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bseager

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Everything posted by bseager

  1. bseager

    having Flap problems? check this out!

    Thank you Roger for this tip, we tried this yesterday on my 2006 CTSW that had been experiencing unexplained flap deployment issues. As we squeezed the board flap operation became intermittent. Interesting to see the broader maintenance issues emerge as the fleet ages, first ignition modules and now flaps.
  2. bseager

    CT2K advice required

    After years of debate on landing the CT the analogy to a good golf swing really resonates with me. Great post.
  3. bseager

    I'm off to Fast Eddie land

    You mean a good steak dinner might push Charlie Tango to a 15 degree landing? Sorry, but in all seriousness I really have enjoyed the debate about landing and flying our CT's and I will be sorry to see the debates stop. We all learn and try new things when we see different ideas presented in a positive, spirited and constructive manner. I also happened to really enjoy the NASA debates, just stop taking things so seriously.
  4. bseager

    Newbee with landing flap questions.

    I just have to chime in and say how much I agree with Roger on this one. Asking a pilot who is new to the CT to immediately attempt full flap landings is asking for bent gear and total loss of confidence. I learned to fly on the CT and my instructor was smart enough to start with 0 flap landings and we progressed through to full flaps as comfort and confidence levels rose. After flying Diamond aircraft (along with my CTSW) over the last 10 years you realize the CT is a different animal when it comes to landing and needs to be treated carefully until you are really familiar with it.
  5. bseager

    Marc brake fade

    650 hours on my 2006 CTSW with no issues at all with my Marc's
  6. bseager

    USA registration question

    Thanks for the clarification Jacques. It is interesting that the US LSA regulations were initially based on the Canadian Ultralight rules, but they didn't keep the best parts; no speed limit and variable pitch or constant speed props. I agree with Doug that crossing the border should be a much easier process than it is.
  7. bseager

    USA registration question

    I believe this issue is reciprocal. The US will not allow any Canadian pilot to fly into the US unless they hold a Private license or higher.
  8. bseager

    Vbrs

    The issue is related to mutual recognition of a Private license or higher. I have a Private and can fly my CT into the US but if I just had the Ultra Light Permit I could not. I believe it is related to both countries recognizing a standard of training associated with the Private license and the associated medical that validates it. I would love to see Canada adopt the US LSA medical requirement and eventually head the same direction with the Private. It will be interesting to see howTransport Canada reacts once the US has a bunch of Private pilots without current medicals wanting to cross the border.
  9. bseager

    Vbrs

    Jacques, is your airspeed indicator red line at 145 knots as well? Seems like if the aircraft was potentially destined for the US for sale the POH has the lower Vne
  10. bseager

    Vbrs

    [quote name="Eagle Wings" How did you go that fast? Were you descending? Yes in a shallow dive
  11. bseager

    Vbrs

    I have always been confused about the variation in Vne, I have a 2006 CTSW here in Canada which has a POH Vne listed as 162 knots. I believe it is the exact same airframe as the CTSW's in the US, just operated under Canadian Advanced Ultralight regulations that limit max weight to 1232 lbs. The only difference is we have no speed or altitude limitations and can reflex flaps to -12 and have a constant speed prop. Can anyone explain the Vne difference? Should give comfort to you all that the real Vne is 162 knots and I have flown it that fast and nothing fell off.
  12. bseager

    Tannis Engine Heater

    The light bulb and blanket treatment worked great for my CTSW over a winter in the Canadian Rockies. Never had an issue starting even in -20 temps.
  13. bseager

    Has NASA lost its way?

    I recently attended one of Dr. Moore's talks on this subject. I found him to be intelligent, well spoken and credible. If you want to refute his points on the science we are all ears.
  14. bseager

    Has NASA lost its way?

    Have a look at this link to a talk given by the Founder of Greenpeace on Climate Change, most interesting http://technocracy.news/index.php/2015/10/30/former-president-of-greenpeace-scientifically-rips-climate-change-to-shreds/
  15. bseager

    Has NASA lost its way?

