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Everything posted by FlyingMonkey

  1. Amps verses volts

    Would that cap also work for a 2007 CTSW? I have been thinking of upgrading.
  2. Parachute Recommendation

    If you think you need it, pull it. Trying to decide if you fall at point A or point B on the correlated parachute deployment matrix, and then referring to the errata denoted by the asterisk at the bottom of the graph is only going to waste time. If you have the time to think it over, then you can formulate a plan. But if it’s an “oh shit” moment, you have to be ready to pull without a plan or a definite sense of your chances. No single deployment envelope is really possible. Why? Because every circumstance is different. Terrain is different, pilot ability is different. Do you go out and fly twice a week and practice engine out scenarios often, or do you fly twice a year and have not stalled the airplane in the last year? That will significantly change your deployment strategy. It would be nice to have an easy to understand set of parameters, but that’s just not realistic. The best rule of thumb is simply use it if you think you need it, or if there is doubt whether you do. That strategy gives you the best chance of survival. You might end up trashing an airplane you might have been able to save, but you’ll live to engage in that hindsight.
  3. Parachute Recommendation

    A lot depends on descent rate, speed, terrain, etc. Honestly, if I think I need the parachute, I'm likely to pull it regardless of altitude. Worst case it's at least going to act as a drag brake to slow things down and lessen the impact energy. If you are spinning in from 200ft you just don't have enough time for the chute to deploy, but trying it will not make your dire situation any worse. If you are at 100ft and have a 500ft descent rate when you realize you are going to overshoot to a boulder field, that is 20sec before impact and that is *way* more time than you need for a full deployment. So I don't think of deployment in terms of altitude, but instead in terms of time..."do I have enough time for the chute to get open before impact?" Even if the answer is no, it will probably not make things worse to try anyway. The one exception is if the airplane is covered in gas for some reason; rocket exhaust plus fuel don't mix well.
  4. Parachute Recommendation

    This has been talked about a LOT in a number of threads here, and there are a lot of different opinions. As for me, I like to go with the odds. Statistically, an off-airport landing has a much lower chance of survival than a parachute pull. This is, however, a bit less true in a slower moving airplane like a CT than something like a Cirrus. That said, my plan amounts to: "if the landing is in doubt, pull." That means I'll try to land the airplane if it seems like there is a good landing site and everything works out. If I get down to a few hundred feet and things don't look as good as I'd hoped, I'm taking the silk elevator down.
  5. Can you soar your CT?

    Cold enough that you need choke?
  6. Why would stabilator axis bend?

    If you want to check the rod to confirm a bend, you can put in on a piece of glass on a table and roll it. Any warping will be instantly apparent. Though it sounds like you are already sure it's bent.
  7. Can you soar your CT?

    Any trouble restarting, especially in cold weather?
  8. Why would stabilator axis bend?

    Other than it taking a hit on the ground as discussed, the only other thing I could think of would be a flight load beyond design limits. But that rod is pretty well supported by the bracket and bearings, and I think you might see some cracks in the stab composite around the stab mount bolts before that rod bent in an over-g event.
  9. Can you soar your CT?

    When you play around with soaring, is it engine off or engine at idle?
  10. Metal shavings in my float bowls

    The washer serves as the new bearing surface. It protects the airbox composite and is not hard or rough enough to wear through the rod.
  11. Metal shavings in my float bowls

    Problem solved!
  12. 'Full Stall' vs 'Minimum Speed'

    I don’t think anybody takes exception to landing technique discussion. But we don’t need a new thread on it twice a week. Just start a landing technique thread and keep all of the discussions there. At least that way if somebody wants to find info on landings, they can dig through one deep thread instead of twenty single page threads.
  13. I have a routine that includes touching the cap and confirming it’s tight before closing the oil door, but your way is probably more foolproof.
  14. 'Full Stall' vs 'Minimum Speed'

    This whack a mole of new threads all on the same topic is getting a little weird. It seems like the discussion gets to a certain point where people differ, then a new thread pops up and the cycle of abuse starts over...
  15. CTSW - landing mishaps

