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ct9000

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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
    Male

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  1. Fuel Sight Tubes

    With respect I know Roger is a wizard but I would not do this without having three people. Also you only need to pull the wings a few inches out. Be careful not to damage the poly tube, it is easy to disconnect if you want by undoing the blue nut but you wont need to if you only pull the wings out a bit. Same with the wires. When reinstalling remember to lube and align the ball socket at the front of the wing cause ya need to lift the wing up at the front to align it.
  2. Glide Ratio

    I have shut down the engine in flight and found better glide with the prop stopped with -12 flap at best speed for weight say about 75 kt. almost no difference with 0 flap at best glide for weight say about 63 kt. Also notice a longer float in the flare with the engine running compared to landing dead. This suggests that at idle thrust is more than drag at low speed and the reverse is also true. Makes sense to me, open to other ideas though.
  3. Ed 95kt. or even 85kt is still fairly fast in terms of TAS at that alt. I realise stall is based on IAS but you still have a good margin of at least 40kt. So is your need to keep the speed so high for other reasons like inertia to fight unexpected shear? Ps never flown my a/c at 15,000 so I wouldn't know.
  4. Fuel filter

    I kinda knew that my post would raise some comment. As far as the trend of accumulation the fuel flow test is a very good guide. I regularly do a flow test and at each service I actually write it down. I would know as soon as there was a partial blockage of any sort. Whilst I could not see a 0.1% change, I would see any significant change very easily and certainly a long time before a problem is likely. Bear in mind that the gravity feed is close to 1 l/min. this is triple what your engine needs. I am with Roger on this as I pull the filter at 200 and never find anything, also my flow test has never shown any restriction at all.
  5. Fuel filter

    As has been mentioned, a fuel flow check verifies that the filter is not clogged. Does this fuel flow check then constitute an inspection given that it will achieve the intended purpose?.
  6. Roger I have great respect for anyone that does a wing pull on their own. Would not you need a lift on each wing to re -align the holes?.
  7. Steep Turns

    Ed a valid pick up on my last grammar, I should have said for a given amount of rudder. Another point is that I am not picking on C172's it applies to the majority of aircraft.
  8. Steep Turns

    There is a good reason why a CT does not need as much back stick in a turn. The fuselage shape is aerodynamically correct and so as you roll on more bank angle the fuselage provides more of the lift, also why it is harder to stall in a turn. If anyone wants proof of this fact then go fly say a C172 in a 60deg. turn and note the amount of back stick needed to keep the ball centred, then try the same turn in a CT. you need only a small amount by comparison. Ps. stalls in a CT are not scary and are in fact quite benign. Of course if you are not on top of the aircraft and stall it in a slip or skid it will get your attention like any aircraft will. I have heard in said that a CT is aggressive in a stall and then when I got in the passenger seat to watch I saw the ball trying to climb out the side of the instrument, that is not a normal stall but a spin entry..
  9. Control Lock

    I also tie the stick forward with bungee to the rudder pedals and also select neg flap. that seems to help it stay down - not try to fly.
  10. New Project

    The old 7400 series chips can in most cases be upgraded to 7400ls series to improve speed and power consumption.. Now I am really showing my age. On another thought the little stubby wings will mean a pretty high stall speed. Just rambling, time for another cup of tea.
  11. Help with Landings

    I might regret posting this but when I read people say that a CT lands flat I think that is because the speed is too high. Slow it down a bit increase the angle of attack the nose wheel is now higher. I can see why some are scared of full flap landings because it is a little more demanding but that is a matter of practice. The stall is so docile and also low speed that it is not to be feared. Get out there and enjoy such a wonderful capable bird.
  12. Help with Landings

    Well said Andy you described it better than I did, also the video is great.
  13. Help with Landings

    Flap speeds are 80kt. for 15 deg. 62 kt. for 30 and 35 (or 40 for sw). Talk to a CT experienced instructor. Personally I close the throttle on late downwind use a glide approach and set the last stage of flap to adjust final touchdown point/glide path. I come over the fence at 50kt. No more. Everyone is different and has their own way, not wrong just different. I land with full flap, others don't. I use lower touchdown speed than some. I roll to a stop in about 300m. and don't use brakes. You will find lots of people that land on long sealed runways configure differently because they always have lots of runway. In the US a short runway is 3000 feet in parts of Europe 1000 is long. Ps I am not an instructor, just giving my ideas. I have got about 2000 landings in CT aircraft.
  14. 912 ignition modules

    Roger I agree 100% but have seen many times that the friction torque is not even checked or documented. You would have to agree that low friction torque is very often the main cause of kickback on start up, especially with a weak battery or starter. I guess what I am saying is that I would start with that first because it must be set correctly, otherwise even with a new battery and heavy duty starter it will still kick back and risk destroying the sprag.
  15. 912 ignition modules

    most likely the kickback is caused by your gearbox clutch not being tight enough. It is set by shim washers and is not hard to do with a press. Set it on the high side of the range and all should be ok. Use the Rotax manual for the procedure and figures. The tension should be checked at every 100 hr. service, I use a spring pull scale on the prop to check.
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