Jump to content

George in San Diego

  • Content Count

  • Joined

  • Last visited

About George in San Diego

  • Rank
    Jr. Crew Member
  • Birthday 11/07/1955

Profile Information

  • Location
    San Diego, CA
  • Interests
    pipe organ music, flying, motorcycles
  • Gender
  1. I tend to look at things from a "function over form" standpoint. Could the whole quilted covering approach be an attempt at serious sound deadening? Let's face it, these ARE noisy cockpits.
  2. I've been through the same thing. First the pump then a few months later the sensor. There was a thread on this a couple of years ago as we discussed whether low pressure mattered in straight/level flying. The consensus was that fuel would gravity feed itself to the engine. George
  3. <<Also, be aware that the Rotax guidance changed recently, and now the only oil Rotax recommends for all fuel types is Aeroshell Sport +4 (semi-syn). Other oils will certainly work well, but they are not the recommended oil by Rotax.>> What about AV-9 oil? Or, is this no longer available? My airplane came with a case of it in late 2012. It's just about used up.
  4. I bought the Sporty's unit several years ago. I haven't used it enough to have an opinion other than perhaps I should use it more just to know how should I actually need it! What are the "negatives?"
  5. ‚ÄčI fly a CTLS which is not a CTSW but one thing is sure...just because your friend holds a CFI certificate and you both are LEGAL to fly Single Engine Land, based on what I'm reading here, neither of you have a clue what you're in for. Roger has given the best advice yet in my opinion (and he is the CTSW man). If I may, I'd like to add a bit more. ‚ÄčConsidering what you paid for this airplane, what's another $1,000 or $1,500 to take a few days and go to another state by car or commercial aviation to a flight school with a CT specialist and take the Flight Design Transition Course. I came into mine with 600 hours in small Cessnas and I will tell you my transition training was the best money I could have spent. Just swallow your Montana pride and pilot machismo and DO IT. You will thank all of us later (and you might find your insurance company may not even talk to you without said training!) All you hot jocks might laugh, but I made 15 landings before I started to get the hang of it...all of them 62 kts with flaps 15. Once I got better at it, I tried one at 30 with the CFI to see what happens. I distinctly remember the (then) National Sales Manager of Flight Design (John Gilmore) telling me to never use more than 15 degrees of flap until I have 50 hours in the airplane. Ultimately this was good advice. Pointers from my experience, FWIW 1) Sight picture: Due to the wide cockpit, you will land sideways with right Main forward if you use the Cessna sight picture. centerline must be in the left corner of the windshield. This took me a while to get used to. 2) There is no stall warning horn in these things (No one has mentioned that yet). Don't wait for the noise as there won't be one. Watch the air speed. 3) Stick forces are easily manageable due to the powerful stabilator. Keep the Trim on the marker and just put the stick where you want. 4) The problem with the 62 kt approach is the airplane is still flying and will probably float. Pilot induced oscillations will happen. Go EASY on the stick. Go AROUND 5) Buckaroo asked several times about reconfiguring flaps at GoAround. I don't have the POH handy but it says the airplane will climb in any flap setting. Indeed, it climbs better with flaps...the more flaps, the more it levitates like a helicopter! Just keep the nose down and enjoy the view. Touch and goes can be taken literally, touch, hit full power and go. Simple. No mixture, flaps or gear worries. Just fly the airplane! 6) Finally, I use 30 degrees most of the time now, but it does require more sense of precision to get it just right. Someone mentioned how it doesn't want to descend and this is true. 62 kts with 15 means it probably won't follow the VASI. I was taught to switch to flaps 15 at 80 kts. pitch for 75 on base to get down, turn final, pitch back for 62. If right, you'll get to the numbers. If too high (usually) you might have to forward slip or just use a lot of runway. I found at my home field I had to come in low with all four VASI lights RED to land the 62kt approach. Normal 30 degree landings at 48-50 kts follow the glideslope more like a C-150 coming in at 60. I should add that I am usually well under Gross. This is serious and I can't emphasize it enough...Get a CFI totally experienced in your airplane type. These things are light as a feather and are great fun but they are not your grandfather's Piper or Cessna.
