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GrassStripFlyBoy

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About GrassStripFlyBoy

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    Croswell Michigan
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  1. I didn't want to speculate but recalled that recent topic, as those rubber isolation mounts always are on my mind when I'm changing the oil. I went back to the thread to match things up a couple days ago, and thought hmmm, wonder if something else fatigued related to that issue.
  2. Glad to hear you're OK. Interesting this is the second oil starvation situation following an inspection in past year. Keep us posted on what is determined leading to the issue, probably can spot what was leaking the oil.
  3. 50, The wild card for me is private airfield that is published as less than 2000', grass and short does not enter well into the calculations...
  4. My policy renewed a week back, it increased about $300 from last year to $1659 on 55k hull, was told carrier revised rates for aircraft on grass fields, and was creatively asked if I keep it at a paved airport for 6 months of the year. I could have probably played along, but not worth a few hundred dollars. I quoted three others, all at 55k and my private grass strip, had quotes as high as $2350 (Avemco).
  5. My old Cessna had the caps tethered to ring with a short chain, I'd have to loop the ~6" of chain back into the tank to reinstall the cap. Kind of a pain but solves the problem. Good thing you noticed it, LS not having the stand pipe could have been over looked. A couple months ago buying fuel there was a cap left on top of the pump by the previous pilot, long gone. This happens more often than pilots likely share / admit. Just Friday night I was topping off and upon returning home I had a sinking feeling Saturday morning I had stood a cap up on top of wing (SW with stand pipe), and my visual check that caps was installed didn't catch it was installed back - thankfully they were. That's one aspect of the SW's I like, easy visual indicator, but I will be laying them on their side for fueling in future. I've tried to develop the habit of reinstalling the caps after fueling before doing anything else, once done fueling and pulling nozzle from tank - Stop and put cap back. Leave the pump running, hold the nozzle, don't get down off ladder / stand, do it one handed, immediately place cap on. Then, after buttoning up the fueling station and returning to plane ask and confirm are the caps back on as a second check. This has worked well for me, having a process / routine is part of that safety in aviation thing. Now, in the theoretical situation, all is out the window if the fuel boy screws up. You caught it, managed the situation, and shared good content, good job.
  6. I view this as more of a model specific topic. SW = upright seats, LS = reclined (and most every LS I've seen has the seats laid back) Being a SW driver the ability to recline seat is limited, and beyond that I use a more straight up angle which the first link shows as preferred. Those in an LS who recline the seat way back would be more susceptible to submarine issue. And I suppose it's the taller & heavier guys that have the seat all the way back reclined. That has one balancing space from the head hitting the spar box v/s reclined in the less ideal belt situation. I'd keep the head clearance, and ensure the belts are adjusted to be as low as one can keep them on the lap belt.
  7. I'm simply using CTRL-C / CTRL-V for copy / paste functions, have never really given this much thought. Might depend on what broswer / pc vs mac, etc.
  8. Corey - good points, and then take a USB charger and stab in the cig plug and power an Ipad and cell phone and... I'm not running Dynon, or dual screens, but was seeing a hefty drop with powering USB to Ipad. I've since stopped keeping the Ipad plugged in 100% of the time, volts running much higher.
  9. I use Go Pro 360, fairly happy with it. Any 360 camera requires a stout PC to process the files, and editing 360 files is much more intense than basic FOV cameras. Go Pro uses their Fusion software, or there are other video software editing available as freeware / purchased software. Tips and tricks can be found for the specific camera, and the specific software, on YouTube.
  10. I've not been following the 4 place / certified versions. If I was shopping for a 4 place, and the budget being north of $300k, a FD wouldn't even be on the list. And I love my FD, great LSA machine. Beyond that, I'd be all over a Cirrus if you had to have the chute, or a Mooney without the chute. So many options when you have a third of a million dollars to pony up!
  11. Have been spending a week or so each month in Montana, when Wes joined the forum a while back we connected a bit and this week worked for us to meet up and go for a hop. Pictures are not "Ed level" but dang, this is one heck of a place to be based out of (Livingston, just west of where I'm at in Bozeman). I can't wait to fly my bird out, commercial is such a drag but 1200 miles is not something easy to pull off with work on the line. We launched and flew south towards Yellowstone, then dropped down in the valley and followed Yellowstone river back.
  12. Good to hear you're back at it. That past incident was unfortunate being so early on, clearly flying is one with risk - but I still view aviation in these light birds a very low risk game just as boating in the great lakes / ocean, motorcycles, or so many other hobbies one might have. Hope you stay on the hunt of another bird, enjoy the journey - Darrell
  13. My 2 cents. There are flight schools that offer training & rental, and do so successfully from the outside perspective of mine, know nothing about financials. I think the foremost important aspect to a Flight Design being viable as a rental would be having a mechanic in tune with FD maintenance and the Rotax engine. If you think these can be treated as any other GA airplane, and don't have a mechanic who embraces this airframe and engine, you will struggle. I don't have insight around Canada reg's, but even the simple differences such as metric v/s AN hardware, the learning curve on FD MM activities, and what associated training may be required to perform these tasks, is the wildcard. Light sport is often not embraced by legacy GA mechanics here in US, and that is a frequent struggle seen here around forum. If you can have this matter covered, then I'd suggest the LS model with newer gear design, and tundra tires over the small type. And know when it comes to renting to rated pilots, it's not a simple 1 hour check ride and cut them loose. I'd make dual 3 hours in the pattern over varying wind conditions mandatory, these are not easy airplanes to transition into. I bought mine with nearly 20 years of Cessna ownership, it took 10 hours before I was comfortable.
  14. I didn’t, funny - I was just thinking about this yesterday. I saw this these listed somewhere but nobody was stocking / distributing them for sale? I forget what it was , maybe the tubes were issue too? I think this might be a goose chase in the end. Worth some further searching though, I still like idea of a bit more tire but keeping the pants on.
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