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Kent Ashton

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Everything posted by Kent Ashton

  1. There is a lot of talk about the FAA's recent requirement to log an ADSB Service Availability Prediction Tool (SAPT) preflight check or be accused of not exercising "due [preflight] dilligence". The regulation is obtuse but but what I get out of it is that if you have an ADSB employing a WAAS GPS source, you merely have to check the usual NOTAMS. The clearest thing I could find on this is the ICAO instruction See https://www.icao.int/SAM/Documents/2017-ADSB/08%20FAA%20Briefing%20ADS_B%20Rules%20and%20Airspace%20(2).pdf Selective Availablity is the jitter built into the GPS system by the military which has since been turned off but apparently there are older GPS receivers designed to deal with it. Note also that WAAS is an SBAS. ICAO also says
  2. CIRCLING APPROACHES/LOW PATTERNS: Ya know, many pilots have died doing circling approaches or trying to fly a visual traffic pattern below a low cloud deck. The reason is that pilots rely on a "look angle" to the runway to set up their downwind position but the same look angle at 500' AGL is much closer to the runway than for a 1000" AGL pattern (pic). So they establish the same look angle and end up with a very tight base turn to the runway and sometimes even slow down to make the turn radius smaller. Result: stall-spin or overshoot and go-around. Also, when the visibility is bad, as it often is when the ceiling is low, a pilot can be fearful of losing sight of the runway and is hesitant to widen his downwind enough (i.e., shallow-out his look angle) to use a normal base turn bank-angle. And who knows what towers and obstacles lurk out there on a low downwind? Psychologically, we do not like to fly off away from a runway in the haze and murk. Also, a pilot will need to start the base turn as a level turn using more power. That's different. And the base position will also look shallower. If a pilot begins a base turn descent as he would on a normal pattern, the trees can reach up and grab him. If these factors are not in your mind as you fly a circling or low-deck approach, you will often screw it up or scare yourself. As an instructor in Tweets, we could count on a student screwing up his first for-real circling approach; what fun! Go out and practice a couple, the next time you fly. It's good to get in the habit of establishing a downwind position by knowing the runway length (say, 5000') and visually putting yourself a runway-length (or whatever you use) offset from the runway. On a 2500' runway, the perspective from downwind is quite different but by using 2 runway lengths as an offset, you'll be in your normal downwind position.
  3. I took this pic of the waiting list for hangars at my airport in Salisbury, NC. 44 people waiting for hangarage, amazing! And my airport has done a pretty good job of building hangars. Other airports in my area refuse to build small hangars or let an operator do so at reasonable cost. My friend at KEQY-Charlotte Monroe still cannot view the airport's waiting list after asking a dozen times to see his position on the list and KEQY is one of those airports with 60 airplanes sitting on the ramp and two small rows of T-hangars (pic 2), as well as acres of vacant land. If you look at KEQY's master plan that they have to file with the FAA (pic 3), they show dozens of places identified for hangars but if you would ask to build say, a row of them--you would find all kinds of charges, fees, paving, parking and improvement costs, and finally an ownership reversion clause that gifts them to the city in a few years. As a result, 60 airplanes sit out in the rain and sun. In my experience, pilots are passive. There ought to be 60 aircraft owners with pitchforks banging on the doors at the City of Monroe demanding a change but there is nary a peep and I hear that if you have some political influence, you can get a hangar at Monroe pretty quickly. The people get the government they deserve.
  4. This is the mod I came up to keep the ipad holder from flopping around. The notches keep the holder in viewing position (for a right seat pilot) or angled straight ahead for takeoff and landing. I can be raised slightly and swiveled for the pax to look at. Doing it again, I would probably machine a little aluminum block with notches but it was easier to mod what I had before. 3rd pic shows the underside of the armrest. I could have embedded a piece of phenolic in the armrest at the building stage. See pics above for the holder.
