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oceanplexian

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About oceanplexian

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    Salt Lake City, UT
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  1. Hey all, I’m a proud owner of a 2007 CTSW, approaching 1100TT. The other day I gave the airplane a good wash (PH neutral soap+ distilled water). I noticed a few hairline cracks, a chip, and one 2in area where the paint seemed to bubble up. From what I’ve read these things are normal, after all it is a 13 year old airplane. I live in a dry desert climate and the plane stays in a hangar. Regardless, I’m wondering if I should do anything to seal these. Maybe I should seal them up with epoxy or something else to prevent water intrusion? Or are they fine to leave as-is? Including some pics here as well.
  2. Thanks. I added some 100LL today and went out again and like magic, the problem's gone. I guess I will keep an eye on it, the engine runs fine and no sign of hesitation or power loss either way.
  3. I had this issue a few times in my CTSW and took all the tape off, then it came back. Turned out I had whistling coming from the front of the cowling where the air intake hole is. When you put the bottom and top cowlings together you have to be careful to make sure that round fiberglass bit lines up right with the cowling, otherwise it turns into a reed that can make a loud sound like a stall horn. BTW one tip I have for troubleshooting this is get an air compressor and (carefully) blow it around different areas, wing tape, etc. It will help you find what is vibrating in the wind.
  4. Hey there, I noticed a number of low fuel pressure posts and thought I would post here. I have a 2007 CTSW with a 912ULS. The last few times I've flown the airplane I have gotten the awful fuel pressure alarm on climb out, and sometimes during taxi. I have not seen it during cruise flight. Temps about 90 degrees and my airfield is at ~5,000 MSL I managed to catch the issue and took a video. Symptoms are 1) Low fuel pressure (It dropped as low as 0.7PSI before I could shoot the video), and 2) High fuel flow (8GPH at 2200RPM) https://www.youtube.com/watch?v=dhnjkTfXV8s Any ideas what the issue could be? I thought it might be the fuel pressure sender and swapped it out, but the issue is still happening. All I can think is bad gas or something is clogged somewhere. I have an 893115 newer model fuel pump and read somewhere that it could be normal in some situations? Thanks!
  5. I think the training supplement is referring specifically to go arounds. -6 really does help when on the ground on a gusty day. The trick is to not forget, a -6 takeoff is completely possible but it's not a fun experience since the climb profile shallows out. It almost feels like a Cherokee or a Cessna compared to the rocket ship experience we get with 15 flaps 😂
  6. Awesome, I had no idea, I'll have to go back and look at the airplane. I thought about a plug in defroster/defogger as well but there's no way it would work with the low amount of amps we can pull out of the 12v socket
  7. Hey guys, this is going to sound a bit strange, but I’m wondering if anyone has succeeded at or perhaps considered redirecting the heater. I live in a super cold climate, and let’s say in an emergency situation you ran into icing conditions with the CT (Not something I would ever, ever advocate for) Never mind the pitot tube, but if the plane iced over with an encounter with visible moisture, I could see the windshield icing over even though the airplane might still be flyable, making matters worse since the heater is at the footrest area. It seems to me like a design fault. Are there obstructions or anything that would prevent blowing heat out of the top of the dashboard by using some conduit or aluminum ducting? Obviously this would either need an MRA or you’d need to be certified as an experimental. But it seems like it would provide an additional safety net in some situations. Thanks!
  8. I investigated further and it looks like it was the tape. A section had come loose above the passenger door and was flapping around. Had no idea until I actually looked for it. Thanks again!
  9. Hey Guys, I just got home from a fairly long XC (Portland Maine to Salt Lake City, Utah), and halfway back my '07 CTSW started making an alarming whining/squealing sound. Immediately I landed at the nearest airport, and right as I got into the flare the sound went away. I tried to recreate it after a high RPM runup, and a high speed taxi, and no luck. Decided to take off again and the sound was completely gone, until it came back again 2 hours later into the flight. I managed to take some videos: Sound #1: Before landing, I got up 5k ft. over an airport and let the airspeed drop a stall, to see if I could isolate the problem. Seems to have petered out right around stall. Anyone ever seen anything like this before? Could it be a leak somewhere? Or something more concerning in the engine or gearbox? I managed to make it home safely and the sound has seemingly gone away. I pulled the cowling off and no oil leaks or anything out of the ordinary. Thanks! Andreas
  10. I've purchased a few from Checkmate. They are awesome, laminated and really sturdy. They have the CTSW and CTLS http://www.checkmateaviation.com/flight-design-ctls-light-sport-aircraft.html
  11. My 2007 CTSW has it. It’s a multi colored bar on the left side of the Dynon that occasionally goes from green to red. It’s neat to look at but I agree it’s not a primary instrument, like airspeed.
