Jump to content

UCFKnight1039

Members
  • Content Count

    23
  • Joined

  • Last visited

About UCFKnight1039

  • Rank
    Jr. Crew Member

Profile Information

  • Location
    MLB
  • Interests
    Camping, Flying, Boating, Hiking, Biking
  • Gender
    Male

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Todd- thanks for sharing. What fuel were you running? I was running 93 octane 10% ethanol pump gas. Gary
  2. Roger- Thanks for your reply. The A&P I was working with had the same input. He is very experienced w CT’s as well and echoed that he had seen it drop to alarm before but had never had one quit. He also flies CT’s. And has for a very long time. I trust what he tells me and also very much appreciate your input on all things CT. Gary
  3. Yesterday I changed the brake pads on my CTLS. After completing multiple high speed taxi's for brake scrub in, I taxied back to the hanger to drop off the A&P, shut down, settled up and performed the starting checklist. Engine was shut down 10-15 minutes. after engine start, I proceeded to the before take off checklist. and immediately began to get a Low Fuel Pressure alarm. After subsequent shut down and re-start, then continued run-up, it eventually cleared. It is the A&P's belief, and mine as well, that the fuel in the fuel lines inside the engine cowling was vaporizing due to the higher engine temps when shut down; beginning or partial vapor lock. I was running 93 Octane - 10% ethanol auto fuel. I'm in Florida and it was maybe 82 degrees outside. However, I'm told that winter blend fuels with lower vapor pressures are distributed in Florida also because they are cheaper to produce. I've never experienced an issue with this before. Likely this is because I have never attempted to take off shortly after activities that would cause higher temperatures to form under the cowling. It got my attention. I flew to Seabring and added 10 gallons of UL94 to the wings to blend and increase the Vapor Pressure of the Mogas that I still had onboard. I really wish more airports would start carrying an aviation fuel that was unleaded. Just thought I would share. Gary
  4. As a follow up, I did change the brake pads yesterday, as well as the tires themselves. The tires had some significant lumps in them which caused vibration and aggravated the clacking. Replacement of the pads did seem to reduce the clacking. Unfortunately, one of the new tires is significantly out of ballance and seems to cause vibration in the main gear north of about 30mph. Aggravating, but not the end of the world.
  5. Thank you to each of you for your replies. I inspected the pads today and it appears they are worn to right at replacement level. Once I get them changed, I will report if the clacking is alieviated with fresh pads. Thanks, Gary
  6. Thank you for the reply. Was wondering if you have owned your bird long enough to have been through a brake pad replacement. Specifically I’m wondering if fresh pads quiet it down due to less area for side to side movement. Thanks, Gary
  7. I’ve had my 2010 CTLS for a few months now. Enjoy it very much. However, one thing that I do find annoying, is that the mains tend to shudder a bit during taxi and landing rollout. This shudder causes the brakes to clack on the rotors when not applying the breaks. CLACK-CLACK-CLACK....until you apply the brakes then it stops. It starts right back up as soon as the brakes pressure is released while moving. Have any of you guys experienced this? I’m assuming it is the calipers moving back and forth and bouncing off the rotors. But thought I’d check with you guys with some tenure with your CT’s. Thank you in advance, Gary
  8. While replacing some speed tape (I think original 8 years old). I learned of a wheel that can be used on a power drill. It is a material that feels like a waxy erasure wheel. Pros use it to remove pinstripes on vehicles. It worked very well for removing the tape and the adhesive residue. Followed up with some gasoline on a rag to remove any left over adhesive, then wiped clean with alchohol.
  9. Glen- i did. Have made a few weekend day trips. Most recently St Augustine today w my daughter. prob gonna skip the winds tomorrow, but thinking planning on going to Seabring Thursday. are you going to the expo? Gary
  10. Mike- immprobably showing my ignorance, but how do you get the unleaded fuel across the streeet to you Aircraft? thanks,Gary
  11. At 28 degrees I would have died. I’m quite certain my native Florida blood would not be able to handle it 🌴 No flying for me today. Work...bummer. Gary
  12. Andrew- thanks for the Windy app info. i think we are in the same boat. Learning from mistakes in an attempt to not duplicate them. My understanding is that the overwhelming majority of aviation fatalities result from a series of mistakes or poor judgement calls. I focus on learning from each mistake so as to eliminate them from future flights. i have made a series of them myself. Seems like a different one each flight. Good news is not the same one twice (since being on my own). Bad news is there are lots of them I can yet make. I had a go around on Sunday at a shorter runway airport I was visiting. While the approach was not textbook, I don’t really consider the go around a mistake, but rather a good judgement call (the benefit of learning from a prior mistake). Sure I would have liked to have stuck it the first time, but I’d rather look bad then regret than commit to the bad approach and regret it. The prior day I tried to land on an approach that was too high. Carried too much speed and ended up ballooning. Got a little squirrelly. Ended OK, but wish I had gone around. BTW, that was at a pancake breakfast fly in. So there were plenty of spectators. On another day, I forgot to retract flaps (15) after take off and didn’t realize it until I leveled. Realized it when I wasn’t picking up speed. Duh! Anyway, lots of mistakes. I just keep learning while doing my best to stay alive. Gave up on vanity a while back, so the sideways looks don’t really bother me too much. I believe us newbies sharing our mistakes is beneficial to each other. Let’s keep it going until we have less to write about. Gary
  13. AGLyme- was just reading your post from a while back regarding your thoughts on your new CT. I recently purchased a CTLS and went through transition with John Hurst in Lake Placid FL. I have to say, I couldn’t agree with you more. After about 10 hours and a ton of ugly landings, I think I have finally had that AH-HA moment and it happened the first time flying the plane alone. John, was amazingly patient with me and did an excellent job. However, it took me being alone and focusing on approach airspeed to get a pretty Lansing. Just so happens, it was at about 10 hours 😄. Coming from multi year lay-off and prior Cessnas and pipers, my assessments (while by no means qualified) are very similar to yours. I have enjoyed this post. And love my CTLS. Gary
  14. Glenn- thanks for the response. I’m at MLB. We will have to meet up sometime after I get the CT. I flew with John a few days last week, and was hoping to knock out my BFR and fly the CT home to MLB. As luck would have it, the XPNDR failed out of nowhere and I decided to leave the plane w John and postpone delivery until it was fixed and re-certified. As schedules look, it may be after Christmas before ours ultimately line up. Waiting patiently (but not really) Gary
×
×
  • Create New...