Scrapman1959 Posted May 26, 2015 Report Share Posted May 26, 2015 That should be a very nice avionics suite. So the AP servos are from garmin? I wasn't aware they had other servos besides the GFC 700 servos. Link to comment Share on other sites More sharing options...
FlyingMonkey Posted May 26, 2015 Report Share Posted May 26, 2015 And you can simulate the radials by dialing in the VOR with waypoints and using the skyview HSI. Good practice, and then a few hours before checkride, use an aircraft with an actual NAV. You can also buy a handheld nav radio for practice. Then go use one that has a nav radio for the last few hours. I did a practice ADF approach with my D-100 by entering the NDB in the 496 as a destination, and the GPS displayed it on the D-100 HSI. Pretty cool. Link to comment Share on other sites More sharing options...
gbigs Posted May 26, 2015 Author Report Share Posted May 26, 2015 That should be a very nice avionics suite. So the AP servos are from garmin? I wasn't aware they had other servos besides the GFC 700 servos. Yes. Garmin G3X series is new since you started your build. Did you add ThermX Deice package? How did you do the deice for the windshield if so? Link to comment Share on other sites More sharing options...
kwmoore Posted May 27, 2015 Report Share Posted May 27, 2015 I'll chime in because this subject interests me. As mentioned in a different thread I'm a mid-time pilot (2600 hr) with more than half of that time in high-performance ASEL as well as numerous long cross-country trips to the northwest, midwest and back. However I have not flown turbocharged or pressurized aircraft in the flight levels. Nor am I a builder type. In fact, I would not want to fly any aircraft that I had built myself! My wife knows that, if she sees me with so much as a screwdriver in my hand, she had better clear the potential blast zone promptly. I know a number of pilots who did their primary training in SR22 and it went well for them. Some others transitioned to turbine aircraft rather quickly, with less than 500 hr. For most it did take longer to get to PPL and IR than it would have in a more basic trainer. If you train with a good instructor and, importantly, be as willing or more willing to invest your flying $ in training/mentoring as in equipment, it should be a very rewarding experience. I think you'll find that the main challenges of this new (to you?) type of flying are not so much in the operation of the plane but rather in weather-related decision making, both prior to and during each flight. The long trips for which the ES-P is ideally suited will involve crossing multiple weather systems of different types, often in a single day. Experience and judgment are required to do this safely, some of which can be learned through study/training but a fair amount one just has to "learn by doing." For the latter, having a mentor pilot for a while can be really helpful. In my 2600 hr there were a few circumstances where I skated too close to the edge--but without being aware of it in advance! I was oblivious to those risks/hazards before they were upon me; that I emerged unscathed was as much or more a matter of luck than skill. As others here mentioned, I didn't know what I didn't know. As you expand your flying and travel capabilities, I recommend that you do so with caution and a degree of humility. Enjoy that ES-P! Link to comment Share on other sites More sharing options...
FastEddieB Posted May 27, 2015 Report Share Posted May 27, 2015 Nice post. I did train a Private Pilot applicant in his own SR22. He came to me after being dissatisfied with his progress with another instructor, who was loathe to let him solo. I got him solo'd in fairly short order and the checkride not long after that. I then trained him for a successful checkride in the same plane for his IFR rating. I then moved but I believe he's moved on to much higher performance aircraft without any major hassles. I don't think he'd mind me posting this photo of the happy day he became a Private Pilot: ] He's the taller fellow on the right. On the left is George Argy, a fellow I taught with a lifetime ago who is still an FAA examiner in S FL. Anyway, let me reiterate that much of the weather-related decision making could be worked upon right now, today, as 100Hamburger already has a plane capable of "crossing multiple weather systems of different types, often in a single day." And at about 1/3 the cost of getting the same experience in his new Lancair. Yet for some reason, he chooses not to. Just think its worth repeating. Link to comment Share on other sites More sharing options...
gbigs Posted May 28, 2015 Author Report Share Posted May 28, 2015 The Flight Design CTLS has been far more dangerous to fly than the Lancair will be...for instance, today I started out and had yet another electrical (Lane B light came on) issue after having just gotten the plane out of the shop down for a month total rewire of the plane. A factory new plane with burnt wires, cut grounds, bad EGTs, cracks in the fuselage, brake failures, and who knows what else is lurking.... The complete internals of the Lancair will be known to me - built in the USA. The installation of the TSIO-550-E Continental promises to be a far more stable aircraft with a far superior ability to deal with turbulence, and more marginal weather situations. The plane will have a full nav/com suite, deicing, and speed. One does not need a thousand hours of flying to fear and respect weather. Flying VFR is not negated just because the aircraft is capable of IFR flight. Link to comment Share on other sites More sharing options...
