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andyb

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About andyb

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  • Birthday 05/12/1950

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    KSUS
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  1. Here's a picture of the engine that I believe Tom was referring to. Like he said, it's a 90-degree fitting. Been there for over a year without any issues. Andy
  2. 2.5 gallon Tuff-jugs work beautifully. Andy
  3. I realize many people have systems that work. What I do, learned from this forum, is to use 2.5 gallon Tuff-Jugs with the rubber collar (from Amazon). They're plenty light to carry on a step-ladder (about 15 pounds), and they drain in about 30 seconds with the internal vent (I know that sounds like an oxymoron, but it does work). Not a drop spills. Andy
  4. You are so very right. 4 grandchildren, local school board president, I flew much more before I retired. Working on it. Andy
  5. The anal side of me had me develop an Excel spreadsheet that keeps track of how much leaded fuel I've consumed, since my last oil change. It's a more complicated computation than meets the eye, as it's based on what goes through the engine, not what goes into the tanks, which is different. It allows me to assure that I'm not exceeding the 30%. Attached is my current version. To use it, first delete what I've filled in on the green cells, then fill them in as you go. Hopefully it uploaded here ok. AndyFuel Mix 5 DB.xlsx
  6. Perhaps heavy-handed wording on BRS's part, but I'm hard-pressed to think of any reason not to contact them, as it's in our interest that they know about deployments be they successful or unsuccessful. With that said, I'm still very interested in what happened here and why it didn't deploy. To me that's the important issue. Andy
  7. Andrew, be sure you look at the liability limits, and the sublimits (no sublimit, a good thing, is sometimes referred to as "smooth"). They are very important considerations. Good luck! Andy
  8. In the almost 4 years I've owned my CTLSi, I've probably had 8 flat tires. The most recent one was from a Desser tube and tire that was replaced during my annual 2 years ago. While I realize that they're very sensitive to being installed and inflated properly, in this case for sure it was properly inflated, and it was installed by a very experienced/capable CT A&P. And, of course, it was fine for 2 years. Often times, like this one, it just got flat while in my hangar. Any throughts? Different tubes maybe? Thanks! Andy
  9. I saw that. Honestly, I don't know, as I've never used them to completely full the tanks. Usually take a passenger, and want to be legal, so typically not full tanks. Andy
  10. I use this 2.5 gallon Tuff-Jug, purchased thru Amazon https://www.amazon.com/gp/product/B0068FVBLS/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&psc=1 and this adaptor, which works perfectly with our gas tank opening https://www.amazon.com/gp/product/B007GRHBK2/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&psc=1 I own 4 jugs, and one adaptor. Can easily load 10 gallons in 5 minutes. Works beautifully. I also own one of their 5-gallon jugs, for when I want to throw my back out Andy
  11. I've had two related tasks regarding my Kannad 406MHz ELT, which up until now, I was unable to efficiently resolve. My hope is that this will spare others the considerable effort I had to expend. Battery Replacement I recently noticed that my ELT battery had expired. I contacted Kannad, and they referred me to places in the US from which I could purchase a replacement battery. The first on the list was Aircraft Spruce, and having an account a good experience there, I ordered it from them. When it arrived, with many small electronic and structural parts, it was clear that it wasn't to be installed by the user. I contacted some people on my home field, and no one would do it. Kannad specifically said it had to be installed by a Kannad service center, and the locals said instructions weren't even available to them. I got back in touch with Kannad, and they referred me to Mid-Continent in Kansas. Normally they sell the battery and installation together. Why Kannad would recommend a dealer that only sells the battery, and require it to be installed by another dealer, escapes me. Mid-Continent was great, and was willing to do the installation with my battery at what I considered to be a very reasonable price. That said, buying here and installing there is NOT the most efficient way to do this. My suggestion is that if you need a new battery, the simplest and cheapest way to replace the battery is to purchase the battery and have it installed by Mid-Continent. Registering the ELT In the event of an accident, the ELT sends a signal to NOAA, and they contact both search/rescue and named emergency contacts. Every 406 MHz ELT requires it to be registered with NOAA; this requires a 15-digit ID number. Normally there is a sticker on the unit that provides this number. Not on mine. Whether this was supposed to have been supplied by Flight Design upon the installation, or by Kannad, I know not. What I do know is that it wasn't there, and I therefore couldn't register it. Therefore, in the event of the ELT activating, NOAA would know the presence and location of something distressed, but they wouldn't know who it was or even what to look for (airplane, hiker, etc.). The ID was never provided with the extensive documentation I got with the plane, at least that I could find. In my case, it required a Kannad service center (i.e. Mid-Continent) to reprogram the unit and generate a new ID. For what it's worth, Mid-Continent was incredibly good to work with. Importantly, they do 2-day turnaround and I felt reasonable prices. Hope this helps. Andy