  5. Ad and pics for a couple mentioned above: Reasonably priced, I would say. SUPER NICE VARIEZE • $25,000 • FOR SALE OR TRADE • Super Nice airplane like new condition completely restored new custom white paint with chameleon pearl, new interior paint and carbón fiber leather, all plane and egine in exellent condition Continental 0-200 100hp, SMOH: 752. Airframe TT: 569. empty wt 646, max wt 1050, I would like to trade for a light sport pls call or text for more information thank you. • Contact Felipe Gonzalez, Owner - located Crete, IL United States • Telephone: 7735718138 • Posted July 8, 2019 LONG EZ • $35,000 • AVAILABLE FOR SALE • Beautiful Long EZ! 154 TTAF 54 SMOH. Custom built O-290G. Hal Hunt Exhaust and Ram air, Electro air Ignition, Custom interior, Garmin 300XL, Basic VFR panel. This plane is a dream to fly!! Mission has changed and need a short field capable 4 seater. For more info CALL Tony, don't check email much! • Contact Tony Warnock, - located Mobile, AL United States • Telephone: 251-370-4747 • Posted July 8, 2019 I have never flown much in airplanes with a turn coordinator (pic 3) vs. a turn needle but I did not like the T.C. A turn needle is a straight-forward instrument that shows yaw or rate of turn. If the T.N. stays straight up, you are not turning, i.e. wings level (you could be yawing but with rudders neutral, probably not), but a T.C. shows roll as well as turn. If you are bumping around in the clouds trying to keep control with a partial panel, the T.C. seems to react a lot more to inadvertent rolling. I found it confusing. With a T.N. you just needed to keep the needle centered and the wings will stay level. Also, when you are used to flying an attitude instrument, the T.C. looks like it is showing attitude, hence the caution note on the face of the T.C. With a T.N. there is no doubt that you are not seeing attitude so you look somewhere else for it, like the altimeter or VVI. If I had the second airplane I would put in a turn & slip indicator; better yet, a small Dynon or Garmin EFIS.
  6. Got a good ADSB Performance Report today with the Uavionix EchoUAT in the "transponder monitor" (sniffer) mode. To summarize, it does not work to hardwire the Echo to a Garmin 327 transponder unless you are using a _serial_encoder feeding baro altitude to the transponder. My older Trans-Cal 120 was a gray code encoder. Finally!
  7. Another on FB today. $5K for everything. In California. The fuselage looks like it was not stored properly but I suspect it will be OK. I did not see any mouse nests. Here is the link to his pics https://www.flickr.com/photos/182379439@N06/
  8. Seen today on FB. I could not expand the pic to read the N-number
  9. The surfaces have been cleaned off but the pits in the last picture are the start of intergranular corrosion. Google 2024 corrosion and you will see pics of that pitting and how it is working its way into the metal. Those pieces might last a while but the corrosion process has a good start. Why install them on a new build?
  10. This AM on Barnstormers. I did not have time to search for more info LONG EZ • ACCEPTING OFFERS • Selling Long EZ aircraft. It needs work! The aircraft took a hard landing gear was folding on impact. A replacement main landing gear will be included. The motor type 290, prop broken after the gear folded. Air frame and Engine Logs provided. The aircraft is not registered. The aircraft needs repairs to be airworthy. All offers considered. • Contact Douglas Wilson, Owner - located Wellsville, NY United States • Telephone: 585-610-9999 • 585-593-4930 • Posted July 3, 2019
  11. Jon, I wonder why you want to widen the rear of a Cozy IV. It is not really a 4-seater unless the pax are kids and kids wouldn’t care. It causes all kinds of problems like requiring custom cowls and resizing bulkheads. Maybe a custom engine mount would be needed You might have to revise the curve of the jigs for the sides. i have only flown a person in the back seat once.
  12. I have not seen any lately. Here are some posts about making them Maybe you get a machinist to make 5-10 sets and sell the others. http://www.ez.org/smf/index.php?topic=5374.0 https://www.canardzone.com/forums/topic/17913-question-for-varieze-ownersbuilders-concerning-wing-attach-plates/?do=findComment&comment=21269 Try contacting David Orr at canardfinder@worldnet.att.net. He has had them or might know who is making them.
  13. I copied these pics off a VansAirForce discussion about metal found in the oil filter (Hat tip: Dan Horton). I have not thought about "shared cam lobes" before but it's pretty obvious that some are shared by just looking at the top of the engine. Sure enough, the O-360 parts manual shows 5 cam lobes for a 4 cylinder engine. It makes sense that those would show the most spalling. It would be nice to know how my 700 hour engine is doing. When I rebuilt an O-320 with about 1800 hours, the spalling was not as bad as shown here but I still had to replace most of the lifters and the cam. Very expensive part, that cam.
