Jump to content

Leaderboard


Popular Content

Showing content with the highest reputation since 02/19/2018 in all areas

  1. 3 points
    A couple of things: 1) My engine mount isolators appeared cracked for *years*. I deferred the maintenance because I wanted to do the Rotax rubber/hose replacement at the same time I replaced the isolators. When I actually did pull them out, only the very outer visible edges were cracked, the part of the isolator that is important, where it holds the bolt, was perfectly fine. I think the outer edges where the isolators get bulged and stretched are prone to cracking, especially since they are subjected to direct engine heat. I don't think that necessarily means they are going bad. In fact, my new isolators (less than six months on them) already have tiny cracks in places, in spite of me treating them with silicone grease as recommended by Roger. I'm not concerned. If you can rub them and pieces flake off, they are probably in trouble. Otherwise I'm guessing they are still serviceable. 2) Getting to the isolators means pulling the engine. It's not that hard to do, but it does take some time. An engine hoist makes it much easier. You only have to pull it out about 6-12 inches from the firewall. But honestly, if you have a rubber replacement coming up in the next couple of years, I'd defer it until then if you mechanic will agree to it and your mounts are not getting flaky as mentioned above.
  2. 2 points
    And, as we all know.... it's worth the wait!
  3. 2 points
    Hey all... Went up this morning and did some landing practice at my favorite grass strip, Aerie (1GA9). The runway is about 1950ft long. The more challenging landing direction is from the Southeast, with ~60ft trees pretty close the approach end. Between the trees and the runway is a soft vegetable garden, so if you land short you will quickly be upside down. The trick is to get close to the trees and then get down quickly but not in the garden. It's a fun place to practice grass landings, approaches with obstacles, and relatively short field operations all at once. The good thing is that the runway is plenty long for a CT so you're not in big trouble if you don't get it right, and there is a very good go around from this end. In the video you can hear my buddy commenting; we were both flying and making commentary on each other's landings. https://youtu.be/y5PHKyAPH84 EDIT: I have posted this video before, but here's the landing from the other end of the runway for another view. This direction has a road right before the end of the runway, and you have to pretty much fly through the front yard of the neighbor across the street (he actually likes watching the airplanes go by)... https://youtu.be/d49dR1wECvA?t=65 The technique I use at both ends is the same: minimum airspeed (48-52kt), 30° flaps, add power as needed to maintain altitude, and slip if needed to get down faster.
  4. 2 points
    Page fly in 2018 update. So far 5 planes. Starting on the right, we have Larry Jefts. He came the farthest (Honolulu, HI) and has the oldest plane here (1969) Cessna 172 K Then Carol Swenson. She drove the farthest _Friday Harbor Washington to Page (with Darryl's tug for his Diamond 40) At the far end, Darryl Swenson, What a beautiful new Diamond 40 Diesel he showed up with. He easily gets newest plane and concorse de elegance. Then Jan Kreienkamp who came in with Hubby Ron. Ron took his CTLSi experimental and looks slim and trim this year. Then on the far left we have Mike "Mikey70" from Rogers, Arkansas on the web site. His first time so he is the newbee and fits right in. Next is Christine and Lee Bergmann. They were voted the youngest/best looking, couple here. There was only one vote and that was Lee. Last is me, Duane Jefts. My job is to keep Larry on the straight and narrow.
  5. 2 points
    Maybe consider a date in September. The shorter days and Autumn weather make it tough coming in from the eastern US.
  6. 2 points
    Hi Rodney, "The really nice part of the larger tube is that you can now idle your engine down to about 1350 or 1400 with no shake rattle, n roll." The gearbox and other engine components wear at low rpms comes from the 11: 1 compression and that can't be changed. No different than running any high compression engine below a specific rpm. This is why the 912UL at 9:1 has no issues at lower rpms. Get the rpm too low and the thing wears internally and many see this when and engine feels like it's running rough. The build of the engine vs today's newer engines will have more issues. They use a little older technology to keep the engine small and light. There are reasons engine companies set minimum idle rpms which may not be obvious to the users. Unless you were part of the design, build and test phase and with more than 5 million run hours I think it would be hard to second guess all their reasons and design specs. Just because you can't hear it or see it with one test doesn't mean something isn't going on.
