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Everything posted by ct9000

  1. ct9000

    Flaps for Landing

    Another point that has not been raised. A CT does not need a lot of back stick in a turn because the fuselage is aerodynamically correct and therefore provides a higher percentage of the required lift the steeper the bank angle. For this reason a pilot new to a CT will instinctively climb in a steep turn because they are used to applying back stick which a CT does not need a lot of. If you want to prove this effect, go and stall a CT in a steep turn - at a safe altitude of course-. You will find that the increase in stall speed percentage is not as great as you would expect.
  2. ct9000

    Mount iPad to glare shield?

    Andy please take no offence I am only joking. I need the I pad in the middle because my other half is really the nav. supervisor and we need the I pad in the middle. She is the best co-pilot ever, never takes the stick, just has to know where we are at any time. I can't complain but she keeps me honest. On a trip once it was pointed out to me that we were a mile or so left of track over a landmark on a 535 mile leg, there is no answer to that I was wrong, I still love flying with her. We both hate using I pad instead of paper maps but the world has moved on from paper maps. I have also noticed that they no not evaporate the day that they expire.
  3. ct9000

    Mount iPad to glare shield?

    Andy looking out your left window, the problem is not going to be heat on the I pad but vis may be an issue. Still I guess you can upgrade to IFR.
  4. ct9000


    The VNE book speed is over 300 kilometres/hr about 162 Kt. but is limited by the parachute, and that varies by model of chute. Your a/c may be 145 or 162 or some other number. The flight manual says when in trouble to pull anyway even if above the labelled VNE. A Flight Design test pilot told me that he has tested VNE at over 330 kph. - about 175 Kt. many times, and they call that VD. ( not that social disease but V dive ) . A big word of caution here, some CTSW had a flutter problem at much lower speed. I think that these were the ones with the full span trim tab. My SW would begin to flutter at about 142 Kt. and then there was an upgrade to the trim tab mountings to re-inforce the mounting of the hinges that solved the fault completely. Subsequently I upgraded the elevator to the shorter trim tab same as on the LS and never had any flutter issues again.
  5. ct9000

    Mount iPad to glare shield?

    I have a ram mount screwed to the tunnel near the floor with a bracket from the centre panel to stop it shaking. It works well - easy to read. Out of the sunlight so it does not cook. Also can swivel around so that my navigator / wife can use it to keep an eye on things. It is easier to use the I pad when mounted in the middle like this.
  6. ct9000

    Checklist Question

    The ideal place to hang up your headset. Assuming that they are positioned ok. Just grab hold and give them a shake as part of the preflight procedure, if they move do something about it otherwise continue with the pre takeoff checks.
  7. ct9000

    Fuel Sight Tubes

    Practice makes the job easier, and so does a tool I made by turning a taper on a brass tractor pin to use to pull into line the last bit of alignment, by hand of course.
  8. ct9000

    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.
  9. ct9000

    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.
  10. 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.
  11. ct9000

    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.
  12. ct9000

    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?.
  13. 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?.
  14. ct9000

    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.
  15. ct9000

    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..
  16. ct9000

    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.
  17. ct9000

    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.
  18. ct9000

    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.
  19. ct9000

    Help with Landings

    Well said Andy you described it better than I did, also the video is great.
  20. ct9000

    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.
  21. ct9000

    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.
  22. ct9000

    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.
  23. ct9000

    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.
  24. ct9000

    "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.
  25. ct9000

    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.