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About FastEddieB

  • Rank
    Master Star Fighter

Profile Information

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

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  1. And I thought I was being nerdy!
  2. Yes, you too can be John Belushi in 1941!!!
  3. Interesting question. I’ve never felt the need for one, but there’s no doubt it could help in a crash. If one didn’t mind a “Dork Factor” of 11, it seems like a bicycle helmet* would be close to ideal, with light weight and good ventilation and visibility. Would not work with a headset, so you’d need to find an alternative in-ear solution. Just a thought. *Karen calls me her “Special Ed”, and sometimes opines I should wear one all the time!
  4. I agree with Warmi 100%. I think it’s when a pilot is taught “No more that x degrees in the pattern” that danger lies. It then can become instinctive to avoid more bank, even when necessary. That can result in skidded turns, where the real danger lies. I have no problem with 45° of bank in the pattern on occasion if the wings are unloaded and the ball is in the center. That said, with proper planning excessive bank shouldn’t be needed, and I’m not advocating “horsing” the plane roughly around the pattern. A couple of years back there was much discussion about rounded patterns. I tried a couple, but didn’t care for them. I like well-defined crosswind and base legs in wings-level flight, even if they only last 5 or 10 seconds in my preferred tight patterns. Two main advantages in my book: 1) Depending on the plane, in a continuous bank the view of traffic on final can be blocked for an extended time. Mostly a problem in low wings, but even in a high wing I don’t care for having my view blocked in any direction in the pattern for any extended duration. 2) Having the wings level on base provides the opportunity for the pilot to take a breath, check final, add flaps if desired* and judge whether his or her height is correct. If too low, an early turn towards the runway may be justified. If too high, a small s-turn to final or more flaps may be appropriate. But if rounded patterns work for you and don’t seem to have these obvious drawbacks, go for it! *I was taught to avoid deploying flaps while turning as a general practice. The thought is if the admittedly rare case of “split flaps” occurs while already banked, the resulting difference in lift of the two wings might be harder to deal with. Almost vanishingly unlikely to happen to any given pilot over his or her career, but since it’s so easy to avoid with proper planning, why not?
  5. Good to go now on my iPad. Nicely done tutorial, btw.
  6. An anecdote I’ve probably told before... I’m a firm believer in checklists. But one time I was jump-starting my Sky Arrow from my Honda Element, and figured using the checklist was kinda silly. Just master and ignitions on and hit the starter - how complicated is that? And it started right up! And started rolling forward. I instinctively pushed on my rudder pedals, which does nothing in the Sky Arrow - it has finger brakes. At the last second I came to my senses and got the plane stopped, just inches shy of running into my car. Whew! That could have been expensive All because I this one time thought I could get away without using a checklist. The “Before Starting” checklist includes “Parking Brake - SET”. Not something to miss when you don’t have a free hand to hold the finger brakes. Anyway, we’re all adults here, so use a checklist or don’t. But they remain a time-tested way of avoiding problems, and I’d encourage all pilots to use them as a matter of course. That’s all.
  7. Interestingly, this just crossed my Facebook feed - Plane And Pilot magazine listing the Top 10 Pilot Errors.
  8. I, too, “stepped up” to Light Sport from a Cirrus. Welcome to the club! I know you won’t be sorry. If you’re mechanically inclined, converting to E-LSA is an option you might consider. Lets you do your own maintenance and modifications, and even your own Annual Condition Inspections with a 2-day course. Highly recommended.
  9. About NGK spark plug gaskets... I did not know they were technically one use items. That would seem to lead to going through a lot of plugs. I mean, any time you want to do a compression check “mid plug” as it were, that would mean buying at least 4. And another one every time you pull #1 to find TDC if needed. Not the end of the world at $3 a plug, but these plugs are used for many applications and I’ve never heard of automatically tossing them every time they’re removed. I’m aware other crush washers are also technically one use items, but legions of folks do reuse them regularly on oil drain plugs and the like without obvious disastrous results. I also can’t envision any effect on plug torque between a fresh and a used gasket. Can the gaskets be purchased separately? I know on the massive electrode plugs used in Continentals and Lycomings one can purchase a whole bag of gaskets for a reasonable price, and back then I did most often replace them during annuals.
  10. Good to know. The originals certainly wore like iron! You think n exchange the RAPCO’s may be “grippier”?
  11. If these pads go 13 more years that’ll make me 84, so replacing them may never come up. But it may. I already bought these RAPCO items that may work. They might be a tad too thick, but that shouldn’t be too hard to deal with.
  12. Well, floating rotors are simply an engineering choice. They’re used rather often on motorcycles and get the job done. On my plane I do clean and lightly lube the rotor pins in place every few months or as needed. I don’t think I’ve ever had my brakes fade. For my grass strip I would like slightly larger main wheels, but tire wear has been a non-issue - the Desser Monster retreads spent most of their lives on paved runways and seem to be wearing like iron. I’ll stipulate there are better brakes out there. My point was really that, at least for me, Marc Ingegnos are not that bad! If I don’t defend them, who will???
  13. I know the Marc Ingegno brakes on my Sky Arrow have a bad rap. Many upgrade their CT’s or whatever to Matcos, both for power and durability and cheaper replacement parts, especially brake pads. I also know new Sky Arrows come with Beringer brakes, which have a good reputation. I’ll admit my brakes could be stronger, but part of that might be the finger brakes in my plane allowing for less force to be applied than toe brakes. But they suffice. And they’ve only needed one minor repair when some moisture got into one of the wheel cylinders early on and I had to polish out some light corrosion. Anyway, I was still on my original brake pads after 13 years and 600 hours. My Inspection Checklist calls for brake pad replacement after 600 hours, so I thought I’d go ahead and replace them. Good news is a while back Andy Walker had given me the Marc Ingegno brake parts he had removed from his CT when installing Matcos including his old brake pads and they definitely had less wear than mine, so why not? Anyway, here’s what I came up with after the fact after taking some rough measurements: Here’s how much pad was left on my originals: And Andy’s - with what he thinks was about 300 hours: Disregard the 20mm - I was having a brain fart and the total width of the pad plus backing plate was .2” instead. If these last another 600 hours and 13 years I may never have to spring for the rather expensive replacement pads. I also found some riveted linings that match the shape of my pads nearly perfectly, and may experiment with those some time in the future.
  14. Nice video. I think his "Lindberg Reference" is what I was talking about when I mentioned looking off to the side as the nose comes up. Never heard it referred to as such. I personally don't use a "second aim point", but that falls under technique and what works best for me. I'm also blessed with excellent visibility over the nose in my Sky Arrow in the landing attitude: Here's a video I took of a friend's Mooney. At about 1:15 in is a good example of a certain tree to the right of the runway staying in roughly the same height in the windshield and just getting larger and larger as the approach continues.
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