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Showing content with the highest reputation since 08/19/2017 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. 2 points
    I never really liked the Willette opinion letter. It focuses on part 43. That portion of the regs. imposes NOTHING on owners or operators. The topic of mandatory engine overhaul, or any other mandatory maintenance, are requirements of WHEN to perform maintenance, and they are found in other rules like part 91, 39, 135, etc........................Part 43 speaks to WHO can perform, and HOW maintenance must be performed. So for SLSA, 91.327 is the operational rule that puts maintenance burdens on operators. It doesn't speak to any kind of "maintenance program". It does speak to an "inspection program" for the aircraft.......................................... a "Condition Inspection". A condition inspection is just that..........................an inspection. That is the extent of legally required maintenance on SLSA aircraft. The other key language in 91.327 is the requirement for operators to have any maintenance performed on their SLSA be performed (by appropriately qualified personnel) in accordance with PROCEDURES. In the case of SLSA, these PROCEDURES must be those specified by the aircraft manufacturer. An overhaul requirement, or a hose change requirement, or a training requirement, are not PROCEDURES, and are therefore not part of required maintenance on SLSA regardless of what the maintenance manual or POH say. I agree with previous posts, that an SLSA aircraft manufacturer can make other types of maintenance legally mandatory with regard to WHEN, and HOW by way of the Safety Directive system. The FAA can also do so using the Airworthiness Directive system. I too think that the inspector in IOWA is 100% wrong in taking the position that the engine must be overhauled for the aircraft to be legal. He is well within his authority to say that he is not going to certify the aircraft as in a condition for safe operation, but his basis for saying it is fundamentally incorrect in this case. Same could be said for hose change, or lock nut change. Absent a Safety Directive or AD, those types of maintenance requirements come down to the judgment of the inspector after diligent application of the required inspection PROCEDURES. Just because something is replaced, or overhauled does not by itself correct an unsafe condition. I can replace a properly functioning used lock nut with a brand new defective one, and I have actually induced a potentially unsafe condition. Wouldn't it just make more sense to use proper maintenance PROCEDURES when installing/inspecting any fastener, and then safety can be assured. Basically what that means is......................if the nut is found to be bad as installed, REPLACE it. Used is not necessarily bad, new is not necessarily good...................Judgment prevails and the regulations support this. How many hose changes have resulted in off airport landings due to debris? How many off airport landings have been found to be a direct result of NOT replacing all hoses at and arbitrary 5 yr. mark? Anticept, The Piper hose AD is an apples to oranges comparison as I see it. The unsafe condition there is cause primarily by a routing proximity to the aircraft exhaust and not a blanket life limit for a hose. It is very specific, and as we have discussed previously, the AD only applies to aircraft with a specific type of hose design installed in the first place. Nevertheless, the safety issue was addressed in the correct way. If hose changes or engine overhauls, or locknut replacements are so critical to safety in the SLSA world, a Safety Directive must be issued.
  3. 2 points
    The wind has no effect on the turn, whether upwind or downwind in direction.
  4. 2 points
    Repairing two wingtips shattered during landing short of runway.
  5. 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.
  6. 2 points
    $900 isn't steep for an annual many main centers charge $2200 up to $5K. $900 is reasonable cheap.
  7. 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.
  8. 2 points
    Just remember anyone, including a trunk monkey, can do work on an experimental aircraft. But, unless you built it EAB (experimental, amateur built) you will need the 16 hour course and the appropriate FAA certificate to sign off inspections on an E-LSA but only if it's yours. If EAB you don't need the 16 hour course but you still need a FAA certificate to sign off inspections and that only works for the original builder. If you didn't build the EAB the "anyone can work on it" still applies but an A&P would be required to sign off inspections. For S-LSA you need the 3 week course then you can work on and sign off inspections on any S-LSA. Being an A&P works too. And, what Andy says about just because you can, doesn't mean you should, is right on. About 7 years ago a cylinder head cost about $2K, probably a lot more now. So, screw up a valve job and you could have a major expense.
  9. 2 points
    It smells exactly the same as burning money. When my exhaust broke just aft of the cylinder, I didn’t notice until I pulled the cowl, likely a couple of flight hours later. Others said later they thought my airplane sounded a bit different from the other CTs, but not crazy. I didn’t notice any change, maybe because of my noose canceling headset. I did hear a change in some of the GoPro video I reviewed after the repair.
  10. 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.
  11. 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.
  12. 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!
  13. 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.
  14. 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!
  15. 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!
  16. 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
  17. 2 points
    A Merry Christmas and blessings in the new year.
  18. 1 point
    Good plan to use the nearby Rotax repair facility. The CTSW, with aluminum main gear struts (CTLS is composite) and all LSA with light front gear structure can be "tweaked" if allowed to "drop in" during landings. CTSW main gear are especially vulnerable to this and it is not uncommon to see one with a wing lower than the other due to having a bent aluminum main gear leg. It is important to closely examine the front and main gear, the firewall and the nearby lower fuselage and the fuselage where the main gear enters (both the CTSW and CTLS). If you buy a Flight Design, I think you'll be surprised at the capabilities it offers.
  19. 1 point
    If you're adding strobes & want a separate switch for them, you need a third wire to power the strobe from that switch and a 4th wire to synchronize the strobes so they flas together.
  20. 1 point
    I was solo this morning with only a me, my camera and 50lbs of fuel to slow my climb. Climbing Pine Creek Canyon out of Mammoth can't be done in my CT with a passenger without orbiting for altitude but today solo I did it indicating 90kts. Photo is of the top of the Sierra Nevada west of Bishop, CA where I found ice for the back country ice skaters.
  21. 1 point
    My first CT had some mirrors like that, with the headphone jacks mounted in them on the side of the mushroom.
  22. 1 point
    @Doug Hereford Speaking for those of us that got our start in 2-stroke home-built machines the idea of leaving our slightly more complex plane in a field over an issue we have handled is a tough sell. even if your right
  23. 1 point
    It may come from condensation caused by evaporation of fuel in the float bowl. I had the float bowls removed from a CT one day that was running on 100LL. The day was very hot 100° plus, and very high humidity. In a period of about 20 minutes there were several droplets of water in the bowls and the fuel level had reduced by 25% due to evaporation.
  24. 1 point
    I didn't read all the post, but Andy has a spring in his control system that moves the stick forward, so he needs nose up trim at slow speeds to overcome the spring tension. Ed's CT is older and doesn't have the spring, so it gets trimmed the other way. And yes flaps will effect the trim.
  25. 1 point
    I always take advantage of ground effect in all takeoffs! 15 flaps gets us airborne in 1/2 the time as of -6 and then I fly low even towards obstacles in order to take advantage of ground effect and to gain airspeed which everyone needs to stay safe! When heavy, hot and high, for a minus 6 degree takeoff will plow you in to obstacles at a very killing airspeed!
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