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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.
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  1. Al, thanks for taking the time to write this up. Definitely food for thought.
  2. 1) The Marc brakes on my Sky Arrow have a single very thin lock washer on each rotor pin. 2) Regular cleaning and light lubing of the rotor pins with disc brake lubricant helps both with free movement of the rotors on the pins and avoiding corrosion. 3) Thanks for the alternative source for the pads. I’ve yet to have to buy any. My originals went about 500 hours and still had a bit of life left. Still, I went ahead and replaced them with some given to me by a forum member and they’re wearing well. Thanks again, Andy!
  3. May or may not apply, but on my Sky Arrow when I renewed the wing root Bolus tape I cut some rectangles out of clear plastic bubble pack and placed them where I can view the wing attachment hardware. They also allow light in to view the hardware from below during my walkaround inspection.
  4. Mine took one week from the Louisville, FSDO. That said, I’m still nor 100% clear on the necessity. I guess if a friend gives me a Flight Review in my E-LSA Sky Arrow, I’m covered against some technical violation of something. I think.
  5. Is that seriously all that’s securing it?
  6. Popular among Cirrus owners is Scrubbing Bubbles bathroom cleaner. It does warn that it’s not for painted surfaces, but seems to do no harm if sprayed on and wiped back off fairly quickly.
  7. I think the chute is the best way to go over water, all things considered. But part of the energy of a vertical descent under CAPS in a Cirrus is supposed to be absorbed by the gear collapsing up into the wing. You lose that in a water descent, so the g-forces are likely higher on impact. Interesting case study here: http://ilanreich.com/Public_Pics/Crash/ On the other hand, I don’t know if other planes are designed similarly, plus many water touchdowns under CAPS have been relative non-events. So there’s that!
  8. Cirrus on doors: Door Position For most situations, it is best to leave the doors latched and use the time available to transmit emergency calls, shut down systems, and get into the Emergency Landing Body Position well before impact. The discussion below gives some specific recommendations, however, the pilot's decision will depend upon all factors, including time to impact, altitude, terrain, winds, condition of airplane, etc. There is the possibility that one or both doors could jam at impact. If this occurs, to exit the airplane, the occupants will have to force open a partially jammed door or break through a door window using the Emergency Exit Hammer located in the lid of the center armrest. This can significantly delay the occupants from exiting the airplane. If the pilot elects to touchdown with a door opened, there are several additional factors the pilot must consider: loss of door, possibility of head injury, or injury from an object coming through the open door. • If a door is open prior to touchdown in a CAPS landing, the door will most likely break away from the airplane at impact. • If the door is open and the airplane contacts the ground in a rolled condition, an occupant could be thrown forward and strike their head on the exposed door pillar. Contacting the ground in a rolled condition could be caused by terrain that is not level, contacting an obstacle such as a tree, or by transient aircraft attitude. • With a door open, it is possible for an object such as a tree limb or flying debris to come through the opening and strike an occupant. • WARNING • If it is decided to unlatch a door, unlatch one door only. Opening only one door will provide for emergency egress as well as reduce risks associated with ground contact. Typically, this would be the copilot's door as this allows the other occupants to exit first after the airplane comes to rest. CAPS Landing Scenario Door Position Empty Copilot Seat Unlatch Copilot Door Very Little Time Before Impact Keep Doors Closed Fire Unlatch Copilot Door Water Landing Unlatch Copilot Door Condition Unknown Keep Doors Closed
  9. I expressed similar misgivings early on in my Cirrus experience. I imagined being a hapless passenger as the plane under CAPS drifted into a fuel farm or a power station or into the path of a semi or Lord knows what. Each is of course possible - and terrifying - but with over 100 successful Cirrus pulls the real-life probability of such horrible outcomes seems quite small. Let me be clear - you done good! Under stress there’s little time to weigh options and always make what in retrospect tells us might have been a better decision. Don’t sweat it for a minute.
  10. Maybe we could start a thread called “Good Fields Gone Bad”! The majority of my training, instructing and flying was done in and around S FL. Get just a little west of Miami or Ft. Lauderdale and you’re over either Everglades or Broward County Water Management areas, which is swampy and largely very inhospitable. But there were always nice looking tracks on top of berms and the like and I always kept them in mind were an engine to fail. A Cirrus with a failed engine attempted a landing on one of these enticing options. I’m sure it looked great from the air… From ground level not so much… [ Tearing the main gear off a Cirrus takes no small amount of energy. Again, all’s well that ends well, but with a 60 kt plus touchdown speed in a Cirrus, there’s a lot that could have gone very wrong, and a CAPS pull into the swamp would have likely been a safer option. Except for the alligators and snakes I suppose!
  11. On the one hand, all’s well that ends well. Good job! On the other hand, at least in the Cirrus world, the odds of a good outcome go up enormously by pulling the chute. More than a handful of fatalities from attempted landings where a chute pull was a virtually guaranteed outcome. Fields that look wonderful from the air can conceal all sorts of hazards down low. On the other, other hand, LSA’s can land a lot slower, and hence carry a lot less energy if things go poorly at the end. So, it’s complicated, but unless over a runway or truly hospitable terrain, a chute pull is usually statistically the best option.
  12. Back in 2012 I started a thread about planning a trip to Page, which then morphed into a trip report: We had planned 3 days flying from N GA, but left a cushion. Good thing we did, as we ended up grounded in Amarillo, TX due to very large headwinds at altitude. Anyway, our route and adventures are chronicled in the thread.
  13. Like I said, a sore point with me. First, planes are built with a safety margin built in. It allows for slight miscalculations, aging of the airframe and components, that sort of thing. But every pound above max gross nibbles into that margin. Do you feel lucky? Also, an overweight condition can just be one link in an accident chain. I know I've mentioned this before, but I'm sure there are new members here who might not be aware. I owned beautiful 1966 Citabria with a partner: We used it for tailwheel and basic aerobatic instruction and rental. It was destroyed and two people were killed in a tragic, but foreseeable accident. Accident basics here (I can't find the more extensive NTSB report right now): https://aviation-safety.net/wikibase/41309 NTSB report can be found searching the N# here: http://www.aviationdb.com/Aviation/AccidentQuery.shtm Links in the chain: Overweight aircraft. Low altitude aerobatics*. No parachutes carried. Hardware issue that I remain highly suspicious of.** Perhaps no single factor listed above by itself would have cause the fatal accident. Added together the outcome was probably unavoidable. Sad. *The renter pilot was not checked out for aerobatics. Parachutes were available, but this was not to be an aerobatic flight. **The apparently missing wing attach hardware seemed highly suspicious. We were just out of an annual, with wing root fairings removed and wing attachment hardware checked. There was reason to remove it. The case was referred to the Broward County Homicide Division, but the case was never solved. I had flown the airplane once since the annual. I was in the gym business, which in that era had very shady elements - see the movie "Pain and Gain" for some idea. To this day I suspect I may have been the target of someone and the plane had been tampered with. But I'll never know.
  14. I like your thought experiment that followed. There’s also a “hard limit” where your license becomes at risk should a mishap occur. Right at 1,320 lbs. And what that DPE mentioned above said to an impressionable applicant is almost criminal. It sends the message that Limitations are optional and only be adhered to at the discretion of the pilot. I don’t know if any pilots actually died as a result of his attitude, but I wouldn’t be surprised. And, yes, this is a sore point with me.
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