FastEddieB Posted May 28, 2015 Report Share Posted May 28, 2015 The Flight Design CTLS has been far more dangerous to fly than the Lancair will be...for instance, today I started out and had yet another electrical (Lane B light came on) issue after having just gotten the plane out of the shop down for a month total rewire of the plane. A factory new plane with burnt wires, cut grounds, bad EGTs, cracks in the fuselage, brake failures, and who knows what else is lurking.... Has any of this exploit led you to reconsider your mantra that buying new is always the best choice? Your experience may help confirm the old adage to never buy ver 1.0 of anything. I recall predictions of what often happens once the "bloom is off the rose". Regardless, sorry you're finding much of this out the hard way. I know you're enamored with your new Lancair build. Please don't assume it will be glitch free. As just one caveat, looking at your laundry list of avionics, just getting them to all talk to each other may end up being a Herculean task. Or not. Just don't have unrealistic expectations about how a custom "homebuilt" will seamlessly come together. Much experience by others would hint otherwise. Link to comment Share on other sites More sharing options...
gbigs Posted May 28, 2015 Author Report Share Posted May 28, 2015 Has any of this exploit led you to reconsider your mantra that buying new is always the best choice? Your experience may help confirm the old adage to never buy ver 1.0 of anything. I recall predictions of what often happens once the "bloom is off the rose". Regardless, sorry you're finding much of this out the hard way. I know you're enamored with your new Lancair build. Please don't assume it will be glitch free. As just one caveat, looking at your laundry list of avionics, just getting them to all talk to each other may end up being a Herculean task. Or not. Just don't have unrealistic expectations about how a custom "homebuilt" will seamlessly come together. Much experience by others would hint otherwise. Eddie. When we took delivery of our shiny new toy none of what was to happen was known, nor should it have happened. The lack of factory quality control is hurting Flight Design and that is tragic because the design is so good. I know the Lanciar will be better because 1. it's being built here and I will be in the middle of that and I won't allow a shortcut or an inspection skipped 2. I am buying a factory new engine built to the 'gold' standard. as you know, TCM engine designs are well tested with hundreds of thousands of hours behind them. 3. I am taking even more personal responsibility for aspects of the plane this time, for example, I only do oil changes now.... 4. the pool of expertise for FD is small in the A&P world, for the Lanciar with the TCM 550 it will be everywhere. All the trouble in the FD has been covered by the factory. But that does not compensate for the danger and the downtime. Sadly, I have grown to mistrust the aircraft now and that is a bad thing.... If much of this experience gets repeated, then I will move on to some other hobby...frankly, I don't see the upside to increasing the danger due to mechanical problems when there is already plenty of it due to weather and other pilots doing goofy things in the air and endangering everyone else.... At least on the golf course the worst two hazards are lightning and getting hit by some goof ignoring golf etiquette. I can control not playing in lightning conditions, no one can control some slapstick teeing of into other people... Link to comment Share on other sites More sharing options...
FlyingMonkey Posted May 28, 2015 Report Share Posted May 28, 2015 Two words: infant mortality. Look at a curve of failures in aviation engines, and you find it's higher for brand new engines than it is for mid-time engines. Lots of unforeseen, unexpected failure events that "should not happen" still do. Even with show-quality workmanship. Link to comment Share on other sites More sharing options...
