Jump to content

FlyingMonkey

Members
  • Content count

    5,439
  • Joined

  • Last visited

  • Days Won

    25

1 Follower

About FlyingMonkey

  • Rank
    Flying Monkey

Profile Information

  • Location
    Georgia, USA
  • Interests
    CTs.
  • Gender
    Male
  1. 12 year mandatory overhaul

    I know nobody asked me, but I have an opinion on "mandatory" maintenance. I don't think ANY maintenance should be mandated on a light single engine airplane that is not used for commercial purposes. Encouraged strongly, yes. But mandated...no. Let people who choose to do so assume the risk. Just like people who defer maintenance on their cars. However, I am a libertarian and do recognize I'm in the minority on this.
  2. BRS 1350HS Rocket Kit

    Can we mount the old rocket under the wing for ground attack missions?
  3. ICON Fatal Accident

    I almost mentioned that Tim, but it's really just a restatement of FAA guidelines and "ya'll be careful out there" statements. As you say, not much there there.
  4. ELSA to SLSA

    Thanks Bill. My point was not that people *should* go E-LSA, since that's a personal choice and everybody has their reasons one way or another. I just wanted to point out there are some good reasons why the E-LSA crowd does what they do, and not all the reasons are to save a buck.
  5. ICON Fatal Accident

    I agree Bill. Towers and obstacles are pretty apparent, wires are not.
  6. ELSA to SLSA

    Everybody has a different take on this and comfort level with S-LSA or E-LSA. An S-LSA converted to a E-LSA, like my CTSW, is every bit as much a factory-built airplane as any other, it's only the maintenance and operating limitations that are different. The "just to save on annual inspections" is a little misleading. The reality is you can save on ALL aspects of maintenance, not just annuals. In the first nine months after my E-LSA conversion, I did my annual, Rotax 5 year rubber change, pulled the wings and replaced the sight tubes and inspected the spars, and a bunch of other minor maintenance. That alone saved me $2500-3000. A few months from now I will be doing a complete ADS-B in/out installation, that will save me another $500-1000. Next year I will have to remove the BRS for repack and rocket replacement, that will be another several hundred dollars saved. As I have said in the past, it all depends on where you want to save money. You can save it at sales time, maybe. I have had two DARs tell me that E-LSA have no less resale value than S-LSA, they just have slightly different audiences. An "Ask The DAR" column in Kitplanes magazine a few months back said the same. So, while an S-LSA might be more marketable to you, that does not make it less marketable overall. Besides, if your mechanic will do a better job than you on maintenance, you are not the right kind of owner for an E-LSA anyway. On the other side of the coin, I am confident in my ability to perform maintenance that is not highly technical (like composite repair or heavy engine maintenance). I'm also 100% sure than nobody has a better incentive to get things right than the guy whose ass will be in the left seat. And my savings are already banked. If save an average of $1000 per year in maintenance costs (easy, my annual is half of that), and own the airplane for ten years, that is $10k saved. Will my E-LSA sell for $10k less than an equivalent S-LSA in ten years? Maybe, but I doubt it based on my research. And if so, who cares? An airplane is a depreciating asset, not an investment vehicle. There are also other benefits to E-LSA: 1) I know my airplane inside and out. I know how it's put together, what to watch for, and where failures are likely to occur. I'm not going to get that level of intimate knowledge by letting others do all the work on it. This has real safety benefits. You could get the same benefit on an S-LSA, but it will cost you in the form of the LSRM class. 2) I never have to wait on somebody else's schedule for maintenance. If I show up at the airport to fly, and find a minor maintenance issue, I don't have to call an A&P and wait for him to fit me into his schedule. I just make the repair and then go fly. Also, if my airplane has a problem at some podunk airport, as long as I can get parts and have tools, I can get myself flying again without having to track down an A&P (who has likely never touched a CT before) in an unfamiliar area and wait for him to have time for me. 3) If I want to make a change to my airplane (like install ADS-B), I'm outside the whole MRA/LOA structure and no longer need factory permission. I just do it, or find somebody to do it, and make the logbook entry. Done, no more factory fees (even more money saved, yay!). I'm not saying you're wrong to keep your airplane S-LSA, at all. What I'm saying is that for a lot of people it makes sense to go E-LSA, and pointing out there are some real advantages, and not just saving money. Are there disadvantages? Yes, but to me they are minor. The only one I consider significant is that you can't conduct flight training for persons that don't own it in the airplane. But I'm not an instructor and won't be leasing my CTSW back to a flight school, so that's a non-issue for me. It's a "six of one, half-dozen of the other" choice for me, it's all about who you are, what you enjoy, how involved you want to be with your airplane, and what you are comfortable with. There are no wrong answers.
  7. ICON Fatal Accident

    I think part of the problem is marketing. Icon describes the A5 as being like "a jet ski with wings". Well, a jet ski is easy to use, and anybody can get the hang of it, so the A5 must be similar...right? These airplanes are not designed as traveling airplanes, but as fun toys. Look at the Icon web page. There is embedded video playing, and I encourage you to watch the whole thing, it's probably 30-60 seconds long. It shows A5s zooming down rivers, over glassy water, and across terrain. Never at over 100ft AGL. On their "photos" page there is not a single picture of an ICON flying above 2000ft AGL. They are marketing this as something to be flown in literally the MOST dangerous way you can fly an airplane. https://www.iconaircraft.com/home
  8. GRS Parachute Failure

    BTW, does the GRS parachute look small to others, or is it just me? The canopy looks a little too small to me.
  9. GRS Parachute Failure

    Hey Mike, The situation in the video to me seems "quirky". I can't really figure out why the pilot pulled the parachute for a nose wheel problem, especially since the runway was grass; I'd have probably tried to land it. That aside, the airplane was going really slowly, with full flaps. you can see the airplane start to pitch up *before* the chute is deployed; I think the airplane was already stalling and in the midst of dropping the nose as the deployment happened. I think a higher speed deployment would have looked quite different. As has been discussed on this forum quite a bit, it seems that faster speeds equal quicker deployment of the parachute. It seems to take a few seconds for the parachute to inflate in that video, and I think that is largely due to the low speed of the airplane at time of deployment. I think if he'd have been going 80 or 100 knots it would have been a quicker and more positive deployment with less "hang time".
  10. CTLS landing for beginners

    Isn't the 1-2 chirp more a function of crosswind correction than runway alignment? In calm winds, my wheels touch town simultaneously, in a crosswind the upwind tire will touch down first. You can have terrible alignment and still hit both mains at the same time, and vice versa. I don't think I'd advocate "doing away with the 1-2 chirp", as sometimes it is absolutely critical to a well aligned touchdown. If your wheels touchdown at the same time in a decent crosswind, you are going to be side-loaded and/or heading off the runway. Or am I misunderstanding what you are saying?
  11. New 912 UL

    I've been trying to talk a friend into buying one for his airplane. When you land on a price let me know and I'll pass it on to him.
  12. ISO CTLS 2008 - 2012

    There are typically a few for sale at any given time, you should be able to find what you're looking for. Good luck with the search!
  13. CTLS landing for beginners

    I usually align the centerline with my right knee and it works pretty well.
  14. GRS Parachute Failure

    Must have been, thanks. I know there are a lot of GRS out there, seems weird this would be the first use.
×