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andyb

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About andyb

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    Senior Crew Member
  • Birthday 05/12/1950

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    KSUS
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  1. 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
  2. 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
  3. 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
  4. By the way, I'd estimate maintenance costs to be about $2,500 per year.
  5. 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
  6. 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
  7. 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
  8. I use the mini, and find it perfect size.
  9. I queried Flight Design about this, after I water-soaked my original POH washing the plane. Short answer...they couldn't provide one, but gave me one in PDF form. I took the color printouts to Fedex Office, and had them laminate and spiral bind it. It turned out beautifully, although it was pricey. About $75 as I recall, printing on both sides Andy
  10. I noticed that the battery in my Kannad ELT has expired. While the ELT was checked at my annual last summer, I wasn't aware that the battery would expire during the year. I went on Kannad's web site and from there was linked to Aircraft Spruce to purchase a replacement battery ($300+). When it arrived, there were lots of small parts with the battery, and no instructions. Upon Googling it, it said that the replacement needs to be carried out by a Part 145 or FAR 145 (or equivalent) maintenance station. I contacted a local A&P on the field, and he said that upon checking the Kannad SB, it has to be done by an authorized Kannad shop. I'm not sure how to proceed. I plan to try to contact Kannad tomorrow, but does anyone have any advice? I'm frustrated with Kannad, as their web site referred me to Aircraft Spruce to purchase the battery, without anything about the restrictions on installing it. I'd appreciate any advice on this. Andy
  11. I don't know enough about the technical aspects of this to come to an intelligent conclusion. With that said, I don't know how we would disqualify that there's some kind of design or quality issue that cause the problem here. Andy
  12. Is there any indication that the BRS was incorrectly installed on this aircraft? If not, this would be of concern to me. FWIW, a number of years ago there was an instance in which the Cirrus parachute was activated and it didn't deploy. There was a very extensive investigation by Cirrus, BRS, and the FAA. I turned out that under certain aerodynamic conditions, the inertial forces on the plane were so great that they overcame the power of the rocket expelling the parachute. This was important information for the pilots to understand. My hope is that this is thoroughly investigated. Andy
  13. Andy, we had lunch last summer if you recall.  I am Duane Jefts. I am bringing my cessna 172 to St Louis for the summer, May to Sept.  I have called the airport authority at KSUS but they want to rent a hangar with a 12 month contract. 

    Do you know of anyone with Hangar space for rent at KSUS or other STL airport area? I have called Creve Couer and Smartt field without any luck.

    Thanks for your time.

    1. Show previous comments  2 more
    2. andyb

      andyb

      If you'd like me to get the phone numbers of the hangars that are for sale, I'm happy to get that for you.  Just let me know if you need that.

      Andy

    3. Duane Jefts

      Duane Jefts

      Only if it is convenient.  It might be helpful.  Thanks for offering.

    4. andyb

      andyb

      Duane,

      I went to the airport to take a look, and drove by all the hangars there.  There were three signs, seeming to market two hangars, both with the same phone number: (314)504-0136.  I'd also place a call to Millionaire, as they own some hangars as well.

      Good luck!

      Andy

  14. My 2012 CTLSi has a Kannad 406 AF-Compact 406 ELT. I'm trying (belatedly) to register it with NOAA. The Cospas Sarsat number on the side is an entirely different format than NOAA uses. Any thoughts on how to do the US registration? Thanks, Andy
  15. I recently hade it done, and have some information that I think might help you. I can be reached at 314 409-8932. BTW, my daughter did her student teaching in Loveland (Mason Schold) when she went to Miami of Ohio. Great community. Andy Bresler
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