Runtoeat

Roger Lee's favorite trick! Make sure you've got a sufficient balance in your checking account when it comes time to pay for the two modules Stacy!

Don't seem to have yaw trim issues on my 2006 CTSW with Tundra but I do have a "over center" response sometimes when using the rudder to coordinate with ailerons when turning. Press the rudder and I don't get the needed response. Press a little more and then too much. I've always thought that the front pant is being "pushed" by the airflow which results in too much rudder response. It appears that this is happening based on comments here. I automatically account for this and no big deal but I don't have the "yaw wandering" issue during straight ahead flight. Was not aware that FD offers a new front wheel pant and/or stiff spring for those owners bothered by problem trimming for yaw.

ED & Tom, failed to say i add fuel to both sides, as with Ed's example. I think I like clamping the fuel line as Tom suggests though. This isolates the tank being calibrated and gives a true reading for that wing. I'll do it this way next time my wings are drained for inspection.

One can do as Andy has done to calibrate the inside tape on the sight tubes and/or the dip stick. Next time you drain the tanks to do the wing inspection at yearly condition inspection, add known amounts of fuel to the wings, i,e., first add 5 then another 5 and then another 5 gallons to the tank and calibrate the tape and/or a new dipstick with the 5, 10 & 15 gallon levels. Do this for each side of the stick for each wing.

Thanks for posting Andy. You landings all looked consistent and smooth.

X2 on the Turtle Ice spray wax.

What altitude were you flying at? Is that smoke coming out of the volcano? Great photos.

Ed, does this mean that insurance will repair if estimated cost to do so is less or equal to 70% of what the hull is insured for and will "total" if repair will be over 70% of what hull is insured for? .

Bill. it would e nice to meet you. Florida and the Southeast U.S. certainly has had severe weather the last few years. I'm hoping that you haven't suffered injury or serious damage to your personal property or Ct. Ed. my short experience flying has taught me that surprises happen at the most unexpected and inopportune times. Personally, it is always humbling to learn about other's misfortunes. These remind me that regardless how much I try to be careful and safe piloting my plane, there is the good possibility an unexpected mechanical or weather related event will put me into a situation I find difficult or even impossible to deal with.

Yup, Buckaroo gives the perfect example. Thanks for your thoughts. I've often thought about making the trip out West. Just such a long way especially when there's the need to go over those "bumps" in the terrain that you take such beautiful pictures of. My friend, Phil Wade, has gone to Page twice in his CTLS N816W and has offered to go again with me.

Ed, BIG Bummer. Just takes a totally unexpectedly strong gust and our little lightweights must go with the flow. My take away is If it can happen to someone like you who's had hundreds of hours experience in these types of conditions, I don't see myself tempting fate by ever flying where you dare to go. Glad your OK and hope you'll be back in the air soon.

Blueyonder, not sure what you refer to when you say "self installed"? My understanding of an approved installation for an non-TSO'd ADS-B such as the SkyGuardTWX which was installed in my CTSW, is as follows: To meet FAA's 2020 LSA rules, the ADS-B must meet 3 criteria. 1.The manufacturer of a non-TSO'd ADS-B unit that is being installed must certify the ADS-B unit is recognized by the FAA as "meeting the performance requirements of TSO-C154c" and "The FAA has approved the installation in an Experimental or LSA aircraft". 2. The aircraft manufacturer must approve and issue a MRA in order that the ADS-B unit can be installed into the aircraft. 3.The ADS-B unit must be "permanently" installed by a LSRM or A&P who is required to sign the MRA document verifying the equipment was installed IAW the MRA instructions and who also must provide a aircraft log entry for this installation. "Permanently" installed means the ADS-B unit must be securely attached to the aircraft and must derive it's power from a dedicated, fused, power source which uses the aircraft's electrical power system.

I'm same as Ben2k9 with SkyGuard TWX transceiver (978 "out" with both 978 & 1090 "in" with AHRS) coupled to IFly 740. System works great. IFly 740 has synthetic vision and is compatible with FD autopilot. FD USA provides the MRA for "permanent" installation into a CTSW or CTLS which insures the SkyGuard TWX is FAA approved for LSA for 2020.

Bolus looks fine on CTLS if applied straight and smooth as Tom says. Looks a little funky on my 2006 CTSW because of bumpy surface due to hinge pop-rivets but don't have a choice. Still, if it's done right and maintained, it looks decent on CTSW.

The pants are amazingly durable ILO their minimal weight. Only place that's weak is the rubber washers that come from the factory eventually allow the attaching holes to open up. Throw away these rubber washers and buy some larger diameter stainless fender washers to sandwich inside and outside the pant. If the holes are eaten out repair pant then install washers. Tighten washers so they securely "pinch" the pant and don't allow movement of it.