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Showing content with the highest reputation since 06/23/2010 in all areas

  1. 3 points
    Five years after laying down lots of money it looks as if our two planes for AUS have finally been shipped. GRYPHON (CTLS jubilee) and I (CTLS turbo) have some bill of loading info. to suggest that our planes will be in Melbourne AUS in the third week of October. Just after I get back from Page. This has been a long saga with countless stories lies and promises from Germany. Our agent has paid many thousands of euros extra for each, we have paid the freight and insurance twice, I sold my beloved CTSW a couple of years ago on the promise of delivery, the stress feels like it never ends. And now on the water are our two new bundles of joy, is this a dream ? no it is real !!! finally. Will post again when we know more. PS others may of may not be all that interested but it makes me feel pretty good to be actually able to post this.
  2. 3 points
    I suggest some look at this differently. The user "Safety Officer" took the time to make a pretty extensive post full of information. Instead of saying "thanks" or perhaps critiquing anything in the post, you crap all over it because you don't know the user's real name. Then, the logic becomes that the post is bad data because you don't know the user's name. To put it politely, that's absolutely foolish. There have been plenty of times well known "names" give bad advise. Name or no name make no difference as to the value of said advise. Having a title or no title doesn't makes no difference. If you feel otherwise, you're bound to be fooled. So, does anyone have anything to say about the actual post by S.O.? Does anyone agree with the content he/she posted (for free)? Or does anyone have a critique of the content?
  3. 3 points
    That is the choice of a poster. The credibility of a poster is determined by their historical posts, not their name. I think Safety Officer's posts speak for themselves.
  4. 3 points
    So far, so Good! I personally like the new system, especially the "Activity, all Activity" view. In fact, I've saved an icon that takes me to that spot as my normal way to get into the forum. I've turned on a new feature.... the "Like or Dislike" reaction, similar to Facebook and Youtube. It'll help us track content. Be kind and let's keep things civil.
  5. 2 points
    I don’t think anybody takes exception to landing technique discussion. But we don’t need a new thread on it twice a week. Just start a landing technique thread and keep all of the discussions there. At least that way if somebody wants to find info on landings, they can dig through one deep thread instead of twenty single page threads.
  6. 2 points
    The CT is a numbers plane, its slick with the nose down, dirty with the nose high and power off, so the best approach is flying the numbers for the configuration. We start our students at 15deg and 0 flap until they are able to maintain a steady glideslope and approach speed and figure out where the ground is to time the round out and flare appropriately. Common errors in the CT landing is ballooning by an over pitch at the transition from the round out to flare, failure to recognize elevation above the runway, or failure in maintaining an appropriate altitude while reducing speed to touchdown speed near stall. Using 15 or 0 flaps allows some addition time in the flare while the speed is depleting for touchdown, and yes if you are patient and continue increasing pitch as speed decreases then you should touchdown near stall speed. If you are not patient enough in increasing pitch while reducing speed you will touch flat and may bounce and get a second landing practice. If you cross the runway threshold above target approach speed then you will have to work longer in the flare to reduce the speed to near stall touchdown and float further down the runway (long runway or long landing desired, no problem just takes longer). Cross the threshold to slow and the transition from round out, to flare, to touchdown will be very timely, firm if not timed correctly, or over pitched because of rapid sink, followed by a balloon then quickly run out of airspeed. The CT with 30 or more flap is certainly manageable with the appropriate airspeed and is not terribly difficult once you have mastered the sight picture for round out and flare. However, the CT is very easy to balloon during the initial round out with 30 or more flap when it hits ground effect. You have to make a smooth level off, almost pause for a couple seconds until a little sink is observed, then continue with pitch increasing into flare. With 15 or 0 flap this transition is a bit easier plus if a balloon occurs it is easier as an instructor to salvage it into a go around or landing. With 30 or more flap the instructor has to really be close to the throttle as it can quickly bleed speed during the balloon.
  7. 2 points
    The Best Ever Holidays to all.... and a great 2018, 19, & 20!!!
  8. 2 points
  9. 2 points
    Repairing two wingtips shattered during landing short of runway.
  10. 2 points
    It takes about 12 man hours to do a proper condition inspection on a CTSW, that includes complying with all the safety directives. If you change sparkplugs, and change oil and filter you will have another $100 in parts. That is if there is nothing wrong.
