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About FlyingMonkey

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    Flying Monkey

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  1. Something else to consider for E-LSA owners: Experimental aircraft can use the small 3" N-numbers. It might look nice to have the smaller numbers on the vertical stab.
  2. I was not knocking GRS, as I said it's a good system. But there is a lot of data on the BRS website regarding operational deployments. I don't see much similar data on the GRS website. In fact, in the GRS video section there is one video of the well-known Pipestrel deployment, and *no* other information anywhere on the website regarding deployments. From that website one gets the impression that they have a very limited number of operational deployments. It may or may not be true, but how would we know? EDIT: I did find on the scrolling banner on the GRS site where they list 96 lives saved, vs. BRS claiming 422. Of course this tells us nothing, we need event data and number of systems in the fleet. I wish both websites had a comprehensive list of deployment events with outcomes and not just some vague "lives saved" number, but I have not been able to find that data.
  3. I wouldn't do that. Makes them easy to bump or bend by pilot/passenger, and if they leak or split they will dump fuel in your lap instead of along the outside of the wing root and down the outside of the fuselage.
  4. BTW, I shot some Inox on the exposed flap jack screw arm and that made my flaps act much better on my last flight. Probably a temporary fix, but I won't know for a while because my airplane is down for maintenance for several weeks.
  5. cdarza, thanks for the great photos! You reference a white plastic part not in your photos...can you shoot a pic of it an where it goes in the assembly?
  6. Do you mean lowest setting physically (40°) or lowest numerically (-6°)? Complete opposites, would hate to get it wrong!
  7. GRS does not have the same operational history of successful deployments as BRS does. It's a good system, but not yet proven as good as BRS IMO. You get what you pay for. Plus, there is no engineering info on using a GRS in a CT. Will the deployment forces be similar? Will the rocket penetrate the deployment panel, and at the correct angle? Will the bridles built into the CT work correctly with the GRS? Who knows, and I don't want to be the guy to find out one way or another...
  8. How close is "too close" to the cowling? Most spinners are close to the lower cowling. If you have already replaced the engine isolators and that didn't help the issue, I'd probably consider additional shimming to raise the engine slightly (easiest), slightly modifying the cowling (harder), rather than replacing the engine mount (harder still) or taking a sawz-all to it (hardest), absent any other problems with the airplane. I understand the desire to have things "perfect", but sometimes "acceptable" is, well...acceptable. Before I paid two grand for a new mount I'd have Airtime send me a ton of detailed pictures of the new mount, to ensure it doesn't have the same issue (or others). You'd hate to write that check and still not be happy with it.
  9. Still might be worth trying the above steps, they are easy. I would bet there is a threshold speed set in the Dynon gear for the ADS-B to switch to ground mode that is set too high.
  10. That is the "weirdness" of SLSA...repair and alteration procedures are not standardized per the FAA, they rest solely with the manufacturer. It leads to wildly varying standards and procedures between LSA makes/models. It's a two edged sword. On the one hand, we get relaxed but safe standards per the ASTM guidelines, on the other hand, we're pretty much at the mercy of the manufacturer (ask the SportCruiser guys...do they even have an approved ADS-B solution yet??). IMO the best of all worlds is to take an airplane ELSA, and follow manufacturer recommendations as much as possible and as much as they are reasonable.
  11. Are you sure that's a "failed" report? You only had errors on the "Air on Ground" element of the report...If you look at the user guide for the performance report: https://adsbperformance.faa.gov/PAPRUsersGuide.pdf You'll see the definition of "Air on Ground" : Air on Ground = Percent, total time, and max consecutive reports the FAA ground system received airborne formatted messages while the aircraft was on the ground. Basically it seems that your ADS-B system *continued* to send airborne messages while on the ground. That could be an issue with setting the flying speed of the airplane, or an altitude encoder problem. Your ADS-B system seems to be working great, it just continues to work while ATC believes you to be on the ground. Do you by chance have a Garmin GTX 345 as your ADS-B unit? Others have reported the same error with that unit, as well as some of the GTN units and the GDL88. I found the following recommendations that have helped others get past this error at least well enough to pass the report: here are some steps to take on your next flight which will make sure the system is not transitioning this data incorrectly. 1. Position the aircraft outside of any hangars with a clear view of the sky. 2. Conduct a normal aircraft power on sequence by starting the engine(s) and avionics. 3. Remain stationary until GPS position has been obtained and your ADS-B equipment indicates no faults or failures. 4. Taxi at a normal taxi speed (no faster than a brisk walk). 5. Depart the runway using a normal climb profile for your aircraft. 6. Fly either a normal traffic pattern or straight-in approach to land. Fly a normal 3 degree glide path, or as close as possible given any obstacles on the approach path. 7. Upon touchdown, decelerate in a straight line on the center of the runway, only turning off the runway after a normal taxi speed (no faster than a brisk walk) has been achieved. 8. After exiting the runway, stop the aircraft for a period of at least 5 seconds before taxiing. 9. Taxi to parking at a normal taxi speed (no faster than a brisk walk). 10. Allow the aircraft to come to a complete stop for a period of at least 5 seconds before turning off avionics. Good Luck!
  12. It shouldn't cause a problem. If the rod ends are adjusted properly the nosewheel will track straight and the rudder linkage will be neutral. The only way I could see shimming throwing anything out would be if a rod end ran out of travel do to really big shims on one side. If you meant that the linkage will need to be adjusted with a shim change, that is absolutely true.
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