FastEddieB Posted May 28, 2015 Report Share Posted May 28, 2015 2. I am buying a factory new engine built to the 'gold' standard. as you know, TCM engine designs are well tested with hundreds of thousands of hours behind them...And at least a couple thousand of those hours were flown by me! Continentals, Lycomings and Rotaxes are all fine engines. But none are perfect. Go to the Cirrus owner's site and you will find plenty of grousing about cracked cylinders, bad lifters, starter adapters and what seem like far too many engine stoppages. And lts of complaints about quality control in general. Mainly IO550N's. Just go in with your eyes open - you may have had unrealistic expectations concerning your CTLSi and you may also have unrealistic expectations concerning your new Lancair. Word to the wise, and all that! Link to comment Share on other sites More sharing options...
gbigs Posted May 28, 2015 Author Report Share Posted May 28, 2015 And at least a couple thousand of those hours were flown by me! Continentals like Lycomings and Rotaxes are all fine engines. But none are perfect. Go to the Cirrus owner's site and you will find plenty of grousing about cracked cylinders, bad lifters, starter adapters and what seem like far to many engine stoppages. Just go in with your eyes open - you may have had unrealistic expectations concerning your CTLSi and you may also have unrealistic expectations concerning your new Lancair. Word to the wise, and all that! Like I said, I am giving this sport one last half million buck chance...if the same thing happens, will sell the hangars the planes and get out....i will end up making money anyway, so no harm no foul.... Link to comment Share on other sites More sharing options...
Ed Cesnalis Posted May 28, 2015 Report Share Posted May 28, 2015 'over the top' is relative. Burger's choice of engine may seem overly complex but then again if you want to fly in Nevada and California you have to cross mountain ranges so turbos make tremendous sense. Most people fly into hear cruising at 16,000 as opposed to me for instance usually flying at 10,000' in sectors where the MEA is 13,500 or 14,500. I like this proposed aircraft for the Western States and for someone that is a 'big' skier. Link to comment Share on other sites More sharing options...
Ed Cesnalis Posted May 28, 2015 Report Share Posted May 28, 2015 Burgers has flown in CA and NV, how many mountain ranges in CA and NV? I remember fastEddie posting about the snow in 'the california mountains' and it made me start naming the ones I could in the endless list. CA: Adobe Hills Alabama Hills Alexander Hills Alvord Mountain Amargosa Range Amedee Mountains Antelope Hills Argus Range Arica Mountains Avawatz Mountains Bacon Hills Bald Hills (Humboldt County) Bald Hills (Lassen County) Bald Mountain Range Baldwin Hills The Balls Berkeley Hills Bernasconi Hills Big Blue Hills Big Maria Mountains Big Valley Mountains Bighorn Mountains Bird Hills Bissell Hills Black Hills (Contra Costa County) Black Hills (Imperial County) Black Hills (Kern County) Black Hills (Riverside County) Black Hills (San Bernardino County) Black Mountains Bodie Hills Bodie Mountains Box Springs Mountains Brawley Peaks Briones Hills Bristol Mountains Buena Vista Hills (Kern County) Buena Vista Hills (San Diego County) Bullion Mountains Burnt Hills Cady Mountains Calico Mountains Calico Peaks Caliente Range Call Mountains Calumet Mountains Campbell Hills Capay Hills Cargo Muchacho Mountains Carson Range Cascade Range Casmalia Hills Castle Mountains Cathedral Range Chalk Buttes Chalk Hills Chalk Mountains Chemehuevi Mountains Chino Hills Chocolate Mountains Cholame Hills Chowchilla Mountains Chuckwalla Mountains Ciervo Hills Clark Mountain Range Clark Range Clear Lake Hills Clipper Mountains Coast Ranges Colton Hills Confidence Hills Coppersmith Hills Coso Range Cottonwood Mountains (Inyo