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About Skunkworks85

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    Master Crew Member

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    Engineering, Cars, Planes.
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  1. https://www.bydanjohnson.com/midwest-lsa-expo-decade-2-day-1-video-pilot-reports-on-ctss-shock-ultra-and-colt/
  2. Sure but at that price you don't get carburetor, mags, alternator, exhaust. All of which come with the 915.
  3. Were can you get this brand new (i assume IO-360) for $29k? I dont know a lot about lycomings, or which specific model you're talking about but a quick search shows :
  4. Ohh yeah, he did say that He went up with Dan Johnson
  5. They do with the 912? I know you can get the CT in Europe with the 914.
  6. I agree, If i were in the market for a new LSA, this would be a top contender, Tom Jr, and Senor were getting fuel as I was talking to them, the CTLS took 4 more gallons that the CTSS, they said they topped them off right before the flight from Tulsa, Sr. said he had to throttle up to keep up with the CTSS. Additionally, Jr. said that the CTSS was just certified last Tuesday as a LSA, so i would not take this particular plane as what you will get as a standard, He said all with come with the landing light/ night flight stuff, I did not realize until after I looked at the pictures about the intercom, But I'm sure they will all come with an intercom. Edit: I would actually take the Tecnam p2008, but I cant afford it. It has the 914 in it. and if they rules change for and in flight adjustable prop, that plane can easily cruise at 135-140 knots.
  7. I got to see the new CTSSi at the Midwest LSA expo today, I was most interested to see this, just to campare to my SW. This is the only registered CTSS in the USA at the moment. Some thoughts. 1. The wings are the same wing at the CTLS, yet they retain the old CTSW fuel caps. not vent in the tip. This was also explained as a cost savings, less intricate tubes and fuel line routing . Additionally, they only use one pitot tube, presumably because only one Dynon in the cockpit. 2. They ditch the rudder and aileron trim, and have the CTLS electric pitch trim. Cost saving measure. 3. This particular plane has no landing light. but has the switch installed, Tom jr said this will be getting one soon. 4. Im not that familiar with the CTLS but there are fuel lines that run inside the cockpit next to the mushroom, AN fittings, I thought that was strange, but maybe common due to the 912is. (High pressure lines) 5. Not the same landing gear as the CTLS, It is thinner bonded fiberglass. 6. Has the Marc brakes 7. Just now looking at the pictures, there is no intercom. (only one headset can be plugged in) Tom did say that Dan Johnson did a full ride report, so stay tuned to see that video!
  8. Umm no, This is not my design, and part of the license is you can use the file to make your own, but cannot "profit" for it.
  9. I don't have pictures of it in my plane, I did double side carpet tape to bulk head, Did not want to drive screws through it. https://www.thingiverse.com/thing:3693220/files
  10. Need android or other operating system than Apple. I'd even pay for it if it wasn't crapple.
  11. I have been asked as well on VFR FF, I did refer to the AIM, table 5-1-3 Since I have GPS and Mode C, I Use /G In the Notes it states: I have not found anywhere what specifies as a GNSS nav, whether it be a IFR certified or not, But when I navigate, I will be most likely going direct via GPS, This is what ATC wants to know. I maybe wrong but that is how I interpret it.
  12. You can do it which ever way suits your fancy, but according to the rotax Line maint manual, Section 12-20-00 page 13
  13. The differential compression test, is more commonly referred to as a leak down test, Typically the leak down test numbers are presented as a percentage of the test pressure. In this case, rotax wants you to state the actual number recorded Since the compression tester relies on the engine cranking, several uncontrolled variables are introduced which can make the results less useful. A weak battery, a corroded starter cable, or a hot starter can all cause the engine to crank slower, which can affect the test results. Even air density and valve lash can affect the readings. For this reason, it's next to impossible to find suggested compression test results for most engines. On top of that, racing engines are usually modified to have higher compression anyway, so you can't rely on a factory manual for the answer. The use of a controlled, regulated compressed air source makes a leak-down test much more consistent and repeatable. This means that a leak-down tester(read: differential compression tester) can be used to show when an engine is in need of a rebuild due to wear. If the percentage of leakage in an engine goes up from one test to the next (especially if all cylinders increase a similar amount), you can be reasonably confident that it is due to a loss of cylinder sealing. Depending on your budget and how much power you are willing to give up, you will probably want to rebuild the engine when leak-down reaches what ever Rotax recommends. Fresh engines should not leak more than about 3%. Many engine builders consider 5% to still be quite healthy.
  14. Flying into Fond Du Lac Friday night, camping there.
  15. https://www.avweb.com/aviation-news/faa-clarifies-ads-b-preflights-ga-is-exempt/
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