Jump to content

johnr

Members
  • Content count

    46
  • Joined

  • Last visited

About johnr

  • Rank
    Jr. Crew Member

Profile Information

  • Location
    Western Australia
  • Interests
    light sport aircraft. maintenance , engines
  • Gender
    Male

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Thanks for the translation Mike, do you think I confused many? John
  2. My CTsw had the access openings overhead in the cockpit taped over to prevent draughts when I bought it.The tape eventually fell off so I made transparent covers out of poly carbonate. The picture gives all the info, if any one wishes to copy . The clips are from aircraft aluminium which has enough spring to hold them in place . they allow me to check the connections with a torch without removing them. If I do need to remove them, they come off & are replaced easily.Although it would be better to have one of the clips fitted to a square on the bolt so it could be turned to fit & remove. The spring clips are serving the purpose for now. As far as being none approved , I dont think there is any difference to the tape that was used previously. The advantage is they allow for easy visual inspection. John W A
  3. Gday All, I visited the Flight Design stand at Aero in Friedrichshafen & met Mr Sergey Sharapov the director of Avia Pro. I was impressed when he asked me what was the situation regarding CT spares in Australia. My answer included a few expletives that I will not repeat here. He assured me that Flight Design had a much different approach to service than had been the case in the past. He gave me his card with phone number & suggested that I contact him if I had any problems with parts service in the future, or any other issues. I was also interested in the CTsw on display. It is still available & it does have some advantages over the CTls. One of which is having the ability to fit in a 20 ft container, it is also lighter helping in that tight squeeze to fit everything in under 600Kg. I was much impressed & feel relieved after the concerns of the last few years. To anyone visiting Germany there is a museum North of Friedrichshafen the Auto & Technik Museum Sinsheim. This is by far the best museum I have ever visited. The only supersonic passenger airliners to ever see service are on display. The British / French Concorde & the Russian TU-144. The Russian aircraft being bigger & prettier in my opinion. I got to climb inside & even got to see the cockpit of both. There are many other interesting aircraft both inside & on aerial displays outside. There is also the best display of Formula 1 cars I have ever seen, about 20 in total. regards John Reay
  4. Hi All, I have a 2006 Ctsw with the earlier 6 pin plug modules with 1 pin missing. I have had starting problems which related to the ign modules & have purchased a later 6 pin module which is connected to the solenoid on the later Rotax. My question to the experienced Rotax engineers. : should I connect the extra pin to the solenoid to provide 12 volts at cranking & will that connection assist the low output from the coils at cranking speed.??? I have no intention of upgrading the coils to provide the extra retard at this time. regards johnr Australia
  5. johnr

    bad carb heat design

    Thanks Anticept, I have bookmarked the link. It would be nice & the right thing to do if Flight Design had me on a owners list so I could receive them automatically. Johnr
  6. johnr