County) Cottonwood Mountains (Lassen County) Cottonwood Mountains (Riverside County) Coxcomb Mountains Coyote Hills (Alameda County) Coyote Hills (Plumas County) Coyote Mountains Crafton Hills Crystal Hills Crystal Range Cuyamaca Mountains Darwin Hills Deadman Hills Dead Mountains Devils Hole Hills Diablo Range Diamond Mountains Domenigoni Mountains Dominguez Hills Dougherty Hills Dublin Hills Dumont Hills Dunnigan Hills Eagle Hills Eagle Mountains East Coyote Hills Elk Hills Elk Range Elkhorn Hills El Paso Mountains English Hills Fenner Hills Fish Creek Mountains Fletcher Hills Flynn Hills Fort Sage Mountains Four Brothers Fry Mountains Funeral Mountains Gabilan Range Granite Mountains Grapevine Hills Grapevine Mountains Gravel Hills Gravel Range Greenhorn Mountains Greenwater Range Griswold Hills Guijarral Hills Hemme Hills Hexie Mountains Hoodoo Hills Horned Toad Hills Horse Hills Horse Range Ibex Hills Indio Hills In-Ko-Pah Mountains Inyo Mountains Irish Hills Iron Mountains Ivanpah Mountains Jacalitos Hills Jacumba Mountains Jamul Mountains Jurupa Mountains Kalmia Hills Kelsey Range Kelso Mountains Kettleman Hills Kilbeck Hills Kilgore Hills King Range Kingston Range Kit Fox Hills Klamath Mountains Kramer Hills Kreyenhagen Hills La Loma Hills La Panza Range Laguna Mountains Lakeview Mountains Larkspur Hills Las Aguilas Mountains Las Alturas Las Colinas Las Lomas Last Chance Range Lava Bed Mountains Lava Mountains Little Chuckwalla Mountains Little Maria Mountains Little Mule Mountains Little Piute Mountains Little San Bernardino Mountains Little Signal Hills Lompoc Hills Long Buttes Los Buellis Hills Los Jinetes Los Viejos Lost Hills Marble Mountains (San Bernardino County) Marble Mountains (Siskiyou County) Mayacmas Mountains McCoy Mountains Mecca Hills Merriam Mountains Mescal Range Mesquite Hills Mesquite Mountains Mid Hills Middle Hills Mineral Range Mitchel Range Montezuma Hills Mopah Range Mount Buchon Mud Hills Mule Mountains Nelson Range New Range New York Mountains Newberry Mountains North Pinyon Mountains Oat Hills (Colusa County) Oat Hills (Mariposa County) Oat Hills (San Diego County) Oat Hills (Yuba County) Ogilby Hills Old Dad Mountains Old Woman Mountains Ord Mountains Orocopia Mountains Owlshead Mountains Palen Mountains Palo Verde Mountains Palos Verdes Hills Panamint Range Panhandle Hills Panoche Hills Panorama Hills Paradise Range Partlett Mountains Pedley Hills Peralta Hills Pine Hills Pinto Mountains Pinyon Mountains Piute Mountains Piute Range Pleito Hills Point of Rocks Potrero Hills (Richmond) Poverty Hills Providence Mountains Puente Hills Pyramid Hills Quail Mountains Rand Mountains Rawson Mountains Red Hills (San Luis Obispo County) Red Hills (Tuolumne County) Resting Spring Range Ritter Range Riverside Mountains Rodman Mountains Rosamond Hills Rosecrans Hills Sacramento Mountains Saddle Peak Hills Sagehen Hills Saline Range Salmon Mountains Salt Spring Hills San Bernardino Mountains San Emigdio Mountains San Felipe Hills (Santa Clara County) San Felipe Hills (San Diego County) San Gabriel Mountains San Jacinto Mountains San Joaquin Hills San Jose Hills San Leandro Hills San Marcos Mountains San Rafael Hills San Rafael Mountains San Ysidro Mountains Sand Hills Santa Ana Mountains Santa Cruz Mountains Santa Lucia Range Santa Margarita Mountains Santa Monica Mountains Santa Rosa Hills (Inyo County) Santa Rosa Hills (Riverside County) Santa Rosa Mountains Santa Susana Mountains Santa Teresa Hills Santa Ynez Mountains Sawtooth Mountains Sawtooth Range (San Bernardino County) Sawtooth Range (San Diego County) Scodie Mountains Scott Bar Mountains Scott Mountains Shadow Mountains Shale Hills Shandin Hills Sheep Hills Sheep Hole Mountains Shelton Buttes Sherburne Hills Ship Mountains Sierra Azul Sierra de Salinas Sierra Madre Mountains Sierra Nevada Silurian Hills Simi Hills Siskiyou Mountains Skedaddle