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About FlyingMonkey

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    Flying Monkey

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    Georgia, USA
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  1. CTs are not really outdoor-dwelling airplanes. The Sun is tough on composites, and they are not sealed airtight. They are fine to leave out in the occasional shower, but you wouldn't want to leave them out for days in heavy rain. A good cover that covers the gap between the flaps and the fuselage will stop 95% of water from getting in. The water that does come in is not really near much that can't get wet, so it's more an inconvenience than a serious issue. If you are leaving it out and think it might rain, and your cover doesn't shield it, some packing tape over the gap mentioned will stop a lot of water problems. Just remember to remove it before flight! To be fair, many other airplanes will also leak in the rain, including some certified types.
  2. I agree, the /G specifies GNSS nav capability, it doesn't say anything about flying approaches, so I think /G is appropriate. If you wanted to make sure ATC understands you can say "Mode C and non-certified GPS nav".
  3. When I looked at the descriptions, /G was for GNSS (GPS or GLOSNAS) and Mode C, and actual GPS RNAV was a different code. But I'm certainly no expert and can be totally mistaken here.
  4. What AGLyme said, the type code for a Flight Design CT is FDCT. Usually when I pick up flight following, after contact and they give me a squawk I'l say something like: "Squawk 1234...aircraft type identifier is foxtrot delta charlie tango." ATC usually appreciates you telling them the identifier, and if you don't they'll usually ask at some point. For equipment, I think you can use "/G" -- That is GNSS (GPS) and Mode C Transponder. I have never been asked for equipment, and they shouldn't need it for VFR flight without a flight plan filed. If you don't know the codes you can always just say "equipped with Mode C and GPS" and they will figure it out. Nice long cross country route, BTW!
  5. Let's be fair here. This is a *discussion* forum. It's not a "tell me only the info I ask for and otherwise shut the hell up" forum. If somebody honestly thinks you're doing something incorrectly do you NOT want them to tell you? I sure would. I'd feel free to ignore their advice, but if somebody has a legitimate concern about my methods, I want to hear it. That's the only way we get better and correct mistakes. Doing something one way your whole life is no guarantee that you're doing it the right way. We see this in aviation all the time and it sometimes gets people hurt or killed. Look at how many old timers have hand-propping accidents, even though they have "always done it that way"...
  6. Uh oh... https://www.faasafety.gov/files/notices/2019/Aug/Freeflight_ADS-B_issues_ACS.pdf
  7. Well...this is a forum designed around CT pilots and owners, not CEOs and aeronautical engineers. I think there is a lot of good information here, but it's the internet and sometimes you get people that are misinformed and/or you won't get along with. That doesn't make it a bad forum, it just means there are actual human beings involved. I'd love it if there was an official FD forum with news, technical information, and opinion areas on how to fly there fun airplanes. But there's not, and this has been the next best thing for many years. Given the lack of a support forum for CTs, I find it puzzling that FD doesn't have more presence here providing news, dispelling misinformation, etc. Oh well.
  8. I don't think loading will be the only part of the formula, stall speed might be specified as well. Stall speed and wing loading together are probably the two primary component of "LSA-like" docile handling. The speed thing was always weird and makes little sense, it's basically penalizing manufacturers for efficient design.
  9. It's looking like the new LSA regs will have a wing loading formula for determining what is LSA. That means max speed wouldn't be a factor, though lightly loaded airplanes tend not to be the fastest.
  10. I get oil temps up around 245F climbing in hot weather, but never CHT anywhere near 250F. And certainly just just flying the pattern. Something sounds amiss.
  11. I think that's usually what Roger recommends...center all trim wheels, go fly, and then adjust aileron trim to neutralize any roll bias and then the rudder to counter any left over yaw. Glad you got it sorted out!
  12. Good work by the pilot, and landing downhill didn't make it easier.
  13. IIRC, I think the wheelpant problem was to fix an issue with the nosewheel/pant inducing drag that would cause a yaw moment. I know Bill Ince had a yaw problem that he could not trim out until he got the latest redesigned wheelpant from FD. After that the problem vanished This was with tundra gear, and I don't think he ever ran it with no pant -- so I don't know if the problem was entirely the pant shape, or partially the nose gear itself.
  14. Don't you have to remove that super locked in screw inside? I'd want to do that on a bench and not leaned over an engine with a heat gun... It's been a while since I pulled my carbs apart, I can't remember if that screw has to come out to do this.
  15. Luckily my engine is not affected. This looks like an annoying SB to comply with, since you have to pull the carbs off and disassemble them.
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