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Everything posted by Runtoeat

  1. Welcome!

    Hi Andy. Your Aerotrek should be a fun LSA. Nice looking airplane.
  2. New panel insert

    I made a panel last year out of 6061 .060" aluminum. I cut this on my band saw with no issues and smoothed the edges with a flat file. If you have a bench belt sander this would be best but I don't have one. The big problem is cutting the holes for instruments. Since I have mostly steam gages, I borrowed the local EAA club's hole puncher for the 2 1/4" and 3 1/8" holes. Be careful to not use too thick of material. It takes a lot of force to punch holes! After forming the panel, I cut a section of 80 grit band saw belt and stapled this to a piece of 16" long wood. After anchoring the panel to my bench, I pulled the board with sandpaper in a straight direction across the panel a few times to get the surface to look like the original factory. Lastly, I clear coated the panel. It is hard to tell the new one on the left side from the old on the right side. Here's another way to form the instrument holes: http://www.aircraftspruce.com/catalog/topages/instrumentmounting.php
  3. BRS deployment from unrecoverable spin

    If this would have been me, you'd see me getting out of the plane and kissing the ground! Oh yeah, and I wouldn't have my back to the camera.
  4. BRS 1350HS Rocket Kit

    Thanks for the info Bill.
  5. BRS deployment from unrecoverable spin

    He looks like he stayed cool. Went towards the handle a couple of times but seemed to try to get the best attitude before pulling? Pretty scary to see him working to arrest the spin to no avail.
  6. CTLS landing for beginners

    Buckaroo, wondering where you got this "fact" from? Personally, and FWIW, I have less difficulty and am more under control landing with flaps and use "squirts" of throttle to adjust my sink and am ready to go full power if I need to get up and away from the runway due to bad judgement on my part. This is my personal preference. I often land with "0" flaps and all other settings to stay in touch with my CT and to be able to land if I might loose electrical power. I'm now over 2,600 landings with a Flight Design. It is important to keep in mind that there are as many landing techniques as there are pilots and it is useless to "preach" on one method since this does no good. Question #1: If use of flaps makes landings more difficult and risky, why do aircraft manufacturers continue to waste money and add weight by providing them? Question #2: If you enjoy speed during landings, why do you only use "0" flaps? Why don't you use "-6"?
  7. BRS 1350HS Rocket Kit

    Al, if you have any interesting or informative pictures, please share them with us. Thanks.
  8. ISO CTLS 2008 - 2012

    Trip, don't forget, "what goes up must come down". This applies to both stocks and airplanes!
  9. CTLS landing for beginners

    FWIW, I was trained to use full flaps under even high cross wind conditions and I use full flaps for all landings. My instructor started out flying in a Aeronca Champ at age 15 , he has over 4,000 hours in rotary, he trained and flew in the army (Cobra gunships), flew in the Coast Guard and retired after flying commercial jets for a well known company. I'm just trying to give some background of the person who I fly with often and who trains me each time we fly together. I believe I am probably one of the most fortunate people to have #1 bought a CTSW and #2 have been introduced to flying techniques probably not many other FD owners have been shown. I personally feel that the Flight Design has adequate rudder authority to control the plane up to my personal limit of 25 kt cross wind. It has ability to provide authority for higher but this is my limit. Yes, it takes a low wing approach to the runway or a crabbed approach, but this can safely be accomplished PROVIDED THE PILOT HAS HAD GOOD TRAINING! For the non trained pilot, I recommend doing whatever you are comfortable with but please consider looking into the full flap landing technique to have this in your bag of abilities. This plants you on the runway and eliminates ballooning. It also is easier to keep an attitude which prevents tail dragging that can occur during low flap landings. The 2006 CTSW had the vertical tail and rudder enlarged to provide increased rudder authority specifically for the purpose of landing in cross winds. The FD has adequate power to lift the plane up and away from the runway with full flaps, should the timing and attitude not be correct during the final approach.

    Good question. Not sure about the shelf life of the LiFePo but standard lithium's have extremely good shelf life.
  11. CTLS landing for beginners

    Buckaroo, I'm on record as being a "full flaps" pilot. I understand that you've landed your 182 Cessna in a particular way in the past. Regarding landing the Flight Design with 0 flaps, I'm getting a picture in my mind of going extremely fast and my CT not wanting to come down with the end of the runway fast approaching when I read your comments about carrying the speed you do. Then, a sudden gust of wind pops up and my CT balloons up off the runway and it's "go 'round time". I do landings with all flap settings to understand my airplane but mostly all landings I do are with full flaps and are hi drag and slow with good control. As for taking off, I do keep the nose down until reaching the appropriate speeds for climb from the runway. The majority here probably use 15 and some use 0 flaps for landing. There is no "right or wrong" and everyone has their own methods. My hope is that you continue to have safe flights.
  12. Roger, I've only seen the ones that had bad landings. The bent gear rod in the scrap metal bin didn't present that nice of a picture. Good to know there could be damage like this without a bad landing.
  13. CTLS landing for beginners

