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cscotthendry

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Everything posted by cscotthendry

  1. cscotthendry
    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. cscotthendry
    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. cscotthendry
    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. cscotthendry
    Peter Dinklage could ...🤣
  5. cscotthendry
    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.
  6. cscotthendry
    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…
  7. cscotthendry
    Have you ever accidently / unintentionall / inadvertently flown into a stall? If yes, can you post what happened.
  8. cscotthendry
    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.
  9. cscotthendry
    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.
  10. cscotthendry
    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.
  11. cscotthendry
    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.
  12. cscotthendry
    Nev: That is consistent with my experience and my opinion based on that experience.
  13. cscotthendry
    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.
  14. cscotthendry
    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?
  15. cscotthendry
    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.
  16. cscotthendry
    This is how Capitalism works. Competition helps keep prices down and organizations “lean and mean”. That's the story every time something is to be privatized. So the purchase of OzRunways by Boeing is the opposite of competition. And that is how Capitalism REALLY works, the march towards monopoly. Once achieved, monopoly leads to reduced service and higher prices for consumers … every time. That is the point of monopoly. Edit: I'm surprised the ACCC approved this.
  17. cscotthendry
    They are just copper crush washers. You can get them at most auto parts stores or a hydraulic hose supplier. The easiest way is to take the old one with you to the store when you next change the oil.
  18. cscotthendry
    George Washington said “Never believe anything you see on the internet”. It's true, I saw it on You Tube.
  19. cscotthendry
    Marty: If you're plumbing up a Rotax engine, consider this: Oil hoses on Rotax engines carry NO pressure. The hose that goes from the tank to the oil pump is a suction line. All it has to do is not collapse from the low suction and high temps. The hose that returns oil to the tank from the sump, does so at atmospheric pressure because the tank isn't a pressure vessel. All that hose has to do is not melt from the oil temps which are usually 100-150 degC or less. IMHO, that is one of the most clever aspects of the Rotax engines, there is no high pressure oil outside of the engine. Bert Floods will sell you oil hose (and that is what I use) but at a PRICE. If on the other hand, you're plumbing up a Jabiru engine, ignore all of the above!
  20. cscotthendry
    It's not just flying instructors. In every field, people are retiring and businesses are struggling to fill the expertise shortages. Some of the junior staff are ready to move up, but a lot aren't. And the businesses cannot fill the lower positions as people move up. Blame us Boomers … again *sigh*
  21. cscotthendry

    Hi Mark:

    I just bought a SE2 and applied for the rebate. But I'm not sure what to do with it now. I already have a Mode S transponder coded with an official code. I really only bought the SE2 for the ADSB in feature.

    I heard that you can't have two ADSB devices transmitting from one aircraft, but I read on the ADSB grant thread that someone programmed their SE2 with their nickname. If I did that and it was transmitting, I'd have two transmissions going but with different IDs. Is that illegal?

    Also, if my transponder is transmitting, will the SE2 pick that up? Ibelieve the SE2 can be set to receive only and just used as ADSB in. Are there other apps beside OzRunway that can interact with the SE2?
    Thanks for your help.

    Scott

    1. Show previous comments  2 more
    2. Kyle Communications

      Kyle Communications

      Do you know what the settings are in your ADSB out transponder now?

      Screenshot 2023-02-28 at 8.58.13 am.png

    3. RFguy

      RFguy

      I think there is confusion here -----

      . Mode S - SSR interrogation is  not to be confused with Mode S Extended squitter (protocol used for ADSB)- they are independent and simultaneous functions.

       

      1) if you have a Mode S transponder that ALSO has ADSB OUT - . Leave the Mode S transponder On and ADSB OUT  'ON', and disable the ADSB out (disable transmit on the sky echo) .  Why - becauset the transponder has 200W output on ADSB and will provide superior range (if you want superior range) . So yoru Sky echo does the ADSB-IN only to present traffic...
       

