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About lcseale53

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  • Birthday 06/23/1953

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    Lakeland, FL

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  1. Lou shows up pretty regularly on a couple of message board forums. We've chatted a time or two. Leon
  2. There are two - and only two - forces competing here, which are very simply thrust (rapidly spinning propeller in this case) and drag (wheel bearing and surface contact friction). We assume lift exceeds weight because it is, after all, an airplane.If the thrust generated by the prop overcomes the aforementioned friction, the airplane accelerates to flying speed.If the wheel bearing friction is greater than the generated thrust, the airplane is either stationary or moves backward with the conveyor/treadmill. Those are the only two considerations (obviously discounting gale force winds, etc.) period.Given reasonable maintenance we can expect a wheel bearing to function continuously at speeds in excess of - say - 100 knots, so a conveyor moving at that same 100 knots would not stop the airplane from accelerating to flying speed...but it might speed up luggage handling at some of the airports I've been through. Leon
  3. Standing in our office parking lot watching the tragedy unfold. A co-worker was taking pictures and continued through most of the sequence. Your gut knows what's happening but your heart is arguing in desperation. Leon
  4. Had the elevator freeze going into the flare on landing. A very forceful pull resulted in something tearing beneath the panel and a flare just in time. Turned out a section of old ventilation hose moved and bound a portion of the yolk shaft assembly, and the hard pull ripped the CAT (not SCAT) hose apart. Installed a new hose everywhere I found an old one.Another exciting event involved two engine failures and two restarts less than a minute apart on the way home from a nearby paint shop. Some debris had gotten in the fuel cap vent on one tank while repainting the airplane and eventually stopped the fuel flow. After the second failure and a fuel tank switch everything was fine. I did, however install fuel caps with a better vent system. One other attention-getter was blowing a muffler apart in the air - very noisy.The less exciting failures include magnetos and plugs, and if you fly the same plane long enough you will experience these more than once.The most exciting event, though, was the sudden appearance of more than a dozen wasps in the cabin right after take-off - that was a sight/flight/fight to behold. I was not stung a single time but a ferocious fight ensued - my only weapon was my cap, and a good one it was. Turns out a large nest was built during the two week period between flights in the wing root vent completely out of sight. Leon
  5. Curious that the Lycoming publication advises against ever using auto fuels in an aircraft engine while telling one how to keep their faltering engine running on avgas.I've been running 87 - 89 grade auto fuel in my continental C85 for twenty years - with the proper STC of course. Cleaning the plugs now occurs on an annual basis rather than monthly. A little Marvel Mystery oil keeps the top lubed in the absence of lead...but the STC does require a tank of avgas every 60 hours.I also have a continental IO520 (no STC available for injected engines) running strictly on avgas. I keep a spare set of plugs that I rotate out every couple of months for cleaning. Generally easing the mixture out a little during run-up will clear the plugs.Regards,Leon
  6. Here's one for ya, Our community's own Jan Visser (MAAM-Sim) played bass guitar as a member of the great
  7. Think in market terms - ready to fly, certified, easier to finance, less to insure, easy transition, no medical required (subject to the LSA regs.)Then think resale - all the same reasons.By the way, I feed two Continentals; one at 85 horses and the other at 300. Guess which one sees more air time. $4.50 -$5.00 avgas at 15-16 gph vs 4-5 gph of autogas has its value too.And if the feds have their way with user fees and other taxes, light and simple offers more value still.Leon
  8. Hi Bill,I need to do that one day soon. Or if you get a chance KLAL is an easy trip. Our hangar bunch (24 of us) is an owner/occupant group located in an isolated wooded area on the northwest corner of the field. It's like a big sandbox where we all gather and play nicely. There's usually a grill going somewhere and refrigerators are filled with whatever satisfies your thirst. Be glad to have you.Best regards,Leon
  9. Okay, I'll have to swell my chest a little. Was asked to pick up my 9 year old granddaughter at a birthday party recently and the host asked me which one was my daughter. Ahh, the little pleasures - pun intended.Leon