    The problem is that with new pilots is if you try to teach them out of their depth, they won't get it right anyway and then when the chips are down they will revert to POOR technique. I think it's better to teach them a technique that they can master and lock into muscle memory so if they do revert, they do so to something they can do well.
  16. Oh, I thought that was the oil cap holder for when I burp the engine...
  17. I’d buy it just to get that awesome cup holder! 😀
  18. CTSW - landing mishaps

    More speed is not the fix, and I don't think anybody has said so. Back to your golf swing analogy, properly judging height of the roundout, landing attitude, and proper airspeed all at the same time are the "fix". All of those elements have to be within pretty narrow parameters for the landing to come off without any corrections or drama. That said there are several ways to get it all done. You can come in at minimum speed, round out at exactly the right time and just "stick" the landing. Or you can come in faster, round out at the appropriate height, and then hold off while you use up some runway until the airplane is ready to land. I found roundout height and control pressures were my biggest challenge when learning. I'd round out too high, and/or use too much stick too soon, and balloon up a bit. I could either add throttle and save the landing, or drop in from a foot or two in a "carrier style" landing. This was not ideal (though I got GREAT at knowing how much and when to add throttle to save a landing), and once I figured out the problem and waited until the proper height to ease the stick back, my landings improved dramatically. Others might have trouble with airspeed, or runway alignment, or holding the nosewheel off. There are lots of ways for a landing to go bad in any airplane, and the CT seems a bit less forgiving than most. But when you get it down, it's very rewarding.
  19. Flaps Issue

    Flying yesterday, I had some strange behavior from my flaps. The following only happened in flight, going from 0° to 15°, or from 15° to 30°: 1) The flaps would deflect downward, and the flaps would make the normal whirring noise. 2) The flaps would stop about 2/3 of the way through their travel, and the whirring would stop. 3) About 2-3 seconds later there would be another short whirring and the flaps would reach their full travel and stop. I checked the display, and it would continue flashing until the flaps finally stopped at their full normal deflection. The flaps cycled normally on the ground, and had no trouble retracting normally. Because of this, I'm thinking the motor might be failing and having trouble generating enough force to more the flaps all the way against the air stream, so it's pausing and then trying again. It could also be a loose wire between the controller or power source and the motor. I'm hoping it's not the flap controller board, but I don't think that's it because the flaps seemed to work normally other than the pause mentioned above. When I took the wings off for inspection and sight tube replacement about 6-8 weeks ago, I greased the flap mechanism and it seemed to be working freely. I have had no trouble at all with the flaps system during the 590hr of operation, until this past flight. It was unusually cold yesterday (for Georgia), about 26°F, but I'm not sure how that could be a cause of the problem. Suggestions, ideas?
  20. CT2K advice required

    Right, but that doesn't mean that's my technique! What I meant was that if you are ten feet in the air and stick full back at 40kt and idle power, you are going to get into a nose high attitude and a high sink rate, which is a recipe for a tail smash. Sorry if I was not clear on what I meant.
  21. CT2K advice required

    If that question is directed to me, then no I don't "drop from five feet". I generally try for a steady descent rate into ground effect. Then normally there is a "pause" at ground effect at around 10ft, then the sink starts again. That is usually my cue to start working the stick back. Sometimes if I'm doing a minimum speed landing (calm winds and/or short grass field), my approach speed is as low as 48kt, and then there is a lack of noticeable ground effect pause as you sink right through it. That requires more feel and timing to get right. I aim to arrest the descent a few inches to a foot above the surface, then keep working the stick back to hold it off until contact occurs. That part of it is pretty standard practice for most airplanes.
  22. Flaps Issue

    It should be good, for $82 for a can!!!
  23. CT2K advice required

    I think it depends on your airspeed and height when you have full aft stick. Five feet above the runway at 40kt and 30 flaps...you will be landing tail first.
  24. CT2K advice required

    That is truth.
  25. Flaps Issue

    Dick, thanks I will try your recommendations. Tim, thanks for the confirmation. I might not have sufficient lubrication, I will check that first and add Inox.