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cscotthendry

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About cscotthendry

  • Birthday 14/07/1951

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  • Aircraft
    Aeropilot Legend 600
  • Location
    Brisbane
  • Country
    Australia

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  1. I'm very wary of formulaic rules like “Stall Stick Position means it's stalled, otherwise it's not.” There are too many variables in flying to make formulaic assessments like that. And I guess, that comes back to my point. Pilots are taught implicitly, that the aircraft is stalled when the nose is pointing at the heavens and the controls are back in your chest, because that's how it was in training. And the corollary to that is that if the nose isn't pointing way up in the sky and I don't have the stick back in my crotch, then the aircraft's not stalled. Which is what I think the other poster was claiming. That's almost always going to be followed by confusion and a loud BANG!
  2. From what I've heard, the side door on a low wing is a double edged sword. Apparently, if the door pops open in flight it disturbs the airflow over the wing and can be a hazard at low (near stall) air speeds. That is for doors that open forward. I don't know about gull wing doors. But with gull wing doors, you're back to being trapped in a flip over.
  3. What the H*ll has LGBT got to do with electrical principles? That's as specious as the "High voltage electrical current" you objected to. Disconnecting the alternator from the load causes the voltage across the induction coils in the alternator to rise past the breakdown voltage of the diodes. This causes current to flow backwards through the diodes and can cause them to fail.
  4. I'm guessing from the question that putting a spanner on the nut is not possible? But you didn't mention that. If that's the case, I wonder how they were done up in the first place.
  5. That fear of what happes in a noseover in a paddock is a big part of why I fly a high wing. That and tha fact that I burn easily. I live in the skin cancer capitol of the world (Qld) so it's a real issue for me. Plus, I fly to see the sights on the ground. A low wing obscures a lot of downward view. Then if you add a sunshade on top … well I don't see the point of being up there anymore if you can't see down and can't see up…
  6. Have you ever accidently / unintentionall / inadvertently flown into a stall? If yes, can you post what happened.
  7. Mike: That is all true, but you have to recognize it as a stall first. And as I mentioned, the circumstances and indications were quite different to any stall I've experienced in training or reviews. My understanding also is, don't use aileron in a stall, But you have to first recognize that it's a stall.
  8. I hear you! I have an Italian GPS and it's not very good. It hangs the heading indication occasionally. I have had numerous contacts with their support people. Nice people, but not effective troubleshooters.
  9. Rotax reccomend a capacitor between the output of the regulator and ground. An isolator on the positive terminal of the battery shouldn't be placed between these two or it negates the benefit of the capacitor. The capacitor provides a small load to the regulator to stop it from overvoltage damage if the connection between the regulator and the rest of the system is lost, most likely from the isolator switch being turned off, or a master relay failure, while the engine is running.
  10. As a further point, when I was analyzing what happened I came to realize that you have very limited time to figure out what to do in the situation I was in. That is, entering a stall close to the ground. In my case I've done lots of GoArounds as I stuff up landings pretty regularly. So a Go Around is something that I'm familiar and comfortable with. In the case I described, I initiated the Go Around almost instictively, even without knowing what was wrong. It turned out that doing a Go Around happened to provide the solution to the problem, but I didn't know that at the time. Contrast that with the recent death of the 16 year old who crashed on base/final and who may have tried to correct the wing drop with ailerons (as I started to do), rather than push the nose down and add power, as I did eventually. I guess the point of this post is just to reinforce the fact that an accidental stall may not present itself with the same indications as an intentional stall. If you haven't accidently entered a stall (yet), be warned and be ready. But the positive is that the actions they teach to correct the stall do work.
  11. Nev: That is consistent with my experience and my opinion based on that experience.
  12. I see a lot of posts explaining how to handle stalls. But that isn't what I was discussing. I was talking about the standard method (that I've experienced) of Teaching stalls to students. In all my lessons, and BFRs, stalls have been induced as I described. But that is not how I experienced flying into a stall. In addition, when I'm inducing a stall with an instructor on board, by the time the aircraft stalls, I have the nose pointing at the heavens and the yoke back into my chest. Again, that is NOT how the stall I encountered happened. I was on a short final and the attitude was fairly close to normal for the approach and the yoke was somewhere near midpoint, with the trim set for best glide etc. In fact it all felt normal, whereas inducing a stall feels totally ABnormal to me when I do them with an instructor.
  13. I had a situation some time ago and it got me thinking about how we teach stalls. I was on a short final on a fairly gusty day. The gusts were varying 10-12 Kts above / below the stated wind speed. When I was about 150' AGL, the plane started an uncommanded left bank. I started to correct in the usual manner with a slight pressure on the ailerons, but the plane didn't respond as I expected it to. Thinking I was caught up in a Willy-Willy or rotor, I decided to go around. From my training, I pushed the nose over sharply, gave it full throttle and began bringing the flaps in. I've done plenty of go arounds, so they hold no mystery or fear for me. I took me a while to figure out that I had let my airspeed bleed off and flying out of a gust, had put me into a stall. It wasn't anything like how I encountered stalls in my training / BFRs. In training and review sessions, we're always taught to pull the power back, keep the altitude level by steadily pulling back on the elevators and then, just as the plane starts to buffet, snap that last little bit of elevator to make the nose snap over as we enter the stall. But that's NOT how it happens in real life. The stall can be insidious and you might not recognize it as a stall at first. I'm certain that this has happened to too many pilots who didn't survive to learn the real lesson. I believe that including that snap over at the point of stall gives pilots the wrong impression of how stalls feel. What say you all?
  14. Just had a look at the doc you posted the link to. It says that when the engine is running over 1800 RPM, the readout shows RPM. It shows the time in Hrs minutes and seconds when less than 1800 RPM. What does the display look like when the unit is powered but the engine isn't running? From the picture, it looked like the display only has 4 digits. I don't see how that can display H, M, S unless it scrolls somehow. Also there has been an issue with Avia Sport tachos on Rotax engines. There is a thread about it on these forums. I had an issue with erratic readings which I solved with a resistor between the signal and ground pins at the gauge connections.
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