  11. 2 points
    $900 isn't steep for an annual many main centers charge $2200 up to $5K. $900 is reasonable cheap.
  12. 2 points
    Congrats on keeping the CTSW, I think it’s a good choice. $900 seems steep for an annual, that is getting toward Lockwood price without the Lockwood experience level! What worked out for me when I was S-LSA, was to find a good local independent A&P, and I did all the work myself. I paid him $400 to supervise and look over all my work and sign off the logbook entry.
  13. 2 points
    We have the same problem in Aus. with not enough Rotax trained people. The average aircraft mechanic seems to have the attitude "I've been working on Lycs. and Conts. for thirty years so why should I go to school to work on these little pieces of crap". I think the saying goes they don't know what they don't know.
  14. 2 points
    The latest is that our two are on the docks in Singapore. They were offloaded from the TAURUS on the 4th Oct. and scheduled to load on another ship end of month. That would have them arrive in Aus. fifteen days later. We wait patiently but at least they are out of Germany.
  15. 2 points
    Escalante, UT today with 9 airplanes. As you may notice we are having more variety in airplane types. Several other Light Sport planes have joined us and are most welcome. The pictures are "the group" eating breakfast in Escalante, then planes on the ramp, then John and Linda in their plane, then Darryl Swensen with his CTLS (which is for sale), followed by a couple pictures of Lake Powell.
  16. 2 points
    Far from a CT, but has been my "spare time" project over the last year. This Skymaster had not flown for about 20 years but Sunday it did again!
  17. 2 points
    Update: USAIG decided that the cost to repair it was reasonable. I have been working on it in my shop for the past month. Determining the correct parts to order has been a bit of a challenge to say the least. While the prop was shattered, the prop flange run-out was 0 degrees. I pulled the gear box and sent it off to Lockwood for a rebuild. The run-out on the crankshaft was also 0 degrees. Then I used the Rotax tool for testing crankshaft twist. Again, 0 degrees. Yeah! Didn't have to have the engine rebuilt. Saved $14K. I think the insurance company would have totaled it if it needed an engine rebuild. While the landing gear was wiped off, there was no damage to the main gear sockets so we just need to replace the main gear. The nose gear folded under the aircraft, but there was no firewall damage. So, I removed the small motor mount from the main motor mount and was able to swing the engine out and to the passenger side enough to remove the main motor mount and replace it without removing ALL of the plumbing. During the process, I found a badly chafed SCAT tube from the air filter to the intake plenum. So I'm replacing it with SCEET (double walled). The steering rods were bent. To replace them, I used a scope camera to line up the rod end joints while a helper inserted the steering rods and screwed them in. It is VERY hard to get your hand all of the way in there and I have the scrapes on my arm to prove it. The Vividea Ablescope is amazing. It's a tiny thing, transmits via wi-fi, and has a 180 degree bend feature that I have used extensively. You can insert it into a spark plug socket and check out the valves. I had 2 iPad mini's; one for me and one for my helper. After trying to screw it in by myself for a couple of hours, with the camera and a helper I was done in 10 minutes. Highly recommended. Both wingtips were heavily damaged (shattered), but there was only minor aileron damage. No wing root damage which was amazing. Looks like the wings "slapped" the ground alternately. A composite instructor is coming over from Germany to replace one wingtip and repair the other as well as fix some of the dings and dents. He'll be here for a couple of weeks. Really nice guy over Skype and email. When he's done, I'll be certified to do composite work in CTs. I built a Cozy IV from plans in the past, but am looking forward to learning from him techniques specific to Flight Design. Overall, I have been VERY impressed with this aircraft. So impressed that I decided to buy one and use it for flight training. So we now have a 2009 immaculate CTLS in our hangar for training and a 2008 CTLS under repair. So far, we already have 5 Private Pilot students and one Sport Pilot. Tomorrow I'm cutting a radio ad. We live in the Verde Valley of Arizona (Cottonwood, Sedona, Camp Verde), and there hasn't been a flight training facility here in about 15 years. Turns out that there's LOTS of interest in flight training. Some people want to come out and do intensive training for a couple of weeks while their spouse hangs out at one of the many Sedona spas. Nice! We do the 5-hour CT transition training as well. Also, Rainbow Aviation is holding an LSRI 2-day class at our facility in October. Contact Rainbow Aviation if you want to sign up. Sid Lloyd Kestrel Aviation Services LSRM - Aircraft/Weight shift iRMT - Service/Maintenance www.kestrelaviationservices.com
  18. 2 points
    I am in the same position as GRYPHON and I thought about flying my new aircraft home to Aus. from Germany. The promises that keep coming all the time like "it will be packed in the container next week" and so on keep us hoping that it will happen soon. The logistics of getting the necessary permits and clearances are significant and time consuming. The other main problem for me is that my family believe that I would be shot down over Pakistan or some other hostile unstable country or if I made it to Indonesia get locked up or held for ransom. Still trying to hold a sense of humour.
