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andyb

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About andyb

  • Rank
    Senior Crew Member
  • Birthday 05/12/1950

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  • Location
    KSUS
  • Gender
    Male

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  1. 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  1 more
    2. Duane Jefts

      Duane Jefts

      Thanks Andy. Will check with Millionaire again.  They never did call back after I left a message so I assumed they did not have any availability.

      There is a possibility that one of the for sale hangars would be willing to rent for the summer.  I will pursue that after I get there.  I have a plan as Creve Couer has "covered" parking available for a short time solution.

      Looking forward to having a plane in the mid west this summer.

      Thanks for your info.

       

      Duane

    3. 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

    4. Duane Jefts

      Duane Jefts

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

  2. andyb

    Registering 406 ELT

    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
  3. andyb

    BSR chute repack

    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
  4. A few weeks ago, after a month without flying, I had a flat tire. A local A&P, who I have known for years and is very good, replaced the tube. I examined the old tube and there was a slice about 1/8" under the valve stem. I assumed this caused the flat. Since the tube was replaced, I have noticed both a vibration at speeds above about 40kts when taking off and landing, as well as a gradual loss of tire pressure. It loses 5-10 pounds over a 2-5 day period, and seems to stabilize around 24 psi. I'm now wondering whether whatever is causing the gradual leak has continued, and perhaps whether the cut under the valve stem was symptomatic of the original loss of tire pressure, rather than the cause. Before I go back to the A&P, I wanted go see if anyone has any ideas about how to address this. He doesn't routinely work on CT's, so there may be some plane-specific things he's not aware of. Thanks much! Andy
  5. andyb

    Upgrading radio to a Navcom

    I've had an instrument rating for about 18 years, which I got long before owning my CTLSi. My plane does have the Garmin SL30, and the other pilot that I frequently fly with and I do often fly approaches in VMC. I wouldn't see any issues using this configuration for getting experience in flying ILS, localizer, and VOR approaches. While mostly a thing of the past, you could essentially do NDB approaches as well. I don't believe there's anything that would prohibit your getting your instrument rating with just this equipment doing just these approaches. That said, in the real world of instrument flying, my experience is that GPS approaches are a very prominent part of what you'd actually use, so while you'd be legal, you'll miss a critical part of what in my opinion you'd want to know and be proficient at. I wouldn't fly in IMC without access to GPS approaches, for a multitude of reasons. I think that the CTLS can be configured with a Garmin 430...I saw that once advertised on the Flightdesign web site. If that can be done, I think you'll have a great configuration to do a broader span of instrument training. If you do go with the Garmin SL30, I've got some experience working out some of the things that I found a bit clunky at first. I'm happy to go over all that with you, to spare you the time it took me to learn about it. Either way, go for your instrument rating! It will make you a better, safer pilot. Andy
  6. andyb

    No Cabin Heat-SOLVED!

    As far as covering up the openings between the back of the seats (CTLS) and the baggage areas, any ideas what to use? I'm a little skittish using foam board, as I wonder whether it's a hazard in the event of a fire. Light metal could have its own issues. Appreciate any advice. Andy
  7. andyb

    Awesome new seat in my CTLSi

    My CTLSi true airspeed in cruise (according to Dynon) is consistently around 118-120, whether in St. Louis summer or winter. Typically fly4,500-7,500 feet. Importantly, I throttle back to about 5450 RPM. Andy
  8. I think that slips in the pattern, even in turns, are doable, although disarming for passengers. The absolute key is to avoid a skid, especially on base-to-final turns. That's how the spins typically occur. The thing to remember is not to pull back on the stick during the turn, and if you're uncoordinated, to be slipping (rudder opposite to the stick) rather than skidding (excess rudder in the same direction of the stick.) Andy
  9. andyb

    Tell me about Decalin

    If, for example, the tanks have 10 gallons of mogas, and I add 5 gallons of 100LL avgas, would I still be able to add Decalin to mitigate the impact of the 5 gallons of 100LL in the mix? How much Decalin would I put in? Thanks, Andy
  10. I can't comment on the specifics of the NDH issue referenced in this thread, of course. I did purchase my CTLSi from the Gutmanns (Airtime Aviation) three years ago, and everything they represented to me proved accurate. My overall experience was very good, and everything went smoothly. Andy
  11. andyb

