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Scrapman1959

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About Scrapman1959

  • Rank
    Senior Crew Member

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  • Location
    Wisconsin
  • Interests
    Scuba, free diving, not skydiving
  • Gender
    Male
  1. Low fuel pressure warning during climb

    Thx Guys. This is always with "cold" ( first flight of the day) engine under WOT throttle. I will continue to monitor it more closely. Wasn't sure if I should service the screen/filter?
  2. I have gotten low fuel pressure warnings during climbout a few times in last two weeks. Went into yellow zone, and then comes back and maybe does it one or two more times, before stabilizing at 3.6 to 3.9 or so for rest of the flight. I now do an extended high power run up to simulate this on the ground, and it works. So once it flashes in the yellow, of course this is after oil temps are 130 or above at high idle, then I just keep the power in until it goes into green arc and stays there. Then I take off and it stays in green the whole flight. Any ideas if this is a real fuel pressure issue, or maybe just a faulty sensor? My grounding issues have long ago been taken care of.
  3. So long Flight Design......

    Thx Guys. IMHO FD is going to need to offer the CTLS with 914 or suffer the loss of sales to others that do offer it. I would have had a much tougher decision on FD or Tecnam, if FD had the 914. The luggage area in CTLS, is still a big problem for some of our missions though. In reality the Tecnam will cruise 20 knots faster than a CTLS, both flying at normal cruise speeds, and it can do it even at lower altitudes. The difference in speed increases more the higher you go.
  4. So long Flight Design......

    If FD offers the CtLS with 914 in Germany, as the gentlemen posted on his trip to Italy over the Alps with his GF, why don't they offer it here in the USA? After all Tecnam is doing it? I wonder if they are having oil cooling problems during the climb, since the whole engine compartment is so much smaller and tighter than Tecnam. I did notice the radiator and oil cooler are bigger on the 914 in the Tecnam. Obviously it would have to be prop pitched not to exceed the 120 knot limit from the factory, but plenty of LSA manufacturers are doing this. What the customer does after the sale, they cannot control. Until I read that post over the Alps, I had no idea FD had built a 914 equipped CTLS. Or was this just a "one off" experimental deal they did to see the performance etc. if he truly was getting 155TAS at 12,500 that's better than Tecnam can do by more than 10 knots! Sign me up for one now! I would like to see that speed ground gps verified flying a box pattern. The TAS on the Dynon can be very inaccurate.
  5. Fuel Trailer

    50 gallons ain't enough guys, I get tired of running to the station to fill my 100 gallon tank. If it wasn't for the Regs I would have a bigger tank. Those are some sweet ass trailers you guys put together though. I wonder if you had a regular tank like they make for pickup boxes if the city would have any authority on you having gas in that tank and the truck parked in your hanger overnite " occasionally" ? Tons of folks pull their car or truck in the T hanger when they leave for the day or week with their plane. Never heard of anybody complaining about that.
  6. Partnerships - how did you do it?

    That reminds me of an old saying....." only good partner, is a dead partner" ? That said in jest of course, I would be hard pressed to do a partnership with a total stranger. If it was the only way possible to own an AC, I would probably take my chances though.
  7. So long Flight Design......

    Thanks Tip, but I'm not going anywhere. Will still be here with the CT family, just flying a different bird, which will make for some interesting comparisons etc.
  8. Which gas now?

    Not sure if I will keep doing the same for the 914 in the new Tecnam? I'm guessing it calls for about the same octane etc, even though it's a low compression engine, and you would think could burn a lower octane gas? I haven't researched it at all yet?
  9. Partnerships - how did you do it?

    I land at 06C all the time when grabbing folks coming in to ORD, but ur right 50 planes tied down on the ramp already. I have landed Lake in Hills too, but years ago. The copa site has tons of folks, reading, but never posting, and not just cirrus guys. It's really worth a try. My CTLS will be for sale in about a month. It's got 1100 hours on it, but all by me, not a typical flight school AC beat to death by a bunch of students. I have to get the chute repacked after I get my P2008 later this week. Not sure what it's worth, but thinking around $90K it's a 2011 with a 430 WAAS for the main radio and Then of course the SkyView. It's got the black seats.
  10. Which gas now?

    Anybody else add like 15% 100LL to there Mogas? I have a 100 gallon tank WITH pump in the back of an old pickup that I leave in my hanger. When it's empty I put 15 gallons of 100LL in the tank then drive the 2 miles to the station and fill er up with 91 octane with NO Ethanol. I just like to make sure there is no chance of detonation, so I add that 15% aviation 100LL to be sure. I'm flying 2 or 3 times a week so the 100 gallons never gets stale.
  11. So long Flight Design......

    Well sir, when u show up to pickup a passaenger in Chicago, and they have a normal carry on suitcase, you better not plan on taking your passenger and their luggage with you in your CT. As far as useful load, maybe it's not for everybody. My wife and I together are 285 pounds, so it's not an issue for us. I'm not advocating anybody fly an AC over the posted gross weight, but the P2008 is legal in Europe at 1450 lbs or something close to that, and over 1500 lbs in some other countries.
  12. So long Flight Design......

    Ed, the wing strut doesn't seem to be a problem, given the fact that a P2008 912 equipped has identical speeds as a CTLS. The wing itself is not as thick as the FD wing and I believe this is where they get back what they gave up in drag using the struts. It's actually more of a laminar flow wing. I noticed right away it didn't lift off at quite as low a speed as my CTLS and the stall speed is a few knots higher than FD.
  13. So long Flight Design......

    That's not quite true Roger...... the 914 is not turbo normalized, it boosts to 42" for 5 minutes and runs continuous at 35" MP. The one I flew for my demos was 132 TAS at 3000 MSL and the same AC with a 912 is 12 to 14 knots slower In same conditions. I have seen screen shots from one at 17,500 ft TAS 143, but it had a constant speed prop, so yes, it would be optimal to have that in flight adjustable prop in a 914 equipped AC.
  14. Partnerships - how did you do it?

    Chicago, which airport would be your preference? I know a few guys in Chicago, but that can still put people 1.5 hrs from your desired location. Also the COpA forum would be a could place to post as well. Thousands of pilots reading that forum every week. It would be worth your $60 to join. We keep our membership active after selling our Cirrus years ago. It's a great forum.
  15. So long Flight Design......

    After purchasing 4 new FD AC, the first being an SW, the 2 nd being the 2nd registered CTLS in the USA, and then two more new CTLS,s after that, I have jumped ship for a new Tecnam P2008. Flight Design and the Gutmans have been great. There were two main reasons for the change to Tecnam. Turbo charged 914 and a baggage compartment that easily holds normal carry on suitcases and larger. We frequently pickup buyers in Chicago and fly them out to our facility in Iowa, to our 1200' grass strip and the luggage is always an issue. This is a 1.2 hour flight versus a 4.5 hr drive. The extra power and speed will be welcome as well. It was a tough call after more than 2500 hours of flying FD. I will stay active on this forum as long as I'm flying, and thank all of you for the help solving the minor problems we have had with our 4 FD AC.
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