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cscotthendry

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Everything posted by cscotthendry

  1. cscotthendry
    Nev: That is consistent with my experience and my opinion based on that experience.
  2. 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.
  3. 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?
  4. 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.
  5. 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.
  6. 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.
  7. cscotthendry
    George Washington said “Never believe anything you see on the internet”. It's true, I saw it on You Tube.
  8. 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!
  9. 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*
  10. 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

       

  11. 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

  12. 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.
  13. cscotthendry
    IMHO it's more important and beneficial to practice go arounds than forced landings.
  14. 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.
  15. cscotthendry
    That is the best advice anyone can give you. Your instructor will know when you're ready to solo. He/she will set it up so that you should be ready and comfortable. They'll probably go up with you for a couple of circuitsand then get you to taxi off the runway so they can get out. They'll probably have a handheld radio so they can listen to you and talk to you if there's a problem. You will know what the conditions are because you will already have done a few circuits. As RossK said, the plane will LEAP into the air without the dead weight beside you, and it will want to float on your approach. Be prepared for that and as we said, if you're not completely happy with how the approach is going, go around. But don't worry about it. Your instructor isn't going to “Fail” you for a missed approach. In fact they'll probably compliment you on your good decision making. Also, don't get stressed if you miss a landing or two. If you're still flying, you're still in control of the airplane, so you still have choices. It all sounds dramatic and for the very first time it is, a bit dramatic … but oh so much FUN!!!
  16. cscotthendry
    Wow! The camera mount I made is still there. Thanks for the update Mike.
  17. cscotthendry
    Hi Mike: Safe flying and tailwinds to you and Kitty.
  18. cscotthendry
    I'm gobsmacked how this could happen. I fly regularly in this area and everyone is on the same frequency. With two or more helicopters flying out of SeaWorld, I would have thought they would have departure/arrival procedures in place to avoid just this scenario. I know that there are procedures at Ayers Rock and Victor one and even the scenic VFR route to Surfer's Paradise itself. This area has lots of traffic, moreso in peak tourism periods. So why were there no departure / arrival procedures for the SeaWorld helipad? And if it was one chopper oveflying the helipad while another was taking off, were there radio calls made? There is a mandatory radio call for Porpoise point. Surely it would make sense to make a radio call when overflying SeaWorld helipad or a departure call from SeaWorld. Also, both choppers were painted black. I've flown over Tangalooma with the choppers flying out of there, that are also painted black. From my experience, black choppers are devilishly hard to distinguish from ground clutter. Looks like the holes in the Swiss Chees struck again.
  19. cscotthendry
    Bob: The negative return cable from the engine and every piece of electrical equipment on board, is a MUST. If anyone wires an airplane like cars are wired (using the frame for ground returns) they WILL have starting problems as well as radio problems somewhere along the line. Every, that is every piece of electrical equipment on board an airplane, big or small, must have its own negative return wire of the correct amperage rating, to a single common ground bus point, no exceptions and no sub-bus points.
  20. cscotthendry
    Sorry, that's news to me. I have received PMs before. I'll check my settings and report back. I had a look thru my settings and didn't see any blocks there.
  21. cscotthendry
    You need one of these. The handle is the choke pull. The red button is the start button. Unfortunately it's a custom item made by Aeropilot, but someone could probably make something similar for you.
  22. cscotthendry
    Can I ask why you wouldn't source these from Bert Flood imports?
  23. cscotthendry
    Yes, hangars are generally near a runway, whether it's at an airport or on someone's farm and for the reasons you mentioned (transporting and removing wings etc) Generally removing flying surfaces for storage or transport is not a great option. It introduces lots of potential for missing something vital and having a really bad flying day when a wing folds or comes off, or a control surface ceases to function. Also, it adds a significant amount of overhead time to your actual flying hours. I used to own a trike which I used to transport on a trailer to other airfields. The setup/packup becomes a real PITA after a few goes. Also, aircraft REALLY don't like being transported by road. They are very lightly constructed and not designed for extended travel, particularly on Oz's crappy road system. The bumps and shakes bend things and loosen things and it's generally not a great solution. As others have said, if you're looking for a 4-6 place plane, you definitely won't be taking the wings off that unless you have a LAME license or similar. Also about that 4-6 seats. You probably find that unless you have an IFR license and a very well fitted out IFR aircraft, you probably do mostly recreational flying, which usually means yourself and probably one other person. If you're paying the maintenance and fuel bills to carry 4 empty seats for most flights, flying gets expensive real quick. Back to the hangar situation, I stick with my suggestions as they've worked well for me. But if your situation is such that there's not an airport near you, then someone's farm might be the solution. The potential downside is you're subject to how well the farmer maintains the runway(s) and if they run cattle or other animals on it, it can get a bit complicated. In all things flying “Simplicate and add lightness.”: R. Kelly Johnson, designer of the U2 and the SR71.
  24. cscotthendry
    Pick someplace close to your home. The closer it is, the more flying you'll be able to do. Then go to that airfield and visit and even join the flying club. Go hang out there on weekends and start to get to know the members and get yourself known. Talk to airplane owners and prowl the hangars and ask around. Something will pop up. This is how I get hangarage and it has worked several times. Ummm, I just te-read your post. Are you looking for someone who can construct a hangar for you?
  25. cscotthendry
    Check out the paint schemes https://yeahmotor.com/aero/aircraft-paint-jobs/
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