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Jim Meade

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About Jim Meade

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    Iowa
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  1. Maybe I'm misreading your post, but it is my understanding that every A&P CAN work on a Rotax. There are a few differences between Rotax and other traditional and non-traditional aircraft engines, but nothing that the FAA says a properly trained mechanic cannot handle. Rotax is the one that says special training is needed, and in my experience, having taken the classes, any A&P mechanic can easily learn the unique features of the Rotax from manual and supervised training, just the way they learn how to work on a Lycoming or Pratt&Whitney or Franklin or Curtiss-Wright. Tom Baker could better address this issue than I.
  2. Very sorry to hear of your misfortune, Bill, and glad you're OK. I have a gazillion questions to ask but will defer until we get an indication if you are able and willing to discuss your situation publicly. Just glad you're OK.
  3. My preferred grass strip is very steep, so my tailwind practices are obviously different than the typical flat runway situation. Just observing that this is all situation dependent.
  4. Cubs, gliders, and others don't have and won't have ADS-B out. The plane I'm building won't. I'm not arguing in favor of ELT, which I'd rather not have, either. If ELT is optional, it will be challenged for the cost-effectiveness of monitoring considering the few installations. The question is, do we need Hale Boggs and if so in what form?
  5. On submarining. The Toyota pickup example featured a cantilevered seat plan. Our FD do not have that seat plan. I don't think the citation relates directly to our situation. The Schroth advertorial recommends 5 or 6 point harnesses but doesn't differentiate between them. My understanding is that the function of the anti-submarine belt is not to compress your gonads as you slide into it but rather to keep the lap belt low so it is in the correct position over your pelvis. I don't have a citation for that. If the lap belt is kept in the right position, submarining is unlikely. According to the cited documents, a tilted back seat absorbs a considerable amount of the force and should add to seat belt restraint. Of course much depends on proper installation, adjustment and use of seat belts. Don't wear them loose. Thanks for providing the references. Let the discussion continue.
  6. What are the seat design criteria required for the anti-sub belts to be effective? Can you suggest some references for the assertion that in our aircraft they won't be effective and in a lot of cases make it worse? That raises serious concerns and of course we're all interested in learning more of the evidence behind this statement. In particular, how would the crotch strap reduce or impede the ability of the four point part of the harness to work?
  7. To to Crow's web site and pull up the RV belts. At the lower right is the one with the Kam lock and the reversed seat belt pulls.
  8. Ask for the same Crow that I bought. You want to be able to pull forward on the seat adjustment straps, while the normal configuration for a car is to pull backward. Doesn't work so well that way in the CTSW. 5 point harness.
  9. No mechanical fuel pump? What airplane and engine do you have?
  10. Where the wing root abuts the fuselage. Find a "flat" spot on the wing and go from about that position outward. Granted, some wings are very slightly wavy but a long enough level (4") seems to negate that problem.
  11. A friend taught me to take a carpenters level and set it on the wing outboard of where the wing joins the fuselage and set a good digital level on it. Should be about 1.7°. Repeat for other wing. Adjust tire pressure or shims under tires until the two dihedral values are equal. That should have the fuel tanks set about as level as one could get. Some also use a long hose and a water level. More monkey business than than the digital level but cheaper.
  12. FD says level is measured at the channel between the seats, so setting that to level and then verifying that the crossbar or other feature is level is probably a good idea.
  13. I'm going to review the routing on my oil hoses to further improve oil temperature. Talked about how 912ULS fuel system seems to like it best around 5300 RPM as reflected in CHT and EGT (I have 4) temps. We discussed some aspects of controls systems on the CTSW, such as some have elevator springs so I checked on that when I got home. Chatted about rudder pressure and I might think about modifying spring strength. All little things mostly peculiar to my plane.
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