  7. 2 points
    To answer your original question - No - a larger tube does not eliminate the need for a carb balance. I still balance my carbs at annual, and usually check it one other time during the year, if needed. I've had my rotax for three years now, and once I got it balanced, I really never have had an significant unbalance issue. Knock on wood I guess. The larger tube is acting like a dynamic absorber between the carbs at low rpm's. It is absorbing pressure pulses between the cylinders at low speed. As noted, above 3000 rpm, the larger crossover tube has no effect. The really nice part of the larger tube is that you can now idle your engine down to about 1350 or 1400 with no shake rattle, n roll. And, if you install the larger crossover tube, don't let anyone tell you it will tear your gearbox apart. I have measured the vibration coming from the gearbox at 1350 rpm and it is .08 inches/second velocity - which is excellent! My engine currently is balanced to .03 in/sec at 5350 rpm, which is where I cruise. As to the reason that Rotax doesn't change the crossover tube - who knows - believe it or not, that just may not be a significant issue for them. The simple fix is to tell all of us to idle at 1800-2000 rpm, and it kinda goes away. Problem solved. No cost to Rotax. I have sat in engineering meetings where a supposed expert convinced our lead engineer to perform a certain procedure . Several of us on the staff tried to convince him not to do this, but our lead engineer had a rather enlarged ego. It ended up costing our company in excess of $300,000.00. No kidding. Look, these engineers are just people like you and me. Some really are smart, but some are incredibly dumb too. They should have stayed at the university and taught. LOL How many automotive recalls have you read about in your life?? Hey - those vehicles were built by engineers. I'm not down on people who decide to become engineers. But, please, they are not infallible. And just because Rotax did not put a larger crossover tube on the engine does not mean that it coulld not benefit from one. Sorry for the long post - I really hope this does address your original question. Regards Rodney
  8. 2 points
    We are getting close to the deadline. What is the solution for the CTLS? UAvionix on the wingtip won't work and now I have found out that the taillight unit won't work either. Apparently the carbon fibre blocks the wing tip version and makes it unreliable. I tried to install the tail version and the mounting holes are different. The taillight on the CTLS uses angled mounting holes and are further apart than the UAvionix unit. The unit needs to be mounted with the fin on it vertical and using the mounting holes would have it a about a 41 degree angle. They have no plans on revising the mounting bracket to make it work. I have one I was going to test for them but now I need to start looking at something else.
  9. 2 points
    Here's an attempt with the 14,000'+ White Mountains in the foreground
  10. 2 points
  11. 2 points
    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.
  12. 2 points
    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.
  13. 2 points
    On Skyvector, if you locate over the Grand Canyon it will show a button in the upper right for the Grand Canyon VFR chart which shows the same stuff as the figure above here in Foreflight. Cheers.
  14. 2 points
    I fly a CTLSi and a C-172 all the time. I compare them as a sports car vs grandma's station wagon. Both handle turbulence well but the Cessna may not feel as "rough" as the CT. The CT is clearly more fun to fly, goes faster, uses far less fuel, has better visibility, has longer legs, easier to hangar, way better panel, and the cute factor is way up there. The CT does not carry 4 people.
  15. 2 points
    This is a photo of Mammoth Lakes California taken this morning from about 11,000' The SW flow is 40kts from left to right. Notice the smooth contours of the clouds on the left but after colliding with Mammoth Mountain in the center the flow on the right is now disturbed and no longer smooth. The air here is smooth in places and turbulent in others as this visual shows.
  16. 2 points
    Agreed, do everything on the back of the engine that you can get to, while you have it off.
  17. 2 points
    If I were replacing the engine mount rubbers I would also change out 6 hose at the same time. I would replace the fuel feed hose from the firewall to the gascolator. I would replace the large coolant hose at the water pump. Finally I would replace the 4 lower coolant hoses. All pretty easy to do with the right clamps and tools, except the large coolant hose can be a bear.
