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FlyingMonkey

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About FlyingMonkey

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    Flying Monkey
  • Birthday December 10

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  • Location
    Georgia, USA
  • Interests
    CTs.
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    Male

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  1. Please remind us how to adjust the armature height. I know the tab that's involved, but can't remember how to measure. EDIT: IIRC, you have to remove the carb, flip it over, and measure from the flat bowl lip.
  2. Good luck! I hit 166kt a couple of weeks ago, I might have gotten more if I went up higher. 200kt is a tough number to hit!
  3. Hatter, do you have a ballpark of what that exhaust system will cost? I know you probably don't have an exact number yet. It looks great.
  4. That is definitely more economical for CTs unless you fly a LOT. When you add in hangar, insurance, fuel, taxes, maintenance, etc you could fly a lot of hours in a rental for that money. I know personally I could get a substantial "raise" instantly by selling my CT. But there is something to be said for pride of ownership, and knowing exactly the state of the airplane and all its quirks every time you get in it.
  5. Many 912 installs just stick air filters on the backs of the carbs and give them warm under cowl air all the time. The RV-12 is one example.
  6. Not sure what the rules are in Canada. In the USA the repack is required for continued airworthiness. I’d contact Flight Design USA and ask them what the requirements are. I’m guessing they will tell you a repack is required. On a side note: Why wouldn’t you repack an out of date chute? It’s a huge safety bonus for the CT series, and the cost is not cheap, but not extreme either.
  7. Theoretically you will lose a little engine power by having it ingest the warmer air. But it’s probably not a noticeable difference. I quit doing carb heat checks in my pre-takeoff checklist because there was literally zero RPM loss with carb heat, so it was a meaningless check that told me nothing. I’d make sure carb heat was off when departing from a short field or one with a scary departure, but you could probably leave it on all the time with zero performance impact. So use it if it makes you feel better, otherwise just pop it out at the first hint of engine roughness for any reason.
  8. I had the work done on my 07 CTSW. I sent it back to FD-USA and had them do it. It wasn't cheap, but it could have been worse.
  9. I had some heavy floats last year and had to upgrade to the latest. Fingers crossed. $300 for four plastic floats!
  10. Good point, there's no safety issue with grinding down the pins. Even at their highest the floats can't come off the top of the pins at the old version height.
  11. Yeah, that's a doubled edged sword. It also makes pins getting knocked around during removal and install more or a concern. You might still be able to lap the bowl on the edge of a table, but you'd have to do it very lightly and take great care to evenly hit the entire rim.
  12. Back to the original thread topic, I think the G3X system is pretty spectacular, and it's more than all you'd need to fly the F2 as designed. If you really want it for an IFR trainer or want to shoot approaches you could upgrade to the 650...but you'd better be doing that a lot to justify the price.
  13. I think Ed Cesnalis had his oil cooler chemically flushed out once to remove any deposits and muck inside. I can't remember if it made a huge difference, but if you're still having trouble after an external cleaning, it might be something to consider.
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