Mountains Slate Range Soda Mountains Solomon Hills Sonoma Mountains South Hills Spangler Hills Sperry Hills Stepladder Mountains Summit Range Superstition Hills Sutter Buttes Sweetwater Mountains Sweitzer Hills Sylvania Mountains Talc City Hills Tecopa Hills Tehachapi Mountains Tejon Hills Telephone Hills Temblor Range The Badlands The Girdle The Palisades Three Sisters (Siskiyou County) Three Sisters (Riverside County) Three Sisters (Los Angeles County) Tierra Blanca Mountains Topatopa Mountains Trainer Hills Trinity Alps Trinity Mountains Tucalota Hills Tumey Hills Turtle Mountains Twin Peaks Vaca Mountains Valjean Hills Vallecito Mountains Venice Hills Verdi Range Verdugo Mountains Volcan Mountains Volcanic Hills Vontrigger Hills Warner Mountains Waterman Hills West Coyote Hills West Riverside Mountains Whipple Mountains White Hills (Inyo County) White Hills (Santa Barbara County) White Mountains Whitehorse Mountains Widow Valley Mountains Woods Mountains Yountville Hills Yuha Buttes NV Adobe Range Anchorite Hills Antelope Range (Nye County) Antelope Range (Pershing County) Antelope Range (White Pine County) Ararat Hills Arrow Canyon Range Augusta Mountains Badger Mountains Bare Mountain (Nevada) Barnett Hills Battle Mountains Belted Range Bilk Creek Mountains Bird Spring Range Black Canyon Range Black Mountains (Nevada) Black Rock Range Bloody Run Hills Blow Sand Mountains Blue Wing Mountains Bodie Mountains Bone Mountains Bristol Range Broken Hills Bruneau Range Buck Creek Mountains Buckskin Range Buffalo Hills Bullfrog Hills Bull Run Mountains (Nevada) Bunejug Mountains Buried Hills Burnt Springs Range Butte Mountains Cactus Range Calico Mountains (Nevada) Cambridge Hills Candelaria Hills Carson Range Castle Mountains Cedar Mountains (Nevada) Cedar Range Cherry Creek Range Chief Range Clan Alpine Mountains Clover Mountains Cocoon Mountains Copper Mountains Cortez Mountains Cucomungo Mountains Cuprite Hills Curnow Range Dead Camel Mountains Deep Creek Range Delamar Mountains Delano Mountains Desatoya Mountains Desert Creek Mountains Desert Hills (Nevada) Desert Mountains Desert Range Devils Hole Hills Diabase Hills Diamond Mountains Division Range Dixie Hills Dolly Varden Mountains Double H Mountains Dry Hills Dry Lake Range Duck Creek Range E - H[edit] East Desert Range East Gate Range East Humboldt Range East Mormon Mountains East Pahranagat Range East Range Egan Range Elbow Range Eldorado Mountains Eleana Range Elk Mountains (Nevada) Elko Hills Ely Springs Range Eugene Mountains Excelsior Mountains Fairview Range (Lincoln County) Fairview Range (Churchill County) Fernley Hills Fish Creek Mountains Fish Creek Range Flowery Range Fortification Range Fort Sage Mountains Fox Creek Range Fox Range Frenchman Range French Mountains Gabbs Valley Range Gap Mountains Garfield Hills General Thomas Hills Gillis Range Golden Gate Range Goldfield Hills Gold Mountain Range Goose Creek Mountains Goshute Mountains Granite Range (Elko County) Granite Range (Washoe County) Grant Range Grapevine Mountains Gray Hills Groom Range Halfpint Range Hannan Range Hays Canyon Range H D Range Highland Range (Clark County) Highland Range (Lincoln County) High Rock Canyon Hills Hiko Range Hiller Mountains Hog Ranch Mountains Home Camp Range Horse Range Hot Creek Range Hot Springs Mountains Hot Springs Range Humboldt Range Hungry Range Huntoon Mountains I - M[edit] Ichabod Range Idaho Canyon Range Independence Mountains Jackson Mountains Jarbidge Mountains Johnnie Range Jumbled Hills Junction House Range Kamma Mountains Kawich Range Kern Mountains Kinsley Mountains Lahontan Mountains Lake Range Last Chance Range (Nevada) Las Vegas Range Leach Range Leppy Hills Limestone Hills Little High Rock Mountains Lodi Hills Lost Creek Hills Louderback Mountains Lucy Gray Mountains Mahogany Hills Mahogany Mountains Majuba Mountains Mallard Hills Martin Creek Mountains