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FlyingMonkey

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About FlyingMonkey

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    Flying Monkey

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  • Location
    Georgia, USA
  • Interests
    CTs.
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    Male

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  1. CTDan... Just IMO, I would not spend a lot of money updating the panel. My airplane came with just a Dynon D-100 EFIS and the small analog dial engine gauges...very minimalist. I was dreaming of updating my cockpit to the latest Skyview or G3X setup, and having all of the wiz-bang gadgets. Then one day I was thinking about it again, and I realized it was a waste of money. There was nothing I could do with a "modern" 3GX that I can't do with my D-100, autopilot, and iPad. Six years after buying, I have flown all over the country, in some pretty marginal conditions, and I have never said to myself "if I only had X in the airplane, then I would be able to do Y". These are VFR airplanes, after all. Now, I think it looks like you are training for an airline job, and if that's the case you might want to at least be able to shoot IFR approaches. If it were me and I wanted to do that in a way that mimics a legal IFR platform, instead of updating to prettier screens, I'd get a used Garmin 430 or similar to fly approaches with. YMMV, and you might have different needs and a bigger wallet than I do. But the CT series is super capable for VFR work with just a basic EFIS, and the D100/D120 combo is well proven and pretty bullet-proof. Don't think you need to "modernize", at least not to get nicer screens and a few "whiz-bang" features.
  2. Congrats on the purchase, looks like a nice clean airplane. Other than the rudder issue, how does it fly? I agree, if you can work out some of the minor issues you'll have a very nice airplane.
  3. Just goes to show people have different preferences...I'm 6'1" and prefer the second hole from the most forward one! I like being a little closer to the panel. One thing to consider when adjusting the seats on a CTSW: You want to make sure the rear strap to the headrest is tight, otherwise the headrest will rub against the rear bulkhead, and in heavy turbulence could lead to cracking the bulkhead or the seat shell. Having the strap tight means the seat will probably be a little more upright than you want for optimal comfort...welcome to CT seating positions!
  4. Meh, I don't take any of this personally; I don't have any "dog in the hunt" of how others do maintenance. It's just a conversation. I will answer your question above though: We don't shorten those intervals because they are already very conservative, and they are relatively high cost/high effort items. Oil & plugs are cheap, as stated, and are "low hanging fruit" for items that can potentially increase engine longevity. Also, none of the items you listed are likely to reduce engine wear with shorter intervals. They might prevent engine *stoppages*, but won't make the engine run well for longer. Cleaner oil will, IMO.
  5. FlyingMonkey

    CTLS crash

    Stopped at Kanakee on my way to Oshkosh a few years back. Nice little airport. Sad story, sorry for the pilot and family.
  6. Same, mine is just kind of a wrinkled, taped up mess. Not unacceptable, just wish it were better.
  7. BTW, for short field work you can hold the brake lever back with your wrist and advance the throttle to WOT, then just relax your wrist to release the brakes. I always taxi with full aft stick on grass; be kind to your nose gear!
  8. gogo, I have a ram ball attached to the side of the mushroom on mine, with an arm putting the iPad right next to my other instruments. it's been that way for five years and I love it. The ball part is a permanent install though.
  9. Roger, can we get the paint to use on the firewall from FDUSA? I think the blanket is an eyesore and I'd love to remove mine.
  10. Looking good! I guess with that shallow approach at 40° flaps you were carrying a little power? I did see a little tach bump just before touchdown. I rarely land at 40° except to keep proficient. I find the difference in speed to 30° is only a knot or two, and the low speed handling is worse. But for trying to get in really short, or stuffing it into a short field with an engine out, every bit helps!
  11. Here's a couple of images I posted in a past trip report thread showing 114 KIAS / 124 KTAS at 5300rpm @ 5960ft density altitude.
  12. RPM? 5700. Speed? I can cruise 127 KTAS at 5400rpm, 130 KTAS at 5500rpm.
  13. Oh, I wasn't offended, just chatting. I have had a pitot/static test, but I thought you were more talking about things like airspeed calibration and verification testing, which can take much more sophisticated equipment. For those of us who are just comparing performance, I think careful comparisons of IAS to GPS ground speed and with other aircraft under ideal conditions can be useful.
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