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Messages - JonC

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1
Hangar Flying / Passive Collision Avoidance Systems
« on: September 27, 2006, 12:35:00 PM »
Quote from: "Chairboy"
When I heard "Passive", I immediately began to imagine what "active" would entail.  After a moment of contemplation, I decided that active would be similar to Mode S or primary radar, and not the swarm of protective missiles I had originally imagined.


Correct. Active surveillance broadcasts a query for transponders to respond to, exactally like a ground based radar station would. It will also listen for responces from aircraft that have been queried by an actual ground based radar.

Mode S on the other hand does not listen for other aircraft. It depends on ground based repeaters at the radar station to rebroadcast the traffic information to it. If you fly into an area with no re-transmit coverage you get "Traffic Not Available" with a Mode S system.

Passive surveillance sits and listens for transponder responces that are started by a ground based radar station... if you are in an area without a radar around then you will not see the other traffic. This is normally not an issue as where you really need this service is in busy terminal areas which  normally all have a ground radar on site or near by.

2
Hangar Flying / Canard Genesis
« on: September 20, 2006, 01:01:17 PM »
Strictly by the letter of 14 CFR 91.319(f) you cannot lease an experimental aircraft except for one purpose.... You can only lease one to use as a tow plane for a glider.

However, by 14 CFR 91.319(e)(2) you CAN compensate someone for training you in YOUR aircraft.... if the airplane is a light-sport aircraft.

3
Hangar Flying / First time buyers -- have an A&P do a pre-sale inspectio
« on: September 20, 2006, 12:33:17 PM »
There is a catch to getting an A&P to do an inspection for you... on certified airframes we have manuals and guides to go by, with experimentals we do not. It is a bunch of educated guesses to go and inspect one, especially if it is not something that the A&P does not do often.

I personally have not done any major work on a composite airframe, and as such I would not do a pre-buy inspecton on one because I do not know what to look for. I hate to say it but other A&Ps might not be as honest as that. I know quite a few that are, but I also know some that would take your money and do a half-ass job of an inspection on it.

So be careful and know who is doing your inspection.

4
Hangar Flying / The "essential bus"
« on: May 02, 2006, 01:09:46 PM »
Out of the things you mentioned, I'd only go with...

1 - Comm
2 - Option to turn on Fuel Pump
3 - Option to turn on Electronic Ignition
4 - Artificial Horizon (if electric)... can save your butt if you have to punch a cloud or there is no horizon reference.

You don't need to squak if you have a power failure... as long as you can talk to them then you are fine, plus transponders draw a good deal of power. You need to talk to your passenger and keep them informed, but the intercom is unneccisary load.... you can yell over your shoulder.

Why optional on the fuel pump and EI? Most planes will fly fine without them on, but if you have to go-around you want all the power you can get.. would suck to make it down through clouds and all just to crash on a go-around cause the engine died of fuel starvation or you couldnt produce enough power.

CHT/EGT is not important. If it is of concern to you then pull your power back a little and richen the mixture... to quote one of my instructors... "Engine gauges and redlines mean nothing in an emergency, if overboosting, overtemping, overreving or just blowing the thing to hell is going to get you home, then let the damn thing melt... but don't say that on your checkride."

Only last thing I might add to that is a GPS... but only if you do night-ops or IFR.

5
Hangar Flying / Ethanol
« on: April 27, 2006, 12:32:41 PM »
Ethanol is corrosive. So you have to watch running it in aluminum and some plastics. Think stainless steel fuel lines.

Add to that the fact that ethanol has less BTU value than AvGas/Pump gas, so you will need more of it to get as far as you would on regular fuel.

6
Hangar Flying / Electrical connectors - an accident waiting...
« on: April 12, 2006, 01:24:16 PM »
Might I suggest....

http://www.aircraftspruce.com/catalog/elpages/knifedisc.php

Use those, slide a plastic tube onto one side, connect them, slide it over the connectors then put a ziptie in the middle. The ziptie will prevent the connector from coming apart, the plastic will prevent arcing and the connectors themselves connect tighter if they are ever pulled on.

These are very common place in certified aircraft.[/url]

7
Hangar Flying / attaching winglets on vez with kevlar?
« on: June 15, 2005, 07:06:41 PM »
I don't believe there have been any reported issues with winglet seperation in properly built LE or VE aircraft. I could understand maybe putting some kevlar on the under side of the nose or maybe on the lower winglets incase you decide to graze one on the runway, but I fail to see the reasoning behind using kevlar to attach the winglet, when the whole winglet and wing are made of fibreglass. If your wing stays in one piece, then the winglet should stay attached quite well with the plans fibreglass, so why spend the extra money to use kevlar?

8
Hangar Flying / Winglet airfoil
« on: February 11, 2005, 02:12:17 PM »
The LongEZ main wings are Eppler 1230 airfoils. I'm not sure if the winglets are the same or not.

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