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Tom Baker

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About Tom Baker

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    Master Star Fighter

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    KOLY
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    Airplanes
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  1. Not me, but I have a friend that flies like that. He has crossed the country several times in a T6, he goes high, pulls the power way back, leans it out, and just hangs out. He says he can get the fuel burn under 25 gallons per hour.
  2. Remember that when giving advice on using idle power that the idle RPM can be as much as 300 RPM different between airplane, and even more. Many of these airplanes when delivered new from the factory had the idle speed set at 2000 RPM or higher, now some will set it as low as 1600. The difference in RPM has a pretty significant effect on glide in the pattern. When giving advice it might be more appropriate to give the RPM at idle in a 60kt glide. When gliding at 60 kts, I like to see around 2250 to 2300 RPM.
  3. I remember that when I started with the CT's in 2007 they advertised that you could fly 1000 miles in a CT. The speed to achieve that was right around 100 knots. The fuel flow at 100 knots does seem to indicate that you could indeed fly 1000 miles with full fuel. From watching the numbers any slower or faster would reduce the range. I agree with Andy that you picked the numbers from the book for 15° flaps, and for -6° flaps the speed should be higher.
  4. I was just reading back through the thread. If you are making long flights and starting with full fuel you could be losing some overboard through the vents. That could increase your fuel usage.
  5. It was a design change for the fuel injected engines. The early engines lacked torque when compared to the 912ULS.
  6. Your speeds don't sound right to me. I have flown a CTLSi some, and its speeds were faster as best my memory serves. Have you verified the airspeed accuracy with a GPS course? Every once in a while there will be one that is actually faster in the air, but normally it is an airspeed indication issue.
  7. The FAA says you must use a checklist, and that it must contain at least the scope and detail of 43 appendix (d).
  8. Cessna had to deploy a chute during spin testing. As far as I know the only deployment Flight Design had during flight testing was for a stuctural failure in a flutter test. The failure happened at 270% beyond design limits. Full stalls are not a big deal, and they are required for the private pilot practical test.
  9. It seems that inspections using CFR43 appendix D should be acceptable since it can be used for other aircraft.
  10. The key to landing is to not have enough power to sustain flight in ground effect, get as close to the runway as you can without touching it, and hold the airplane i that position as long as you can. Oh, and keep the axis of the airplane aligned with the runway.
  11. Don't try and pull the Dynon from the panel, pull the whole panel.
  12. Roger, AD's can apply to SLSA. For example the AD on the Ameri King ELT that was installed in so many flight design aircraft. The FAA can also step in and issue a AD for a SLSA if they think the manufacture is not dealing with an issue as the should.
  13. Take a close look at the Keller letter. They refer to the "manufacturer's" maintenance manual. The apostrophe indicates singular possession. For the purpose of the ruling Flight Design is the manufacture, Rotax is not. Flight Design does not have a TBO limit in their manual. The wording in the flight Design manual does not grant Rotax the right to establish limits. It simply says to refer to the Rotax manual for maintenance and inspection. Also notice it says refer, not follow the Rotax manual. I will use the above to defend my position if I have to, but the FAA really needs to get this addressed soon in writing. These conflicting opinions from different councils really need to be sorted out, as we have so many aircraft approaching the Rotax calendar month limit.
  14. When did limits become inspection or maintenance? Flight Design doesn't say defer to the Rotax manual for all things regarding the engine. They say to refer to the manual for inspection and maintenance. So my take is that I am required to use the Rotax manual for inspections of the engine, and also for any maintenance I perform. Beyond that Rotax has no say in the matter, since they are not the manufacturer od the airplane.
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