  19. 2 points
    Very glad she is uninjured - mistakes and mishaps can happen to any of us irregardless of flight hours in our log books.
  20. 2 points
    Vibration Common Causes and Fixes I get many phone calls on vibration in owner’s aircraft. Here we’ll talk about some of the common causes, where to look and what you can do to help mitigate these vibration issues. Here is a common list, but is not all inclusive; 1. Carbs not synced properly. 2. Carb vent hose improperly placed or removed. 3. Carbs not opening equally or fully. 4. Prop blades not the same pitch or out of track. 5. Prop out of balance. 6. Aircraft wheels not balanced. 7. Old rubber engine mounts. 8. Mag drop difference too wide between ignition modules. 9. Trigger coil air gaps too wide. 10. Gearbox worn, damaged or in need of maintenance. So let’s address each of these. The carb sync (#1) should be fairly obvious to most now. The carbs should be synced at each annual / 100 hour inspection or anytime they have been removed for maintenance or you suspect a problem like vibration and you need to rule this in or out as the problem. Carb sync is vital to a good smooth long lasting running engine. You don’t want one side trying to run at 5100 rpm while the other may be trying to run at 5200 rpm. Sync those carbs. Once done it’s easy to keep them there. The carb vent hose (#2) that may be attached to the standard Rotax air box, a small clear plastic tube on the side of the carb under the carb bowl bale or some others have them routed to different places. These hoses should be as close to equal length as possible and be routed to the same area of pressure. If one hose has fallen off the side of the carb and the other is still attached it will cause the carbs to become unbalanced which will cause your vibration. Do not place these hose ends in the air stream outside the cowl. These only take a minute to confirm their attachment and placement. Check to see if the carbs open equally (#3) by moving the throttle from idle to wide open when the engine is off. You may see some signs of this during a carb sync, but most people don’t go above 3500 rpm for a carb sync so you need to double check this while the engine is off to see if they do in fact reach WOT at the same time or if one hangs up slightly. The prop blades all too often are not the same pitch (#4) from blade to blade. This is easy to double check and can be done with either a prop protractor and or a 12” digital level. Measure back from each tip 8”- 9” and put a mark on each blade. Make the blade out to your right level with the floor and then put the level on the back of the blade where you made the line from the tip. The blades should be no more than one tenth of a degree out from each other. That measurement seems small, but it is quite easy to accomplish. The Sensenich prop gauge pins are not accurate enough. Check them by hand with a prop gauge or level once you are close. To check tracking place a box underneath the bottom tip of a blade pointing straight down. Put a line on the box where that tip just barely touches the box. Then swing the other blade(s) around and see if they all cross at the exact same mark. If they don’t you’ll need to loosen the prop flange bolts and re-torque them to get the blades to all track over your line on the box. Prop blades now days are much better in balance (#5) than they were decades ago, but all props should still be dynamically balanced. All wood blades in humid climates can change due to moisture absorption. With all the new composites that aren’t susceptible to this anymore I’m not a fan of all wood blades. Even the main bolts change torque with humidity changes. A dynamic balance will not only help vibration, but will help save your gearbox from wear or damage. The heavier the blades i.e. long Warp Drive props the more important this becomes. I have never found an aircraft wheel (#6) in balance. Most do not ever think about the smaller aircraft wheel being out of balance as a vibration cause, but over the years I have cured many a vibration just by balancing the wheels. I always balance all new wheels I install. I see some occasionally that would need up to 20 x ¼ oz. weights to bring them in balance. If you failed to balance your wheels you would never find this huge disparity. These come off and go back to the distributor. What I normally see is 2 – 8 x ¼ oz. weights per wheel. It usually takes me about 3-5 minutes to balance a wheel after it’s off the plane. Don’t disregard this when you are looking for a vibration cure. Old rubber engine mounts (#7) are a common problem. Rotax wants a 5 year rubber replacement which I’m a fan of. This includes the rubber engine