    I think CT_MATT is on the right track. Climate change has been occurring continuously over those long 4.5 billion years often violently. Too assume man is unduly influencing the long term climate change for the planet is unreasonable and smacks of hubris. Why do we think our 75 years on the planet is when the catastrophic changes will be set in motion, it is ridiculous but is typical of our need find a cause and to matter in the big scheme of things. Historic periods of vulcanism played havoc with the planet's climate far more than all the greenhouse gases we could ever hope to emit. Short term climate change is wildly unpredictable and the best advice for us is to ensure resiliency in design of our infrastructure, agricultural practices and yes, aircraft design.
  16. bseager

    Diamond D 40

    My DA40 is a 2012 with 150 hours on it. If he meant a DA20 I got my private flying one of those and they are much more similar to a CT. Very similar speeds for approach, flaps etc. cruise about the same speed as well. The DA40 cruises at 150 knots.
  17. bseager

    Diamond D 40

    I own a DA40 XLS and a 2006 CTSW and I can tell you they are not even close in how they handle. The CTSW is a sports car and the DA40 a bus (in relative terms). I would say the CT roll rate is 4 times faster than the DA40. The CT is much more fun to fly and can be a handful to land in gusty conditions but I think my 90 year old mother could land the DA40 it is so stable. They are both great airplanes but have completely different missions in my view. The CT is for Saturday morning rips and the DA40 is an A to B aircraft when you need to bring along a few things like golf clubs.
  18. bseager

    Help! Ignition system failure

    Just to let everyone know, the replacement of my ignition modules (the cost of new modules) was covered 100% by Rotax as a warranty item without any action on my part. Was about a $1300 credit on the invoice.
  19. bseager

    Scared Myself Today

    Good job deciding to go around, with the responsiveness of the CT it is usually the right choice if the landing isn't working out especially if you get into the oscillations you experienced. I think you handled the 30 degree flaps fine in the approach and touch down so I don't think it was a factor. But as Eddie points out don't forget to keep the aileron inputs in as you roll out , especially with 30 degrees of flap because you will be more reactive to gusts. And don't worry about this, we all scared ourselves after getting our tickets. My Instructor(s) told me there would be 'learning moments' as a low time pilot and they were right.
  20. bseager

    Help! Ignition system failure

    Just to close the loop on this, my starting issues were solved with the replacement of the Franz Ignition Modules. Apparently there were a series of engines produced around 2006 that were equipped with a batch of bad modules. Even though it took six or seven years to show up it sounds like I will get some credit for the cost of the new soft start modules. So if you have a 2006 CTSW and you start having inexplicable starting issues, consider the modules as a likely suspect and get them checked.
  21. bseager

    Help! Ignition system failure

    I am having a very similar issue with my 2006 CTSW. Intermittently it just will not start. At other times it starts and runs normally. I expect the issue may well be as described above, faulty modules being the culprit. My mechanic has ruled out fuel supply issues and has inspected the wiring and has found nothing. He also feels it could be the ignition switch as he did not believe it was possible for the modules to fail together and prevent a start. In either case, if it does start normally do you think this is an 'in-flight' safety issue? If the fault were to occur in flight, would the engine quit?
  22. bseager

    The efficient CTSW

    Maybe IZZI is at fast as IMSB Heinz. Sounds like a fun trip. How is the new Hangar at Fairmont?
  23. bseager

    What do I do? What do I do?

    I should point out that my CT did not come equipped with a BRS, I added it later so perhaps that explains the placarded higher VNE for the aircraft when it was delivered.
  24. bseager

    What do I do? What do I do?

    Roger, yes I have a BRS1350 HS chute, maximum deployment speed is 180 mph I believe. and no, no struts yet. Must be help up in Canadian Customs. Do you have any way to trace it?
  25. bseager

    What do I do? What do I do?

    In Canada operating a 2006 CTSW, the VNE is 162 knots, I know it is less for LSA (145?). It is the same airframe so I always wondered about the difference. In Canada we are restricted to 1232 pounds max weight. I point this out because that VNE buffer may be much larger than you think operating as an LSA. Anyone have any ideas about the difference, is it just the maximum weight allowed?
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