Marys River Range Massacre Range Maverick Springs Range McCullough Mountains Meadow Valley Mountains Medicine Range Monitor Hills Monitor Range Montana Mountains Monte Cristo Mountains Monte Cristo Range (Nevada) Montezuma Range Mormon Mountains Mosquito Mountain Mount Irish Range Mountain Boy Range Muddy Mountains N - S[edit] Needle Mountains (Nevada-Utah) Needle Range Newberry Mountains New Pass Range New York Mountains Nightingale Mountains North Muddy Mountains North Pahroc Range Osgood Mountains Pah Rah Range Pahranagat Range Painted Point Range Palmetto Mountains Pancake Range Papoose Range Paradise Range Park Range Paymaster Ridge Peavine Mountain Peko Hills Pequop Mountains Petersen Mountain Pilot Mountains Pilot Range Pine Forest Range Pine Grove Hills Pine Nut Mountains Pinon Range Pinto Peak Range Pintwater Range Pioche Hills Piute Range Poker Brown Mountains Quinn Canyon Range Rainey Mountains Ranger Mountains Rawhide Hills Resting Spring Range Reveille Range River Mountains Roberts Mountains Royston Hills Ruby Mountains Sahwave Mountains Salmon River Range San Antonio Mountains Sand Hills (Nevada) Sand Range Sand Springs Range Santa Renia Mountains Santa Rosa Range Schell Creek Range Seaman Range Selenite Range Sentinel Hills Seven Troughs Range Sheep Creek Range Sheep Range Sheephead Mountains Shoshone Mountain Shoshone Mountains Shoshone Range Silver Peak Range Simpson Park Mountains Singatse Range Sinkavata Hills Skull Mountain Slate Ridge Slumbering Hills Smoke Creek Mountains Snake Mountains Snake Range Snowstorm Mountains Sonoma Range South Pahroc Range South Virgin Mountains Specter Range Spotted Range Spring Mountains Spruce Mountain Stillwater Range Sulphur Spring Range Sweetwater Mountains Sylvania Mountains T - Z[edit] Terraced Hills Terril Mountains Tikaboo Range Timpahute Range Toana John Mountains Toano Range Tobin Range Toiyabe Range Toquima Range Trinity Range Truckee Range Tule Springs Hills Tuscarora Mountains Virginia Mountains Virginia Range Virgin Mountains Volcanic Hills (Nevada) Wassuk Range Weepah Hills Wellington Hills West Gate Range West Humboldt Range West Range Whistler Range White Mountains (California) White Pine Range White River Range White Rock Mountains White Throne Mountains Wild Horse Range Wilson Creek Range Windermere Hills Wood Hills Worthington Mountains Yellow Hills Yucca Mountain Link to comment Share on other sites More sharing options...
gbigs Posted May 28, 2015 Author Report Share Posted May 28, 2015 CT is a mountain flyer...so am I...his list is astounding, but true. Nevada has wide ranges of high desert, 5,000 feet sprinkled with tons of peaks rising to 7,000 feet. The Sierras are a GIANT barrier between Nevada and California. And CA also has a coast range. There is a large glacial valley down the center of CA, but the rest is mountains. The winds in CA and NV are uniquely treacherous. Caused both by the sea to land convection, the desert convection and the mountain ranges. I learned to fly in mountain wave country, just over Spooner pass near S. Lake Tahoe. Minden airport is the glider port of the world due to the winds that crest the Sierras there and wave across the Carson valley. The min altitude flying safely down from Las Vegas to Reno is 9,000 feet unless you want to fly close to the ridges that traverse the state. Usually choose 10,500 going north to south, Winter flying is great for density altitude, but risky from an icing standpoint, esp over the Sierra's. One death trap is flying into Truckee near Lake Tahoe during the winter given the altitude and sudden onset of icing conditions. The airport there bites flyers all the time. Ya gotta hand it to CT...the guy is flying close to mountain ridges and peaks at 10k most of the time. I want to fly WAY over them. The Lancair will meet that mission. Link to comment Share on other sites More sharing options...
