Jump to content
2018 Page Fly-in Cancelled! Read more... ×

FlyingMonkey

Members
  • Content count

    6,072
  • Joined

  • Last visited

  • Days Won

    41

Everything posted by FlyingMonkey

  1. FlyingMonkey

    Landing on Grass Over Trees

    Hey all... Went up this morning and did some landing practice at my favorite grass strip, Aerie (1GA9). The runway is about 1950ft long. The more challenging landing direction is from the Southeast, with ~60ft trees pretty close the approach end. Between the trees and the runway is a soft vegetable garden, so if you land short you will quickly be upside down. The trick is to get close to the trees and then get down quickly but not in the garden. It's a fun place to practice grass landings, approaches with obstacles, and relatively short field operations all at once. The good thing is that the runway is plenty long for a CT so you're not in big trouble if you don't get it right, and there is a very good go around from this end. In the video you can hear my buddy commenting; we were both flying and making commentary on each other's landings. https://youtu.be/y5PHKyAPH84 EDIT: I have posted this video before, but here's the landing from the other end of the runway for another view. This direction has a road right before the end of the runway, and you have to pretty much fly through the front yard of the neighbor across the street (he actually likes watching the airplanes go by)... https://youtu.be/d49dR1wECvA?t=65 The technique I use at both ends is the same: minimum airspeed (48-52kt), 30° flaps, add power as needed to maintain altitude, and slip if needed to get down faster.
  2. FlyingMonkey

    Landing on Grass Over Trees

    My pleasure! I think many who have not tested their limits in a CT might be reluctant to do so, and I want to show them there is nothing to fear. The CT is a very capable grass and short-field airplane. I fly around a lot with others piloting STOL taildragger airplanes, and I can get in and out of 90% of the places they go, even with my small non-tundra tires. These airplane are pretty good at just about everything you can do VFR.
  3. FlyingMonkey

    Landing on Grass Over Trees

    I like everything except the alerts. When you get a traffic or obstacle alert, a box pops up that covers the map so you can’t see the threat until you tap “acknowledge”. A freaking stupid interface decision. I have mentioned it to Adventure Pilot.
  4. FlyingMonkey

    Glider tape question?

    Black on Yellow...TIGER!!!
  5. FlyingMonkey

    Glider tape question?

    I'm with Roger, I'll take tape over open gaps any day.
  6. FlyingMonkey

    11th Annual CT/LSA Fly-in, Page AZ Oct 17-21

    Or late spring, when the weather has died down a bit, but before the Southeast becomes a pilot cooker.
  7. FlyingMonkey

    CTSW heavy landing gear

    Marc or Matco wheels/brakes? Price?
  8. FlyingMonkey

    11th Annual CT/LSA Fly-in, Page AZ Oct 17-21

    Between the marginal weather and a badly infected ingrown toe nail that required some minor surgery, I am not going to be able to make it this year. Sorry guys, I'll catch up with you next year!
  9. FlyingMonkey

    912 ignition modules

    Mine did same, it will start happening more frequently....
  10. FlyingMonkey

    over shooting 6500 Rpm

    Seems like it to me. I think there is a language barrier keeping us from getting the complete story...
  11. FlyingMonkey

    over shooting 6500 Rpm

    How did you get it to 6500rpm? Starting it without a prop attached, or one adjusted fully flat?
  12. FlyingMonkey

    market analysis

    Unless I'm mistaken, there is no night portion of a checkride. The only requirement is for night flight training, there is no demonstration of proficiency required.
  13. FlyingMonkey

    Vne

    If you stay within the g-limits of the airframe limits (+4/-2 for us), it should be okay since the aircraft is designed around those limits. But because of increased airflow over the surfaces, it will take much less control deflection to hit those limits, and any unexpected condition like gusts could cause the airframe to exceed the limits. If I need to go that fast for some reason like testing or practicing an emergency descent, I do it only in smooth air and I usually stop 5kt shy of Vne (140kt) and try to avoid maneuvering as much as possible. I do agree with Ed that just banking with no stick back pressure should be safe, and the resulting turn should be extremely mild.
  14. FlyingMonkey

    market analysis

    I mentioned differences in checkride, but point taken.
  15. FlyingMonkey

    912 ignition modules

    Yeah, a lot depends on how much you like your wife...
  16. FlyingMonkey

    Awesome new seat in my CTLSi

    Order a Warp Drive propeller protractor. If you PM me your email address, I will send you a detailed instruction sheet (with pictures) on how to re-pitch that I created some time ago for another member.
  17. FlyingMonkey

    912 ignition modules

    The hose job is not hard, but it is a lot of work. You’ll want to remove the engine at the ring mount to swing it out of the way to the right side 6-12”. That will let you get to hoses behind the engine and going to the firewall. Roger, Corey, or Tom can probably give you more details. When I did it I just replaced a hose at a time and moved carefully, so it was not bad. Mark all the gascolator hoses, there are three going in the top and it’s easy to get them on the wrong fittings if you don’t pay attention. Also, get a good hose cutting tool, scissors or a knife won’t cut it. You want really clean cuts to keep debris out of the lines. Blow them out with compressed air before installing to make sure.
  18. FlyingMonkey

    912 ignition modules

    You have one or both modules failing, it will happen again. Send them to Lockwood, it’s only $50 to have both tested. Then you will know for sure, even if you choose not to replace failed modules immediately.
  19. FlyingMonkey

    LSA Proposed Rulemaking - Jan. 2019

    Yes and no. It absolutely helps determine the strength and construction of the particular airframe being tested. The testing has already been done, in reality. Two pilots flew two structurally unmodified CTSWs around the world at 1675lb, and many pilots have flown CTs at 1400-1450lb regularly without issue, legally or not. I’d feel perfectly safe at 1430lb given these real world experiences.
  20. FlyingMonkey

    LSA Proposed Rulemaking - Jan. 2019

    Happens with every single E-AB aircraft...
  21. FlyingMonkey

    LSA Proposed Rulemaking - Jan. 2019

    I agree, but depends on what you're doing. I would not want to do your mountain work with a 400fpm climb, but for a long cross country over flat-ish terrain with long, paved runways it might be okay.
  22. FlyingMonkey

    LSA Proposed Rulemaking - Jan. 2019

    Hence the "flight testing" I mentioned. 😀
  23. FlyingMonkey

    LSA Proposed Rulemaking - Jan. 2019

    New weight limits could help us ELSA owners...we should be able to log some flight testing and then increase our weight limits. I don’t want much, but if I could go to the floatplane limit of 1430, that would allow my CTSW to fly legally with two 200lb humans, full fuel, and nearly full (90lb) baggage. That would make the utility of my airplane everything I could want in a two-seater.
  24. FlyingMonkey

    LSA Proposed Rulemaking - Jan. 2019

    I don't want to trade my CT...I want FD to increase the gross weight on it.
  25. FlyingMonkey

    LSA Proposed Rulemaking - Jan. 2019

    There certainly are a few, but not many most could afford or fly. If they are going to keep a stall limit I like 60-65kt.
×