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Showing content with the highest reputation since 11/17/2018 in all areas

  1. 1 point
    Shoot for 5700-5750. If you see 5800+ then adjust the prop pitch a tad courser.
  2. 1 point
    Yeah, we knew it was you the whole time...; )…
  3. 1 point
    I'm trying to say that an uncoordinated turn can be very good for stall(/spin) management, in the pattern, as long as its a slip (too much bank for the radius) and not a skid (too little bank for the radius). What do you mean when you say 'only slipped ... into the wind' ? I don't think that has meaning because we fly and slip in the relative wind and there we remain till we land. I guess you could do a slipping turn that moves your course into the wind for landing but that's not what you mean. You seam to mean slipping on upwind but not downwind or even crosswind but that brings us back to the fact that we are flying in the relative wind and upwind vs downwind are no different. Also, aerodynamically speaking there is no difference between a forward slip and a side slip.
  4. 1 point
    Congrats on getting back into flying. I took a 20+ year layoff from flying after selling my Mooney in 1994. Figured I would never own another airplane till I was visiting a friend who owns an FBO in Idaho. He had a 2007 CTSW that just wasn't as popular in the rental market as he thought so he figured he would sell it. I looked at it, sat in it, fired up the glass panel, went for a ride in it and to my surprise, bought it. Best thing I have ever done. It was my 70th birthday present to myself! Oh what the hell, its the kids money anyway. Enjoy and report back with plenty of pictures.
  5. 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.
  6. 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 !
  7. 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.
  8. 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".
  9. 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.
  10. 1 point
    Nice job. How easy would it be to remove the right joystick to prevent the bike interfering with it ?
  11. 1 point
    My best photo from yesterday's shoot is one of 'my' airport - Mammoth Yosemite Airport at sunrise KMMH
  12. 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.
  13. 1 point
    Humphreys today November 27, 2018
  14. 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
  15. 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?
  16. 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.
  17. 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.
  18. 1 point
    Very disappointed Ed. Where are those pictures? . . . ??? Sorry to hear about the broken rib. Get well soon!
  19. 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
  20. 1 point
    Just hit numbers around 55 and you be good whatever it takes to get there.
  21. 1 point
    Very strange and i initially thought a language barrier but i dunno ....... He did mention 'during takeoff...." so unless a language issue ... it implies the prop was attached yeah ? lol
  22. 1 point
    Well, from just a mathematical point of view, one hour at 5500rpm will produce 5% more engine rotation cycles than 5250rpm. More cycles will always mean more wear on the pistons/rings/cylinders/bearings. That doesn't mean it's a difference that has any practical effect on engine life, but it is kind of hard to escape the math. I run my engine wherever I need to to accomplish my goals. 4000rpm sometimes when flying with my slow friends in their Cubs and Avids (I can hear Roger shuddering), 5000rpm when enjoying a flight around the patch, 5200-5300rpm in cruise when traveling (I have started to really like 5300), or 5400-5500rpm when I'm trying to get somewhere fast. I don't worry so much about what rpm or throttle setting I'm running at any given moment, I just try to operate using best practices in general. If I need 5600rpm to catch up to another airplane for a minute or two I'm not going to sweat it, nor am I going to get wound around the shaft about operating my airplane for an hour at 4000rpm. Rotax has not come out against either one in any strong way, so I assume those are acceptable, considering my other 90% of the time within the normal 5000-5500rpm range.
  23. 1 point
    RPM no, there's no direct relationship. Throttle yes, though. It's about the air mass moving through the venturi, the air pressure under the diaphragm, the vacuum above it (dictated by air moving through the venturi), and the piston spring trying to hold the piston closed. The needles have a taper to them. There's a point after which the piston is fully retracted, and the fuel limitation is no longer the needle, but the diameter of the jet. This is the "full rich" mode and will supply much more fuel than the engine actually needs. If you were to change the jet diameter, you could lean or enrichen the full power setting (not recommended, just saying this is how they do it in motorcycles that use these same carbs). At high altitudes though, there might not be enough of an air pressure delta to lift the piston against the spring. So you'll never actually see full rich.
  24. 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
  25. -2 points
    Ed and Andy B, I stand corrected... I meant "skid"... appreciate the correction... , I never claimed I was smart ; )... Thanks Leathers, I have a thick skin, the "anonymous" people give me the creeps. I have attached a photo of the plane going into its hangar home for the first time, my son, who is soon to start lessons in it, grabbed my camera and took this pic. We moved N521JW from the Dealer's hangar in Woodstock to Chester, CT. My local instructor is now checked out and he made a superb landing as it arrived. Lots of interest in the CT, very nice people here at the Airport. Many adventures to come ! .
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