mounts. Rubber can get hard or soft from repeated heating and cooling cycles plus chemical exposure and just the ozone in the air. I replace these every time I do a rubber replacement on an aircraft. It usually isn’t hard or expensive. The mag drop vibration (#8) should be obvious when you do your mag drop check. Most see anywhere from 40 rpm – 100 rpm as a normal drop and usually both mags are within about 10 rpm – 30 rpm of each other. If you experience 300-1000 rpm drop then it’s time to troubleshoot your ignition system. There are documents out there that tell you how and where to look for ignition issues. It could just be a bad plug, too wide a plug gap, a bad plug boot, a bad connection at the plug boot where the wire screws in. If it is a large drop like 800+ rpm it may be a bad ignition module. These are all items you need to rule in or out. Always start with the most common, easiest and cheapest first. Do not just throw money at everything hoping to hit the jackpot. Most ignition issues are simple common issues. The trigger coils (#9) in the flywheel compartment can at times have too wide an air gap between the pick-up and flywheel trigger point. These are checked by using a feeler gauge and checking the gap tolerances listed in the Heavy Maintenance manual and setting them to the proper gap. These can even be off from the factory so check them before installing a new engine when they are easy to get to. You not only are checking the gap, but the screw torque for tightness. Gearbox (#10) care is important. As you look for your vibration issue consider the gearbox. It has maintenance service times at either 600 or 1000 hours. Using an automotive oil over a motorcycle oil can cause premature wear and damage. At your 100 and annual inspections you should be doing a gearbox friction torque check. Normal measurements that I usually see in the field is between 425-490 in. lbs. There is a low limit, but I personally don’t like to see anything in the 300 in. lb. numbers. It only takes a few minutes to perform. Checking the magnetic oil plug for debris at every oil change is another check for gearbox wear and damage. Prop strikes should have the gearbox removed and sent to a distributor for a special inspection. Gearbox’s when taken care of tend to last a long time, but there have been a few with excessive wear in early run hours. There have been some with the 912iS engine. These are the 10 common causes for unwanted vibration. Most are easy to fix and find. When trouble shooting start with the cheapest and easiest to rule in or out and progress to the harder least common when you do your checks. Whatever you do be methodical and don’t jump all around to exotic areas to check. Most Rotax issues are easy to find when you start at “A” and then work to B, then C and so on. I hope this helps some reduce any frustration in locating an unwanted vibration. Signed your friendly, Safety Officer.
  21. 2 points
    I guess I don't get it, either. If you physically took your plane to a mechanic and he/she refused to provide a name and credentials, then I would agree with the hospital analogy. But this is an open internet forum -- nothing here is official, even if it comes from someone who does provide their name and certifications. As a newbie I have found the advice here invaluable, from many sources. When I did my first oil change, I printed out a post from Roger for reference. Roger provides his credentials, but I used the information because it was well-reasoned, made sense, and I from past forum use have a positive opinion of Roger's expertise. But could I use that information in any legal capacity; i.e. logbook entry or justification of method used? Of course not. Like most here I have also gotten plenty of good advice from "non-credentialed" posters. FredG, a few months ago you gave me some advice about flap use, which I found helpful. I used the advice despite the fact that you are anonymous and provide no credentials because it was logical and made sense and I had a good opinion of your previous posts. I can think of several scenarios where a poster might wish to remain anonymous, for reasons unrelated to the usefulness of the information. I would hate for that person to stop posting in response.
  22. 2 points
    I believe the Safety Officer also writes the tech articles for the Rotax forum.
  23. 2 points
    Like in YouTube, Facebook, Netflix, Pandora, etc. Like/Dislike.... Thumbs Up/Down. A way to show approval or not, without doing a whole reply. Provides a means of quantifying reactions to posts.
  24. 2 points
  25. 2 points
    A Merry Christmas and blessings in the new year.
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