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Jim Meade

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About Jim Meade

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    Iowa
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  1. This does seem to be the plane FD USA has on Barnstormers. The seat photos Oregon Aero sent me appear to be identical to those you referenced in the post I missed. The seat padding looks to be pretty thick. I'll follow up on this.
  2. Rainbow Aviation, a leading trainer of Rotax engine maintenance, has relocated from Corning, CA to Kingsley, MO (about 70 miles SE of KS, MO). I've taken the 2 day, 15 day, and glider add-on courses from them and am very satisfied with their competence. https://rainbowaviation.com
  3. I learned from Oregon Aero that at least one CTLS had seats recovered by that firm. Oregon Aero sent me pictures. Does anyone know who had that CTLS? I'd very much like to talk with that owner to get his/her impression and whether they are satisfied. It's an expensive proposition, but my CTSW seats are very uncomfortable after more than 3 hours. I have already padded the seats with CONFOR-Blue 1" foam such as can be purchased from Cumulus Soaring. "We have done one or two CTSW seat cushion systems in the past, but I believe we had the (carbon fiber) seat at our facility." "...here is estimate on the cushions. Un-upholstered cushion cores will run approx $325.00-$350.00 per seat. Upholstery pricing is standard: Fabric adds $475.00 per seat UltraLeather adds $625.00 per seat Genuineleather adds $800.00 per seat" I already searched on this site and failed to identify this aircraft or owner, but maybe one of you knows the person or knows if there is a post on this site.
  4. Andy, Do you have direct, personal specific knowledge of gap seals on the FD CTSW or are you speculating? Nothing you say sounds at all like my experience with gliders or with the gap seal information available at Wings and Wheels. The tape on the underside of the FD CTSW stabilator-trim tab joint is mylar. The tape on the top of the joint is Bowlus. If you doubt me, ask Arian Foldan at FD USA. Arian substantiates my reference of Wings and Wheels as the procedure used to gap seal that joint. Again, I'm looking for direct, specific, personal knowledge of gap seals on the flaps or ailerons of the FD CTSW or FD CTLS. So far, I haven't found anyone who has done it but I'm looking.
  5. The CTSW uses mylar gap seals and various types of tape on the stabilator trim tab. Does anyone have direct, personal, specific knowledge of the application of mylar gap seals to wing flaps or ailerons on the CTSW? I'd like to communicate with someone with direct experience.
  6. I completely stripped my CTSW in 8 hours with the 3M Stripe Off Wheel. No muss, no fuss, no damage. https://www.3m.com/3M/en_US/company-us/all-3m-products/~/3M-Stripe-Off-Wheel/?N=5002385+3293162209&rt=rud
  7. I disagree. The FAA exams for the question we are discussing here are for the purpose of you demonstrating that you have the competence to calculate fuel usage. This is totally absent from the "let's round it off at 5 gph, well, shucks, let's make it 5.5" that we see in this discussion.
  8. The problem I have with this whole line of thought is there is enough sloppy padding that no one really knows the fuel situation. I will bet a lot of money that airline and charter operations do not do a lot of swag type padding. There is nothing wrong with having a lot of reserve, but let's calculate it and not have it be the product of guessing.
  9. I appreciate everyone's opinion. It seems that most would prefer to use a high swag on fuel burn rate rather than know it exactly. That is, they would rather feel any fuel calculation they make is comfortably optimistic rather than know precisely how much fuel they burn. Comfort is a good feeling. None of the FAA knowledge exams take that tack, but after all, one only has to pass each of those once and then can continue to fly with a happy feeling rather than be burdened by exact knowledge, which is boring and bothersome.
  10. Why do you estimate 5 gph when your experience is 4.5 ghp at a given rpm? Do you add a buffer factor (e.g. an extra 30 minutes) on top of your generous estimate? I guess my question to all (not just Doug) is why would one estimate on the high side, then pad that a bit, plus include the FAA's 30 minutes VFR, to the point where one won't leave the ground for a 40 minute flight without 3 hours of fuel on board? Why not make the most accurate estimate possible and then deliberately add whatever safety factor is required or one prefers as a separate calculation? I would think the latter course of action would lead to better confidence when it came to planning longer trips.
  11. Nice trip report. I've flown Iowa to Florida twice, Denver twice and Dallas twice, as well as all over close to home. I listen to ATC (holdover from my charter days, I guess) but otherwise don't talk unless I need to or it's appropriate and also like long legs. I agree, these LSAs are very practical for long distance flying in certain conditions.
  12. Jim Meade

    SI-912-016-R8

    That's really good money. Around here, #2 scrap iron (unsorted, unsized) is about $40/T. I don't have a price on sorted and sized junk.
  13. Jim Meade

    WingX for Android!

    CFI's get Wing-X free for some indeterminate time. See the announcement.
  14. A number of Cessna's have life limited parts when in commercial service. Q: When is the Supplemental Inspection Document to be released for my aircraft and what inspections will be required on my aircraft? A: As of June 17, 2005; Supplemental Inspection Documents (SIDs) have been issued for the following model airplanes: 310 thru 310D, 310R, T310R, 320-1, 320A, 320B, 320C, 401/402 thru 401B/402B, 402C, 411/411A, 414/414A, and 421 thru 421C. For detailed information refer to Cessna Service Newsletter SNL02-7 Revision 1 Supplemental Inspection Documents. SNL02-7R1 was issued on October 20, 2003. This SNL also provides the part numbers for the Service/Maintenance Manuals that have incorporated the SIDs. Refer to the current manual incorporating the SID for inspections that are required.
  15. Jim Meade

    SI-912-016-R8

    Roger, in your talking with Rotax folks, did they give any indication as to why they wrote to obey the expiration date but said to ignore it? Who were the Rotax folks? Rotax corporate or some other official Rotax employee, or just someone who has worked with Rotax? Don't you think it is a little two-faced for Rotax to print one thing and speak another? Based on your experience with Rotax folks, how are we customers supposed to know whether to follow their written word or their spoken word?
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