    Exhaust Departed in Flight

    Today I was flying with another pilot, and after 3 routine legs, I saw that the exhaust had apparently broken off. The flights and landings were absolutely normal, in the sense that there was nothing that would have suggested a problem or anything that would remotely have seemed that it could have precipitated this. I'm at a loss for words. Is there any history of this happening? Andy
  12. In an earlier post, I brought up some questions regarding what to do in the event of an Alternator A or Alternator B failure. In reading the responses to my post (thank you), and doing some further research, it's clear to me that in the event of a failure of either Alternator A or B, that reducing draw on the battery is critical. Among other reasons, this is because if the second alternator should fail, the continued running of the engine is dependent on battery power, and if either Alternator A or B fails, the battery isn't being charged any longer; drawing down the battery would directly impact how long the engine would run if both alternators fail. This begs the question of how to reduce draw on the battery. I don't believe this is as simple as it might seem, as it's advantageous to run the Dynon(s) and 796 on their internal batteries, and I haven't found a way to do that if power is still being supplied to them from the plane's battery. Here's the checklist I developed: EFIS breaker...off (this only disconnects power to Dynon #1; #2 will continue to run of the plane's battery) Dynon#1...allow to run on it's own battery ("continue" button) Transponder breaker...off Nav/com breaker...off GPS breaker...off (this disconnects power to the 796) 796...allow to run on it's own battery ("continue" button) Dynon #2...turn off by holding leftmost button Lights...switches off In this configuration, Dynon #1 will go to reversionary mode, and (at least in my plane) it will have the PFD, EMS, and Map pages. There would be minimal battery draw, as the 796 and Dynon #1 would be running on their internal batteries. Should it be necessary, the com, lights, or transponder could be temporarily turned back on if they were needed, and flaps would be available. Thoughts? Andy
  13. As I believe everyone knows, the CTLSi has a different electrical system than the planes with carbureted engines. One of the tradeoffs with the "i" version of the plane is that if there were a total electrical failure, the engine stops running. For this reason, I want to be especially diligent in understanding what happens in various failure modes. Therefore, a few questions: Alt A normally services the engine ignition, and Alt B runs everything else, including charging the battery. When Alt A fails, Alt B automatically services the engine and it stops running the other things, such as avionics, lights, flaps, etc. Under this scenario, those need to be run off the battery, if they're to be run. The question I have is if Alt A fails and Alt B is servicing the ignition, is the battery still being charged by Alt B? The reason I ask this is if there's a failure of both Alt A and Alt B, upon activating an emergency switch, the engine's ignition will run off the battery; if Alt A failed, I'd be concerned about maintaining sufficient battery charge to run the ignition should Alt B also fail. If the battery weren't being charged in this circumstance, I'd be aggressively shedding load on the battery. How do you manually activate/deactivate Alt A and Alt B? In the plane I previously flew, there were designated breakers for each alternator. Based on the wiring diagram in the POH, and my experience, it appears that Alt A is turned on when the ignition switch is turned on, and Alt B is activated when the "Gen" breaker on the pedestal is pushed in and the engine is initially taken to a minimum RPM. I believe that the "Gen" breaker only impacts Alt B. Is all this correct? What's the best emergency procedure for shedding battery load? For sure if both alternators fail and the engine is running only on the battery, shedding load would be critical. Further, depending on the answer to #1 above, it would also be important with an Alt A failure. One way to do it would be to turn off the battery switch, in which case everything but the engine function would be shut down (other than devices' internal backup batteries), and I believe would have the maximum battery duration for the engine. Alternatively, the battery switch could be left on, and the avionics master could be turned off, along with turning off unnecessary lights. I would tend to favor the second scenario, as it would make flaps and lights readily available if needed, and if there were a fast need for avionics (i.e. getting landing clearance at a controlled airport) it could be done pretty quickly. Thoughts? If Alt B fails, does Alt A take over charging the battery? My belief, looking at the wiring diagram, is that the answer is no. If this is the case, if there were an Alt B failure it would also be important to shed load. Any input on all this would be very much appreciated! Andy
  14. IAW4, I have >2,500 hours, most of which is with an instrument rating. I think some of your assumptions are misplaced. There's no such thing as knowingly flying for 10 seconds into IMC. Once you get into it, even with lots of weather knowledge you have no idea how long you'll be in IMC. I had countless instances in which I thought it would only be 10 seconds, and it was in fact much longer. I love the Dynon's. In some respects, they're much more advanced than the Avidyne equipment I flew for a long time, and certainly they're more advanced than what I had before that. However, there are some key things that a plane certified for IMC needs. Pitot heat, and lightning protection are two, just to name a few. The CT can be flown with ATC providing instrument services, but it's still the pilot's responsibility to maintain cloud clearance. Fly in IMC without an instrument rating, or in a plane that's not certified for IMC is deadly dangerous. Please, think carefully about this. Respectfully, Andy
  15. Andy, I am in town and was out to SUS yesterday helping a friend with his new 182 learn his plane.

     

    Would love to have breakfast.  I'm in Lake St Louis, where are you?  We could find somewhere in the middle.

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