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Showing content with the highest reputation since 01/25/2018 in all areas

  1. 2 points
    I might regret posting this but when I read people say that a CT lands flat I think that is because the speed is too high. Slow it down a bit increase the angle of attack the nose wheel is now higher. I can see why some are scared of full flap landings because it is a little more demanding but that is a matter of practice. The stall is so docile and also low speed that it is not to be feared. Get out there and enjoy such a wonderful capable bird.
  2. 2 points
    When operating at low throttle the mixture is lean anyway then add very cold air and the mixture is very lean. Carbs will altitude compensate but not density compensate like injection will. The answer is to just increase throttle till it smooths out or if you don't feel like that just go higher for thinner air which will also fix it. The altitude compensation of Bing carbs is not that good anyway so climb to find the best spot.
  3. 1 point
    A good maneuver, not easy to master without lots of practice, is the Dutch Roll. This is an excellent maneuver to hone stick and rudder skills. Start out with gentle angles of bank. Slowly increase the angle as you gain ability and feel to maintain your nose on a point on the horizon. Get to the point where you can roll 60 degree banks left to right and back as quickly as you can input the control all the while keeping your nose locked on a “pivot point” on the horizon with no yawing or pitch change and you will have gained an excellent feel for control using all control inputs. The WWII fighter ace Joe Foss emphsized training in this maneuver as an important one to learning mastery of good aircraft control.
  4. 1 point
    Duane and Olav, I think FD is missing a huge advertising benefit by not taking a picture of you two standing by your CT's and putting your exact words below the picture. Maybe a lifetime discount on FD parts or new CT's?
  5. 1 point
    From Tucson Arizona to Point Barrow Alaska and back. Overflew Canada. Check out Alaska 2014 on this website. You can't go wrong with a CTLS.
  6. 1 point
    I'll second Flying Monkey's comments. I have flown my 2007 CTSW all over the country in the 10 years I've owned it, the longest trip being a 7 day marathon trip "following Lewis and Clark" up the Missouri River. Albuquerque to St. Louis, then up the Missouri River and on to the mouth of the Columbia River. And return home. Over 4300 miles. Lots of stops along the route to visit iconic Corps of Discovery sites and museums. And the CT got all kinds of interested attention at almost every stop. Comfortable traveling airplane, reasonable to refuel, and has good long legs if needed. I use is for travel much more than my previous plane, a Cessna 182. Frankly, while a bit slower than the 182 (15 - 20 knots or so) it is so much more reasonable to fly and I find it more comfortable in addition. You can't go wrong with a good CT.
  7. 1 point
    Indeed, I find it hard to believe they expected that hunk of lead to fly at all.
  8. 1 point
    The CT is very "clean" airplane with the nose down so its very easy to get to fast on final if you are high. Even 30-35 flaps don't yield a high rate of descent just slower speed and steeper pitch down attitude allowing more time to descend to the runway. With 15 flaps, approach at 60KIAS and try to cross the numbers at 55KIAS for decreased floating. With 30-35 flap approach 50-54KIAS crossing the numbers at 50KIAS and not less than 48KIAS. The key to landing the CT well is being on speed and be patient in the flare, it has lots of stabilator authority and can remain aloft inches above the runway for quite some time in ground effect. If you are patient you should achieve a nose up attitude similar to a 0 flap climb at Vy, when touching down. The rapid slope in the cowling will give you the illusion that the nose is higher than it really is so just be patient and keep adding back stick in small increments til you get that nose high attitude. Many worry about scraping the tail but its not likely during landing unless your doing 0 flap with some power added.
  9. 1 point
    Hi Kent, I'm a former longtime Cirrus owner (SR20 then SR22), so helpfully I can give you some perspective. On the parachute, mine is coming up. It's every six years, and cost is about $1,500-$2,000 as I understand it. That doesn't include rocket, which is every second 6-year cycle, and rocket about doubles cost. I've had my annuals done by Tom Baker in Olney Il, which I believe will be the closest CT service center to you. They've run about $1,100 plus or minus, and I've typically had some ancillary things done which is included in that price. I've found Tom to be very reasonably priced, and importantly I've been very satisfied with his work. Further he's a CFI, so he can test fly the plane which is a big help. Instruction too. He's been an extremely good resource to me, at least at the quality of the best Cirrus service centers. Overall, my annual cost of ownership in the CT has been about 1/5 to 1/10th of the Cirrus. Totally different world. Part of that is that I fly considerably fewer hours, as the plane is much more restricted weather-wise, being VMC only and much less tolerant of winds and turbulence than the Cirrus. I've been very happy as a CT owner. It's an incredible plane, with technology that's better than my Avidyne equipped Cirrus. Dynon has been wonderful to work with. Plane is fun to fly. I really wanted a plane that would be fun to fly for $100 hamburger trips, and it's been excellent for that. Other CT owners use it more for trips than I do, but being VFR only, and the low payload (mine as a newer CTLSi has a lower payload than most CT's), I don't use it much for travel. Happy to answer any other questions, especially re Cirrus to CT comparisons. Andy
  10. 1 point
    Very nice video from Dan Johnson showing parts of his recent trip to China, to help promote Sport Aviation. The CT plays a big part, and is shown throughout the video. Nice shots of AeroJones production facilities.
  11. 1 point
    Andy, I fly at temps as low as the high teens (Fahrenheit). I don't get roughness. Have you checked the float bowls for water or debris? Just a generic thought...
  12. 1 point
    There is now a growing population of Rotax engines on LSA aircraft that are approaching or going past 2,000 hours TIS. Knowledge and topics that allow owners to watch for and respond to signs of trouble before it occurs is needed by those that are, or will be, using "on condition" maintenance of the Rotax. In a recent thread on this forum, Corey and Roger commented on Rotax valves and valve seats. This is something I wasn't aware of and hadn't heard about. There is little to no discussion of "on condition" maintenance by "official" Rotax channels but there is an excellent core of experienced and technical people on this forum who are able to provide advice and details for this. For those of us who will be using "on condition" for our engine maintenance, how about a separate category for our forum that keeps us informed and addresses this?
  13. 1 point
  14. 1 point
    We have heard, mostly from Roger, that 912s do go 3-4,000 hours. I know of one that has the 1,500hr TBO and is now beyond 2,500hrs. Its good for me to hear specific reports like these, for instance until I heard this I figured I was not keep this motor for too long but now I think I will.
  15. 1 point
    Sometimes an rare occasion an applicant will get recommended for a checkride with the instructor fully expecting them to fail. You do this because the student thinks they know everything and they fail to heed the instruction. The thought process is that after they fail they are knocked off their pedestal, and you might be able to teach them something. On rare occasion this process fails and they somehow pass the checkride. BTW, I have never done this, but do know of it actually happening.