  12. By the way, I'd estimate maintenance costs to be about $2,500 per year.
  13. Snow isn't technically IFR, but I don't fly my CTLSi in the snow. I didn't fly any plane in the snow, even with an instrument rating and a plane with some ice protection. That said, I fly the CT in the winter all the time, in clear weather. Regarding the issue of the fuel-injected engine, given that it has electronic ignition, if it loses power the engine is gone. However, there are two alternators that would need to go first, then there's still the 30+ minutes of battery power. Possible to have the trifecta, but very remote. And, the magnetos have their own possible issues, although there are two of them. Personally, I don't think either engine is at much risk in this area. The electronic ignition plane runs like my car, in terms of easy starts, stops, hot-starts, etc. I love that...it's essentially the FADEC that the big-bore engines have been looking at forever. Logbooks should be available on any plane you buy. There are a number of A&P's on this forum who are extremely knowledgeable about these planes, including the one that works on my plane. It wouldn't surprise me if they were willing to be retained to do an inspection of the logbooks, and an inspection on the plane. Unless it was under warranty I'd never purchase a plane without a thorough pre-buy inspection. I think generally planes' list prices are subject to some negotiation. Andy
  14. I'm happy to give you one perspective. Three years ago, I purchased a 2013 CTLSiS (fuel injected, Sport model), have about 200 hours on it, and also have about 10 hours in a CTLS carbureted engine. In terms of the flight characteristics of the two planes, I didn't discern any difference. Previously to owning the CT, I owned three other planes, one carbureted and the other two fuel-injected. I opted for the fuel-injected in the CT, as I felt it was a more modern, hopefully less maintenance-prone engine. Knowing what I now know, I'm not sure that there's a big difference. MOGAS is inexpensive, and the marginal difference between the two planes in fuel economy doesn't translate to a big number in absolute dollars. The carbureted engine requires some carburetor maintenance, and it's technically prone to carburetor icing, although my understanding is that it's rare in this airplane/engine configuration. I believe that the fuel-injected engine is a bit more complicated for maintenance, both because there is more electronics, and because most Rotax A&P's have much more experience in the carbureted engines. My perception from the A&P that works on my plane is that the engine has posed some additional challenges for him. One big factor is weight. If you're wanting to take an additional passenger, go a long distance, and do it legally (which I recommend!), then the newer the plane the higher it seems that the weight is. I was all set to order a new plane, then when I saw the weight, I decided to get one that was slightly used, as the weight difference was about 30 pounds, and the 5 extra gallons of fuel was a huge plus for me. I've owned one new plane of the four I've had, and you pay a real premium for the new plane smell. If you can get a nice used plane, I think it's far more economical. Regarding the night flying package, if you have or intend to have a Private Pilot license or above, the plane can be flown at night; this restriction applies to the pilot, not the plane, if it has proper equipment. While I've never been much of a fan of night flying, I do like have the option of flying it at night if I'm late getting home. That said, of the roughly 150 night landings that I've done, I've never done one in my CT. Andy
  15. I just got my third renewal notice. Of course, the liability terms, hull value, and pilot experience makes it important to consider more than just the premium. For my 4th year flying the CTLSi, my premium is about $3,000, and it's been pretty steady for all four years. Here's the pertinent information. Liability coverage: $2 million Sublimits: None. This is very important...many policies have a $100,000 per passenger sublimit, which is very close to flying "bare" in terms of liability coverage Hull value: $140,000 Time in type: 200 hours Total time: 2, 600 hours Ratings: Private Pilot, Instrument, Commercial One data point. Andy
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