    bad carb heat design

    Hi . I have read the posts , for those interested here are more details. The intake for carb heat is in a vulnerable position, low down on the front of the cowl. I believe it collects dust like a vacumn cleaner even with carb heat off. It would make little difference when carb was applied, the dust in the inlet tract will be ingested. Dust/sand would be much reduced if the carb heat was drawn from under the cowl or from the cockpit. I only became aware of this when I had the oil tested.How many owners have had their oil tested in an approved test facility. This is the warning that was given after the oil test. DIAGNOSIS Dirt level (alumina + silica) high. Please check recorded viscosity against requirements. Action: Check all dirt access points (breathers/seals). Recommend checking if system oil pressures are within normal parameters. Check for excessive engine knock at stall speed. Recommend checking oil filter/screens for abnormal wear particles. Change oil only if found necessary to flush contamination from compartment. Resample at a reduced service interval to monitor and establish wear trend. Note: Lead can be added to some oil to improve performance. Note 2: Oil type stated as, Synthetic V Twin. end of report. The air filter is correctly installed, it is the reuseable type this is cleaned & reoiled with filter oil annually which is about every 75 hrs. All the hoses were checked & found to be correctly fitted with no damage. I was taught to always check carb heat as part of the preflight & to apply it down wind. I do not have the ability to estimate the changes in temperature & humidity during flight that can occur very quickly near the coast, so I must agree with my instructor. I imported my CTsw from the US. When I registered it in Australia I contacted Flight Design to inform them that I was the new owner & could they send me any SBs . This is a requirement by the Australian Aviation Authorities. I never received a reply even after repeated requests. I have tried the "please sir can you" approach so I felt justified to try a hammer!. It made no difference I was still ignored. The CT was once an exceptional aircraft when compared with the others available, this is now changing as other manufacturers lift their game. I was contemplating upgrading the CTsw to the Ls. That is very unlikely now. I have seen the Syncro & will get to fly one in the near future. <http://www.flysynthesis.com/dealers/lista/index.html> johnr
  7. Hi all CTsw owners, I am attaching a copy of an email I sent to Flight Design over 1 year ago. I never got a reply. I had an oil sample checked by a specialist laboratory & found that the oil was contaminated with sand. Has anyone else had oil tested & discovered that the oil was contaminated? sand in oil.rtf
  8. Happy New year fellow fliers, I decided that the fuel in the CTsw was getting old, I have had misfire problems with stale fuel in boat & small motors in the past, Its been very hot for the last month with days in the 40 + ( Celsius) so I decided to drain the fuel through the water trap. I drained it all & checked the fuel flow on near empty tanks & found I had about 2.25 L per min which seemed to be quite good. I put 20L fresh new fuel in each wing tank & checked for water but there was no fuel in the bowl, ( the tap was fully on). I tried the starter but of course it would not fire. After about 30 mins I had fuel at the drain but still no start, it was late in the day so I put her back in the hangar. I believe that after 30 mins the fuel had not reached the carbs. The hoses are all in the original position I took photos of them before the rubber change 3 years ago. After the rubber change I had no problems with fuel!. My question to the group is the system inclined to get an airlock after a complete fuel drain? I would hope & expect that when I return it will start . I doubt this could ever happen in flight as the hoses would never be completely emptied of fuel. John Robert
  9. johnr

    Rotax 915is fuel injected turbo 135 hp

    97 The Australian agent <silentwingsaviation.com> are expecting the delivery of the first in a few weeks. They have an amazing range . The diesel may be from <buekerundfunk.de>. They also have an aircraft that looks a bit like a futuristic Cessna <www.aeropilotcz.com>. There is also a new Fly Synthesis "the Syncro," which is strutless as the CT. It is available in Australia as an advanced kit (no painting just simple assembly) it allows us in Aus to register as "experimental LSA" the advantage is the authority for trhe builder to do most maintenance. Not unreasonable after the builder has assembled the aircraft. Although I know the Australian importers I have no afilliation with them other than as an interested observer in what is happening in a very competitive market place down under. I think that belt tecgnology hais much advanced in the last 10 years. The belt on a Harley would be subject to a huge load due to the gearing yet they are a reliable part of the drive . I would expect that the reliability is better than the Reynold chains I had on my first motor cycle. I always carried a spare link & often needed it. Fitting a new chain did not help much as the sprockets wore & drastically reduced the life of the new chain. The belt would have little wear on the pully so replacing the belt regularly & checking the bearings would be the only regular maintenance. There is no perfect system even the gearbox in the Rotax has problems with lead contamination from Avgas. Engine oil with all its contaminents is not the best lubricant for a gearbox. This is the way I see it, I am not an engineer just a very interested observer. johnr
  10. johnr

