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solarguy54

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Everything posted by solarguy54

  1. solarguy54

    Rotax 912iS versus the 914 Turbo - Which One?

    I'm an LSRM with a small LSA service/flight center in AZ. I've been reluctant to recommend or invest in the 912 iS due to two things. 1. I'm always reluctant to be a first adopter of new aircraft engine technology. And, there were a lot of SBs on the 912 iS early on. 2. Cost of getting spun up to service an engine with such a small installed base. The price for the diagnostic software/interface is close to $1000. That being said, my next personal aircraft WILL have a 912 iS engine and I will buy the BUDS Level 2 service kit. Why? I believe that the iS line of engines is the future of aviation and that Rotax will give Lycoming and Continental a run for their money. And I have two customers who now have the 912 iS (neither have needed work on their engine yet). I heard a rumor at OSH that Rotax has a 6 cylinder development project with 200+ hp. Looking forward to the fewer pneumatic synchronizations!
  2. solarguy54

    LSA rules changing??

    Couple things. First, I learned at OSH that a mfg in the EU has released a Service Bulletin increasing the GW of their aircraft. It only required changes to placards and POH. It would be really cool if FD could do that to the existing fleet (BRS is an issue). (I don't recall which mfg did this) Second, the Rotax 915-iS delivers 141 HP all of the way to 15,000' and already has the software to control a CS prop allowing for full FADEC operation. Compare that to an IO-360. 180 HP at sea level, but only 126 at 10,000' vs 141 HP at 10K' from the 915-iS. Phil Lockwood said he is developing a FWF package for the 915 and it is 100 pounds LIGHTER apples-to-apples than the Lycoming install. He said that he doesn't think that there will be a big market for FWF conversions since it is so much lighter. You'd have to mount the engine WAY forward (like a PT6). But, to design new aircraft around this capability would be significant improvement. If FD does a 4-place, I'd expect the 915 to power it. Sid
  3. This is the aircraft that I repaired after a short landing. New Neuform prop, crank was fine, gearbox rebuilt by Lockwood, completely new landing gear/pants/fairings, new Tundra tire setup with Matco brakes, 748 hours TTAF/Engine. The broker cut the price due to short landing damage, but it is actually in better condition now than it was prior to the short landing. Great deal for someone. Located in Cottonwood, AZ (P52). https://www.kelmaraircraft.com/2008-flight-design.html Sid Lloyd LSRM Airplane/WS; iRMT Heavy Kestrel Aviation Services
  4. solarguy54

    11th Annual CT/LSA Fly-in, Page AZ Oct 17-21

    Sid and Mari Lloyd are booked into the Clarion Inn. Will be coming in CTLS N8204B. Only attending Page event from 10-17 through 10-21. Looking forward to it! Sid & Mari Lloyd
  5. solarguy54

    Skyview Classic

    I did the upgrade and it was a piece of cake. Still driving it off of the Garmin. To switch to the Skyview will require 1. configuring a Skyview serial port 2. adding a serial out wire from the Skyview to the Vizion 3. removing the two ARINC wires from the Garmin to the Vizion What I think I will do is add a DP3T toggle switch so I can select either the Garmin or the Skyview to drive the autopilot from the panel. Very simple.
  6. solarguy54

    Skyview Classic

    So I just installed the Dynon SV-ADSB-472 module under an FD MRA on a Skyview Classic 2012 CTLS. INSTALL WENT GREAT. I’ve also added the Dynon Wi-Fi adapter so I can link Foreflight to the Skyview for ADS-B in to Foreflight and flight plans out to Skyview moving map. Awesome! BUT, the Digiflight II-VS autopilot is NOT driven from the Skyview, but is driven off of the Garmin 696. I wonder why FD picked the Digiflight instead of the Dynon autopilot servers? Skyview comes standard with full autopilot. Anyway, I want to drive the autopilot from the Skyview instead of the Garmin so it can follow a route uploaded from Foreflight. According to Dynon, this only requires a single serial wire change out of a serial port on the Skyview. Has anyone done this? Does it require an LOA from FD?
  7. solarguy54

    Skyview Classic

    Did you need to get an MRA from FD for that? Sounds like a great solution. The upgrade is $1K ($300 trade-in on the Digiflight II VS Sid
  8. solarguy54

    High Oil Temps

    After doing a 5-year rubber replacement on our 2012 CTLS, I've noticed higher oil temps. On a 74 degree day, during climbs, temps will go to 255 and I have to level off and wait for them to come down. I've checked all of the hoses for blockages, have replaced the sensor (thinking it went bad), took the oil filter off and flushed it. Any other suggestions? thanks, Sid Lloyd
  9. solarguy54

    High Oil Temps

    Where can I get the 90 degree fittings? Thanks, Roger!
  10. solarguy54

    High Oil Temps

    Wait. Where’s the oil thermostat? And how do I remove it?
  11. solarguy54

    High Oil Temps

    Here's some photos. Everything seems to be OK. Thoughts? There really aren't too many places where there could be a restriction. Oil pressure is OK.
  12. solarguy54

    Low Fuel Pressure

    So I just finished a 5-year rubber replacement on a 2012. Replaced the fuel pump as well. Now, on a warm day, after full-stop landing and a taxi back to the departure end of the runway, when full power is applied the fuel pressure will drop. From 4-5 psi down to 2 and sometimes down to 0. This generates a low fuel pressure warning (of course). Also, the fuel flow will jump to 10 or 12 gph while the low fuel pressure light is on. This will last for about 10-15 seconds, then the fuel pressure and fuel flow return to normal. I changed fuel pumps, and the same thing happens. Any thoughts? Are you supposed to vent the fuel pressure line or something? Could this be vapor? thanks, Sid Lloyd
  13. solarguy54