  6. Like Doug, I have been using the Tuff Jugs. They are available at Cycle Gear stores (nationwide chain of motorcycle accessories and apparel, etc.) They cost about $40 each but will obviously pay for themselves in fuel savings over Avgas shortly. Most non-aviation folks agree that typical E10 fuel shouldn't be allowed to stand for months at a time like 100LL. As such, I prefer to never keep more than 20 gallons in the airplane unless I'm going somewhere far enough to use it up. I have the rubber extenders (also available from C.G.) and use them only if I'm topping off. This year I've flown only locally so I pour in 5 gallons at a time to freshen the fuel. I put the Tuff Jug onto the "paint platform" on the ladder, climb up two steps, then set it sideways on the top of the ladder before finally lifting it over the fill opening. If the cap is tight with the seal in place these things will not leak. I've never put a drop of gas on the wing yet. If you can manage to lift about 35 lbs, I can't imagine a better solution. Just go to a gas station, fill the jug(s) and put into the airplane right away. -George
  7. Thanks for the info. Money being no object, as technology advances so quickly, one could be tempted to do a panel upgrade at every Annual. I got my transition training in an '09 with the 696 and auto pilot. The bigger 696 certainly gave a better picture. If the unit I have was easier to use, I'd be happy. As it is, I'll probably be looking into the iFly. Can one strap one of these to a kneeboard like an iPad MINI?
  8. Forgive me for my ignorance, but it's my understanding that anything installed in the CTLS as part of the original factory equipment list can not be changed without a Letter of Approval from FD. I would assume the aircraft's only navigational device, namely the 496 in my 2008 model, would certainly meet that regulation. One could ADD a "portable" GPS of one's choice, but don't we need an LOA to REPLACE the 496 with new 660 or any other GPS? -George
  9. Glad things did work out for those who could get there. Weather forecasting seems more art than science sometimes. According to my sources the weather around Page Thursday and Friday would not have been flyable. It certainly wasn't at home and our system would move East. Main thing is to stay safe. So...maybe next year.
  10. What day(s) were these taken Duane? We've had low overcast and drizzle for half a week and it's not over yet in San Diego. -George
  11. Finally had time to go fly today. Put another layer of tape around the right wing...and no more squealing. So the wing root taping is my problem. The issue is what will make it stick more than a couple of hours. Guess I will just keep working with it. -George
  12. Glad to see this topic again as I have been dealing with it for a long time. Previously I have been able to identify the bad tape spots (top of wing at root, or on leading edges and after applying new tape, it would be quiet for a few hours. Yesterday's flight was typical. Normal for 15-20 minutes and then it starts. This time I was able to notice a change in sound when covering the right fuel sight gauge hole with a Sectional so when I landed I checked right wing root tape. Didn't see anything. A mystery. I notice that in level cruise if I pop the nose up a bit, the noise stops. Pop it down slightly and it squeals worse. I wound up coming home at 4,500 rpm and about 100 kts to minimize the racket. I've GOT to figure this out as its MOST unpleasant. I believe I have the wrong kind of tape.
  13. My first airplane, a C-150/150 was heavily personalized by previous owner, complete with a new N number 151CM. "151" because it wasn't a 150 or a 152. It had a decal 150-squared (little 2) on the tail. CM were the owner's initials. Being a Mooney instructor, he acquired a pair of 201 yokes and put them on the Cessna. His wife looked at it one day and decided to name the plane Herbie (of The Love Bug fame.). He also had a 210 which had a man's name. "Herbie" is engraved on the yokes so can't do anything about that. The plane is well known in these parts. Everybody except ATC calls it Herbie. So then comes N77GP (an LS with GP being original owner's initials.). When I flew it home, it happened to wind up tail to tail with Herbie when it dawned on me this was a modern 2 seater 22 years newer with similar color scheme. The name would have to be Herbie, Jr. So "Junior" it is.
  14. Just noticed this thread. I wondered if it is possible to have a tweaked leg as I always have more fuel in left tank. Will need to get one of those 8' Levels Roger mentioned but I actually did measure wingtip to floor and its low on left side. Hmm. The mechanics discovered little minor crunchies under the left upper leg fairig at Annual. Fixed per FD instructions for $400. Perhaps there's more to this. I know original owner had landing troubles now and then. No one suggested bent landing gear though. How DO you put a permanent kink in a composite gear leg? More importantly, how do you Fix it?
  • Create New...