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About Doug

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  1. Matco front wheel

    Is this for the 400x6 or 400x4 tire size? Doug
  2. Rex has done the annuals and SB compliance work on our airplane. He does good work and does not let problems slide. His rates are decent for the level of work he does. About 90% of his work is on the CT (SW and LS), and he knows them very well. He is at Harvey Young (1H6) in Tulsa, OK. A crummy paved runway, use the grass if you feel comfortable. Cab ride to/from Young to Tulsa (TUL) is about $10, or Rex will shuttle you if he can. Doug
  3. What to use for tie-down rope?

    I would think an old climbing rope might work well - the slight amount of give would help to cushion the load on the tie-downs. I use utility cord, IIRC about 6mm, mostly because its easier to see and identify as mine. Doug
  4. No Confessions

    I haven't spun the CTSW. However, I have explored spin avoidance and seen how the airframe tries to start rotating while practicing stalls. I have to go back and forth from sailplane mode to airplane mode and remember that the CT (mine, anyway) needs right rudder with power on at high angles of attack. If I forget, the airplane reminds me as it tries to fall off as it stalls. I doubt that the CT would have any nasty habits in the spin, but that would probably depend on whether you had the flaps at -6. However, I remember the first time I spun a Grob 103, and the first good indication of a spin developing from pro-spin inputs is that the airplane is on its back. So you never know.... Doug
  5. Take them for a flight - the airplane sells itself. That said, the CT isn't as good of a trainer as the 152 in some ways. The old 152 is heavy and a little underpowered, but it can survive a lot of abuse, and that's what students do to airplanes - abuse them, although usually not intentionally. Somehow, along the way, they learn how to fly. The CT is a great airplane to have for pilots to rent - for the cost of a 152, you get a bigger cockpit, more speed, and more fun flying qualities. What's not to like? Doug
  6. Fun places to fly in and stay a day or two

    Big Bend State Park. This is a State park and separate from the National Park. Best of all, they have a 5500 x 80ft runway, ID 3TE3. Call ahead, book lodging at the ranch house, and they will come pick you up when you land. Doug

    The G3X system is very cool. Total overkill for a CT, but still cool. IMHO, for any VFR aircraft, the G3X is overkill, but if you flew a bunch of night VFR or VFR in crummy weather (not advisable, but ...), it might be worth it. It's a great IFR setup. Unfortunately, you can't have the G3X push flight plan info to your IFR-rated NAV box (e.g, Garmin 430). I suppose Garmin's answer to that would be for you to just buy a $60k G900X instead... Doug
  8. Oil Pressure fluctuation video

    I agree, totally normal for the 912 to see a small drop in pressure when going from idle to part or full throttle. My OP was much more stable after going to the cone style regulator, although they were slightly lower. Doug
  9. Flying budget

    For me, the cost for each incremental hour of flying is small - the big costs are all fixed or annual costs (insurance, hangar, annual). Mogas is cheap, as are DIY oil changes / 50 hr inspections. The big problem is finding time to fly! Doug
  10. Oil Pressure fluctuation video

    I've seen this before. Can never find the source of the problem. It is frustrating. Doug
  11. If you could change One thing about you CT

    No. I wind up having to adjust rudder trip to compensate for fuel flow. Silly. Doug
  12. If you could change One thing about you CT

    We added 1" blue (medium) confor-foam on top of the existing cushion. Works great, $40. 4 Hr legs are no longer an issue. Doug
  13. If you could change One thing about you CT

    What would I fix? 1. Better harmony between pitch and roll stick forces (springs). 2. Either fix R/L fuel flow imbalance or add fuel selector valve. 3. Better oil cooling (seems to be airframe dependent) 4. Eliminate stick bump. 5. Bigger standard tires. Some love for the things we really like: Useful load for our particular airframe is good at 605lb. Speed and climb performance are pretty much all that LSA regs will allow. Visibility is quite good for a high wing. Stuff I'd love to change but LSA rules won't allow: In-flight adjustable pitch prop -12 flaps (legally)
  14. Correct. The factors for increasing stall speed are for level banked turns. If you are have the wing unloaded (less angle of attack), the stall speed is less. But if you're trimmed for 80 kt (Vy) and the engine quits, the aircraft will want to fly at about 80kt, and unless you pull aft stick, the aircraft will descend. Doug