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Tom Baker

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About Tom Baker

  • Rank
    Master Star Fighter

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    KOLY
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    Airplanes
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    Male

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  1. Your typical non Rotax airplane engine tends to rust internally when they sit idle for long periods of time. The Rotax engine does not have steel cylinders, so no rust in the cylinders. The oil vent is in the oil tank, so you have a oil barrier for moisture in the crankcase. In my opinion you will not have the issues with a Rotax engine that has sat like you will with a Lycoming or Continental.
  2. Tom Baker

    Who's got the best price for Oil and Filters?

    I was speaking about filters. I buy the oil wholesale for $97.22 per case. Shipping cost depends on how much oil I order. I have paid as much as $22 for a single case, up to around $250 for 45 cases of oil. I sometimes get single cases from Aero Performance a wholesale division of Aircraft Spruce. I can get up to 2 cases with free shipping on orders that total $175 or more.
  3. The bumpy texture could be from alkaline damage to the foam core.
  4. Tom Baker

    Who's got the best price for Oil and Filters?

    Unless you have a local Rotax IMRT or repair station that is willing to sell to you at a discount, CPS will probably be your best choice.
  5. Tom Baker

    A Good Day

    The airplane he soloed in is a 1941 Taylorcraft. It also develops rudder skill. When I had my CT he could take off and land it okay with a little coaching, but he is much more proficient now.
  6. Tom Baker

    A Good Day

    Yesterday was a good day. My youngest son who turned 16 the day before earned his private pilot certificate in gliders. Then later in the day he made his first solo flight in an airplane. At this moment he could be the youngest certificated pilot in the USA.
  7. Tom Baker

    BRS Repack

    It's not just the baggage doors. I have done a regular CTLS as well. The CTLSi has fuel lines in the way, and maybe different positioning of the straps in the structure. I just know compared to the others it was not fun.
  8. Tom Baker

    BRS Repack

    I have done a CTLSi, and it is no cake walk. I found it dificult to get to the shackle to disconnect the straps. The CTSW is a piece of cake in comparison.
  9. Tom Baker

    What gel is used?

    Epoxy for everything. The brand and numbers are in the maintenance manual.
  10. Tom Baker

    500fpm, 60 knots, 15 degrees flaps

    I don't have as much time instructing in the CT as Eric, but I have quite a bit. You can make a stabilized approach, and it is not that hard. The biggest issue I have seen from people who have experience in other airplanes is that they try and fly the CT the same way, and most of the time it doesn't work. Unless you are flying a giant pattern you shouldn't be carrying power. To get things sorted out I suggest that you pull the power to idle abeam the numbers. Fly the pattern with the flaps set to your desired setting. I prefer 15° for someone new to the airplane. Fly your approach. If you come in low either add power or fly a smaller pattern the next time around. If you come in high fly a bigger pattern the next time. The CT is a light clean aircraft, and you don't need to carry power in the pattern like you do with a heavier airplane. With 15° flaps use 60 kts on downwind and base. On final you can slow it to 55, especially if you are solo and light on fuel.
  11. Tom Baker

    500fpm, 60 knots, 15 degrees flaps

    Stall speed with 15° flaps is 42 kts, 55 kts is 1.3 Vs with 15° flaps. If you slow it down your approach path will be steeper, even if you are not coming down as fast. There are so many factors that effect where and how much throttle you will need. What is your idle speed sitting on the ground? Are you flying a standard 1000 foot pattern? Are you at a busy airport following other aircraft, or can you set your own pattern size? How coordinated you are flying and wind are also factors. When I am flying by my self I put power to idle abeam the numbers, and still fly a fairly big pattern with 15° flaps.
  12. Tom Baker

    No Cabin Heat-SOLVED!

    For the CTSW the rubber flap being out of place will not effect the carb heat. Al, my experience was that the heat worked OK, but I am further South, and likely not trying to fly in as cold weather as you. The other thing is the valve doesn't need to be just working. it needs to be working perfectly. It has to go to the extremes of full open and closed. You might also try removing the diffusers. With them installed there may be to much restriction to the airflow, causing more of the heat to be pushed up to the cold windshield where it cools to quickly to do any good.
  13. Tom Baker

    NEW propeller for CT

    You are the one calling me an expert, I have never made that claim. I may not have your vast experience, but I do know enough about regulations and maintenance to have an informed opinion. No need to get nasty because my opinion of a major change is different than yours. Here is my background. I started working in a aircraft shop when I was 16 back in 1980. I earned my A&P in 1982 through Bellville Area College. I have been actively working as a aircraft mechanic since then, and added my IA in 1990. In 1996 I became airport manager of the Olney-Noble Airport, and opened my own FBO providing aircraft maintenance. In 2007 I bought a CTSW and became a dealer for Flight Design. I added Rotax training in 2008, and keep current by doing recurrent Rotax training. Also in 2008 I did Flight Design Factory training on the airframe, and added composite training the next year. I maintain several standard category single engine aircraft, SLSA, and do condition inspections on a few EAB aircraft. I am also an active CFI teaching bot private and sport pilot students. I recently added commercial glider to my ratings and plan to add glider CFI soon.
  14. Tom Baker

    NEW propeller for CT

    I just took a look at a sample set of operating limitations on a FAA web site. They don't seem to include the requirement to notify the FSDO, but they do require that the aircraft be placed back into phase 1 flight testing for a major change. After the phase 1 testing the appropriate log entries should be made. Changing a propeller from on make and model to a different make and model is a "major change" in my book, and I think the FAA would agree. 6. Flight testing required for phase I operations or as a result of the incorporation of a major change will be conducted in the assigned test area. Flight test operations will only be conducted under VFR day conditions, with the pilot as the sole occupant of the aircraft. This aircraft must be operated for at least 5 hours in the assigned geographic area. Following the satisfactory completion of the required number of flight hours in the flight test area, the pilot must certify in the aircraft records that the aircraft has been shown to comply with FAR 91.319(b) with a statement that includes the following information:
  15. Tom Baker

    NEW propeller for CT

    I haven't seen any operating limitations that specified a propeller type. Neither of the 2 SLSA I have in the shop in the moment list a propeller type in the operating limitations.
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