Scrapman1959 Posted May 29, 2015 Report Share Posted May 29, 2015 Really troubling to hear about all the problems with your CTLSi. I have 900 hours on my 4th new CT. The first one started leaking oil between the two halves of the crankcase. I made them put a brand new engine in the AC for free. Other than a few Dynon screens going in for fixes and a new battery or two, and a fuel leak at plate to tank connection, that's all I have done to 4 AC and over 2200 hours. Oil changes at 75 hrs and plugs at annual. I burn almost 100% auto fuel. Something to remember about your ES compared to the CT, one is very simple compared to the other. A pressurized AC is always going to require more maintenance than a non. Thank goodness you are not retractable. I fly CTs like most people drive their cars, almost daily, and have come to expect that AC to start and operate just like a car. And it does. On your comment about safety, with an engine out in the CT, as long as you fly it to the ground, your chances are damn good of walking away from any reasonable landing spot. You are down to less than 45 mph on touchdown. The ES will be on the ground still doing 75mph and that is going to require a very nice spot to land if you plan on walking away. Of course I'm talking about loss of power too close to ground to activate the BRS. I really can't think of a safer AC than the CT especially with the "egg" cockpit. Link to comment Share on other sites More sharing options...
kwmoore Posted May 29, 2015 Report Share Posted May 29, 2015 I really can't think of a safer AC than the CT especially with the "egg" cockpit. I certainly won't argue that point--a very good case can be made--but in the spirit of good fun I'll nominate a plausible contender: Stall 31 kt Cruise 150-155 KTAS with standard gear/wheelpants ROC 1500+ fpm Loiter speed 50-55 KIAS, flat attitude Landing and takeoff distances <350 ft BRS available as a retrofit Link to comment Share on other sites More sharing options...
FlyingMonkey Posted May 29, 2015 Report Share Posted May 29, 2015 The Just Highlander & SuperSTOL are up there too. Link to comment Share on other sites More sharing options...
Doug G. Posted May 29, 2015 Report Share Posted May 29, 2015 Hmm...who could have guessed - a disagreement over the best planes. Even from the guy with the perfect plane. Who woulda thunk it. Link to comment Share on other sites More sharing options...
gbigs Posted May 30, 2015 Author Report Share Posted May 30, 2015 Really troubling to hear about all the problems with your CTLSi. I have 900 hours on my 4th new CT. The first one started leaking oil between the two halves of the crankcase. I made them put a brand new engine in the AC for free. Other than a few Dynon screens going in for fixes and a new battery or two, and a fuel leak at plate to tank connection, that's all I have done to 4 AC and over 2200 hours. Oil changes at 75 hrs and plugs at annual. I burn almost 100% auto fuel. Something to remember about your ES compared to the CT, one is very simple compared to the other. A pressurized AC is always going to require more maintenance than a non. Thank goodness you are not retractable. I fly CTs like most people drive their cars, almost daily, and have come to expect that AC to start and operate just like a car. And it does. On your comment about safety, with an engine out in the CT, as long as you fly it to the ground, your chances are damn good of walking away from any reasonable landing spot. You are down to less than 45 mph on touchdown. The ES will be on the ground still doing 75mph and that is going to require a very nice spot to land if you plan on walking away. Of course I'm talking about loss of power too close to ground to activate the BRS. I really can't think of a safer AC than the CT especially with the "egg" cockpit. The CT problems are factory related, a batch of planes built at the same time are all having the same issues. A rewire job, cracks in the ADS-B mount, master cylinder and brakes etc. Cracks under the wings where the fuel tank access was closed up. ECU updates and voltage regulator changes, those were from Rotax. I flew 300nm today and the plane was fine, did have a false start yesterday when three sensor wires came loose after the rewire job... But as of now, the plane is in top shape again, and the sport upgrade had me climbing at 6k density altitude 85kts at 5100 rpm 500fpm.....I am happy with that. I burn auto gas only also. And i am using Mobil 1 full synthetic motorcycle racing oil which has better standup to heat. The ES will also be outfitted with a BRS chute. Landing the CT at 62kts over the numbers now. The ES will need to be at 75kts over the numbers. Not a ton of difference. The BRS chute in the ES will be larger than the one in the CT, the size of the one in a Cirrus SR22. No one expects the plane to survive, neither one, the CT or the ES, but we will be walking away... I will also be flying at 20k plus which is another safety factor, plenty of glide slope from that high. And we will have deicing and more mass to deal with turbulence, should make for a nice ride. And we will be able to fly above the convective turbulence near the ground, also a plus. And of course we will be getting there in less than half the time and be able to take real luggage, skis and golf clubs. Link to comment Share on other sites More sharing options...