    Low Fuel Pressure

    Great news. Based on a tip from someone else who has had this problem, I checked the orifice on the return fuel line to the gascolator. Sure enough, it was partially blocked with a tiny bit of fuel line debris from the recent rubber replacement. To find it, I had to screw the restrictor out of the barb connection and there it was. I'll let you know how it works on a hot day, but I think that was the problem. Corey, you might want to check this on your CTs that have been showing this behavior on hot days. Thanks for everyone's help. Sid
  14. solarguy54

    Low Fuel Pressure

    And that's what I'm asking myself! It started after I replaced a 2012 fuel pump. But then I switched the new fuel pump with the same model fuel pump on a 2009 CTLS. Same thing happened. Also, the weather has just warmed up. Perhaps the Maverick gas station where I'm getting my 91 octane auto fuel is still using winter blend fuel. I know that a local new RV-12 is having some vapor lock problems too. I'm putting in a new sensor. It should be in in a few days. Also, I checked the clearance on the banjo bolts at the clamp block. I'm already using the thick washers (used and re-heated/quenched to soften they still measure 1.28mm as opposed to the .8mm washers that cause that problem.) I've checked all of the fuel system except removing and inspecting the transducer. Maybe I'll do that. I suppose something could be partially blocking the transducer.
  15. solarguy54

    Low Fuel Pressure

    How much avgas do you add?
  16. solarguy54

    Low Fuel Pressure

    Thanks. Here’s another possibility. SI-912-08. If you reuse copper washers and the clearance between the ends of the banjo bolts at the clamp block are insufficient, it can lead to intermittent sensor failure. Banjo bolt end clearance issues can also be caused by over-torqued banjo bolts. Must have minimum of .5mm clearance. I’ll check mine today. Will also clean sensor.
  17. solarguy54

    Low Fuel Pressure

    Thanks Corey. Do you have the SB number? I can’t find it.
  18. solarguy54

    Low Fuel Pressure

    Thanks. I just tried that and it didn't help. Fuel pressure drops briefly after a long, hot engine taxi (minimum throttle) followed by full throttle application (taking off after a full-stop landing and taxi back to departure end of runway). Concurrent with the fuel pressure drop is an rapid brief increase in fuel flow. from a taxi rate of 1 g/h to 10 or 12 gph. This is brief. Maybe 10 seconds. After that, the fuel pressure returns to normal full power pressure (in the mid 4's psi) and the fuel flow drops to the normal WOT of just over 6 gph. Since there are two different sensors involved, (fuel pressure and fuel flow transducer) this leads me to believe that it is an accurate depiction of what is happening. The only thing I can thing of is some kind of fuel vapor building in the line. I just finished my 5 year rubber replacement and I'm wondering if something isn't correct.
  19. solarguy54

    Rotax Power

    Wow, you guys were RIGHT ON!!! I had to pull the engine mount/engine to remove the airbox and give it a thorough check. Turns out that when the carb heat was OFF, the fresh air intake was partially closed. And it was significant. So I've lubed it and adjusted the cable. Now it opens FULLY!!! Can't wait to try it out and experience the increased HP. Thanks guys!!! Sid
  20. solarguy54

    Rotax Power

    So we have twoCTLS aircraft, a 2009 with a Neuform prop and a 2012 with a Sensenich. The 2009 has always out-climbed and had a higher airspeed at WOT than the 2012. I have both props pitched to run at close to 5500 RPM at WOT at cruise altitude. I assumed the difference was the prop. So yesterday, I took the 2012 up and recorded flight specs. Climb rate, RPM, OAT, cruise TAS, etc. Landed, quickly switched props, and repeated the tests. Turns out that the 2012 has a lower climb rate and about 10 knots lower cruise turning about 5200 RPM at WOT with the Neuform prop than the Sensenich. So, it’s putting out lower HP than the 2009 CTLS. Compression is fine. I remember that the owners who flew it to AZ from Dallas for delivery mentioned that they thought performance had dropped from when they had last flown it 9 months before. So, I’m suspecting varnish in the carbs. Both carbs are balanced at idle and at 4000 RPM. Think it’s time for a carb overhaul?
  21. solarguy54

    Rotax Power

    Thanks, guys. I'll double check that.
  22. Looking for Neuform CR 3-65-47-101.6 complete from Rotax prop flange forward. Also, will trade for Sensenich 3 BOR5/R 68C-FD. Standardizing our flight school CTs on Neuform.
  23. solarguy54

    Recycling wheel balance weights?

    I use 3m brush-on contact cement, both sides, as per can instructions
  24. solarguy54

    Low Cost ADS/B solutions

    As probably have many others, I have requested an MRA from FD to add a Dynon SV-ADSB-472 Dual Band ADS-B Traffic and Weather Receiver for the Dynon Skyview system. This will provide ADS-B “in” for an overhead view of traffic in the moving map display and a three dimensional view of traffic in the synthetic vision display. About $800 for the unit and another $30 for the required transponder antenna. These units have been on hold with Dynon due to some test issues. They just told me that they have the updated unit and software coming in this week for testing and if it is good, they will be ready to resume shipments. FD hasn’t approved this as an MRA yet due to the production hold by Dynon. Will let you know when it is ready.
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