Jump to content


Popular Content

Showing most liked content since 07/01/2021 in all areas

  1. 3 likes
    Well I finally got her! "Lola" After swooning for the past few months I couldn't be happier to join the club. Picked up in Wisconsin and my first flight in the plane was over 1000nm to Montana. Had to divert slightly north away from building storms. Having weather on the Dynon really made that task easy as we were aware but kept getting more information throughout the flight effortlessly. Overnighted in Rapid City and got a chance of a lifetime to do a flyby of Mt Rushmore on our way west. Overall I just cant say anything bad. The CTLS is such a comfortable cruiser with so much capability. We operated near Max Gross most of the flight and still felt like the plane had power reserves and could climb as high as we needed, even in mountains. Peaked out at 10,000ft DA on the final leg of the trip. Coming through Mountains I am very familiar with but having the synthetic vision on the Dynon gave a really high level of confidence near terrain. We didn't cross any major ridge systems since I prefer to follow canyons and valleys as much as possible staying slightly above local peaks. happy new CTLS owner!!!
  2. 3 likes
    Just want to share some images from AeroJones Aviation CTLS Happy flying everyone 🥰
  3. 2 likes
    The problem has been fixed thanks to Roger Lee. I'm sure you all know Roger. Well, he's come through again. After talking for almost an hour on Friday and not coming up with an answer Roger said, "one more thing, check the choke shaft for a punch mark tell me which way it's facing". I did (after I found the small punch mark) and the 2/4 carburetor choke was assembled wrong. Punch mark 180 degrees out. After the 5 min. it took to remove the linkage, turn the shaft and put the linkage back on, I ran the engine and it seemed to be fixed. Saturday I put the cowl back on and went flying. Everything was as it should be. Today I flew again and did everything I could do to make it screw up, including sitting on the ramp for 15 min. after flying, to let everything get hotter. I did another T/O and then a touch and go and then declared the problem fixed. There a lot of questions: how long has it been that way? There doesn't appear to be any reason the previous owner would have been into the choke in the 150 hrs. that he had it. Why did it the wait 30+ hrs. that I flew it? How did it run as good as it did? I am not knowing! Thanks Roger
  4. 2 likes
  5. 2 likes
    You are in a room full of mechanics, how do you tell which ones work on CT's? They are the ones with bloody arms from working inside the instrument enclosure.
  6. 2 likes
    CTs are great cross country machines, if the weather and winds are not too bad. I have made several 800+nm trips in mine, and dozens of smaller 200-500nm trips. It's pretty comfy and 4hr+ legs are no issue if your bladder can handle it. Bill and I regularly flew 4hrs or more per leg going back and forth out West. For guys it's even possible to bring a bottle along as a urinal for more endurance, but you need an autopilot, patience, and a little contortionist skill. But if you solve that one problem 5-6hr legs become doable if you really want to.
  7. 1 like
    For anyone interested. Followed my friends Piper Super Cub as he made low passes over the Yellowstone river, MT. Flew about 100nm round trip and really enjoyed it. Had to put flaps in once or twice to stay behind him at 75kts with the nose down. Let me know what you all think! https://youtu.be/rgbklYZcJiM Chasing the Cub.mov
  8. 1 like
    Nice video, that river looks like a blast to fly down! I fly with a Legend Cub quite a bit, I usually stay at 0° flaps and that works out well. https://youtu.be/t3m0X4BwNT0
  9. 1 like
    I can't imagine why anyone would want to go back to SLSA from ELSA. I'm sure the manufacturer would consider it a waste of time and I would guess they would make it expensive for you. I have never found any downside to going to ELSA, it wouldn't affect the value on a 10 or 15 year old plane unless the owner made bizarre permanent changes.
  10. 1 like
    I think an ELSA with good documented maintenance will have as much value as an SLSA, even more to the right customer. If the airplane has many obvious "hacks" and one-line condition inspection log entries, then all bets are off.
  11. 1 like
    See the post I just made under Light Sport/Sport Pilot.
  12. 1 like
    In order for an owner of an SLSA to perform certain tasks, including signing off inspections, they must be either an AP or have successfully completed the 3 week course which cost $4K 13 years ago. These ratings allow you to work on/sign off inspections on any SLSA/ELSA aircraft. Even weight shift, powered parachutes, etc if you have the proper ad ons which drives the cost beyond $4K. I wanted to do all work/inspections on my SLSA and maybe some others, so I got my LSRM-A. I did one annual condition inspect for another owner who promptly wrecked his CT and tried to claim he ran off the back country runway into a pile of rocks because the brakes pulled him to the left and off the runway. Too many witnesses and a video showed his claim was bogus. If you convert your plane to ELSA, then you only need a 2 day course which allows you to do maintenance, inspections, and modifications on your owned aircraft only. Why wouldn't this option increase the value of an ELSA? Especially and older CT that will probably not be going to a flight school? In my mind it certainly wouldn't decrease the value. That's just my opinion but I'm sticking to it!😊
  13. 1 like
    I converted my SW to ELSA and was the best thing I did. There is no downside to it at all as long as the proper maintenance is being done by a competent mechanic. I have been able to make it a much better aircraft with better avionics, engine and propeller changes. And one very significant aerodynamic change.
  14. 1 like
    Advantages/Disadvantages of ELSA balance out, I don't think there is any "market discount" for them. I talked to two DARs before my conversion and they both said they have seen no difference in value/sales price. It all just depends on what the buyer is looking for. "can't be used in a flight school" means nothing to somebody that doesn't want to use it for training others, and "can do your own maintenance" means nothing for somebody who doesn't want to do their own maintenance. Pick your poison.
