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FlyingMonkey

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About FlyingMonkey

  • Birthday December 10

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  • Location
    Georgia, USA
  • Interests
    CTs.
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    Male

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  1. Do you have some pictures or other information on where you placed the VGs to get the most benefit? EDIT: Never mind! I see the pics in the opening post. Thanks!
  2. Yeah, it's to put tension on the seat back to hold it away from the rear bulkhead. You can get cracks in the seat or the bulkhead if the seatback rests against the bulkhead with the pilot's weight on it.
  3. Good idea. You could also use a rubber washer under a metal one to help seal the hole.
  4. I second this idea, especially if there are already holes drilled in the composite for the antenna, since your plate can use those same holes. Trying to get a super flush appearance will probably require some expensive composite work. You could put the plate on the inside and then fill with some kind of resin or body filler, sand flush, and paint, but I'm guessing over time that might crack, discolor, or otherwise not look great. Also using Darrell's suggestion, you still have the antenna mounting location under the plate in case you need to mount something later. Depending on the exact location it might also make a nice hard point for a GoPro. Finally, if the hole is small enough you can just use Bowlus tape. I had my OAT sensor relocated from the underside of the fuselage to the correct position under the wing, which left about a 1/2" hole on the underside of my airplane. The mechanic slapped some Bowlus tape over it and called it good. I check it and replace the tape every couple of years, but otherwise it's been fine. But this isn't in a conspicuous location.
  5. The switches should have come with your airplane. If they got lost along the way, maybe reach out to the Gutmans at Airtime? If that fails maybe there's a CT owner in your region you could meet up with and borrow the switches. I don't know though, having -12 instead of -6 on the flap panel has to be good for a few knots of speed!
  6. Agreed. Couple this with lack of ongoing parts and support as airplanes age out, and I think if they want to stay legal *all* S-LSA eventually will become E-LSA. At some point new or even serviceable CT (or any S-LSA type) parts will be impossible to find, and if the manufacturer changes or goes away there might be nobody to issue LOAs for any changes, alternate parts, or methods. At that point it's E-LSA or the junkyard.
  7. It's got Beringer wheels and brakes...that's probably half of that.
  8. I second this, you can buy grade 8/8.8 nylocks and other hardware in all the sizes used on the CTs pretty cheaply from McMaster and the quality is excellent. I have used Grainger as well, but McMaster seems easier to deal with.
  9. Thanks Fred! This thread has gotten long, I must have missed that post...we need a TL,DR for this stuff!
  10. I'm at about 1150hrs, I only started having issues in the last 100hrs or so.
  11. Two types of CTs...those that have flap issues and those that will!
  12. How difficult and PITA is it to pull the entire flaps movement assembly from the airplane, and disassembling to clean & lube the jack screw (not necessarily disassembling the actuator)? I'll tear down the actuator if I need to, but trying to avoid it.
  13. Here's what my experimental marking looks like:
  14. Exactly, it's a category change. Your airplane is no longer really in the "Light Sport" Category, it's in the "Experimental" category and the airplane just happens to meet the definition of a Light Sport airplane. It's similar to how an Experimental Amateur-Build airplane like the Sonex can meet the definition of an LSA, but it's in the Experimental category.
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