  10. Its not just you Adrian - the default J3 is unduly touchy. I have better than a thousand hours in conventional gear aircraft, including the J3, Citabria, Cessna 120/140, and a few others. And while any taildragger can bite you good if lose focus, most are well behaved if due respect and attention are given.We've been through the reason for conventional gear groundhandling difficulties in previous posts (and torque is only a part of it) so I won't address that here - suffice it to say there is indeed a problem with the default J3.Regards,Leon
  11. Mark,Try dumping about half the fuel and adjust the pax loading. That will bring the deck angle down to a manageable level.Regards,Leon
  12. You are 100% correct Bob, and military pilots routinely engage in aerobatic flight. The problem we've all witnessed and lost friends to, though, is the urge to attempt aerobatics with only a familiarization ride. Couple that with a low-time pilot that probably doesn't fully understand controlled flight in the first place and we're back to the previous sentence.My father, a retired fighter pilot, hammered me with the concept of coordinated flight using the old standards like lazy-eights and chandelles. We thoroughly explored approach, departure, and accelerated stall recognition and recovery, spin recognition and recovery, and why pilots die turning from base to final.My aerobatic jaunts are limited to an occasional ride with a well trained pilot in the right airplane - but - I have no doubt that I could recover from any intended or unintended unusual attitude, as long as the airplane survived whatever placed it there initially.I have a number of friends who are competitive aerobatic pilots, and they are better at aerobatics than I am, but they are not better pilots than I am. I guess I'm a little sensitive to the issue as a couple of very good friends of mine are no longer alive. Now don't misunderstand - I love watching aerobatics more than rasslin'; in fact I'm based in Lakeland, Florida, home of Sun n' Fun and all around airplane nirvana. As a child at military airshows I've watched my dad roll down the runway right on the deck, pull to the vertical, light the afterburner, and roll out of sight (or as nearly out of sight as an F-94C would go). That'll put a mud-eatin grin on a kid's face. My contention though, or maybe expectation, is that proper primary training and subsequent experience 'should' equip a pilot with the tools necessary to correct an immediate or imminent flight or equipment problem. For what its worth, and with respectful regards,Leon
  13. From my limited aerobatic experience,A little aerobatic work can be great exposure to very unusual attitudes, but reaction to attitudes you will most likely encounter in routine controlled flight should be pretty well instilled through basic flight training. I will agree that an introduction to aerobatic flight can be a good thing, but it can be a deadly thing as well. My partner stalled his Pitts at the top of his first loop and basically flat spun nearly a thousand feet before recovering. He'd had a few hours of introductory work in an S-2 but not enough formal aerobatic training to go off on his own. He eventually became very proficient but only after a great deal of work.Many instructors will not fully stall an airplane, but teach the student to recognize an imminent stall and effect the recovery at recognition. Stall/spin accidents are still happening and I believe the typical approach and departure stall series should be practiced (through full stall) until recovery comes quickly and naturally. However, seeing green up near the cabin vent does not often bring a controlled and proper reaction from any but those with formal training and sufficient practice to stay somewhat current. My first aileron roll was in a Thorpe T-18 with an F-16 pilot. After a couple of demonstrations it was my turn. No problemo - I'd had my ticket for years, was a competitive pattern R/C pilot - I know all about this stuff...not! At the inverted point I was apparently overwhelmed at the view/attitude/meaning of life, etc. (as I later read most people are), and just relaxed on the stick and flew a very nice inverted arc. My friend woke me up and I finished the roll, which now took about a 3-g pullout.About a half dozen rolls later I could finally concentrate on flying through the maneuver with some degree of precision. I guess my point is that unless we plan to actively pursue aerobatics (not saying an occasional excursion over the top is not a terrific thing), I think we really ought to concentrate on honing our skills and flying precision within our aircraft, and our personal, limitations. Works for me anyway.Regards,Leon
  14. I never got a pin either - or a hat. I got the bag though.Leon
  15. Scoob,Thank's for the offer and I would have appreciated the help - however, as you've probably seen below, Bill Grabowski is going to update his panel - and that's what we really want!If you have any experience with his ERJ panel you know his artistry as well as his gauge creation and programming skills. We are fortunate indeed.Thanks again,Leon
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