      2) If you have a Mode S transponder that DOES NOT have ADSB OUT (most of them unless it was upgraded or purchased recently, or built in), then you must leave the Mode S transponder ON,---- AND you run your SKy echo in ADSB Transmit and ADSB receive mode.  

       

      3) If you have a Mode A/C transponder - same as (2) , leave it on and operate Skyecho in  transmit and receive mode. 

       

      AN example of a Mode S transponder without ADSB is an GTX330. With ADSB that is a GTX330ES (which stands for "Extended Squitter- which is ADSB protocol)
      IMPORTANT NOTE : some transponders that support Mode S - ES MAY REQUIRE a software update to be fully compliant with ADSB formats.  You need to contact the manufacturer to figure out exactly what you have in the software installed to find out if you need a software upgrade .
      Note : some  mfrs provide a ADSB/ES upgrade to their Mode S transponders free of charge. 
       

       

    4. Kyle Communications

      Kyle Communications

      It is pretty confusing thats for sure

       

  22. cscotthendry

    Hi Dan:

    My name is Scott Hendry. I live in Australia, but I have a truck and travel trailer that I keep in Dallas TX. We visit the US for 3-5 months each year and this year we will be touring new england area, Nova Scotia and Newfoundland. 
    I see by your details that you are in Nova Scotia and was wondering if we could catch up with you. At this stage, I don't know where we'll be going while we're there, so any suggestions for places to go and things to see would also be welcome.

    All the best, blue skies and tail winds to you.

    Scott.

    1. dan tonner

      dan tonner

      Hi Scott,

      We may have met, or corresponded previously, your name is famliar and I was in Australia and New Zealand on visits in 1985 and more recently (New Zealand) in 2017.

      As it turns out, I am currently in California escaping the Nova Scotia snow until April or so.

      I would love to hear from you regarding your East Coast plans this summer. You might be interested in a flight ot two in my Savannah.

      The best way to contact me is via my hotmail address:   [email protected] or by phone once you get a little closer. My number is (306) 450-7991.  This number is temporarily out-of-service while I avoid roaming charges in the USA. Until I return to Canada my US number will be (925) 822-6796.  I still struggle a little with the Recreational Flying software.

      Nice to hear from you; be sure to keep me in the loop.

      Dan Tonner    (CanadaDan)

    2. IBob

      IBob

      Hi Dan. Pardon the interruption, but I got an odd request a few days back from a [email protected]
      I figured it was a scam, wrote to you on your hotmail addr but heard nothing.
      Just checking it wasn't you?
      Bob in NZ

  23. cscotthendry
    My very first Go Around The day after I soloed on the trike, my instructor and I flew our respective trikes to a nearby airfield. Him is his, me in mine. At the destination, the wind was directly across the strip at about 15 Kt. There is a line of trees about 20 mtrs to the left of the runway, upwind of the strip. My instructor landed first. When I got down to the level of the tree tops, the crosswind (that I had unconsciously corrected for) dropped out and the trike made a huge lunge for the trees. It scared the crap out of me. I corrected the heading and put the pedal to the metal and went around. On the second attempt, I had the bar pulled in so hard the trike was doing about 65kt when I passed the treetops ... but it came down straight. Once I was passed the treetops and realised that I was out of the crosswind, I let it come into trim and backed off to idle and let it settle. My knees were knocking when I deplaned. But I was pleased because my instructor saw my runway departure on the first attempt and said to himself "Get a hold of it" and before he'd completed the thought, I'd already started my Go Around. He'd taught me well. He emphasized that if I wasn't happy with the approach, to go around and try again. It saved my bacon then and a couple of times since.
  24. cscotthendry
    IMHO it's more important and beneficial to practice go arounds than forced landings.
  25. cscotthendry
    LOL, I've tried many times to force an aircraft down when I'm too high on final and guess what? Pushing the nose over makes it fly faster and even less inclined to descend. It's really counterintuitive, but it's true.
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