  14. It's OK doc. I am better now. Feel free to delete the post
  15. Jon gave me permission to go a little off topic (right Jon?) so I want to talk about the debt, bitcoin, and gold and see if I can say something you might not have thought about. Pic 1 is from USDebtClock.org. The national debt is up to $22.4 TRILLION dollars growing over $1T per year. It is the same all over the world. Down at the bottom is a block called "unfunded liability per U.S. taxpayer" current running $1,014,000. I have watched this number often in the past few years as grew from $800K to over a $1million. It cannot go on. Can you imagine every married couple coughing up $2,028,000? "What cannot be paid, will not be paid", they say. But in fact, it WILL be paid but with inflated, worthless dollars. We will all get our Social Security, I will get my military retirement but it will be worth less and less. The official rate of inflation will be jiggered as it was in the '90s to show slower cost-of-living increases. It is the way every country solves this sort of dilemma. The currency is allowed and encouraged to become worth less and less until sometimes you carry in it wheelbarrows, then they arbitrarily cut 000's off the currency and a $1000 debt becomes a $1 debt. (pic 2) Good for the government and people who owe money, bad for the lender who is owed the debt. To protect yourself from the inevitable, you must own something of lasting value that will go up to offset the declining value of your dollars: Gold, Silver, land, houses, etc. We see this trend today: Rents are going through the roof as a result of inflation. Corporations and house-flippers are using cheap dollars being loaned at ultra-low interest rates to buy houses to rent. The house-buyers know they will be able to pay off their loans down the road in worth-less dollars while raising rents. They are protecting themselves from hyperinflation (somewhat). I say "somewhat" because hyperinflation is a raging contagion that affects everyone. What about Bitcoin? Peter Schiff points out that people buy Bitcoin as a speculation but it has no real use except to drug-dealers. No one sells Bitcoin if they believe it will go up in value. (No one sold Dutch tulips when it appeared they would never stop going up in value, either.) No one is actually paid in Bitcoin. They may convert a dollar salary into Bitcoin and pay it in Bitcoin but the wage-rate is denominated in dollars. No employer wants to commit to paying a person two Bitcoins per year (currently 2 BC equals about $20K) when Bitcoin could double. No employee would want to see his 2 Bitcoins/$20K salary become worth $10K and take a 50% pay cut. As a store of real value, Bitcoin is vaporware. Talk of that solid gold/platinum astroid out there beyond Mars has disturbed me but I am sure in my lifetime, we will only have the gold that is mined on Earth. The value of one ounce of gold is still about what it was in 1913 while a dollar today only buys 3 or 4 cents of what it would buy in 1913. 1913 is significant because it was the date of creating of the Federal Reserve. For years and years before 1913, a $20 gold coin was worth about $20 in purchasing power. Today it is worth $1350. http://piketty.pse.ens.fr/files/capital21c/xls/RawDataFiles/GoldPrices17922012.pdf Compare pic 2 to pic 3. Project that gold price line about four or five times higher than it appears on pic 3. It could easily happen and I bet it will happen. I often think how this will end before falling asleep. Will it come to a head in my lifetime? Historically, these reckonings happen abruptly: the Tulip bubble, the South Seas bubble, the tech stock bubble of the late 1980s, the housing bubble of 2008.
  16. Brazilian Bumerangues: I have not seen this sort of intake used in real life before (the stubby wing thingy on the aft end of the fuselage, pics 1, 2) but something similar is pictured in Dr. Hoerner's book on drag. I see that they have at least two versions. The airfoil version appears less draggy to me than the version in pic 3. It'd be interesting to compare it to the drag of a wheel pant. The airfoil is smaller and finer-tapered but of course the open inlet will be draggy compared to the nose of a pant. Funny looking but it gets the intake out of the boundary layer and doesn't result in a blunt, draggy rear.
  17. Generally you can use any other epoxy on a cured epoxy laminate structure. The bond becomes a mechanical bond which is not quite as good as a chemical bond but mechanical bonds are all over the airplane anyway unless you built them in one day. :-) Is that your question? Take look at Gary Hunter's epoxy presentation here. It is pretty informative. http://www.cozybuilders.org/Oshkosh_Presentations/index.htm And his epoxy reference table is posted here http://www.cozybuilders.org/ref_info/ Gary is an epoxy expert for Shell, I believe, and has always been the go-to guy.
