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About FlyingMonkey

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    Flying Monkey

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    Georgia, USA
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  1. FAA response to mandatory maintenance intervals

    A new rule set that is more restrictive and limits "on condition" maintenance could drive many more owners into the loving arms of ELSA. I hope that is not the case; I like that there are two very good options for LSA owners, and would hate to see people feel forced into ELSA status when it's not really what they want.
  2. iFly 740b Install

    I received the heater controls relocation part from FDUSA, and I have to admit I was a little disappointed. The part is basically just a raw fiberglass blank, no paint and no holes in it for the controls or mounting screws. Painting is easy, just a shot of primer and then some flat black. But it seems like since the screw and control holes are at set distances in the plastic block with no variance between airplanes, they could have pre-drilled those holes. Now I have to disassemble the entire heater control block and make a template to match up on the fiberglass and run it through the drill press. And that will still probably have more error in it than if they'd done it at the factory. For $56 ($70 with shipping...don't get me started on $14 shipping for a 0.5oz part...) it seems like they could have marked and drilled four holes. I e-mailed Arian to ask if it was supposed to be painted and drilled, we'll see what he says.
  3. CTSW fuel cap O-ring binding

    I have used white lithium grease, it works longer than oil and is fuel soluble so won't cause any issues. I have to reapply about 4 times a year.
  4. CTLS vs CTSW

    I get that. But a 172 and a CTSW are similar enough in wing loading that I think my comments apply. What do you mean by "mass" instead of weight? I know the scientific difference, but in this context they are roughly the same. We are not talking a U2 vs an F-104 here. And mass/weight determine wing loading, right? Airplanes with similar wing loadings where one has almost double the weight of the other have predictable relative responses to turbulence, so... GENERALLY, the weight hierarchy is fiberglass > metal > carbon fiber > fabric. There are exceptions of course, but that's *usually* a true statement. I'm sure there's some super fancy fabric airplane somewhere that is much heavier than its metal equivalents, but that will be the exception and not the rule. We're not going to be able to have much in the way of a productive discussion of CTs vs other airplanes if we have to take into account every model and design, and every pedantic performance nuance, lest we get pounced on by the perfectionists among us...
  5. Power loss in flight

    Also, are you sure choke was fully off? I had an issue once where the choke was partially on and it got rough at low power settings.
  6. CTLS vs CTSW

    They do get kicked around quit a bit in turbulent and gusty conditions. You simply can't fight physics, and there is no way a 1320lb airplane is going to handle those conditions the way a 2300lb airplane does. Crosswind capability is excellent in the CTs. The CTSW POH shows the maximum demonstrated crosswind as 16kt; I have landed with crosswind components approaching that number and it will certainly do that and probably quite a bit more. I have flown and landed in winds gusting to 32knots, with the wind well aligned with the runway. It was a non-issue. It comes down to what you get used to and comfortable with. You will certainly get rocked in moderate or higher turbulence, but it's just fatiguing and not dangerous or anything. You can mitigate some of the harshness of the bumps by slowing down, and a good autopilot can sometimes fly better than a human in turbulence. Most loved: Performance and efficiency. I flew a 558 mile leg coming back from Oshkosh at 120kt+ in a little over 4 hours, and still had about 7 gallons of fuel left. Wish was different: I wish it was made of metal for ease and cost of repair. But then it would be a totally different airplane, and a lot heavier, so maybe not...
  7. CTLS vs CTSW

    More important than the convenient shelf., to me, are the quarter windows over the shelf. The CTSW really has pretty poor "over the shoulder" visibility to the rear (the only area any CT has visibility issues), and I'd really like to have those quarter windows!
  8. CTLS vs CTSW

    All the CT models are challenging airplanes to learn. Once you do, they are all great. The biggest advantage of the CTSW is lighter weight directly translating to higher carrying capacity. In an LSA useful load is king, IMO.
  9. Neuform Releases New Prop Overhaul Interval

    That's a big change...awesome.
  10. Fuel caps

    I'm going to do mine at some point, and JB Weld was my planned medium as well. I don't think there's a need to overthink what material to use in that application.
  11. Fuel caps

    Are they leaking through the epoxy seals *around* the filler neck? If so, you'll need to Dremel out the top layer of epoxy and fill in with fresh stuff. If it were just the cap itself, a new O-ring should fix it unless it's damaged somehow. You can try a little lithium grease on the O-ring to make a better seal, but I'm guessing a Dremel job is in your future.
  12. -12 Degree Flap Microswitch

    I do spend most of my time 3000ft MSL or below, but if I'm traveling and trying to get someplace I like 6500-8500ft.
  13. Nope, it's got struts...but think of all the headroom you'd gain! I think the S-20 taildragger with a 912ULS would be more my speed.
  14. I definitely agree they should be changed at the five year maintenance. Mine were looking cracked at 3 years, and I left them until the 5 year point. I would not let them go longer than the five year point no matter how they looked.
  15. -12 Degree Flap Microswitch

    I think 5600-5750 is an okay range. I used to have mine set to get 5700rpm or even a hair more WOT at my cruise altitude, and I loved it. I tried to get clever and get a knot or two of speed back and coarsened it up a smidge, to WOT of 5600-5625. It did gain a little cruise speed, but it lost some climb; I probably should have left it alone. I have it at ~5650rpm now and it's a good setting, but 5700+ is great too and give a little better climb. Nobody ever got killed in an airplane because of having too much climb performance...