    Rotax 915is fuel injected turbo 135 hp

    300 The Mercedes petrol & diesel engines are avaulable from <www.fk-lightplanes.com>. I have flown over 3000 km in the company of the 3 cylinder petrol turbo Mercedes & a number of times in the left seat. The FK9 was originally the demo plane for the importer into Australia & it is now owned by a fellow club member. The gearbox is driven by a very wide (about 75mm) toothed belt which appears to be well over engineered & would be very easy to replace. It may easily absorb more power than gears but because of the ease of replacement of belts & bearings it would be my personal preference to gears. The first diesel powered LSA for delivery to Australia is due in the next few weeks & with a bit of luck I will get to fly in her. The diesel turbo has 80Hp & weighs 89Kg installed. The petrol is about 79Kg which is near the installed weight of the 912. The main benefit would be the economy & availability of Jet A at 9 litres per hr. The lower fuel burn would more than make up for the extra installed weight of the diesel. There is one other advantage , the core is a standard Smart car engine which I believe is about $3500 Au. I do like the Rotax 912s, love the 914 but for me the Mercedes is a real alternative & my next plane may be powered by a diesel. johnr
  11. johnr

    Rotax 915is fuel injected turbo 135 hp

    285 I have a 914 fitted in a Jodel D11. Its a superb engine so much smoother than the 912UL. It has all the chariteristics of the 80Hp which is also a very smooth running engine. If I had a choice I would choose the 914 then the 80Hp in the CTsw. The 914 has 115Hp for 5mins 5800 rpm & continuous 100Hp 5500 rpm (up to 15000 ft due to the turbo) . The 914 is expensive near 50% above the 912, The 80Hp is fitted to many CTs in Europe & there is little difference in take off or cruise compared to the 100Hp,( you can go on the European websites & compare the performance of the 80Hp against the 100Hp almost exclusivly fitted to US imports). They are limited to 480Kg MTOW in Europe in the light weight class. It is my understanding that the MTOW is often ignored with aircraft taking off with 1 pax & max fuel. As a comparison in performance The 914 has a capacity of 1211cc, The 3 cylinder turbo Mecedes Smart motor is 814 cc, it is rated at 105Hp as fitted in the FK9 in Germany. It would appear from that comparison that the Rotax only relies on a low pressure boost & that it could probably withstand considerably more boost to increase the HP. Fitting the intercooler would in itself give a significant increase in HP. The Mercedes has a gearbox with a centifugal clutch, on tick over the prop does not rotate. I have travelled over 3000Km in the company of a FK9 with the 3 cyl turbo. At 100Kn the fuel burn was less than 10 Lph. The engine is near silent at cruise. The computer also measures the fuel burn so accuratly that the pilot would know accurately to the litre what was required to top up his tanks after a 3 hour flight. I suspect with the Mercedes that the centrifugal clutch is neccessary to allow the engine to reach a rpm range where the turbo is producing boost. There may not be enough power to drive the fixed blade prop without the turbo.I would like to know if I am correct in that assumption. John
  12. johnr

    Flap problems Why?

    52 Thanks for the tips, I will remove both + & - leads, its little extra effort & even if it makes little or no difference I will have completed one more test. My problem is its such an occasional fault that its probably impossible to diagnose until there is a total failure. I think it comes back to ensureing that it is operating correctly during every pre flight check. This was part of my original post as I believe that it should be in everyones pre flight checklist to operate the flaps & look to see they are operating in the correct sense. John R
  13. johnr

    Flap problems Why?

    31 Thanks for the reply Anticept, I will certainly concentrate on the potentiomete, however it is difficult for me to understand how the potentiomete would cause a wrong signal that would correct its self on shut down & restart. Have you had experience of a situation where the reverse will correct its self after shut down & restart. Electronics do not like power interruptions, have you had any problems after shutting down the engine with out turning powere off?. Most pilots would not admit it, Its only happened to me on 1 occsion that I can recall. I am fortunate in having a friend who designs circuits & programs them. Is there any where I can get some technical information to get him going in the right direction, such as circuit diagrams & specs. If the expected outputs were known & wireing could be identified it would make for a much easier & accurate diagnosis. Substituition is a great way to test but not at the prices of Flight Design components. To further increase the dificulty it has only occured twice in the last 18 months John R
×