Jump to content


  • Content count

  • Joined

  • Last visited

  • Days Won


About ct9000

  • Rank
    Senior Crew Member
  • Birthday 03/14/1954

Contact Methods

  • Website URL
    email greg.merritt@outlook.com

Profile Information

  • Location
    darraweit guim vic.aus
  • Interests
    Martial arts, finance, grandkids, and of course flying
  • Gender

Recent Profile Visitors

2,246 profile views
  1. ct9000

    Dragging Brakes

    It may not be the brakes dragging. It could also be wheel alignment, a common fault on SW's.
  2. ct9000

    ELSA possible fuel flow fix???

    The flight manual even mentions that a slight side slip will not effect performance. But why not work out where you need to be to use fuel evenly and fly that way. After all is considered why should you fly in a sideslip. If the a/c is balanced properly it will use fuel evenly from both tanks.
  3. I use just ordinary furniture polish to clean the bugs off, after a while it becomes very slick and the bugs don't stick
  4. ct9000

    Altimeter Check

    We are spoilt flying our CS's I can remember flying a Cessna 150 on a hot day one up but full fuel taking a half hour to climb to 6000 to clear a mountain that was 6800, ended up going the long way round cause it just would not climb any more.
  5. those greaser landings look very good to me
  6. ct9000

    Smart offering...

    Buckaroo are you sure that your wife is ok with publishing the weight to the world????. Maybe you could just nominate your girlfriend's weight.
  7. ct9000


    Yes I agree but the detail is a little hard to follow. The curve at the bottom looks very symmetrical and the vertical appears straight.
  8. Easy Flier, Just my opinion but a car sitting for years outside would be a different proposition to one sitting inside a garage, also carbon fibre doesn't rust. Damage history may well be ok if repaired properly and documented. These aircraft are fairly easy to work on and so owner maintenance should be ok if you know what you are doing. I would be more interested reading the logs about details of work done more so than who did what. Eg. a shop that puts down a one liner "carried out annual service" means little other than that they are either lazy or didn't do the work properly or didn't know what they were doing or didn't even have the manuals. An owner that puts all the details down has probably actually done the work and also cares about it. The later tail has the vertical fin starts further forward so is longer and is also fatter so directs more air over the rudder. The rudder is the same. The instrument panel was standard as two panel and had optional three panel. Some of the earlier engines had a crankcase cracking problem especially if the prop was out of balance or overpitched. The gear legs fit the mounting sockets but the heavy duty legs are thicker down from the mounting point. Brakes may be not all that bad either way but the earlier wheels were not as good.
  9. I understand that the early SW's had the same tail as the 2K. Not complaining about either but crosswind capability is lots better with the later tail, I think it changed in 2005. Also the later build all had the heavy duty undercarriage but is easy to upgrade on an early model.
  10. ct9000

    Cold weather flying

    With wider throttle opening carb ice is very rare. Use carb heat for low power eg. on approach as a precaution. Generally CT's are good in cold or harsh conditions as long as any air leaks are sealed up.
  11. ct9000

    EGT question for the experts?

    The first flight for my new toy had both CHT reading perfect, slightly bigger mag drop on one side, and slightly higher EGT on one side. On climb out both CHT perfect, one EGT went into the yellow and no better at lower power. Landed and checked plugs found one plug blackish and the others all good. The local Rotax agent provided a new set of plugs and EGT problem fixed. I believe the high EGT was caused by incomplete combustion in the cylinder causing burning still in the exhaust port.
  12. ct9000

    Rotax 914 Ground testing

    Except for some. David It is better to use manifold pressure for power setting. 100% is max. cruise power about 35" map. 115% is take off power about 40" map. I use economy cruise setting of 31" map. This is about 2/3 throttle lever and select 5000 rpm. The figures are in the Rotax manual. Dunno if this answers your question.
  13. ct9000

    3 Sierra Nevada Images from my CTSW

    Ed as I sit here impressed by your photographic skills I was just wondering if you ever worry about having a forced landing if the fan stops, or is it that this great scenery fills your mind so you don't need to be concerned.
  14. ct9000

    Grounding while fueling

    You must electrically connect the supply eg. the fuel truck or at least the nozzle to the fuel tank eg. the aircraft Fuel truck hoses are tested for continuity on a regular basis enforced by law. For the process of certification an aircraft fuel tank must be conductive and this can be achieved a number of ways. A glass fibre tank may have an additive in the resin, or a copper strip inside the tank or any other method that will achieve conductivity. Or of course you could buy an aircraft with a carbon fibre tank maybe a CT.? To answer your question Al, just bond with the static wire on the truck to your exhaust pipe. It is still ok if there is a bit of resistance at the connection because static electric charge is very high voltage and low current.
  15. ct9000

    Grounding while fueling

    You are correct about the need to bond as I said but the difference in potential energy from the plane to ground is of no consequence. A spark could theoretically jump from the ungrounded plane to ground and no one would notice or care. I have worked in the petrochemical industry 40 years and understand static discharge hazards and can assure you that even jet airliners are not grounded but are bonded for fuelling.