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About FlyingMonkey

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    Flying Monkey
  • Birthday December 10

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    Georgia, USA
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  1. Tom wins the cheapest tool award! I'm not against spending more if it's a better tool...what are the differences between Roger's and Tom's?
  2. What Band-It tool do you guys use? This is the cheapest option I've found: https://www.amazon.com/BAND-S03869-Center-Punch-Clamps/dp/B003ZHTZU6/ref=sr_1_18?dchild=1&keywords=band-it+clamp&qid=1611684291&sr=8-18
  3. Yikes, that is a NASTY crack! Not surprised at the surface corrosion given the location, but I am surprised the arm broke like that. Did it have a hard landing or other event that could account for it? Good news is a quick weld job and re-balance and you'll be back in business. I might have some support gussets welded in to support that area as well. Very glad you caught this before it caused an in-flight surprise. Remind me please, is this a CT2000 or a CTSW? Oh nevermind, you said 2003 so CT2000.
  4. It's all personal preference. I think where it makes the most sense is flying in truly rural areas where you could theoretically be in the wilderness for hours (or days) before rescue. Think Steve Fossett. And even then, something simple like a .22 pistol is probably the best bet.
  5. Oh yeah, I carry a sidearm on almost every flight, that makes total sense. But the survival vest full of gear for the post crash escape and evasion might be a bit much.
  6. Everybody remarks about how quiet my CT is...from that clip I understand why! Clear video, BTW, I was able to step it through and clearly see your N-number. I have done some 130kt+ passes like that. Lots of fun!
  7. I agree padding the spar box is probably a better idea than a helmet. Frankly, the spars being the strongest part of the airplane, anything that breaks them and sends them toward your noggin is unlikely to be something you'll walk away from no matter what is on your head. You're more likely to be flung into the spar box on impact, and that can be mitigated with tight belts and/or padding the spar box. At least a helmet looks less dorky than local Sheriff's Dept. Helo pilot I talked to a few years ago. Full flight suit, jam-packed survival vest, and "tanker" style pistol holster. You'd think he was preparing to get shot down in Mogadishu, not trying to stay awake while patrolling his air-conditioned craft around Gwinnett County. His co-pilot was wearing a polo shirt and slacks, which made it seem all the worse.
  8. On an ELSA I'm sure you could come up with something, maybe a tempered glass (or fuel-resistant hard plastic) tube with different end fittings. It might be a major undertaking, and I'm not sure it's worth it since you should pull the wings biennially for inspection anyway. Once the wing is out the sight tube replacement is pretty trivial.
  9. I'm curious too...it's pretty crowded under there!
  10. Since we're on the topic, we might want to discuss what to do if you get on top of a layer and it closes up under you, leaving you "trapped on top". This happened to a guy I know not long ago, he was able to proceed on course and find a hole to descend through, but he was over 100mi on top. He is a Sport Pilot. Here is my strategy: 1) Evaluate fuel: how much time do you have to solve the problem? How far can you go? 2) Evaluate the weather behind. If it's solid under you and for the foreseeable distance ahead, your best option is often to turn around. After all, you got up there somewhere behind you... 3) If you have turned around or proceeded ahead looking for a hole and can't find one, contact ATC and let them know you are a VFR pilot on top of a layer with no good way to get down. They can vector you to better weather or otherwise assist in descending through the layer. If you are low on fuel or conditions are worsening, declare an emergency to make sure ATC knows things are getting dire. Don't hesitate to declare if you need to -- I have never heard of anybody getting in trouble for declaring an emergency. You've made an honest mistake, just solve the problem. 4) You will need to evaluate the conditions below the layer, with ATC's help and/or through AWOS/ATIS reports. If you have sufficient ground clearance under the layer, you might have to descend through the clouds at some point. If your airplane doesn't have any kind of attitude indication (my acquaintance didn't!), then you want this to be an absolute last resort. Ditto if conditions are cold and icing is a possibility. I'd rather continue a long distance over the top than descend through, if necessary. Luckily our CTs hold a lot of fuel and are efficient in fuel burn. 5) If a descent through the layer is required, let ATC help you find the best place to do it. If you have an autopilot, use it! Let the AP make the descent while you watch the instruments. The AP doesn't get confused or disoriented, though you have to monitor it throughout the descent and cross-check against your attitude indication, airspeed, inclinometer, and vertical speed to make sure the AP is doing what you intend it to do. Without an AP you have to make the descent by hand, and you have to trust your instruments over your limbic system. This is a true emergency and very dangerous for a VFR pilot. Stay in contact with ATC throughout the descent and let them know when you break out. 6) Consider the BRS, if so equipped. If at any point the situation deteriorates beyond your ability to effectively deal with it, or control is lost or in question during the descent, it's probably time to ride the silk elevator. This is a much safer option that continuing to fly the airplane beyond your capabilities. Think about this sooner rather than later, it is possible to wait too long and have the airplane in a situation beyond the BRS deployment envelope. This has happened to at least one Cirrus, leading to fatalities. The BRS should be on your mind from the start of the situation unfolding, and you should constantly be evaluating whether the time is right for deployment. The moment the BRS becomes the smartest, safest option to walk away, use it. Anyway, those are my thoughts...I'm sure others have differing opinions on this. I'm happy to hear them and always looking to refine my procedures.
  11. When my airplane was SLSA, I was "Flight Design 509CT", now that I'm ELSA I use "Experimental 509CT". As I mentioned, if they ask for more information or the type, I give them FDCT.
  12. Thought about re-routing, this seemed easier.
  13. I have also been called an RV by a controller that just saw me as an experimental with no further data. I didn't correct her.
  14. Same, my technique is in the middle and I shift to one side or another depending on conditions.
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