then the landings aren't as smooth. Nonetheless, I did some "Student" style landings today and the plane handled them fine... at no time did I feel out of control in the least. The plane auto-corrected a few doozies. Next session... 30 degrees flaps T's and O's... and possibly a solo. Kent W... @ 5000 rpm, level flight (autop engaged) @ 2,500' @ no wind = 113 knots, 5.1 Gals/hr. Lastly, A ferry pilot arrived in Woodstock to take my plane's "Container Mate" down to North Carolina this AM for delivery to another customer. Stunningly, it is only a 5.5 hours flight from Woodstock. No fuel stop, Amazing !
  4. 1 point
    Crow Enterprizes have what you need. http://www.crowenterprizes.com/index.htm They have the dimensions to make seat belts for CT's already as many CT owners have ordered before you. I can't remember exactly the cost but my recollection is that they are about $150-175 for the set. You only have to hit your head hard once because of the OEM slippery webbing that doesn't stay tight when you hit turbulence. Your significant other will thank you when you don't get a concussion because of a bump.
  5. 1 point
    It's simple, two.bolts. You might have to install a quick connector for the two wires to the PTT switch. My right stick stays out most of the time, it's just easier for non-pilot passengers, especially if they are "husky".
  6. 1 point
    Nice execution of a great idea! I've also wondered about the possibility of placing a folding bike in the front seat area. I don't own a folder, but I've thought about getting one.
  7. 1 point
    Nice job. How easy would it be to remove the right joystick to prevent the bike interfering with it ?
  8. 1 point
    My best photo from yesterday's shoot is one of 'my' airport - Mammoth Yosemite Airport at sunrise KMMH
  9. 1 point
    I think the CT data would be interesting to review this way: 1) "CTSW" vs "CTLS"... in other words, did the landing gear, fuselage lengthening, add'l weight, and, wing changes make a positive difference in the accident rates? Seems that all the CT data was in a big box dating back to the dawn of LSA time. 2) Original CTSW landing gear vs landing gear upgrade. In my research into buying a new plane, I believe CT is one of the few re-model'd models... Most have effectively the same airplanes as first introduced... Pipistrel has several models... and a low USA base.
  10. 1 point
    Humphreys today November 27, 2018
  11. 1 point
    "The manufacturers control who you buy from and their prices, or you are in violation if you do not. This is a true monopoly and was an oversight by the FAA. " This is wrong. You're blaming the aircraft builder is wrong. You need to get all the facts before you point a finger. They are built to the US ASTM standards that must be met to qualify for the special light sport certificate. You can only slightly blame the FAA, but more important the 150 person committee that made up the rules. This committee was staffed by EAA, AOPA and all the players in the flight community. These people made the rules and the FAA accepted them so long as they fell under the FAA regulations and under ASTM standards. You can't just modify certified aircraft either without approvals of some sort. That came with more than 75 years worth of trail and error. Light sport has been around since 2003 and way too many have put their aircraft into the ground because of poor judgement and maint. practices. And as much as I don't always like the rules with SLSA it does help protect dumb people from themselves and you can see in the experimental world that there has been no shortage of them. Someone always knows more than the factory engineer's, the millions of dollars spent, thousands of hours on a test bench with instruments, millions of flight hours run, but the idiot next door that has nothing nor the education to back it up always thinks they know more. There are reasons for many things even if an owner doesn't know why. Their problem is they're not bright enough to research and find out why. I see more than enough dumb things done on experimental's and some I won't touch. http://www.aviationconsumer.com/issues/50_8/safety/LSA-Accident-Review-Nothing-to-Celebrate_7228-1.html
  12. 1 point
    That looks weird...I ordered a new bowl about 18 months ago, and the pins were slightly below the rim of the bowl, not *way* up high like that. Are they loose at all?
  13. 1 point
    Goodness, you are in a hornet's nest of CT's around there. I'm in Goodyear if that's close enough and of course there is one in Kingman and people in Deer Valley, Cotton and Prescott to name a few. Just troll the posts and you will see their locales, have fun.
  14. 1 point
    Except for some. David It is better to use manifold pressure for power setting. 100% is max. cruise power about 35" map. 115% is take off power about 40" map. I use economy cruise setting of 31" map. This is about 2/3 throttle lever and select 5000 rpm. The figures are in the Rotax manual. Dunno if this answers your question.
