Jump to content


  • Content count

  • Joined

  • Last visited

About Palle

  • Rank
    Jr. Crew Member

Profile Information

  • Location
    Los Angeles (KHHR)
  • Gender
  1. Low Cost ADS/B solutions

    I found the FAA change. The text in question changes from "meets the requirements of TSO-xxx" to "meets the PERFORMANCE requirements of TSO-xxx". So for all LSAs, non-TSOed ADS-B equipment can be installed as long as it performes as per the relevant TSOs. I hope that is so.
  2. Low Cost ADS/B solutions

    My understanding is that this change by the FAA currently only apply to Experimental and E-LSA (kit built LSA), not S-LSA ( factory built LSA). Anyone know for sure? Also where are the changes documented? Thanks, Palle
  3. Oil Pressure at 7 psi during flight

    Yes I was there Tom, and we met. Thanks for remembering.
  4. Oil Pressure at 7 psi during flight

    Thanks Tom, yes my airplane is a Sportcruiser.
  5. Oil Pressure at 7 psi during flight

    Anticept, MrMorton and Roger: thanks for your reply on the Oil Pressure issue. I will show to my A&P on monday. 100Hamburger: it was an 85F day at 5200 rpm, 2 blade Sensenich prop. Compared to your numbers the Oil Temp of 234F is too hot and OP of 62 psi too high. Should I be concerned?, and if so what should be done? Thanks, Palle
  6. Was out flying today, a hot day in S. California. 5200 rpm, 3,500 ft. Oil Temp 234F, Oil Pressure a steady 62 psi. Flew about 20-30 mins in this configuration. Then reduced throttle to about 4200 rpm and started a descent. A little while after I noticed Oil Pressure showed 7 psi (Oil Temp still good at 234F). I increased throttle and shortly thereafter the Oil Pressure returned to around 62 psi and stayed in that area for the remainder of the flight including the landing pattern. I have had this same issue on 2 other flights, and it seams that on those 2 other flights it also happened when throttle was reduced although I cant remember for sure. I searched this forum and found talk about other OP issues caused by poor grounding of the OP sender. So my question is, could the problem I describe be caused by a grounding issue of the OP sender? Any other cause you can think of? By the way this is on a 2009 Sportcruiser with 175 hours. Thanks for your help. palle
  7. Can anyone recommend a Rotax mechanic near Daytona Florida? Thanks, palle
  8. In the book Stick and Rudder (Chapter 15: The Approach - The Glide Line) the concept of an imaginary horizontal "glide line", located at a certain number of degrees below the horizon, f.ex. 10 degrees (degree based on best glide ratio), is introduced. The idea is to be able to quickly tell how far you can safely glide in the event of an engine failure. Any point that appears below the "glide line" can be reach in a glide (subject to wind and other variables off cause), but any point that appears above the "glide line" is out of gliding range. I've not come across anything like this before. It could be a great tool in a stressful situation and should work regardless of altitude. I understand that the "glide line" should be placed at a higher number of degrees below the horizon for a plane with a low glide ratio (sinks fast), and placed at a lower number of degrees below the horizon for a plane with a higher glide ratio (doesn't sink so fast and can glide longer). F.ex. if the glide ratio is 5:1 the number of degrees would be = X, and for a glide ratio of 15:1 the number of degrees would be < X. However, I can't figure out the algorithm used to calculate the number of degree for where the imaginary "glide line" should be placed. F.ex. what number of degrees below the horizon should I place the "glide line" for a plane with a glide ratio of say 14:1 (CTLS)? Anyone wanna take a guess? Or maybe I'm asking about something that is not used anymore. If so, does anyone know if there is another method to figure out if you can glide to that nice flat landing spot you see "out there past the river"? Thanks.
  9. When to overhaul

    Hi Roger, Dick, Thanks for your comments. Interesting that the FAA is looking into the Rotax mandatory TBO from a legal point of view. Didn't quite realize that certified airplanes don't have this strict rule and that for them TBO is suggestive rather than a mandate. Also didn't know that you could reclassify as an ELSA when TBO is reach without overhaul. Palle
  10. When to overhaul

    In the February 2012 issue of EAA Sport Aviation magazine, Mike Busch on page 52 discredit the TBO concept. Instead he recommends to use condition-monitoring tools to determine when it is time for overhaul. These tools include oil filter visual inspection and electron microscopy scanning, spectrographic oil analysis, digital engine monitor data analysis, borescope inspection, differential compression test, visual crankcase and cylinder inspection, oil consumption and oil pressure trend analysis. His reasoning is that engine life has little to do with engine hours in service but instead with corrosive exposure during periods of disuse and operator abuse such as cold starts and improper powerplant management. Any comments on this theory?
  11. Got my sport pilot licence in May and am looking for a 2008 or later CTLS in excellent condition. Thanks.