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Everything posted by ct9000

  1. 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?.
  2. 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.
  3. 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..
  4. 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.
  5. 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.
  6. 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.
  7. Help with Landings

    Well said Andy you described it better than I did, also the video is great.
  8. 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.
  9. 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.
  10. 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.
  11. Cold Weather Roughness?

    When operating at low throttle the mixture is lean anyway then add very cold air and the mixture is very lean. Carbs will altitude compensate but not density compensate like injection will. The answer is to just increase throttle till it smooths out or if you don't feel like that just go higher for thinner air which will also fix it. The altitude compensation of Bing carbs is not that good anyway so climb to find the best spot.
  12. "On Condition" Rotax Maintenance

    When I went to Rotax school we had a number of 912 engines to play with. One at 4680 hrs. came in for service due to oil leak from the o ring leaking on a pushrod tube. A couple that had failed leak down tests from running on avgas and had carbon build up around the exhaust valves but were at about time 1200 / 1500 hrs. one at 4100 hrs. with nothing wrong, and a 2000 hr. that was like new but in for overhaul due to hrs. Maintain these engines properly and don't use avgas unless you have to and they last very well.
  13. Loud Periodic Creak While Taxiing

    An acquaintance of mine had this with his ctsw and it was the gear leg fairing rubbing on the fuse fairing where it enters. the gear leg fairing is held by small brackets which can be adjusted a bit by bending.
  14. Ballistic Recovery System

    Roger be careful with the encouragement Andy wants to use the rocket for a JATO
  15. MI winter

    Just thought you would like to know that it is 103 f here at the moment and I can't fly cause I am melting and I need beer.
  16. landing tail draggers

    Now that the landing full flaps / min speed discussion has died down, this is not a CT topic but may start a new round of posts. I don't 3 point land my tail dragger. Feel free to jump in because there are two schools here as well. Both camps are valid but do not normally see eye to eye.
  17. Why would stabilator axis bend?

    Pushing on the elevator to move the plane about would be my guess.
  18. landing tail draggers

    Thank you for the intelligent discussion. I use a tail low wheeler for my Skyfox because the wing tends to mask the rudder, not so nice in a crosswind. Also I agree some aircraft are better using 3 pointers and heavier ones it does not seem to matter.
  19. Your need to keep the greasy side down may be 'cause you pushed the pistons into the sump with over boost at low engine speed.
  20. Also as has been mentioned the 914 is quieter and very smooth. I believe this is because of the slightly lower compression ratio but I could be wrong on that.
  21. It is true that the 115 hp is available for five mins. but 100 hp continuous. When you get up a bit higher your 100 hp non turbo will be making probably about 60 hp but the turbo is still making sea level hp up to about 16000, after that it drops off a little.
  22. Mystery Device

    Thanks for the encouragement Ed. I have fond memories of over 1000 hours in the SW all trouble free.
  23. Mystery Device

    Unfortunately this is getting off thread. My tail dragger is a SKYFOX, it is an Australian version of a Kitfox but is certified. I sold it 10 years ago when I got the CTSW then purchased it back a year ago to keep flying whilst waiting for the new CT. A bit challenging as tail draggers go but rewarding when you get it right. It has it's limitations and compared to a CT it is a piece of crap in some ways but very capable if handled well. By comparison if an average pilot could land a SKYFOX then a drunken monkey could land a CT.
  24. Mystery Device

    Thankyou but it will be a while before mine is resolved. At least I still have my old tail dragger to keep drilling holes in the sky.
  25. Mystery Device

    Thanks for the question Ron. See the storey posted in CT's in the news / new CT's arriving from Germany. In short mine assembled but has problems, the one that came in the same container as mine so far is very good , and the one from AEROJONES is not assembled yet but looks also very good.