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Runtoeat

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About Runtoeat

  • Rank
    Master Star Fighter

Contact Methods

  • 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

11,973 profile views
  1. Seeking information

    Duane and Olav, I think FD is missing a huge advertising benefit by not taking a picture of you two standing by your CT's and putting your exact words below the picture. Maybe a lifetime discount on FD parts or new CT's?
  2. Be careful with the threads on your engine

    Markus, thanks for posting pictures. Good to know what "BAD" things look like when checking the filter. Looks like a large quantity of fine metal filings too. You ask a valid question when you ask "why just one bearing failure and not more failures if there was insufficient lubrication?". Especially if the engine only has 1400 hours and you have done the recommended prop turn until pressure comes up at oil changes. I think if Rotax maintains it was your fault then they owe you your old parts so you can see for yourself what failed. I think there is a law here in the U.S. that the repair shops must return parts to the owner.
  3. Be careful with the threads on your engine

    Yes, I would like to see this. This will be something we don't ever want to see other than in your pictures though. Sorry for you misfortune. This is a bummer. Thanks.
  4. 912 ignition modules

    Thinking of possible options here......there is the company (in Europe?) that rebuilds the modules......could these reconditioned modules be used on experimental aircraft with Rotax 912?
  5. Be careful with the threads on your engine

    Markus, how did you notice the bad crank bearing? Higher engine temps? Engine knocking noise? What do you think caused this?
  6. Cold Weather Roughness?

    Thanks Roger. We not only have cold temps, we got 18" of snow Thurs/Fri on top of 8" we had. I'd like to check carb balance and check the needle setting but this is not a good time to do it.
  7. 912 ignition modules

    Andy, my experience with temps affecting modules goes way back to the Ford modules when they first came out. The potting material in these had a different expansion rate than the components and it would pull connections apart when it got hot. The solution was to stand on the bumper and pee on the module Or, just sit long enough to let it naturally cool and then run with the hood on safety latch to get air to the module. FWIW, I suspect that your modules may suffer broken connections when they are cool and when you apply heat, this rejoins these. Not a very robust situation but I do understand why you are reluctant to bite the bullet and spend $2,000 for new modules.
  8. Cold Weather Roughness?

    Flew today with temps in the low 'teens. I had fairly noticeable roughness and applied choke. Application of the choke reduced the roughness in the high 4,000 / low 5,000 rpm range. Application of carb heat had no effect.
  9. Cold Weather Roughness?

    Hi Fred. Agree about checking the carbs - either for contamination or for balance. I know cold ambient accentuates roughness caused by contamination but haven't looked into the effect from poor carb balance. If I happen to feel some roughness when I start out on a cold morning I have noticed that this will go away later in the day after the ambient temps have warmed up. The roughness seems to not always be there so perhaps there might occasionally be some condensation that needs to work it's way thru the fuel system?
  10. Tom, your point is something I hadn't considered because I'm not a mechanic but it is a very valid point. In my situation, my aircraft had a ramp check done before my ownership because somebody who knew the previous owner had a misunderstanding with him and knew this owner had modified the CTSW. This disgruntled person dropped a dime on the owner with the FAA and the result was a ramp check and loss of the CT's airworthiness. This is an extreme case but these things can happen. I think your comments about the mechanic loosing his license and/or the possibility of an incident where the FAA might become involved are more realistic points. Madhatter, interesting comments about shoulder harness being allowed in G.A. aircraft with a log entry but I'm not sure if the older aircraft would have pre-drilled attaching points and still might need drilling with a Field Approval?
  11. Madhatter, totally agree with your comments about our seat belt loosening situation. There have been excellent links given on the forum for aftermarket belts. You might consider getting a MRA from FD if you're going to change your belts. Should you get a ramp check by a FAA person who is knowledgeable of FD aircraft and who might be sensitive to LSA owners/operators changing factory equipment without factory authorization, this might not have a good outcome for you. I say this due to personal knowledge of this.
  12. Cold Weather Roughness?

    Warmi, sorry to hear about your canopy. A bummer for sure. I think some of us are only talking about a "slight" roughness and this doesn't always occur. It is found at the mid to high 4,000 rpm. Not there > 5,000 rpm's. I also think that this roughness may be due to the carbs needing balancing but have not tested this theory - I have not stood in the prop wash in 20 F weather to mess with balancing. Then too, those of us with CTSW's may feel the roughness more than those flying CTLS, due to the better engine isolation of the CTLS. Not sure what engine isolation the Sting may have but think it might be similar to the CTLS? As soon as the ambient temps warm up, I don't notice the roughness.
  13. Cold Weather Roughness?

    Andy, it appears that you have a good suggestion to use the choke if the engine is running rough during cold operation. I'll have to give this a try unless anyone thinks this has any downside? I do know that the engine will run very rough if the choke is not fully shut when running the engine at low speed so I imagine the choke must be closed when power is pulled for landing. It might be a good idea to check the spark plugs after a flight where the choke was used?
  14. Low Cost ADS/B solutions

    Thanks Dave.
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