Jump to content

lcseale53

Members
  • Content Count

    203
  • Donations

    $0.00 
  • Joined

  • Last visited

Everything posted by lcseale53

  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
  16. If Bill approves it for release I'm in the midst of a complete rework of his older 120 panel. Because of some incompatibilities between FS2000 and later FS versions I'm using some of the Kingair gauges which, in my opinion, don't terribly detract from the Brazilia ambiance. Some gauge frames were removed in support of the changes but shading adds back the depth. I've also used a couple of more pop-up panels to include all the original had to offer.If anyone's interested I'm probably 2-3 weeks from completion, and I need to check with Bill as well.Regards,Leon
  17. Thanks Michael,When we moved to Florida we thought we'd left the tornados behind, but as we've seen over the last decade or so even here we're at risk. Ironically, a few years back we took a hit from a smaller one here in Lakeland that peeled about half of our shingles off and carried the kid's trampoline a few yards down. It was time for a roof anyway.Welcome back, by the way. I haven't seen you post in a while.Regards,Leon
  18. Having lived in west central Alabama for a number of years prior to moving to Florida, I can vouch for the lack of warning a tornado gives. The only thing certain during tornado season is that the threat exists every day. I've been in high school when the entire roof departed the building, complete with a bus spinning in the air, I've been under a spawning tornado that dropped a hundred foot interstate service station sign like a wet dishrag and scattered debris from an obliterated Holiday Inn from Tuscaloosa to Birmingham. We've lost acquaintances in tornadoes - I even had an old CFI of mine hit directly on final with a student and thrown into a hangar roof (which they somehow survived)- just to mention a few. At the beginning of each season we even had a week of tornado awareness training at the U of A. You are completely defenseless against the wrath of a tornado, aside from taking whatever shelter you have.However, as stated above hurricanes are a different critter all together. If and when reasonable threat of a hit in central Florida is identified I fly mine back up to my Dad's place in Alabama - which is generally past the worst of tornado season. Incidentally, that paid off the first time I vacated Lakeland as we took the eye of - I think it was Jean - which pushed in our hangar doors. Ironically, I had taken it up there at the threat of Ivan, which then by-passed us and drew a line on our place up there (all was well though). I'll leave it there usually until the season wanes and then retrieve it.As an interesting note - try showing up at the airline counter having purchased a one-way ticket a couple of hours prior with a flight-bag carrying enough stuff to fly their airplane just about anywhere in the continental US. Then try explaining how you had just flown a plane out of harm's way etc., etc., - then you head on over to the guys behind the screen for the secondary body search.Regards,Leon
  19. Calypso,The link I posted is the only updated version I know of. The lack of landing gear on your current version is indicative of the older version, and the threat of an exploding computer is probably due to something like the FSSound.dll module that's required for compatibility with many older a/c. I'm not sure but it seems like the updated installer puts the module in the modules directory for you. However, you must open your FS9.cfg, buried deep in the bowels of your system, and add the appropriate lines - which are:{OLDMODULES} <=== these are square bracketsFSSound.dll=1Let us know if this helps.Regards,Leon
  20. Andrew,The update is for the entire package and can be found at:http://www.francevfr-us.com/files/falcon50...ll_falcon50.exeDon't forget to fix the aircraft.cfg as noted above.Regards,Leon
  21. Guys,Don't forget to make the inlet area parameter change in the aircraft.cfg. This was a published change when the FS9 update arrived that brings the thrust back to normal.[TurbineEngineData]fuel_flow_gain =0.0025inlet_area =1.4000 <=========rated_N2_rpm =29920static_thrust =3500afterburner_available =0reverser_available =1Regards,Leon
  22. I live very near the Lakeland FlightSafety facility and their chief instructor is a very good friend and flying buddy of mine. I've been in their Navaho and Kingair full motion simulators, and I believe with a little life support equipment I could live for long periods in those cockpits.I hate to drop names here (but I will anyway). August Busch (Anheuser-Busch) has a hangar in our group and frequently brings his 900EX in from St. Louis. That thing is an airliner. He also has, or at least had - though I haven't seen it in a while - a 50 as well.Leon
  23. You are very welcome Rusty. I had forgotten what a nice add-on this a/c is. I particularly like the options providing VC or 2D models, and what the VC lacks in functionality, it more than makes up for in appearance.I've also found that if you drain the tanks to about 50% it tames the approach attitude somewhat...very manageable. The Falcon also makes you work for that 'greaser'.One other item of note is that the lighting switches do not include a beacon switch. You can always use the 'L' key, but I prefer Etienne Martin's Taxi/Pushback and Electrical panel gauge. It has the complete suite of switches and is a very useful pop-up or stationary tool.Anyway I'm glad I was able to help, and I hope you and yours have a great Christmas and upcoming new year.Leon
  24. Okay, after a search through some back-up stuff I've found the last configuration I was using. The file included with the download uses an inlet_area parameter of 4.4 and the corrected value is 1.4 as shown below...at least that's what I found, and as I remember it. I think I'm going to resurrect this one as well. Leon[TurbineEngineData]fuel_flow_gain =0.0025inlet_area =1.4000rated_N2_rpm =29920static_thrust =3500afterburner_available =0reverser_available =1
  25. A quick search yielded this link. It's still live and produces a download. I downloaded the file but did not run the install, so proceed with caution. I will look for the inlet fix.Regards,Leonhttp://www.francevfr-us.com/files/falcon50...ll_falcon50.exe
×
×
  • Create New...