  15. 1 like
  16. 1 like
    Started a day early and left on Friday. Staying the night in Rawlins Wyoming. Hopefully will make the remainder of the trip tomorrow, but if not, should be there Sunday. Today was a long, but enjoyable day!
  17. 1 like
    Stop complaining...chicks dig scars!
  18. 1 like
    The coast is clear (no smoke) Yaquina Head near Newport
  19. 1 like
    I'm like you. I don't have the time right now, and I don't have the specialty tools either.
  20. 1 like
    Here you go. https://www.amazon.com/Unisex-Portable-Urinal-Female-Adapter/dp/B071KW29X1/ref=sr_1_39?dchild=1&gclid=CjwKCAjw87SHBhBiEiwAukSeUarMWrB7XzHSTS3u-T5pOHqxcm-9BmJVlFnTlf9QK47j-q677Sn2RhoCXHgQAvD_BwE&hvadid=502752616274&hvdev=c&hvlocphy=9032017&hvnetw=g&hvqmt=e&hvrand=9227890877048286759&hvtargid=kwd-1143406696479&hydadcr=29033_10193526&keywords=bottle+to+urinate+in&qid=1626181878&sr=8-39
  21. 1 like
  22. 1 like
    Roger's repair description sounds exactly like the the piece I riveted to the top of my inlet in the last pic I posted above.
  23. 1 like
    On long flights I often cross my legs at the ankles or bend my knees and put my feet flat on the floor , so that my legs aren't positioned under constant strain. Something I have considered but not tried (yet) is what is known as a "Texas catheter" or condom catheter. It's just like a condom that you roll over the...um...equipment, that has a tube attached at the tip going to a bag. With that setup you can just fly along and relieve yourself at will with no fuss. Doesn't work for the ladies and again I haven't tried it, but it might be a great idea for the really long hauls. I have heard some military pilots use them. Here's the kind of thing I mean: https://www.amazon.com/Incontinence-One-Week-Catheters-Self-Seal-Draining/dp/B01DHDTAK2/ref=sr_1_49?dchild=1&keywords=texas+catheter&qid=1625663697&sr=8-49
  24. 1 like
    I fly from the right seat. I wear Merrell Encore shoes that slide on and off easily. On long trips, I remove the shoes and put my right foot to the right of the rudder peddle and the left foot between the rudder peddles. If one needs to engage the rudders quickly and firmly, one is pushing with the bare foot, but it's certainly doable. I can slide each foot back into the shoe easily without using my hands. As far as bladder relief, find your nearest glider port and go down and have a chat with them. Many gliders have recumbent seats and there are a number of different approaches to bladder relief. As you know, many gliders stay aloft for 3-6 hours.
  25. 1 like
    Go to these sensors in the engine compartment and if the wire connector moves easily squeeze it with a pair of pliers to tighten them. Also you probably need to tighten the ground and that's the bolt on the top right side up above the white engine mount that goes through the firewall. There are 5 grounds that emanate from the battery terminal. Tighten those too. Call me for a more detailed explanation.
  26. 1 like
    I stuffed the seat bottom with a couple layers of premium high density foam - that made a world of difference. Almost so much foam it was difficult to get the seat cover over top of it. Prior I'd have a sore butt within two hours. After - I've done as much as 7 hours in a day and feeling so much better along the way. Buying the David Clark One-X ANR have been a nice treat too - I wish I had purchased these sooner. Feed some tunes in with bluetooth, the hours go by quick and pleasurable.
  27. 1 like
  28. 1 like
    My CTSW was repaired for a wing fuel leak at the FD main headquarters. My leak looked to be the same color as your wing but my leak (actually a series of small bubbles) was on the bottom of the wing our from the fuselage and towards the leading edge. There have been quite a few CT's needing this. There is an oval shaped access port which is about 12" X 10" in the wing's lower skin, about 3 to 4 feet out from the fueslage. This port can be seen when there is heavy moisture in the air and it has a different condensation pattern than the rest of the wing. This port is removed to access the integral "wet wing" fuel tank for repair. Access can also be done thru the small inspection port in the wing roott. The defective portion of the wing that is leaking is removed, new composite is patched in, and the fuel tank is "sloshed" with Creme Weiss" which is a two-part liquid that hardens and is impervious to alcohol fuel. The CT fuel tanks were sloshed with this material during the factory build of my 2006 CTSW but I do not know if this procedure is still used.
  29. 1 like
    For removal I slit the hose, for installation I use a little silicone spray. I don't like having the hot coil from the heat gun around the fuel.
  30. 1 like
    I think I'd just soak the whole assembly and call it good. I'd hate to get it hot from friction getting the key out and cooking it off...
  31. 1 like
    My solution to towing ............. Just kidding. Bored due to delay and saw that towbar lying around. Just had to do the pic.
  32. 1 like
    I gotta say, my favorite part of the preflight is pulling the plane out of the hangar (holding the base of the prop) and turning it 90deg by lightly pushing down on the tail and walking her around. In my short time flying I've given flights to several passengers and each one bursts out giggling when seeing the routine. The joys of a featherweight plane...
  33. 1 like
    A Diamond TwinStar suffered total engine loss after a "jumped" start. Found this after a quick Google search: "The scenario unfolded thus - the battery died and the aircraft had to be jump started. Takeoff went OK but raising the gear caused an electrical drop which normally a charged battery would have masked. The result was, both ECU's shut down, and therefore both engines. Probably the pilot could have restarted the engines given airspeed and altitude (the two things you cant get back).. but not with a dead battery." Different beast than a CT, to be sure, since the ROTAX is self-energized once running, but it drives home the point that a weak battery can cause real headaches, sometimes in unforeseen ways.
  34. 1 like
    Try full rpm , zero flaps, and dial in 30degrees at 40kts. up up and away
  • Create New...