  12. I am a new owner of a -SW, and I think I got a great deal. I also got to fly a CTLS It has some quirks but I think most airplanes do. Not all my answers will be totally accurate since I'm a newbie at this, but this was my experience: 1. I had a local mechanic do a pre-buy. He was not a CT expert but he had experience working with the Rotax 912, and had worked on a few other light sport aircraft. The plane also had detailed write ups from Rex Johnson, and some expensive maintenance items completed: a Rotax Rubber Change, and a Parachute Repack in the last year. The airplane was also regularly flown, and run primarily on ethanol-free auto gas. I looked at 2-3 other aircraft. The others were terrible in comparison. Shoddy logs or damage history, the price wasn't right, or they were experimental (Not a dealbreaker, but it brought up concerns). 2. Can't answer #2 but there are a few places you can travel to to get CTLS training. There is one in Arizona (Copper City Aviation), I took some training at a flight school in Colorado Springs as well. If you plan to spend that much it's worth flying somewhere to get it. There may be many more options in NorCal but I don't know of them. The time to start getting transition training is now. That way when you purchase your plane you can fly it home, without being tempted to make bad decisions. 3. These may not be common gotchas but they were mine: I seem to have a lot of electrical gremlins. They are easy to fix, and not safety-of-flight issues, but for example the engine reading oil pressure PSI when it's on the ground and the engine is cold. Or random (Once in a blue moon) CHT alarms seconds after starting that self-clear, or alternator noise in the headsets- things like that. A lot of these are grounding issues or loose connections. From my light research they seem to be common, and easily fixed. Bigger gotchas are- does the plane look level on a flat surface (might indicate bent gear if it's aluminum). Check the logs. Does the engine have the 2000hr TBO extension? Is there any composite damage or signs of delamination? Any flat spots on the tires? What's the history? Was it hangared? Lastly: When you go look at the plane, get the cowling off. Do the hoses look cracked? Are there areas where they look squeezed? Any wires loose? Does anything look off? Random gotcha- more of a post-buy thing, but if you bounce a go-around, even gently, the landing gear has a tendency to vibrate a bit. It doesn't mean it's damaged or that you're a bad pilot, but it's a light aircraft and much different than a C172 or Diamond, and the first time it will raise your heart rate a bit. You really need to slow down on final. It will also kick your a** in turbulence. The plane will handle it fine, but you may not. In exchange for the sacrifice calm days are incredible, these planes are so maneuverable and fun to fly. 4. I have the D100 and it is a great system. In the center console I have a Garmin 796, which has XM weather and all the goodies. I also have the Trutrak linked up to it which is a great luxury. It seems like there are a wide variation of GPS systems installed, and some owners have upgraded them. I would strongly insist you find a plane with an AP. One downside to the Garmin is that they charge like $100-200 a year to keep the database up to date, while I've heard Dynon is free. 5. My -SW has like a 600LB useful load. The LS's with the Skyview have a bit less. Not saying you shouldn't do your W&B by the book, and you definitely should avoid egregiously loading the plane, but it will still climb at 500 FPM with two large adults, full fuel, and baggage. These planes are in a whole other class than standard aircraft, and with only me and half fuel I'm regularly seeing 800-1000FPM at 4000ft. elevation. It smokes the old 172s and Cherokees I used to fly. Good luck! Andreas
  13. Hey guys, Been a long time lurker of this forum, and I’m currently at the pre-buy inspection stage with a really nice CTSW (Dual Dynon and it seems well taken care of). I had a chance to do an hour demo flight in the plane and just got back from an extra 1.5 hrs transition training. I have time in a J3 cub and it reminds me a lot of that airplane, with more gadgets and a tri gear. The only thing that bummed me out is that while I got some transition training, and about 5 workable landings in, the second flight was cancelled because of 15G20 winds, right down the runway (I don’t blame him but I feel I missed out on an experience). On the preflight, The CFI didn’t know where to drain the fuel, didn’t know the v speeds, didn’t want to pull the BRS pin, kept pushing me to climb at best angle rather than best rate, and then complained it wouldn’t climb fast enough. I’m sure he’s a nice guy and a great CFI in other aircraft but I don’t want to repeat this experience. Ideally, I’d like to meet up with a CFI, but I’d really be grateful to go up with someone who owns and cares for their airplane. Thanks, Andreas
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