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Showing content with the highest reputation since 12/11/2017 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
    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.
  3. 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.
  4. 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.
  5. 2 points
    Agreed, do everything on the back of the engine that you can get to, while you have it off.
  6. 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.
  7. 2 points
    YEAH !! I am still waiting for him (Roger) to take a trip to the Philippines and work on my aircraft
  8. 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.
  9. 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.
  10. 2 points
    Amelia Earhart Peak 11,974'
  11. 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.
  12. 2 points
    This whack a mole of new threads all on the same topic is getting a little weird. It seems like the discussion gets to a certain point where people differ, then a new thread pops up and the cycle of abuse starts over...
  13. 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.
  14. 2 points
    The Best Ever Holidays to all.... and a great 2018, 19, & 20!!!
  15. 2 points
  16. 2 points
    Gorilla tape should provide a temporary repair.
  17. 2 points
    A Merry Christmas and blessings in the new year.
  18. 1 point
    CTFlier.com is proud to host the 11th Annual CT/LSA fly-in in Page Arizona Oct 17-21 (Wed-Sun). Mark your calendars and plan for some time off! Plus, an early-bird event in Bryce Canyon on the 15th-16th (Mon-Tue). More to come!
  19. 1 point
    I visited Midwest Skysports a couple of weeks ago. This is a very new and clean high tech maintenance facility that is approved for Rotax heavy repair and for Flight Design and Cirrus aircraft repair, including composite repair. Super nice custom instrument panel made here looked great on the Sling being constructed. There was a new Rotax 912 iS in the crate waiting to be installed in the Sling.
  20. 1 point
    Busy day for me, missed that. The fuel pump has valves that don't completely close. There's always a little bit of bypass. Yes, you will see fuel dribble. If it leaks, yes it will leak onto the exhaust, if you have the new pump. It's supposed to have a drain line run away from the exhaust. I retract my statement about leaking onto the exhaust... it's not the fuel pump I am thinking of, it's the carb trays.
  21. 1 point
    [new owner, N86FT] I believe (but I am not certain) that there was only one parachute pull in a Flight Design so far. (This comes from looking at old messages on this board.) . Please correct me if I am wrong. Cirrus changed it's training methods to suggest "if in doubt, immediately pull the parachute"---pull early and often. It's almost "if the engine goes out and you are not over an airport, just pull." https://www.aopa.org/news-and-media/all-news/2016/july/24/how-cirrus-reduced-accidents there are some obvious scenarios for a pull (hostile territory and the engine goes out, etc.) and some obvious scenarios for landing (you are high in the pattern and were practicing engine-out landings anyways). unlike the Cirrus, we do not have much evidence for outcomes with parachute pulls, either, so there is an extra uncertainty factor for FDs. has FD offered some more guidance on when to pull? should I follow the old or the new Cirrus approach. /iaw
  22. 1 point
    This discussion is kind of taking me back to where I was just learning to fly. My first hours in a plane were in a CTSW. I overthought everything and felt I'd never properly land the CT. Eventually, as Bill says, by doing things over and over (practice, practice, practice), to my amazement things began to fall in place. I'll go a little further with Ed's analogy about golf and add that learning to juggle is the same thing. I had a sore stomach bending over to pick up the balls and then, it all clicked. It is the sight picture combined with the sensing of the accelerations in one's butt with the learning of how the plane responds to one's input. Like the golf swing or the juggling, this can only be learned by practice. As Roger says, it is about knowing spatially where we are and sensing what our CT is doing and we all are fairly good at this and have successfully learned to know if corrections need to be made and how to do these more by just reacting without giving thought to this. It is our learned responses from putting in hours and hours of stick time. Just one final thought about landing. My friend saw I was struggling with the final phase of touchdowns. He had me just fly the plane and he'd work the throttle. When we got down to 5', he'd hold me off the runway with throttle and then he had me wander around the runway. He'd let me fly until I told him I was ready to land - we've got some long runways at KYIP. He'd back off the throttle gradually which provided a very slow sink to the runway. I had time to figure out if the nose was high or low and had time to get back to the center. If I guessed wrong, he had time to take over the controls and show me. This was done at 45 to 50kts and all was in slow motion. Maybe if I could do this with a golf club, I might be a pretty good golfer.
  23. 1 point
  24. 1 point
    Bought my 2007 CTSW with Tundra gear when new. I am the only pilot. It has about 530 hours now. Replaced the rubber washers immediately after purchase. The wheel pants have vibrated slightly since day one. Also stick bump since day one. Back when Roger Heller was alive and lived just up the road I asked to fly his 2007 CTSW to compare. His was the same. My brain pretty much tuned this out since then.
  25. 1 point