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FastEddieB

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About FastEddieB

  • Rank
    Master Star Fighter

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  • Location
    Mineral Bluff, GA/Lenoir City, TN
  • Interests
    LSA's, Motorcycles, Bicycling, Macs& iDevices & Chess. Active CFI.
  • Gender
    Male

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  1. Only one broken spring in 600 hours on mine. For installing springs of any kind, I have a short length of ornamental chain - the kind used for hanging lamps and such. One end hooked to the spring, then a screwdriver or the like on the other end serving as a “T-handle” to pull the spring up and over the hook on the pipe. Works quite well, assuming you have room to work.
  2. Thanks! In answer to your question, I don’t know. Suches is a tiny town. Most local activities would involve hiking, biking, motorcycling, that sort of thing. Nearest “tourist attraction” is Helen, GA. Probably the best bet is to call the new owners for options.
  3. Karen and I teamed up this morning with a friend that keeps his REMOS on our field, for a flight to a grass strip near Suches, GA. I'm not a "morning person", but sunrise in E TN can apparently be quite nice: Beautiful, almost fall-like weather to start the day. Enroute: The airstrip is part of Kennedy Creek Resort, recently purchased by new owners and being nicely upgraded. Cabins and camping available. https://kennedycreekresort.com Hangars being built as we speak: For those who ride, Two Wheels Only in Suches is a destination, along GA60, here on the left: Resort and strip relative to the town: Anyway, just thought I'd share what a perfect day of flying can be like!
  4. Well, that’s a lot different than mine. But, remember these are Limitations. By implication, anything not listed as a limitation would be allowed, consistent with FAR’s. A good person to ask would be Mike Huffman of Sport Aviation Specialties. He did my conversion and supplied my Operating Limitations and would be aware if there’s been a substantial change to the boilerplate Limitations since mine was done in 2009.
  5. Here it is: “Fast Track To Experimental”. https://avsport.org/webinars/videos/elsa.mp4
  6. Yes, the ability to fly an E-LSA IFR, or at night, depends on the Operating Limitations given when the conversion is made. The relevant part of mine: I know the structure is odd, but the end result is that night and IFR are allowed if properly equipped. My Sky Arrow is equipped for night flight, but lacks at the very least an approved form of navigational capability - all I have is a Garmin 496 backed up with my iPhone or iPad running WingXPro. But granted that some LSA’s do have adequate equipment to operate IFR. As an aside, Professor Shuch recently did an EAA webinar covering S-LSA to E-LSA conversions, coincidentally using my Sky Arrow as a test case. I’ll post a link below once I dig it up - you don’t need to be an EAA member to watch it. Note: That reference to Phase 1 testing does not apply to a typical S-LSA to E-LSA conversion. It would only apply after a Major Modification to the aircraft.
  7. Pretty sure the only practical option in E-LSA.
  8. If you have a standard gascolator, it’s pretty straightforward to pull the bowl and check for “crud” in the bottom that might be blocking the drain. Not that unusual, and should be checked and cleaned at annual regardless. Technically, it may require an LSR-M or A&P to perform, depending on your Maintenance Manual. Regardless, a change like you described really does need to be tracked down - it could be something more serious.
  9. Good info SkunkWorks - thanks. Well, maybe we can say holding the carb more firmly in the spigot would also help in a backfire?
  10. Speculating here... ...my assumption has been that those springs are there to keep the carbs from blowing out of their “spigots” in the event of a backfire. 1) What we usually call a backfire is more properly called an afterfire. A backfire is when the burning occurs in the intake, not in the exhaust. 2) I had a Yamaha V-twin that on a couple of occasions backfired in a way to unseat the carb on that cylinder. Anyway, that’s my guess. If anyone knows differently, I’m all ears.
  11. No doubt it’s a good idea to keep your battery dry, and you should track down where the water is getting in. Others more familiar with the CT will no doubt chime in with remedies. That said, water is not all that great a conductor, especially at 12v to 14v. Wet batteries normally perform just fine*. Just keeping water off direct contact with the terminals should be enough. Vaseline, grease or Corrosion-X on the terminals can do that. Auto parts stores sell battery terminal protector spray, and I like having a can of that around. Next step up would be something like PlastiDip either sprayed or brushed on the terminals. *One exception is likely Lithium-Iron batteries that have internal circuitry and might not be watertight.
  12. Thinking outside the box, would a heated vest and possibly gloves provide a solution? On a cold day on a motorcycle they do the trick - keeping your core and extremities warm goes a long way. And these are designed for motorcycles with charging systems I don’t think are far off from ours capacity-wise. Just a thought.
  13. Completely understandable. True confession: About a week ago I took off from my home field with little or no wind and flew around for about 45 minutes. I wondered why I was having to slip so aggressively on final to get down, and why I was eating up so much runway in the flare. Only after landing did I notice the windsock was nearly straight out - the wrong way, of course. So, it happens.
  14. I think the reason a “special technique” isn’t taught is that there isn’t one! Other than the faster touchdown speed, nothing changes. And in the absence of shear, no way “the wind” can get “under the tail”, since the plane is being carried with the wind - at least until the plane touches down. Once slowed to taxi speed, appropriate stick forward will help prevent the tail lifting, though that’s mainly an issue with taildraggers. Dubious about recommending slower airspeed. About the same 1.2 to 1.3. Vso we normally use should still work just fine.
  15. FastEddieB

    WingX Bulletin

    I have a VERY old iPad Mini - a Mini 2. iOS 12.4.4. So far, it’s running WingXPro just fine. If you have one even older than that, perhaps it’s time to bite the bullet and upgrade. I’m planning to do so, but I’m hoping for a redesign sans home button, and will try to wait for that.
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