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Runtoeat

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About Runtoeat

  • Rank
    Master Star Fighter

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  • Yahoo
    reh3335@yahoo.com

Profile Information

  • Location
    Belleville, Michigan
  • Interests
    Target shooting, running, flying and tinkering (i.e., trying to screw up things that are working OK)
  • Gender
    Male

Recent Profile Visitors

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  1. Playing in the wind

    Those jackrabbits must have thought there was a real big hawk overhead.
  2. AOPA article 12/21/17

    Lots of good information on this video Tim. Thanks for posting.
  3. Camguard

    Fred, I bought a LOT of Mobil 1 4T oil so if someone does come forward with evidence this oil is NFG for my Rotax, I've got a number of years supply of motor oil for my lawn mower!
  4. Camguard

    Tom and Fred. Good information. Firstly, I said I use MoGas and not 100LL so this is why I do use full synthetic oil. I recall perhaps it was Roger who presented the wear testing results from Mobil 4T. (Perhaps Amsoil motocycle was included too?) Besides the results showing that these oils contained a healthy amount of ingredients needed for lubrication of the wet clutches found in motorcycles, the test which I thought was most relevant was the "3 ball" test. As I recall, Mobil (and perhaps the Amsoil) was listed as one of the top performers. As Fred indicates though, there has been a long period of time since these tests were published and better testing or time weighted results may tell a different story now. Also, Shell has deep pockets and does heavily promote the use of it's products wherever specialty vehicles are raced or operated. Until shown otherwise, I believe that Mobil synthetic oils are still premium oils and that the 4T should be a reliable lubricant when used in Rotax engines that burn MoGas.
  5. Camguard

    Roger, at one time, Amsoil Motorcycle and Mobil 1-4T were recommended. I still use both of these oils. Both are full synthetic 10W-40 and are for motorcycles with wet clutches. I use MoGas 100%. Do you feel the AeroShell is better than these?
  6. Parachute Recommendation

    Something to consider - what looks to be a friendly terrain from 1,000' might not look so friendly when you're @ 50'. I am familiar with two LSA crashes where the pilots thought the terrain was friendly. One of these involved a CTSW. The pilot lost his engine at a few thousand feet. He could see an open field below and headed for it. On short final, he discovered there was a wide ditch that was 7 foot deep that wasn't visable at altitude. He and his passenger were lucky to walk away from the completely destroyed CT. The other crash involved a Technam that had engine failure during take off. The pilot thought the soybean field next to the runway looked flat and friendly and set the plane down. The landing gear was ripped from the plane by the soybean plants and entered the cabin floor and struck the pilot. He was pronounced dead by first responders. Based on these crashes, I'm in Andy's camp.
  7. Continued Use of Battery Charger?

    Hi John. Thanks for the info on the CTEK. The CTEK you have is higher charge amperage than mine but I'm thinking it will just throttle back into a trickle charge and will work OK? We need Kurt (chanik) to give his "charging 101" class again! Ed, it's pretty bad when a "Smart" charger tells me I'm dumb for leaving it on!
  8. Continued Use of Battery Charger?

    Ed, my Genius (G1000?) does the same thing as my CTEK. I show resistance in the exhaust system from the exhaust outlet thru to engine ground connection. I note another thing about using the Genius on my car that is stored in my hangar. I cannot leave the charger on - it will overcharge my battery due to the small constant drain caused by the anti-theft and the EPROM controller. I mention this for those who might have small constant drain from their CT instruments. The Genius charger will keep going into charge mode when it senses voltage drain. Thinking this wasn't correct, I called and spoke to the owner of the company. He said this will occur and recommended that I disconnect the battery from the vehicle system. Can't do this or will loose all programmed driving modes on my car. This voltage drain does not occur on my CT due to no glass instruments. All my gages are steam and zero current drain occurs while sitting in my hangar.
  9. Continued Use of Battery Charger?

    Roger, perhaps my CTEK might be too sensitive and it refuses to charge? All connections are tight. When i connect the CTEK ground clamp to the lower cowl bracket, I always get a "green" charging light. When I check resistance with my VOM from the exhaust outlet to where the engine mount has it's connection to the grounding system on my plane I see resistance. I show no resistance when I run continuity from the last cowl fastener to the same grounding point. I think the route thru all of the exhaust slip joints must result in a build up of resistance, on my CT anyway. I recall John Vance also indicating he found the same when he checked his exhaust for continuity to ground. Maybe the dry conditions where you are results in better continuity thru the exhaust joints?
  10. CTSW - landing mishaps

    Tom, understand about "right above runway" for a new student. Phil knows me and knows my capabilities and he felt comfortable working with me down low.
  11. Metal shavings in my float bowls

    Roger, I like your fix. This sure would have saved me a lot of time!
  12. CTSW - landing mishaps

    Although i understood pitch controlled speed and power controlled altitude, my initial training never included practice with this to REALLY understand how important this relationship was to the final phase of landing. My description of my friend working with me to use power to hold me off the runway and pitch to control my speed was a watershed moment for me, years after I had received my LS certificate. His method of not touching down but just having me stabilize my speed and height off the runway worked really well. This slowed everything down to a point where I could finally understand how pitch and power controlled my height and speed during the final stage close to the ground. Initially, I just approached the runway and practiced keeping a stable height of about 10' off the runway and a speed of 50kts and then increased power and departed without landing. After a number of approaches and stable runs down the runway without landing, I then practiced reduced power to slowly reduce height and worked with back pressure to bleed off speed and keep the nose raised off the runway and landing. Funny that after making hundreds of landings, I felt that I was basically learning how to land. All was slowed down and controlled and with the important factor to spend as much time as needed, as Tom mentions. Question for the CFI's: How do you work with pitch and power with your students?
  13. Metal shavings in my float bowls

    ED. this is a common weak area on our CT's. Even when the carb heat is not used, engine vibration will eventually cause the pivot to degrade as you show. I epoxied in a steel bushing to fix this. As you indicate, the paddle cannot be removed from the shaft so the shaft can't be taken out of the airbox to repair the bearing without cuttng it. Instead of cutting and welding, I first cut a steel bushing in half. Next I dremmeled out around the shaft to allow me to slip in the two bushing halves and then epoxied these to the airbox without needing to remove the shaft/paddle. I think I slipped in a thin paper sleeve to keep from epoxying the bushing to the shaft.
  14. Continued Use of Battery Charger?

    Roger, my CTEK battery charger doesn't like the quality of the ground that the exhaust on my CT provides. Every now and them it will start blinking, indicating a problem with the charging. When I go direct to the engine mount I no longer get the bad charging indication.
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