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Everything posted by Runtoeat

  1. Whomever posted from FDUSA (Arian?) thanks for the update.
  2. White trim tape

    Just removed a strip of the Bowlus from my stabilator. It was on for over 4 years. Easy to peel off and leaves very little, if no, residue. Any small amounts remaining can be easily wiped off with a alcohol soaked rag.
  3. I visited Midwest Skysports a couple of weeks ago. This is a very new and clean high tech maintenance facility that is approved for Rotax heavy repair and for Flight Design and Cirrus aircraft repair, including composite repair. Super nice custom instrument panel made here looked great on the Sling being constructed. There was a new Rotax 912 iS in the crate waiting to be installed in the Sling.
  4. Fuel caps

    Jim, did you use Epoflex to reseal the gap around the filler?
  5. Scott, not sure why your CTLS was slow? Was your prop pitched for 5600 rpm for cruise? Everyone I know who owns a CT can fly at 120kts indicated when prop is pitched this way. We flew a 6+ hour trip yesterday and our true AS was 127kts in a CTLS. My CTSW is slightly faster than this CTLS so I have the capability to fly at least at this speed.
  6. Just Met Two CTers From This Forum

    Hi Andy. Great that Phil and I were able to meet you. Think I text'd you but we had 50 to 65 kt winds at 300 degrees and our course was about 10 degrees all the way back to Michigan. We got the 65 kt winds when we had to go above 9500 feet to get smooth air and stay out of the clouds. True at 127kts with a 80kt ground speed during the this 65kt portion of the trip. What a wild day. Still, we made it home from your airport in 6.5 hours that included a stop for gas at KBYL (Williamsburg, KY) and another stop at I74 (Grimes) to eat. Actually, the trip back was better than the trip down where we had to dodge impassable snow squalls thru Kentucky and Tennessee! Couldn't have done this without ADS-B traffic and weather. Phil's CTLS performed great.
  7. iFly 740b Install

    Yeah, need to drop the radio and xponder down, you'll need all of the space you can get. It will be neat when you're done though. Worth the effort. Went a different route and kept my 495 in center. Run TruTrak with 495 and use for redundant nav with iFly. Nice to have touch screen in iFly after cursoring and pushing buttons on my 495 but it is still rock solid after all these years. Garmin is good stuff and GP is really good but time to update was here and I'm happy with 740 GPS and software and with factory support for this. Thanks for the info on synVis. Not sure if I'll get this fancy but the capability is there is I want to. Need to keep my head up and looking out instead of watching the screen!
  8. Flap 0 error

    Roger, can you come up with any pictures of the circuit board while you're doing the class? This is a lot cheaper than buying a plane ticket and attending!
  9. Flap 0 error

    Can the rotary switch be cleaned/lubricated with a good contact cleaner/lube? Is it accessible? Please don't tell me the circuit board must be removed.......
  10. iFly 740b Install

    Andy, welcome to the iFly users group! You'll really like the 740 the more you use it. As you're aware, the sectionals are not scanned. Typical with Adventure Pilot's attention to details, they took the time and effort to have all of the joining areas of the various sectionals show complete information at the joining charts. No overlapping scanned charts that leave out important info. If extreme detail is needed I use the VFR charts but mainly just use the Vector screen. I just talked to Shane Woodson, who was at Adventure Pilot and is now at uAvionics. He said he thinks the iFly now has Beta synthetic vision for iOS and will soon have this for Android. Believe that Shane said the syn vision will require AHARS input? Not sure which equipment provides this? I get this input from my SkyGuard ADS-B transceiver. Amazing that Adventure Pilot offers anytime updates to charts, obsticles and airports for $70+ or add another $20 or so and you can install the iFly program on 3 devices that can all be synced. I make it a point to update everything every month or so. Just get the 740 in range of a WiFi and click on "update" or take the SD card home and update on the computer.
  11. Won’t start??

    I think there's a sweet spot for choke settings that is unique for every Rotax. My sweet spot, on cold start, is a 3/4 choke with about 1/8" crack of the throttle. I left my hair dryer plugged in the other day on a very cold day and got busy getting ready to fly and I forgot about it. The engine was pretty much warmed up when I went to start with 3/4 choke. Nope, no start. I shut off the choke and it started. I think each owner probably needs to find the correct choke setting for good starts. The choke is pretty sensitive and I think it is easy to over choke (over enrichen) when starting.
  12. Mounting of GPS antenna for ADSB in.

    Tom, my friend installed Garmin ADS-B in his CTLS. Pretty sure he has the Garmin GTX330 mode S xponder and he installed the Garmin GDL84 ADS-B "in/out". He also installed the Garmin "Flight Stream" to wirelessly receive xponder data and to send ADS-B data to iPad for viewing. Maybe the GDL84 would work for you situation with mode S? https://buy.garmin.com/en-US/US/p/511180
  13. Mounting of GPS antenna for ADSB in.

    Hi Andy. Yes, less than 10" works. I was just being generous by suggesting 10" if space permits. This could be on the ceiling or the floor back behind our cargo bay. I have mounted Delta Pop antennas on the belly of my CTSW in the tunnel area, forward of the bulkhead as you are planning on doing. I used a piece of heavy duty aluminum foil which was about 6" but will take a look or see if I have some pictures of this. I used contact adhesive and it was a little tricky getting the foil down flat to the floor past all of the cables and wires.in the tunnel. The SkyGuard requires separate antennas for the UAT "in and out" so there are two Delta Pops for this. My Garmin 327 xponder has it's own Delta Pop antenna. 3 Delta Pops on the belly. The SkyGuard has a small rubber ducky antenna mounted on it which receives 1090 "in". The SkyGuard GPS antenna is powered (one small coax for signal/power) and I installed this inside my cabin, at the ceiling behind my head so it looks out the skylight. I get great signal incoming and outgoing for ADS-B and GPS with no RFI problems with surrounding equipment. It all sound "busy" describing it here but it was easy to install and because it's wireless to my iFly GPS and for the squawk and PA from the xponder, it is a neat installation with the only wire showing being the small short run of coax up the bulkhead to the small ceiling GPS antenna.
  14. Mounting of GPS antenna for ADSB in.

    I installed my ADS-B, including the "in" and "out" antennas. it is really easy to make a ground plane for the antenna. Just take some heavy duty aluminum foil and glue this onto the fuselage where the antenna will be located. I did not install the Garmin ADS-B and this requires a licensed Garmin shop to do this. I imagine a Garmin shop might use a thin aluminum sheet for the ground plane but this performs the same as the foil. The size needed for the ground plane isn't that large. if space allows, a 10" by 10" square piece of aluminum is adequate. The GPS antenna would be mounted on the roof of the aircraft and this can be just about anywhere that is convenient. The GPS antenna for my ADS-B didn't require a ground plane and, although I might be wrong, I don't think that the Garmin GPS antenna requires a ground plane either.
  15. 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?
  16. 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.
  17. 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.
  18. 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?
  19. 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?
  20. 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.
  21. 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.
  22. 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.
  23. 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?
  24. 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?