  15. 1 point
    hello everyone, I recently discovered a new propeller . The E-Props. This propeller is already well accepted in Europe on Flight Design models and the French CT distributor have them installed on CTs directly from FD factory. This is a ground ajustable propeller that is of ''aero-elastic'' type. it is LIGHT, has very LOW INERTIA and ... and...AND... contrary to the ''others'' ... let you have these RPM on take-off/climb . Usually.....in order to have the 5600 rpm at full throttle (level flight), we don't get much more that 5000 static and 5200 on climb....right ? with the E-props.... 5600 static/ 5400 climb // 5600 full power . the web site is VERY descriptive , so, here it is : www.e-props.aero http://www.e-props.fr/16/customersA.php see report # 35 and #59 for CT specific but same for others Myself, I recently installed one on a plane similar to CT, (see picture) composite, high wing, strutless.... and the 'numbers' are the one described above. so, for the E-LSA owners among you.....that's you next prop for the S-LSA that shoudn't a probelm as it's already approved from the factory The model for the CT SW / LS is the Durandal 100 M ( or M-L ) depending of clearance ( tires sizes) http://www.e-props.fr/16/durandal100A.php enjoy the reading
  16. 1 point
    Very disappointed Ed. Where are those pictures? . . . ??? Sorry to hear about the broken rib. Get well soon!
  17. 1 point
    This is a very interesting video, starting with a P-51 engine out off-airport landing, and the going into a detailed discussion with the pilot of the event, and emergency response in general. https://youtu.be/BBpqvPujZgM
  18. 1 point
    You've spent a lot of time and take risks to get these shots. Glad to see your unique and beautiful photos are getting published.
  19. 1 point
  20. 1 point
    Congratulations! Your photos are always terrific. We appreciate your sharing with us.
  21. 1 point
    Incredible. Love the pictures!
  22. 1 point
  23. 1 point
  24. 1 point
    The reason the new floats have the inner brass guide cut back compared to the older style where the brass guide was longer is because the new floats weighed too much. Cutting back the brass guide saved weight.
  25. 0 points
    3 Hours of Transition Training Completed... observations: (These notes are more for people like me, the FD beginners among us) The first one hour session was a solid introduction to the CTLSi and my alleged flying skills...; )… I am a low time pilot so still in the gee whiz stage. This I will say, I am absolutely hooked on the 3 screen Dynon. Going back to Steam Gauges would be like abandoning Netflix and firing up the VHS. In addition to the coolness and fun factors... the avionics build a significant safety margin into the experience. ADSB in/out is one of the best Government regulations inventions to come along since the GI Bill. The ability to "See" traffic is awesome. My landings were of the C- variety, however, I thought the CTLS landing gear was super strong and the plane "fixed" a bunch of my approach mistakes after we hit the ground. Second session was today... 2 hours. Two things I did pre-flight -- 1) I prepared myself with a knee board matrix of speeds and flap settings on take off and landing (d-wind, base, final, etc.), and, 2) I learned a great trick lifted from the FD manual regarding the centering of the nose sight line... in a C172, one finds the end of the propeller spinner, bingo, that's the center. The frontal visibility is so excellent on the FD, there is nothing to obstruct the frontal views... nothing. Good for seeing things, bad for getting a bead on where the middle of the runway is... alas, the FD manual suggests creating a vertical line up from the right hand side of the outboard pedal to the windshield... so, when I jumped in the plane today, I drew my imaginary line up from the pedal and as luck would have it, there is a screw near the top of the dashboard. That screw was my"prop spinner". Done, no more problems, I was on the center line for the rest of the day. I read articles about this alleged "CT Problem, i.e. nose centering"... If I can get the center dialed in within 10 seconds, anyone can. Before the flight, 2 other CT owners showed up. One guy just bought his CTLS... after his first CTSW was crushed in a hangar collapse. He told me he wouldn't buy anything else and he has owned several models of airplanes. The 2nd CT owner flew in from New Hampshire to install a new ADSB antenna. We had a great time talking about the airplane. I asked about cross wind landings and evidently they are a non event in the CT. Today the wind was calm so we didn't have any cross wind action... I am looking forward to getting some soon. I used my speeds/flap angles kneeboard matrix for many TO's and Landings today. Glad I did... They say that good golf is all about a solid consistent stance. Achieving a standard landing and t.o. approach is a good platform for everything else. I dialed in a standard approach during the flight and my landings and t.o.'s forcing me to fly with more control. Today's performance was definitely a "B". The plane is amazingly agile and sensitive. We ( "I"..; ) had only one "bad" landing, I did the dreaded stall drop and to my relief the landing was anti-climactic. Almost Cub-like. Note, I have the "Tundra" tires, perhaps they helped? Anyway, suffice, the CT lands with a level of forgiveness found in the trainers I have flown in. No big deal. Finally... on our way out of the practice airport, I wanted to see if the fuel injected Rotax really does sip fuel... the winds were light, and we dropped the RPM down to 4,300... and the plane was flying at a solid 90-92 Knots. The Gals per hour were 2.9 during this test. Amazing. I wanted an economical airplane and it really is. I forgot to the do the cruise and WOT tests, will do that next time. In short, I love this plane, it is easy to see why it is a big seller. It is comfortable, fast (for its class), the panel is out of this world amazing, the fuel mileage is outstanding, the seats are comfortable, the visibility is great and the "Perils (landing and sight line)" found on the internet are not perils at all if one is properly trained. Thus far, the FD Dealer has addressed all in the training syllabus and my training is working... I am gaining confidence that I can fly a high performance airplane. I have MUCH to learn... over and out. Andrew