  18. 2 points
    YEAH !! I am still waiting for him (Roger) to take a trip to the Philippines and work on my aircraft
  19. 1 point
    No new wiring harness, but there should be enough wire to loosen up if you just undo some ties or re-route.
  20. 1 point
    The way I see it you have 3 choices. Go until you have another issue and do further testing, pull the modules and send them to Lockwood for testing, or just replace them.
  21. 1 point
    Nothing is confirmed until officially denied!!
  22. 1 point
    Unless you have flown both airplanes a fair amount the difference is something you may not realize. If you make good landings in both airplanes it doesn't really matter. If you make bad landings both can be broken. The difference come in the not so good landings that are not bad enough to break anything. If you drop the CTSW in just a little bit the spring rebound from the gear will bounce you back into the air. The CTLS gear will absorb the drop without much rebound giving a solid feel when you touch, and the airplane tends to stay on the ground. Because of this it is harder to make a nice feeling landing in the CTLS compared to the CTSW. The landings have to be perfect to be completely smooth. The CTSW gear is a little softer you don't have to be as perfect, it allows for a little more margin of error.
  23. 1 point
    Start with the most common issues. failing to rule these out may cause you an extended hair pulling down time. Don't look for exotic causes because those are rare. First is rule out the battery. It may seem good to you, but the human ear can't tell the difference if it is close. Jump it. Take a 1 gal. baggy and put some ice in it and wrap it around your ignition modules before you try and start it. Wait 30 minutes and if it cranks right up replace the ignition modules. If both these fail take the idle jet out of the carb and rod a small piece of wire through it, flush it with carb cleaner and then follow that with high pressure air. I would bet anything it will be one of these three items. One of these will work and diagnose your problem.
  24. 1 point
    AndyB, When looking at this CTLSi the TruTrak autopilot is not the most imporant difference issue. Here is a list of the min equipment you should expect to see on the plane regardless of year made and TT. 1. 912iS sport upgrade - this adds 20% increased fuel efficiency and climb and cruise due to increased torque....the newest CLTSi delivered since about the fall of last year should already have the upgrade. Others shipped prior to that need the upgrade in the field. It is a major engine change. Cost about $1k to 2k dependent on where/who does it for you. 2. ADS-B. Make sure the plane has the Garmin 796 and the Dynon ADS-B solution. That will give you 2020 compliance. 3. Dual 10 inch Dynon Skyviews are the top of the food chain...no steam gauges. 4. If the plane has been burning 100LL make sure no oil change interval was longer than 25 hours. 5. If ADS-B is equipped Look under the plane and make sure there are no extraneous holes, and no cracks where the unit is attached under the seat. 6. When you turn on the Master avionics switch you should see the primary PFD come on immediately, if not then the plane needs wiring work. 7. Fire up the plane and wait for the second alternator to kick in (rev to 2500 rpm) and listen carefully for any radio hiss or squeal. If present, then the plane has a factory wiring issue and needs to be repaired. 8. Ask the owner if the Rotax voltage regulator was replaced with the new unit Rotax specifies in their recent Service Instruction. If not, that should be done immediately.
  25. 1 point
    Use the white Bolus maxi 1" wide tape on top and bottom of the trim tab gaps. Put the stab in the full down position for the top tape application and full up position for the bottom tape. Over lap the center lower rivet about 1/2 way as a guide across the entire gap of the stab. Then take a razor blade and remove that small bit left on that single rivet. The whole job should take about 15-20 minutes. This way the tape does not get stretched and broken over time. Mine usually last 2 years and others I do about the same. Lay the tape down and don't stretch it. same with the wing root tape. lay it down and don't stretch it. Over lap a second piece of tape on the leading edge about 10" so the front gap is doubled. this will keep the wind from splitting it. This should last 2 years too. I haven't seen any of the new style door trim tearing because it is a solid one piece mold. The old stuff was two pieces glued together and it did come apart from sliding over it. Mine has been on for years and so has the others at my field. Somethings wrong if this new stuff is tearing.
×