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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
    Repairing two wingtips shattered during landing short of runway.
  6. 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.
  7. 2 points
    Thank you John Olaf and Tim for organizing such a great fly-in. Thanks also to tour guide extraordinaire Dwayne for a wonderful tour of Bryce Canyon and all the helpful tips regarding places to fly and things to see during our short stay in Page. There are not enough superlatives to describe the flying and the scenery in the area, we only wish it was just a little closer. We landed back at KYIP shortly after 2:30 local time Monday afternoon. Long day Sunday to Kansas City, MO but we did have good weather all the way home, just not the tailwinds we had hoped for. Including the three days of amazing flying in Page, we put 38 hours flight time on our CT, averaging just under 5.2 gallons/hour. Again, thanks to everyone for a fantastic time. Incredible flying and wonderful people - it just doesn't get any better!
  8. 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.
  9. 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!
  10. 2 points
    ct9000, good point. I've used a straight board across the fuselage so it contacts each wing and put a level on this. I found that my floor is level so I just measure distance from floor to wingtips now. Tom, yes, no need to drain the tanks. Roger. I'm not thinking about making things perfect, just about the big picture. If Buckaroo is ending up with 3 gallons in one tank and 17 gallons in the other, he's got a "gross" problem and a situation that makes for very uncomfortable flying. For this, if it were me, I would want to understand how things could be this far off. Speaking for myself, I must understand inaccuracies and variables in order that I'll be able to get to know my plane. You have to remember that you have been at this for a long time and for most of the problems we discuss here, you already been to the rodeo and it's old hat for you. For those of us that are new at this, we need to work thru these issues and understand them to be comfortable when we fly. I do agree with you regarding pilot orientation, etc. For a while, I was finding that my fuel tanks had 3 or 4 gallons difference after some fairly long flights even though I was flying coordinated according to my ball . I guess it's my nature to want to understand why. First I checked fuel flow thru both tanks. When I found this OK, I next looked into my ball calibration. It was apparent that the ball was quite a bit off. But, as you point out, this system is only good until the next time someone pushes or pulls on the mushroom. Now, I have my ADS-B with a sensitive AHRS system. My electronic ball is calibrated to my CT and is unaffected by mushroom movement. My fuel usage is now pretty even between tanks. You'll note I didn't say it is perfect but I'm still working on it!
  11. 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
  12. 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.
  13. 2 points
    My next bird will have the 3rd wheel in the back. Can't beat them off airport. I've taken mind into some fairly rough ridge tops, fields, etc. and thankfully it's held up with the custom fork and gear extensions / big tire setup I built. Mostly it's due to Randy designing a tough plane with a solid nose wheel design. But either way it's harder on it than a tailwheel. We also get horrendous wind here in CO near the rockies, so one has to make peace with the possibility there will be a few days a guy will want/have to sit out. I mean you can land in 50-100ft if you have some wind so setting it down across my runway isn't out of the question, but you still have to taxi in that crap! I see it as they are capable of 'more' (more-rougher surfaces, so more LZ's, more speed, more torn up gear and wings etc.! ) But it really depends on the plane too. Something you can touch down slow in allows more option for landing into the wind. Then again my buddies helio courier is a real handful in fairly mild cross winds (~15mph direct). It touches down slow, but the mains are in front of the firewall! You can slide the wheels on pavement without it nosing over, but there is a lot of weight behind the wheels and ground looping comes easy. Plus you can't see anything out of it on 26's Does sound more like a technique issue and not so much of a lack of rudder authority issue in the x-wind though. Bummer
  14. 2 points
    They should have used beaded fittings. I think Flight Design is the first aircraft that I've seen use barbed fittings... everything else is either beaded for flexible, or flared rigid with a B-nut (AN818) and T sleeve (AN819).
  15. 2 points
    My pilot and I were in a Tomcat on a cross-country from Houston to Montgomery, AL. We had taken a southerly route to avoid heavy weather to the north; but as we hit Mobile, we flew into the goo at FL 350. Still didn't think much of it until Center issued a weather warning and we realized we were right in the middle of it. We plowed into heavy rain at 400 KTS, and it sounded like the forward windscreen had been hit with buckshot! Scared the hell out of me for an instant it was so loud. (The pilot didn't say anything and he was a lot closer to it.) No damage to the windscreen (which was very thick plexiglass) but the rain chewed off the nose of a small protruding dome (about 6 inches in diameter) under the radome (nosecone). Luckily, the Air National Guard at Danelly had some guys who could patch us up so we could continue on our way; but the sound of heavy rain hitting at high velocity is something I will never forget.
  16. 2 points
    Very glad she is uninjured - mistakes and mishaps can happen to any of us irregardless of flight hours in our log books.
  17. 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.
  18. 2 points
    Names don't make an article or writer, content accuracy does. If you know Rotax you'll know what's in the article is all good info. If you don't know Rotax then research. Rotax seems to like the article when I ask them about it and it should be on their forum blog shortly. If you read Rotax blogs many times it just says Rotax owner. Of course you can choose not to believe and that's okay to. If you develop a vibration or already have one you don't have to read this for help.
  19. 2 points
  20. 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.
  21. 2 points
    I don't get it. Whats the difference between his name and yours? Or anyone's? I don't see a CV/Bio posted with your name or any other poster. Would you take advice from a poster with the name "RotaxGuru" with no posting history, or poor history? Or "JoeBlo" with 1,000 thoughtful, informative posts. In any case, you could always PM the person to discuss your questions or comments. What exact policy would make you happy? v
  22. 2 points
    I believe the Safety Officer also writes the tech articles for the Rotax forum.
  23. 2 points
    Same here. I don't like the "you have to get a medical to fly without a medical" provision. Plus I'm *very* happy with my CT. It's hard to imagine a more economical and efficient two seat airplane, and I just about never need "more airplane", or to fly at night or above 10,000ft.
  24. 2 points
  25. 2 points
    A Merry Christmas and blessings in the new year.
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