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About ct9000

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

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  • Website URL
    email greg.merritt@outlook.com

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

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  1. On behalf of many members welcome. In answer to your question find a good instructor with time in a CT. Read the book, the figures are pretty good. Instructors with no time in a CT will have you coming in too fast then floating forever in ground effect. These aircraft are surprisingly capable if handled well but like any lighty have little inertia. Another quirk is that CT's do not need much back stick in a turn because the fuselage is aerodynamically correct and will provide lift in a turn. It is a bit funny watching a high time Cessna / Piper driver in a steep turn they will always climb because of being used to pulling back in a turn. Most of all have fun.
  2. Picture is not so simple right now my camera is broken and my phone is an old tradie type that us a bit useless for pictures with any definition so go with the description. 1/ SW binding at the hangar spherical bearings. 2/ LS the rod end at the base of the right stick.
  3. The answer is obvious and nobody has mentioned it. The answer is money and lots of it. use the formula. to fly $$$ to fly faster $$$ x 2 to fly higher $$$ x 4 to fly with more pax $$$ x 8 Any combination will work with this formula just start with $$$ squared for one add on cubed with two add ons etc. Remember that there is lots of money in aviation because lots of pilots have left it behind.
  4. Tom I agree the LS has a different feel but my new LS had a binding rod end bearing at the bottom of the right stick which was fixed with Innox, also my SW had binding at the aileron bearings same fix. As a side note the LS problem showed up at about 25hrs. and the SW showed up at about 1000hrs. Neither aircraft ever lived outside.
  5. Just my two cents worth but I would look for binding in other areas. As Aglyme said lube the rod ends also the aileron hangars.
  6. I don't think thermostats are a waste of money, having had with and without CT's there is a world of difference. I just got back from a flight from home at about 60deg f and hundreds of N miles away it was 110deg f temps were all perfect. Climb at home oil 190 cht 200, cruise oil 180 cht 180, climb in hot dry gusty lumpy air oil 210 cht 215. No worry about tape when going from cool to hot air.
  7. and the later as well
  8. On my SW I used 2" wide strips of aluminium tape placed vertical. one piece each side will not do much in your sort of temps so try two pieces each side for a start. Another option is to buy a thermostat kit from Rotax for the oil and water. I have this setup with the large coolers on my LS turbo as standard and it works perfect.
  9. answer 1 a one way strip, you have no other choice if you want to land there. answer 2 slope, landing down hill is not safe. answer 3 a 10 kt. tailwind is ok as long as you pay very careful attention to speed and use full flap.
  10. The crosswind ability is not a problem to the CT it is more a problem to the pilot, as has been said. A crosswind of 20kt does not bother me at all. the book value of 16kt is demonstrated and not the limit. As far as lumpy wind shear type weather goes, you will give up a long time before the airplane will. Any light aircraft will move around a bit more than a heavier one, but your skill level will determine how well that works out. The CT will "fight back" better than the 172 because of the exceptional agility so a bit more movement is not really an issue. As an example if you are on late final in a 172 and hit 600ft/min shear, you will maybe hit a bit hard trying to go around due to lack of acceleration. Same situation in a CT, almost instant acceleration and go around is easy. Yes you need more rudder skills and have to be a bit quicker on the controls. Ps I am biased, about 1800 landings in CT and only about 300 in C150/C172
  11. Take off with a tail wind always needs a bit more caution because the wind speed will most likely increase as you leave the ground effect due to friction. What this means is that you should never pull a plane off the ground early with a tailwind component, just wait a bit longer to get some more airspeed. In this pilots defence it would have felt that he was fast anyway. High DA would need more ground speed plus the tail wind would need even more. When the plane stalled after leaving ground effect the only option would be to forward stick to reduce the angle of attack and there was not much time. also a bit more use of rudder to help pick up the down going wing would have helped. I am in no way being critical of this pilot in fact it sad to see but as ZZ said maybe we can learn from this.
  12. Had the same problem on my new CTLS. After a bit of investigation the fault was lack of lubrication at the base of the right stick. Sprayed Innox on all the joints and problem solved.
  13. ct9000

    Engine swap

    The guy that took 2500 hrs. was being paid by the hour and the guy still going at 2700 hrs is a heavy drinker.
  14. To do the front wheel on tour own is easy. I use a 20l plastic drum filled with water tied to the tail strap to pull the tail down enough to lift the nose wheel. It is quite stable quick and easy.
  15. Given that we normally fly for recreation and not punishment, just stay in your comfort zone. Conditions that are ok for one may not be ok for someone else. Ed flies in the mountains and is probably used to more wind and strong up / down drafts than someone that flys the flatlands. I fly out of a short grass strip and am comfortable with it but if you are used to a mile long runway my home strip may be a tad short. Take off is optional landing is mandatory.
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