Jump to content


  • Content Count

  • Joined

  • Last visited


  • Rank
    Jr. Crew Member

Profile Information

  • Location
    Albuquerque NM
  • Gender

Recent Profile Visitors

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

  1. Parts for the Seat Belt Reinforcement are free from Flight Design here in the USA. You have to pay for shipping ($12 for me in New Mexico).
  2. I am having software problems so I sent Dave Armando an email. In addressing my problems he suggested I could just wait until the newest software release.
  3. You may never intend to do a return to the runway turn and so never practice for it. But at really low altitude the loss of an engine is possible and landing straight ahead is the only option. How many, I wonder, while on takeoff, climbing at Vx, have put their throttle to idle at 100'? Have you experienced the push necessary to keep enough speed to land?
  4. I received an email today from Dave Armando (Flight Design - director of maintenance) and he said Skyview version 11.1 would be released by the end of the month for us to use in our CT's. The actual quote from his email: "The newest version 11.1 will be out by the end of the month and the Beta tests have solved alot of issues and will provide greater access to settings for you"
  5. Impossible turn: I started out with practice at altitude. Then I moved to the airport environment at 500', then 400', then 300'. When I put it to idle, I hold the nose up until 40kts IAS. If I'm climbing at Vx, this occurs quickly. I briskly push to a G-load of 1.2 to 1.5 (I have the G-meter displayed). I bank at 45 to 60° and speed builds to the low 60's. At 300' it's tight but doable; 400' is no problem. The one suggestion I have that I haven't seen here is to practice at the actual altitude where you think you would be making this turn. Altitude practice is certainly safer but if you ever think you'll do something like this (rather than straight ahead or activate the BRS) then practice at the altitude you'll use. At least you've got an engine to use if you botch the turn.
  6. DO NOT INSTALL THAT UPDATE. Read the email reply I just received from Flight Design: ===================================== Thank you for your mail. You don't need to upload Skyview new engine sensor definition file "sensor_03_27_2014.sfg", as changes in this file does not have influence on CTLS aircraft performances. We strongly do not recommend to do this update. If any questions, please, let me know. Thank you! Best regards, Oles Kravchenko Flight Design Web-Support web-support@flightdesign.com NEW ADDRESS SINCE JANUARY 01st 2014! Flight Design GmbH Flight Design GmbH, Zum Tower 4, D-01917 Kamenz Tel.: +49 (0)3578 / 37335 - 0 Fax: +49 (0)3578 / 37335 - 69 Web: www.flightdesign.com Commercial Register: Dresden HRB 32961 VAT ID No.: DE 147857992 Board of Directors: Matthias Betsch(CEO)-Oliver Reinhardt-Christian Wenger
  7. My CTLS is running the Skyview v 6.2 provided by FD. I noticed there's a new SENSOR UPDATE on Dynon's page that they recommend for all Skyview users (sensor_03_27_2014.sfg). Should I install it?
  8. I've downloaded the new firmware from the web site but I haven't tried to update my Skyview units yet. I've been waiting to hear about problems upgrading. What problems did you run into, Doug, that needed another file from Dave Armando? Thanks, Gregg
  9. Have you tried to climb at Vx or slower on take off and abruptly bring the engine to idle at 100' (while still over the runway)? That's not in anyone's comfort zone but it could happen and if you haven't practiced it, while you have an engine to keep you from fixing a botched 'recovery' & landing, then you're in for a nasty surprise in case you have an engine failure close to the ground while your nose is high. The first few times I tried this, it was a real eye-opener. One hundred feet, nose high & slow -- that concrete looks massive & close. I believe one should practice emergency procedures in case something does go wrong. How does this relate to pattern work? As a new student I was to do the exact same pattern every time. If something was unusual, I reasoned, adapting would be difficult if not prepared for. So, with the consent of the tower, I began getting experience with other than the standard left pattern from 1000'. I don't get much out of long down winds at 1000'. [Again - no other planes in the class D airspace, no trees, people or buildings around and flat employ dirt all around the airport.]
  10. My situation is unique because my airport is class Delta and importantly, as I mentioned above, the whole area is flat. Not even a tree in sight. No houses, no people. I watched the video of the pattern in Georgia by FastEddieB above. The runway is in the middle of a forrest. No place to land easily except that runway. Near my airport a C-172 made an emergency off field landing due to engine problems. There was no damage whatsoever to his plane. Nice flat hard packed dirt.
  11. In two years and almost 2 months I've flown 320 hours in my CTLS. My wife thinks I'm nuts cause I rarely leave the airport perimeter. The airport, as I said, is in the middle of nowhere, completely flat, no trees. Nobody to hit, no buildings but hangars & the tower. If I have to set it down in the dirt then I may damage the gear. I don't worry about other aircraft because I'm in class Delta and the tower has positive control. None of my turns or pitch excursions bust any FARs. I travel frequently to California where I rent a 1946 Champ. I've got 110 hours in that tailwheel with over 1000 landings. The most difficult thing I do in the Champ is roll the tail wheel along the runway but not let the mains down. To do this (& keep it in that nose high attitude with only the tail keeping contact), the power must be constantly adjusted because the elevator is useless at raising the nose while the tail wheel is rolling along the runway.
  12. Every time I touch down, the axis of my aircraft is aligned with the runway. Irrespective of the wind, I'll roll on one side or the other of the main gear wheels. Of course, with a strong crosswind, you can't only put down the opposite wheel. In calm wind I've put it down on one side, kept contact with only that wheel while rolling that wheel of the airplane from one side of the runway to the other and back. With 4500 landings in my CTLS I've gained a pretty good feel for the aircraft. It's not like I've never made mistakes, either. The gentleman figuring out distances starts off with an incorrect assumption as to the length of my crosswind & base. I don't measure my distances but I do keep track of time & numbers of landings.
  13. 55 to 65kts; base & final are at idle. Kinetic & potential energy (speed & altitude) at the numbers on downwind mean I won't have to depend on my engine for the rest of downwind base & final. I like to slip to lose speed while close per the runway. Pull the nose up while slipping (maintaining tracking right down the center line) & speed bleeds away. Settle down in alignment with runway in the mid 40's At altitude I practiced slipping at speeds approaching stall. I wanted to know how my plane handles at low speeds so that I am not surprised by something bad close to the runway. In a slip with 15° of flaps at speeds approaching stall my plane's nose porpoises up & down uncontrollably (it does not do this with 0° of flaps). I can comfortably slip my airplane close to the runway to decrease the speed without having to stare at my indicated airspeed (which may be wrong due to the nose high, non-aligned attitude).
  14. s3flyer, send me your phone number & I'll call now greggalias1@mac.com
  15. Sometimes it is emergency maneuver practice involving teardrops at idle from 350'. Back and forth on the same runway multiple times. Those take longer because the runway is 7000'. Those are about 2 minutes.
  • Create New...