  18. Jon below is a DXF file of a Cozy nose strut. If you wouldn't mind, print it out and compare it to your actual strut. Let me know how close it is. There are no dimensions for either strut in the plans. I can send it in a PDF format if that will be easier. CozyNoseStrut.dxf
  19. If somebody has original copies of Long-ez drawings, plz download my drawing of the F22 bulkhead, print it out and and see how it compares to the original or if you contact me directly I will get one printed and send it to you for a check. It's in dxf file but I can put it in other formats. I tried to take the A3 Open-ez drawing, put it in the proper scale and draw over it. Should be well within tolerance to build from. F22.dxf
  20. That's what they said to Burt. :-) Grabbed this shot (pic 1) off a FB page. It seems to me that a small map at the distance shown here is going to be hard to read and adjust. I put my Ipad Mini right in my face and it is about right. (pics 2, 3)--just the right viewing distance and the angle is good for minimizing glare. Another problem with touch-screens is using them in turbulence. There are many times flying around down low that it's hard for me to hit just the right spot on the Foreflight to select some bit of data when the plane is bumping around. I suspect it's going to be even harder at arms length on a small map display. I like the portable maps/ipads but they need to be brought closer to the face and the ipad needs a pretty sharp angle to avoid glare. It would be good to have some sort of steadyrest for the hand that you can rest your palm against when tapping the map. Hmmmm ... Perhaps a Ram mount or fold-out on the side. I am mod'ing this ipad mini holder so it holds the correct angle for me in the right seat but I can swing it away (forward) for takeoff and landing and it stays in that position. Right now it flops around a little.
  21. Aerocomposite shows $122 for a Long-EZ and Cozy III strut and $130 for a Cozy IV strut which leads me to think they are different. I have had both but I can't recall for sure. It seems the Cozy IV strut was thicker. Price lists below. AeroComposites LE price list March 2018.doc AeroComposites Mark IV price list March 2018.doc
  22. A project more dangerous than building your own airplane: I saw a recumbent bike like this on Craigslist (pic 1). Whoa, that thing was twitchy! I modified it thinking it would be easier to ride (pic 2) but it was still a bear to control and at my age I can't afford the contusions to get good on it. Sometimes you get the bear, sometimes the bear gets you. Back to Craiglist!
  23. Just an idea: I think I would try to make a strut before I would mess with an EZ strut that I'd want to change-out later. The strut is likely S-glass, post-cured. http://aircraftproducts.wicksaircraft.com/product/fiberglass-kevlar-carbonfiber/s-glass-roving-filament-spool A U-shaped mold to make the shape does not seem hard to fab-up. We can come up with dimensions. Loop the rovings in the mold and wet-out as you go. Make it just a little thicker if you are nervous about it. I imagine Burt and Nat made their own first struts.
  24. So the Uavionix tech just called me back and we established that because my existing encoder, a Trans-Cal 120-(XX)A, uses a 10-wire gray code output to the Garmin 327 transponder, Uavionix' MUX (multiplex) cable will not work and I will have to rely on the sniffer mode or get a new encoder (or dive into the MyRV14 box above). A newer encoder would use RS-232 output which would work with their cable. To correct what I said two posts above, I got good baro altitude in that report because I was likely in sniffer mode and the cable issue did not come into play. (I still need to check the Flight ID issue.) To be clear, when the Echo is hardwired to the transponder it needs a squawk from the transponder and an altitude from the encoder. In sniffer mode it receives both over the airwaves.
  25. Further on the ADSB: "Apparently" to hardwire the Uavionix EchoUAT to a Garmin 327, you need a special MUX (multiplex) cable that resolves differences in baud rates between the Echo, the transponder, and maybe the altitude encoder. Neither the EchoUAT install manual nor the product webpage tell you that. The tech who said he would call me back to discuss my configuration has not done so after 24 hours so I called their order department to get a cable. The clerk was a little hazy about which MUX cable I needed but I hope to see one in the mail. It looks like this thing is going to work, even if I have to use the "sniffer" ("TRANSPONDER MONITOR") mode but I see others have similar complaints. Not sure I would buy this unit again. https://www.myrv14.com/N14YT/The_Box/index.html FWW, it seems that when I got a good Baro report and good Flight ID report, I had been in "sniffer" ("TRANSPONDER MONITOR") mode. However, when I tried to input the Garmin transponder data via the hardwire in "EFIS/PANEL" mode, the baro worked but the Flight ID failed, thus the need for the MUX cable. BTW, the tech confirmed that the "FLIGHT ID" should be left blank at all times as stated in the manual. See what I mean? You aren't using it but it still fails? :-( Which reminds me of another thing: Poking around the airplane I heard a very faint squeal coming from my Artex 345 ELT. The battery is good to 2023. It was not an ELT signal. No changes to wiring or switches. Squeal stopped when I disconnected the D-Sub. It took several days again to get a response from Artex and no explanation for the squeal but maybe I have a replacement unit coming. Airplanes do not make your life less complicated. And I do not like the ADSB. 98% of the targets are no factor. They divert your attention into the cockpit and the buzzards do not use ADSB.
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