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About garrettgee2001

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    Jr. Crew Member

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    Aviation (obviously)
    Flight Instructing
    Computers/Programming/Electronics Tinkering
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  1. garrettgee2001

    Carb Heat Issue

    Thanks Roger, I did not think about listening for the butterfly valve. I will check that next time I am at the airport to see if I can hear it. It seems to work if I need to pull it on, I will just have to pull the panel to turn it off once on the ground until I can get the sleeve fixed. Best regards Garrett Gee
  2. garrettgee2001

    Auto fuel available at your airport?

    My hangar lease (which is with the city directly) agreement also states that jet fuel, gasoline, or other highly flammable liquids are not to be stored in the hangar, except that which is contained in the aircraft's fuel tanks. I did speak with the airport manager, and he did say that self fueling is allowed, since the airport has taken federal grants, and that he had absolutely no problem with it, as long as basic safety was adhered to.
  3. garrettgee2001

    Carb Heat Issue

    Hey everyone, Starting to cool down here in Mississippi, and right now the conditions are ever so slightly conducive to carb ice. Now from what I have seen and read, the Rotax isn't bad about developing carb ice, but I have read a couple of incidents where it may have been a contributing factor. Anyway, I digress. I was flying the other day, and just for grins and giggles, pulled the carb heat knob (I don't really use it unless conditions warrant), and noticed no change (or maybe only a slight 10-20 RPM change) in RPM or otherwise (CTLS). I have read different things, with some places saying this is normal (specifically a CTsw thread), and some saying that you should experience an RPM decrease (specifically said a CTLS). I know on the Lycomings I fly, the decrease is usually in the 50-100 RPM range. Anyway, out of curiosity and concern, I pulled the pilot side instrument panel, and lo and behold, the cable sleeve where it mates with the knob mechanism is broken. The cable is in tact, and I can work the cable in and out if I hold the cable sleeve. What I did find is that if I push the knob in and hold the sleeve, the cable moves like it should, but if I don't hold the sleeve, the cable will pull out normally, but if I try to push the knob back in, the whole cable sleeve moves. The cable moves with ease, which leads me to believe it is working, but the lack of any indications makes me worry. So, my concerns are: 1) Is the carb heat actually working if I pull the knob? This is obviously for safety reasons in the event of carb ice, and my main concern. 2) If the carb heat door/valve is stuck, is there an easy way (given that the box is in such a pain in the neck place) to see if it is stuck open or closed, or in between? If closed, I can work with that, but if stuck open, I am not going to fly much until I can get it fixed. Drawing in unfiltered air scares the mess out of me. Any insight would be greatly appreciated! Safe flying! Garrett Gee
  4. garrettgee2001


    I got a quote from a local broker as well as from Avemco. Avemco, at least for me, was actually about $300 more than the local broker (underwritten by AIG), and provided less per person coverage. Rates for me are about $1400/yr for a $1,000,000 per incident/$100,000 per person policy, with an agreed valuation of $100,000 for hull loss. It also has an open pilot clause that sates any pilot I authorize can fly the aircraft without being named on the insurance, as long as I provide them with 3 hours of training.
  5. garrettgee2001

    Flaps for Landing

    I appreciate everyone's input. I am somewhat happy to hear Ed that you do land a little differently than how you would heavier aircraft. I have found that if I approach other the threshold at 1.3 Vso, I will very likely float a little bit. I am getting a little more comfortable fly by the "AOA" method as you mentioned, and I basically stop looking at the ASi once I cross the threshold. Roger, I do typically keep power in until about the last 10-20 feet above the runway, but a little more than you recommended, but it typically isn't more than about much above idle throttle. I will give that RPM setting a try next time I fly, perhaps it will help me fly a little tighter pattern. I begin to close the throttle just as i cross the threshold, and then completely idle just before flaring. I have tried a couple of "power off 180s", and while not my best landings, they were not bad. The approach was a little bit tighter, which I like, rather than flying a "747" pattern. My biggest adjustment is getting the thing to slow down well before entering the pattern. It just doesn't slow down like a constant speed propeller airplane, that's for sure. I did very much find myself very "squirrely" the first time I landing with a decent crosswind, as I tried to fly at a higher speed than normal. After touchdown, the airplane very much wanted to "skip" laterally across the runway. Thank for the help and insight everyone! Gee
  6. garrettgee2001

