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FlyingMonkey

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Everything posted by FlyingMonkey

  1. Agreed. There are quite a few aspects of CT performance and handling that are a bit unconventional or unusual.
  2. As a counterpoint: Just my preference, but I don’t like landings at zero flaps. The airplane wants to sink fast at surprisingly high speeds, and the touchdown speeds are high enough that the roll out can be squirrelly, especially in high or gusty winds. This is not to say you should not make 0 flaps landings, just that you should try them and see how they work for you. They are just not my cup of tea.
  3. I didn’t go that far, Roswell is on the east side of the mountains. To be clear, I could have easily made it to Page, it was just a four hour flight away with good weather. The problem was that the long term forecast for returning from the fly-in Sunday & Monday made it highly likely I’d be delayed several days for weather. I have several critical projects going on at work, and couldn’t really justify taking more time off than planned.
  4. Exactly how I feel. Sorry to have missed you Duane!
  5. I think Bill Ince was in touch about this, but obviously we’re not there. We looked ahead at the long term forecast, and found that the weather was going to be terrible for several days coming back from the fly in. Since I still work I could not risk several days of weather delays on the end of what was already a ten day vacation. I also didn’t want to be tempted to fly into marginal weather to get home. So I made the hard decision to get ahead of the weather, and turned for home from Roswell, NM. I’m sorry I missed you all, but flying is all about making good decisions, and I think this was a smart move.
  6. My CTSW is 744.4lb empty weight, and with me in the pilot seat (I weight 185lb in my skivvies so use 195lb as my weight), I have not been able to find a config where I respect the individual weight limits of all stations (passenger seat, foot lockers, baggage, fuel), stay under 1320lb, *and* get the airplane out of CG. In other words, as long as I don't overload anything or fly over gross, I can fill whatever I need and not worry about CG. My normal configurations are: 1) Me and 16-24 gallons fuel, 5lb in each foot locker, 15lb in starboard baggage (cover, tie downs, Decalin, etc) (1108.4lb total) 2) The above plus a passenger up to 200lb or so (1308.4lb total). 3) Long cross country config: me, 32 gallons fuel, 5lb in each foot locker, 15lb in starboard baggage (cover, tie downs, Decalin, etc), up to 50lb in port baggage (1206.4lb). The CTSW really only becomes challenging when I have a full-sized passenger and want to go a long distance. It's still not really a problem if you are willing to fly shorter legs of 2 hours or so and fill up ~20 gallons at a time.
  7. Isn't the maintenance interval for the parachute specified in the airplane docs, and doesn't that make it regulatory for an SLSA, just like the two year wing pull? I was not basing my comments on a list of required equipment, but on specified factory maintenance intervals.
  8. It's a maintenance item specified by Flight Design, so technically it's not legal to fly if not complied with. So if the chute or rocket is expired, you are not legal to to fly whether the system is installed in the airplane or not. My airplane is an ELSA and I'm going to do a rocket and repack. I will probably wait until February and do it in the dead of winter when I do my annual. That will put me a couple of months late for it, but I'm sure if the system works at 12 months it will work at 14 months, and I probably won't be doing much flying those two months anyway. But I have the latitude to do that because of my airplane's ELSA status. With an SLSA you are really locked into whatever maintenance the manufacturer specifies, with no wiggle room.
  9. True if it's an S-LSA, the BRS is required equipment. I think you can get factory permission to fly to/from the mechanic to do the BRS work, but that's it. If your airplane is an E-LSA, you can do what you want. Personally, I think not flying for a few weeks is not a huge hardship, considering the lifesaving potential of the BRS system.
  10. That is a fact. A full rubber replacement takes several days of work to do, there are a LOT of rubber bits ahead of the firewall. Unless you have skinny little arms, you really need to remove the engine from the mount to get to the back hoses.
  11. It's the Gulf...it's a giant weather generator and October is its most active month. The one year we did make it, we got delayed in Texas for five days of weather delays coming back. It's a trip worth doing and Arizona is great in October, but just be aware that most of the rest of the country is not ideal for flying in that month.
  12. No need to worry, most of us in the Southeast will get weathered out anyway. Three years in a row so far. October is tough.
  13. That was my guess, but it could also be offset rotationally, offset against the backing plate, etc... Didn't want to make an assumption.
  14. Offset from what? I don't know what that means without some more context.
  15. If it's a 2005 and the BRS has never been serviced, you'll need a repack and a rocket replacement. That's probably going to be close to $3k. That's what I'm looking at this winter.
  16. We generally cross just south of Santa Fe, then you have a pretty straight northwest route where you can dodge the higher terrain by sight. If you are coming from farther north, that might be a long route, but it works really well for us coming from the Southeast. Last time we overnighted at Norman, OK (KOUN) and made a single fuel stop at Tucumcari, NM (KTCC). From there we flew west just past Sante Fe (KSAF) and then dog-legged more or less direct to Page.
  17. I confirmed my room at the Clarion today. Hopefully the weather will cooperate this year!
  18. Isn't there a "K Factor" calibration number that can throw off the calculation if off by a significant amount?
  19. I meant part 23. I don't think it's certified here. Nobody cares about Europe, nobody can afford recreational flying there anyway.
  20. Pitch does factor in. If you're over-pitched you'll burn high at well below 5500rpm, and if real flat you might not get to 6gph until 5700rpm.
  21. I may be wrong, but even 5.5-6gph sounds high at 5300rpm. I would expect more like 5gph. My experience is the ULS sips gas until you get to about 5400rpm, then the fuel burn goes through the roof very quickly. I think the book burn at 5500rpm is something like 6.3gph at ~3000ft MSL. Again, I might be mistaken. My airplane doesn't have fancy fuel flow gear, so I have to infer burn rates from some math.
  22. Is the 915iS certified? I didn't think so...
  23. That's the one I'm talking about. It was $26k complete with exhaust. It might have been on special, but that's what he paid for an engine ready to install from the factory. I don't think anybody can argue that the 915iS is "bargain priced". At best it's an expensive alternative to similar engines. It might do better at high altitude than a 180hp engine due to the turbo, but that comes at a premium.
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