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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. FlyingMonkey

    Hi! Introduction and some questions

    I have a 3.5mm audio jack into the intercom system in that location on my 2007 CTSW...it looks like somebody upgraded yours to better connectors and added a second one.
  2. FlyingMonkey

    iFly 740b Install

    Same, looks fine.
  3. FlyingMonkey

    BRS Repack

    I can see that, which the smaller height of the square baggage doors.
  4. FlyingMonkey

    BRS Repack

    You need a certified mechanic to remove and install the chute legally, unless your airplane is experimental. I have seen it done, it’s nothing crazy difficult. But you do have to twist yourself into the baggage bay where space is tight.
  5. FlyingMonkey

    500fpm, 60 knots, 15 degrees flaps

    After the spring removal, I think we still have trim differences. At this point my airplane requires very little trim change, and my trim knob travel required has become a LOT less. The total amount of trim change from full flaps and minimum speed to -6 flaps and 120kt+ is probably less than a half turn, maybe only a quarter. If I adjust the trim, it's usually just a tiny touch. If I add flaps at 30° it's only a few millimeters on the trim wheel. My airport has crossing runways, not a single one like at Mammoth, and often there are multiples in use. I don't like to fly across the middle of potentially active runway, so my downwind leg is a bit further out. If I go to 30° before turning base and want to make the runway power off, I'd have to turn base at the end of the runway and basically sweep a 180° turn. even if that were not the case, a longer glide distance gives more options, and I don't want to give that up until necessary.
  6. FlyingMonkey

    500fpm, 60 knots, 15 degrees flaps

    I'm not sure what you mean here. Since I removed the additional pitch control spring that was installed in my CT, I need to trim the airplane very little, and I'm at pretty much neutral trim on final, so it doesn't take pressure one way or another. That said, if I do have some bias in the trim I prefer to have to hold a little back pressure instead of forward pressure, it just feels more comfortable and natural to me. If you mean in the slip, then yes you have to use back pressure or you'll be at 65kt by the time you get to the runway. What "speed control warning" are you referring to? If you mean the wing drop in the slip, I guess so...but as I said I've never had that happen. I watch the airspeed like a hawk when I'm doing low speed approaches (under 55kt at 15° or under 52kt at 30°). I usually quit looking at airspeed and fly by feel in last 50ft or so. BTW, I never go to 30° flaps or more until I'm on final. The glide distance at those high flaps settings really goes to hell, and I want to make sure I can make the runway if the big fan stops turning. The airplane slows so fast at idle when you go from 15° to 30° that you don't lose anything by waiting.
  7. FlyingMonkey

    500fpm, 60 knots, 15 degrees flaps

    BTW, for the final length question, I took this picture yesterday, just as I was about to turn base at my home airport, to give you an idea of how long my final is. I estimate it's 1/4 to 1/3 mile or so:
  8. FlyingMonkey

    500fpm, 60 knots, 15 degrees flaps

    If do don't pick the nose up when you slip, the CT picks up speed fast and the descent rate will not be high. If you hold backpressure and keep the speed to normal approach speed (say 55kt), the increase in descent rate is impressive. For a stall/spin to occur in a slip, the high wing (the one with the higher AoA), has to drop and come out underneath the airplane. You basixally have to hold the cross-controlled condition through a full half turn of the incipient spin, several seconds. If the high wing starts to drop, you simply re-center your controls, decreasing the high wing's AoA and the issue would resolve. You also can push forward on the stick for good measure, but that probably would not be necessary. I have done full slips with the rudder to the stops as slow as 46kt, and have never had a wing start to drop on me. The CT is incredibly docile. But to each his/her own. I understand being conservative, especially as a new CT pilot. But don't be afraid to explore different techniques, the CT really rewards pilots with a large repertoire of "tricks" they can dip into, especially regarding landings. Each one is unique, and if you try to make each a cookie cutter, by the numbers affair, you will often be left scratching your head as to why it didn't work out as planned.
  9. FlyingMonkey

    500fpm, 60 knots, 15 degrees flaps

    Why *not* plan to use a slip if needed? You plan to use flaps, what’s the difference? Shouldn’t you plan to use whatever control inputs you need to, in order to make a good approach and landing? Why hamstring yourself by taking a strong tool off the table? You have to slip to land every single time you land with a crosswind, so it’s not like you’re never doing them; even the “kick” part of the “crab and kick” crosswind technique is a transition to a slip. What if you have full flaps in, are slowed way down, and it’s still not enough? I regularly land at grass fields that require 30 degrees of flaps, 48-50kt approach speed, AND a healthy slip to get down over the trees and land without floating halfway down the rather short runway: https://youtu.be/y5PHKyAPH84 What if you are engine out, and you are too high to make your chosen landing field, even with flaps? Once your flaps are in you are generally stuck with them until landing. You can put a slip in until you are on your desired path and then take it back out, super useful for fine tuning an approach. Slips are something that should be in every pilot’s toolkit, they are just way too useful to leave on the ground, and the CT is great at them. I’d rather have an airplane that can slip like hell than one that has flaps at all. My experience is that many pilots avoid slips out of unfounded fear or a lack of understanding of the maneuver. Again all IMO of course. I’m not coming down on you or your skills, just trying to persuade you to give slips a try when you are high on final.
  10. FlyingMonkey

    500fpm, 60 knots, 15 degrees flaps

    IMO, you should try for shorter finals, not longer ones. The shortest final you can make and get a good stable approach is ideal, IMO. If the engine fails, being over a mile from the runway can be problematic. Many fly-in procedures specify flying a tight pattern to expedite arrivals. And lastly, some pilots get frustrated when others fly longer than necessary patterns, as it slows down the whole pattern. I often turn final a quarter mile or so from the runway. YMMV, this advice is worth exactly what you paid for it. 😀
  11. FlyingMonkey

    500fpm, 60 knots, 15 degrees flaps

    Iaw4, learn to slip the airplane when you are high. I try to be high rather than low, because it’s safer if the engine fails. You can be VERY high, very close to the runway, and with a full slip you can get down and still land on the numbers. Just leave the slip in until you are on the glideslope you want. When you get good at it you can pull the slip out very close to the ground if needed, 5-10 feet. Just be aware that the CT wants to pick up speed in the slip; watch the airspeed and use stick back pressure to pick up the nose as necessay to keep your sped where you want it. I probably slip to some degree on half my landings.
  12. FlyingMonkey

    500fpm, 60 knots, 15 degrees flaps

    I don't think you'll need 4000rpm to fly at 60-65kt with 15 flaps. Probably more like 3500-3800rpm. The power curve is not linear.
  13. FlyingMonkey

    Both tanks (sight tubes) dry - 12 miles from field

    Your Europa example is apples and oranges. There is a difference in turning the engine off to glide in an airplane designed for that, and running an airplane out of fuel. I think it would be bad practice to run the motorglider out of fuel too, or to land with the engine off. Too much opportunity for mishap.
  14. FlyingMonkey

    Handiflight around the world with 2 CTLS

    According to the posted airport information, there are two sets of wires, the tall "high tension" wires and the shorter "railroad" wires. The airplane looks well beyond the tall wires, but might have caught the lower railroad wires. Or maybe not. Some type of event definitely happened though, there is a slight bank for a second or two, then a suddenly increasing bank angle until the airplane is about 90° to the runway. If not wires, then I'd guess an aircraft control issue or pilot incapacitation.
  15. FlyingMonkey

    Handiflight around the world with 2 CTLS

    Sorry to hear that, my thoughts go out to the family and friends.
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