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About Madhatter

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    Senior Crew Member

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    Charleston, sc
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  1. Concerning the pitot discussion, there are a number of aircraft certified for IFR with no pitot heat. My Beech Bonanza I had years ago did not have it , you just have to be smart about not flying in any ice. My larger concern is when flying IFR in moderate precipitation the is no self draining pitot tube in the CT. The slope of the pitot lines are all downhill and it will get water in the system. Some have said they have never had an issue. Well how would you know? If the bourdon tube in the airspeed has water you would not, at least until corrosion sets in or the water freezes. This is always considered in type certified aircraft. I installed dual Garmin air data computers in my CT and had to put in a pitot drain system to comply with Garmin's requirements. The air data computers are not cheap and can not get any water in them. I suppose if you are a really good pilot you could fly between the raindrops 😁.
  2. They are definitely cooler in summer, no sweating where in contact with seat.
  3. I believe I got them from Rocky Mountain Sheepskin but they may be out of business. There are a lot of companies making these however make sure to get them from someone who deals with aircraft. The cheap ones are not all sheepskin and have fake sheepskin backs and sides. I've used high quality ones on every aircraft I've owned, and will last 20 yrs if they are good quality 1" thick.
  4. I have discussed this with Roger at length as well. The two left and right distribution tubes are a larger size, there is no reason for this. I have seen some complaints of leaks in this area. If you are aware of this then it can be dealt with, however some have problems with it.
  5. The ctsw fuel system is poorly designed. On example is the "Y" fuel connection at the firewall, the single tube that goes through the firewall is smaller than the ID of the hose which goes to the fuel valve. The clamp has to be extremely tight to prevent a leak. The next hose change I do, I intend to change the fuel distribution plumbing to an established standard found on certified aircraft. I fully understand that standards are reduced for LSA however fuel plumbing is not something I will cut corners on and it is not costly or hard to do. I could not imagine being at altitude and start smelling a strong odor of fuel.
  6. After buying my ct it was my first complaint. The small filter is a choke point in the fuel system. You will never see this in certified aircraft, fine filters of larger surface area are found after the gascolator in fuel injected engines and coarse screens right at carburetors after the gascolators. If there is any significant trash generated prior to the small filter it will clog up the screen. I know everyone says they never see much in the screen but I would hate to be the first one that does. When the first incident happens because of this filter there will be an air worthiness directive, it's called Tombstone Legislation. Anyway that's just my opinion.
  7. More than likely lens seal, I see this all the time on all aircraft. If the airspeed seal leaks you will have a static leak. Cheap to fix at UMA.
  8. 22 yrs with my 310, 75% at night I miss the 2nd engine but not the 25 gal /hr
  9. In investigating exhaust options I am looking at two things. One is to develop a simple low restriction exhaust without the cumbersome muffler jammed under the cowling. The second is to provide an exact duplicate of the original exhaust but with high quality construction and much lower cost. On the second, the exhaust company owner is monitoring this forum to see what kind of response there is to determine whether it is worth doing financially. At this time the small amount of hp increase if any is not the goal.
  10. The more CT's that are ELSA the more manufacturers will be interested in making parts. The experimental homebuilt industry is huge and is now big business.
  11. Talked to several people involved with the Flight Design as a business, all seem to be open to better, cheaper parts but there will never be an MRA for these items. While SLSA is a good thing the unintended consequence is that the parts and prices are 100% controlled by the manufacturer. They can charge anything they want and there will never be any other option. Even items that have a patent eventually become open for anyone. So ELSA will will be the only legal way to use these parts unless the FAA changes the rules and that is not going to happen in anyone's lifetime.
  12. Heater is easy but not necessary at this time. As far as a tuned system the calculations are massive with a lot of very expensive test equipment including a dynamometer. Also it requires some engine mechanical data that I don't think Rotax would release. We are just trying to build a different system that works. There has been talk of dyno testing but that is in the future. It must be profitable first
  13. Another one just flown.
  14. Two different exhaust experiments for a totally new exhaust. Good flight tests however now trying to reduce the noise level. Original rotax exhaust is aprox 100 dba. We are at 107 dba, difficult problem to solve without creating back pressure. These are strictly R&D to prove the design at this point.
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