    Flaps for Landing

    In the last month or so, I have flown about 15-20 hours on the LS. Love it so far, especially how it lands. When I did my first flight in it with Tom Guttman, he told me he recommends, and that even the manual recommends, landing with (and taking off with) 15 degrees of flaps. Well, today, I decided to try a flap 30 landing, fully prepared to go around if I was uncomfortable at any point. I actually somewhat like the approach and landing with 30 degrees of flaps, with the biggest challenge getting the thing slowed to 60 knots before adding flaps. I decided to add 30 flaps on final, which made for a bit steeper approach. Crossed the numbers at about 52 knots, and basically flared and touched down all in one smooth movement. I don't know if I like this because I fly (instruct in) several other (Part 23 certified) aircraft that have anywhere between 30-42 degrees of flaps, or what. While the round out and flare have to be timed a little more precisely, due to the lack of much float with the profile I flew, it seemed to work well. I will probably stick with 15 degrees of flaps for most things, but it is good to know how the plane flies and lands with greater than 15 degrees. Anyone care to chime in on their experience with using 30 (or 35) degrees of flaps? Why is it typically not recommended to use greater than 15? What profile are others flying? I am very comfortable with and have a good feel for the landings (and the airplane in general), just want to get others opinions on speeds and profiles they fly. Gee
  7. garrettgee2001

    Hurricane Florence

    Glad the you and your home fared ok. Sorry to see the hangar your CT is stored in though. On a side note though, and this might be helpful to some users. My insurance company, and from what I hear, others may to, provide relocation help in the event of hurricanes. My insurance provider will provide up to $1000 to help move an aircraft out of the disaster area, to include movement, storage/hangar costs, etc. I don’t live directly on the coast, but hurricanes have been know to make it as far inland as I live. This could definitely save some heartache. Hope recovery goes well. Gee
  8. garrettgee2001

    Any CTLSs near Tuscaloosa, AL?

    Just saw this. I stay fairly busy, except for some weekends, but could probably make something work. I am on the far west side of Mississippi, in Cleveland, so it will probably be around a 4 hour drive.
  9. garrettgee2001

    2010 CTLS For Sale

    I did end up buying this airplane, and have loved it so far. I have had it about 2 weeks, I have put about 8 hours on it so far. This hurricane put a damper on my flying though, because it has caused some low clouds for the last several days here. I have spent the days working on a fueling solution, since my first attempt did not go all that well, but I think I have something figured out. Overall, I am very happy with the performance and especially with the operating costs. Fits my needs very well. Gee
  10. garrettgee2001

    Checklist Question

    Thanks for that. I have a tenancy to hang them on the back of the seat, or lay them in the seat next to me as well. I don't leave my headset in the plane, as I use it for my job flight instructing, so I bounce between several planes in a day.
  11. garrettgee2001

    Checklist Question

    Thanks Anticept. That’s what I was kind of thinking, but really wasn’t sure. Clears things up. Appreciate the help! Gee
  12. garrettgee2001

    Checklist Question

    Hey Guys and Gals, As some may be aware, I recently purchased a 2010 CTLS (N970CT) from a forum member, and have been very happy with it so far. I did a checkout flight with Tom from Airtime Aviation, and got the basics down, particularly landings (coming from Cessna and Diamonds, the sight picture is really throwing me off). Got familiar with the Dynons on the 2.5 hour flight home, and once home, I read through the AOI and checklists. I have run across one item in the checklists that I can't find mentioned anywhere else in the AOI, nor really in the maintenance manual, and would like some guidance on what it is. In my AOI, the preflight cabin checklist mentions Main Pins ... Inserted, Caps in Place and Secured. What is meant by Main Pins? I can not find a reference to this anywhere else in the AOI. I feel really silly asking this, as it is probably something simple. Otherwise though, I love the aircraft the little bit I have flown it. Plan to do something over Labor Day weekend, but not sure what yet. This is my first aircraft purchased, and so far I am loving the CTLS. Good speed at good fuel burns. Averaged about 22 NM/Gal on the way home (I did have a little bit of a tail wind though). Thanks for the insight, and any other tips are welcome! I am working on making a checklist from the manual that incorporates my "flows". Gee
  13. garrettgee2001

    ps engineering pm3000 intercom, audio input

    I have seen mixed reviews on a number of different bluetooth to 3.5mm adapters such as this. https://www.walmart.com/ip/AGPtek-3-5mm-AUX-Car-Bluetooth-Receiver-Speaker-Music-Streaming-Receiver-Adapter-with-Hands-Free-Calling-for-iPhone/49335394 If you look on Amazon or other site, you will see a number of products, ranging from $10-$50. I have had mixed luck with cheaper units, but the moderately priced units typically work well.
  14. garrettgee2001

    2010 CTLS For Sale

    Just an update, I drove out and looked at the airplane in Tulsa yesterday. Very pleased with it overall. Placed the deposit down, now just waiting on all of the paperwork with the finance company! Hopefully I will be bringing it home either next weekend or the following! Very excited!
  15. garrettgee2001

    2010 CTLS For Sale

    Thanks Greg. I fly a King Air out of Hawkins a few times a month. Good to know there is someone nearby!