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Andy A

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About Andy A

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    Master Crew Member

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    Myrtle Beach, South Carolina
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  1. Our CTLSi has the Dynon Skyview system. On landing, when I am abeam the numbers, I pull the throttle to idle. The ball immediately goes to the left and requires a lot of left rudder to keep it centered. This results in a skid, if not properly coordinated, at our airport's right hand pattern. Just curious if the CT's are actually skidding as much as the ball makes it look, or is the Skyview system so fast to respond, does it make it look like the its worse than it is?
  2. It's kind of a deep scratch. Does anybody know if I could wet sand it with a 5000 grit sand paper then polish it with a buffer and get the shine back? Seems like I've heard the paint FD uses is acrylic and I don't have much experience with that.
  3. Perfect, I just stumbled across that and was hoping it would work. Thanks for the advice.
  4. I accidently scratched my cowling with a screwdriver today. It looks like scratched through the clear coat and paying. Does anybody have a recommendation for a touch up paint pen with an extra fine point and recommendations on what color I would need for a white CTLSi?
  5. My CTLSi is going in for an annual in the next few weeks and is also due for its first rubber replacement. The A&P said it should take about 25 to 30 hours. I have heard it is a lot more complex than it sounds, but was wondering if this sounds about right? I don't know his rate, but I am assuming its around $100/hour, putting the cost at $2,500 to $3,000 plus parts. I wasn't sure if the fuel injected version would be more or less expensive than the carbureted version. Does anybody have any advice here?
  6. I definitely recommend Gregg Ellsworth with AIR. He just provided me with a list of quotes, several of which were cheaper than staying with my current provider's policy. Quick and easy process. According to him, there has been a turn in the market and most insurance companies are higher than last year. He thinks the insurance companies are ready to make some money.
  7. If you are using the Skyview, you can set up a VNAV profile to descend to a certain altitude at a certain point. For example, you can set it so you will be 1000' above the runway 1 mile before you get there to help enter the traffic pattern on a VFR flight. Or you can set it to follow a 3 degree glide slope from the final approach fix of the RNAV approach down to the MDA a half a mile before the airport. The options are pretty wide open. Go to youtube and search "Skyview ILS Lite".
  8. I spoke with Seahawk Aviation and they sounded like they were competent to work on LSA and Rotax engines. I'll be taking the plane over there in the next few weeks for an annual inspection, rubber replacement, transponder check and possibly a prop balance...sounds like an expensive trip. Next year the parachute repack if due. I'm ready to get some of these expensive items taken care of so I can enjoy the low cost of owning an LSA!
  9. Does anybody know anyone in the Carolinas that you would recommend to do an upcoming annual and rubber replacement on our CTLSi? I haven't found any body relatively close that is familiar with the rubber replacement on the 912is engine. There used to be an A&P near Wilmington, NC, but I was told last year he was no longer in the area.
  10. Our 2014 CTLSi will go into ECO mode below 98% power, which is about 5200 to 5300 rpms while burning about 4.8 gph. That is what I consider wide open in ECO mode. As soon as you bump the power up to 99% power the fuel burn goes up to about 6.5 gph. If I am going on a cross country trip, I run it as close as I can get to wide open in ECO mode. Also, I find it virtually impossible to keep the RPMs at a constant rate during the summer in South Carolina. The RPMs normally fluctuate about a hundred RPMs up or down. The updrafts and downdrafts really change the RPMs in the summer.
  11. One day I went to the airport and the windsock was sticking straight out and perpendicular to the runway. I was confident in my flying skills and thought "this should be fun". I did one takeoff and landing and when I got on the ground, I parked it. I think the winds that day were 15 with gusts to 18. So far, that was the only time I was a little concerned about my safety in the CT. I've landed in winds a little over 20 mph directly down the runway and didn't have any problems. The biggest challenge for me is when I get to the last 100 feet of altitude and the trees start to block the wind, it takes some fast thinking to go from crabbing 40 degrees into the wind to 0 degree crab because the trees are blocking the wind...all close to the ground. I have also experienced high speed winds being funneled through the opening between the hangers that can cause problems just before landing...while your plane is at low speeds. You have to stay ahead of the plane when its windy.
  12. Definitely wait for Flight Designs to put the announcement on their website that the new firmware is available for download. FD takes Dynon's new firmware and tailors it for our airplanes. I jumped the gun on the last firmware upgrade and installed it before FD did their work. It took me a few months of back and fourth with Arian to get all the bugs worked out. The biggest problem I had was I lost the ability to read some of the engine monitors. They just had red X's through them. All's good now.
  13. I think the /G can only be used if you have an IFR certified GPS. But I also think the only time you would need to provide that information is if you were filing an IFR flight plan. I may be wrong though.
  14. The skyview will basically do a "watered down" GPS approach. You have to set the glideslope angle (most are about 3 degrees) and a minimum descent altitude and the autopilot will provide vertical guidance to the runway. When selecting the destination, first select the airport, then select the runway. My airport is KMAO and the runways are 4 and 22. Once you select the runway, the direct to location will be .22 if you are using runway 22. The skyview will provide lateral guidance to the runway heading and vertical guidance based on the glideslope info. To get this to work, you must be established on the final approach heading before getting to the RNAV Final Approach Fix. Its not approved for IMC, but it sure does a better job of following the approach than the IFR Certified Cessna 310 that we used to have. Just search "Skyview ILS" in YouTube. This approach can be done with the skyview system only. It does not have to come from an IFR certified GPS. To legally do an approach in IMC conditions, you would need the IFR certified GPS, but if you are just out playing around, the skyview does a pretty good job.
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