    Buckaroo, If you're landing with 0 flaps, you are at maybe 70kts during your final approach and your touch down is probably around 65 to 70kts IAS? If your airfield is at a higher elevation you might have a significantly higher ground speed than your IAS. I'm thinking that may be going pretty fast over the ground when you touch down. You might like the lower landing speeds which more flaps provide.
  14. Buckaroo, I am not an expert and Tom Baker knows much more than I but based on a few CTSW's I've seen with damage like this, you many need at least one new aluminum landing gear strut for this side of your CT.
  15. Neuform 1500 Hour Extension SB TM-17-01

    BravoFoxtrot, I kind of read it the same as you. I'm thinking there is a time limit but Neuform is telling those who are now at the 1500 hours to not worry about it since the limit will be well beyond where they are now. This might take a call to Arian at FD USA to see if he knows anything about it. I talked to Arian 2 days ago about the Neuform inspections and he didn't mention anything about this.
  16. Neuform proposed SB TM-17-01 was recently discovered. It supposedly was scheduled for release in April 2017. This says there will be a "significant increase in time between factory checks" of the propeller. Has anyone looked into this?

    The LFX14A2-BS12 would be a good choice. Here's a Scorpion LiFePo4 that is slightly smaller than the PC310 in all dimensions. On-board charge management to maintain cell balance with voltage test button, 1.15 lb. No sales tax and free shipping. $99. Interesting chart comparison with Shorai. Hard to believe that this lithium battery has over twice the CCA of the Odyssey and only weighs 1.15 lbs., which appears to be a little more than 4.5 lb. save over the PC310 https://www.batterystuff.com/batteries/lithium-iron-batteries/scorpion-stinger-12v-ytz5s-motorcycle-atv-scooter-powersport-replacement-battery-sstz5s.html
  18. Neuform 1500 Hour Extension SB TM-17-01

    Roger, I forgot to post the link you posted for this. It says there will be SB TM-17-01 coming out in July, 2017. Guess it hasn't bee published. The only thing the current document says is to go ahead and keep using your propeller until the new SB (with the 1500 time limit extended to ??) comes out.
  19. ISO CTLS 2008 - 2012

    Good plan to use the nearby Rotax repair facility. The CTSW, with aluminum main gear struts (CTLS is composite) and all LSA with light front gear structure can be "tweaked" if allowed to "drop in" during landings. CTSW main gear are especially vulnerable to this and it is not uncommon to see one with a wing lower than the other due to having a bent aluminum main gear leg. It is important to closely examine the front and main gear, the firewall and the nearby lower fuselage and the fuselage where the main gear enters (both the CTSW and CTLS). If you buy a Flight Design, I think you'll be surprised at the capabilities it offers.
  20. New panel insert

    Hi Tip. I seem to recall someone posting a source for the sheet used in our CT's? Might have been FlyRatz? Plus, see the email note I sent you. Update: Tip, I found it. http://ctflier.com/topic/3702-avionics-panel-blanks/?do=findComment&comment=53907
  21. ISO CTLS 2008 - 2012

    Trip, the people you mention may hope you are napping if they claim no damage yet there's damage noted in the log books. There are also unscrupulous sellers who will hope the buyer may not be familiar with the composite structure of the Flight Design aircraft and may not be totally forthcoming about damage which is not listed in the logs. I don't know if you are familiar with the Flight Design or if you are a mechanic who has worked on Flight Design? If you have not been involved by flying one and/or doesn't have a friend or associate who owns one, perhaps you might consider getting a pre-buy inspection done by someone who knows the aircraft, if there might be such a person in your area. There have been a couple of Flight Designs purchased by people I know that incurred damage done by the previous owner that was not detected until the first yearly conditional done by the new owner. Sometimes, it is hard to detect damage on a composite aircraft.

    Specs for the one I posted link to is LiFePO. I was thinking about the box but didn't remember there was a top to it. How about the box for the PC680? The specs for PC680 say 7.27 x 3.1 x 7.6. If this box fits all CT's, it could hold an even bigger lithium battery with huge reserve and CCA compared to the PC310 and still probably weigh 4 to 5 lbs less than the PC310. Specs for PC680 shows 15 lb. Weight savings would probably over 10 lbs going from Odyssey PC860 to lithium. Think there's a possibility FD would approve a LOA for this?

    Hmmm, let me guess, no aircraft listed? This battery manufacturer must use the same lawyers as the manufacturer of our NGK spark plugs. This would fit in our CTSW with some small spacers for length and width and would be about 1.25" higher but I don't recall any components being above the battery to cause interference. If this fits, I wonder if FD would issue a LOA to use this? It is proven for use in rough environments such as scooters and motorcycles. 3 times CCA over the Odyssey while saving 4 pounds weight.

    This is what I was refering to. These batteries contain their own battery management system. No special lithium chargers, charging methods or special connectors are required for balancing the cells . I use this one for my boat. https://www.batterystuff.com/batteries/ssb12q-fp.html