FastEddieB Posted May 30, 2015 Report Share Posted May 30, 2015 I will also be flying at 20k plus which is another safety factor, plenty of glide slope from that high.What one hand giveth, the other taketh away. While a longer gliding distance (not slope) has an obvious advantage, high altitude flying brings along an entirely new set of risks. You will be trained in those as part of the required high altitude endorsement, and you will see that in and of itself there's nothing inherently "safer" about flight in the flight levels in a piston single. In fact, it's a far more hostile environment than flight below 10,000 feet. And ice is a whole 'nother thing. The deice system in your plane will not be certified nor guaranteed to perform adequately at various icing intensities. There's an enormous amount of testing to be certified for FIKI, and even then pilots know to avoid ice whenever they can. Link to comment Share on other sites More sharing options...
Scrapman1959 Posted May 30, 2015 Report Share Posted May 30, 2015 Kevin, I have been in a Peterson Stol piloted by the man himself. Very impressive. One thing I'm still wondering about though......if the big fan out front stops turning, what happens to that 36 knt stall speed? Is the prop wash creating some lift off the canard? I bet a CT stalls 10 knts slower with the prop stopped than your Peterson stol. Just a guess......because it's hard to believe that little canard wing can create a lot of lift in 36 knt air passing over it, versus the gale off the prop. In other words.....what do you stall at with the prop not turning? BTW, I still want want a Peterson stol 182, it is just too much fun. Link to comment Share on other sites More sharing options...
IrishAl Posted May 30, 2015 Report Share Posted May 30, 2015 The Peterson is a very interesting aircraft - brilliant! However Scrapman makes a good point - a lot of the STOL advantage would be lost with no prop. The nose-heavy characteristics of the 182 (particularly with nobody in the back seat) would also exacerbate the difference in STOL performance between having a prop and not having a prop. Link to comment Share on other sites More sharing options...
FastEddieB Posted May 30, 2015 Report Share Posted May 30, 2015 A little off topic, but 100Hamburger often points out that his CTLSi has never tasted 100LL. Let's not forget that his ROTAX is fully capable of ingesting 100LL and is certified to do so. It may prefer MOGAS, but in no way requires it. I just wonder if part of the reason he's not making better use of his plane on long crosscountries is an unfounded fear of somehow harming his engine with 100LL. I do try to plan trips around MOGAS availability. On the way to Page I found it at a friend's strip in MS and at a Light Sport dealer in N Little Rock. Roger supplied a tank in Phoenix. Other than that it was 100LL exclusively, to no apparent ill effect. Similarly, if headed to points north there's MOGAS at Mountain Empire in VA and if points SE, in Barnwell, SC. And if I have friends at my destination, I'll try to score ethanol-free MOGAS and truck it to the airport for our first leg home - if the airport management allows it - which they usually do. I do use Decalin with 100LL, again to no apparent I'll effect, but I know some (Prof. Shuch?) think there's a downside to that practice as well. Just a thought. Link to comment Share on other sites More sharing options...
FastEddieB Posted May 30, 2015 Report Share Posted May 30, 2015 Also, 100Hambuger has said that A&P's will, in general, have more experience with his new Continental than with Light Sports in general and ROTAX engines in general. That may be true, but one drawback to kit-built Experimentals is that few A&P's will have any experience with Lancairs and that particular build and specific installation of that Continental. Have a problem with the pressurization or turbos or flight controls or autopilot or airframe or anti-ice or wiring or avionics in South Podunk, and mechanics capable, and willing, to work on an Experimental may be few and far between. It will be very different than a Cirrus or a typical Cessna/Piper/Beechcraft/Grumman that most A&P's are familiar with and know the procedures for, Not a deal breaker, but will need to be considered, especially during the inevitable "teething" phase. Link to comment Share on other sites More sharing options...
Scrapman1959 Posted May 30, 2015 Report Share Posted May 30, 2015 Sooooo, Kevin, you have a choice of a CT or your stol 182 with engine out, which one in the hands of equally skilled pilots is safer landing off field? This was my point to Hamburger who says his CT is not as safe as his ES. I again make the claim, I don't know of anything safer with the exception of Cubs, Just AC etc, which do not work for cross country flying, than a CT. I suppose Tecnams high wing and a few other well built Lite Sports would equal the CT. Link to comment Share on other sites More sharing options...
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