cscotthendry
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Everything posted by cscotthendry
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Wow, fantastic! 120F is 48C. We have not flown in those kinds of temps, only to the mid 30sC so I can't tell you how it would go there. At 130F, that would be over 50C! Would you see see that kind of temps outside of Death Valley? We are very happy with our Legend. We have had no troubles with temperatures in warm (30C and higher), either coolant or oil temps. In fact the oil temps run a bit too cool and we use the temp control flap a bit for that. Coolant temps remain around 100C at all times including long sustained climbs to altitude. The only time we have had the temp go to the upper end of the green was a hot restart and a long on ground hold for traffic on a warm day. This is because there is insufficient air flowing through the cooler while idling on the ground, but the temp never went into the red. As soon as we lifted off, the temps started to come back down and settled at 100C throughout the climb. Anyway, hope this helps. All the best with the Legend in the US, I think it will be a hit at Oshkosh.
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Moves are now afoot to bring increased MTOW in the RAA fleet. This will see those Cirrus and Lancair (and some of the lighter GA types) aircraft possibly enter the RAA. Moves are also afoot to bring in a CTA endorsement for RAA and this will also encourage migration fro GA for recreational flyers. This will add further to the woes of the GA support industries and see a big shakeout of service and equipment providers to GA or a migration of them to follow the planes into the RAA sphere. Unfortunately, I agree that the baby boomer fliers (like myself) will cease flying and the next generations will not have the financial resources to enter and make up the numbers. I don't think rec flying will die in my lifetime, but it might in my son's or his son's time, unless the politicians do something about the massive redistribution of all the wealth to the already rich. -
Don: Had I gone up through the alleyway between Amberley and Archerfield it would have been shorter and then I would have been approaching from SE. I have never flown that route though and the narrowness of the clearance there coupled with the uncertainty of what to do about crossing the VFR lane into Archerfield deters me. Someday I will get someone to go through there with me and show me where to go there and what to do.
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Don: In the video posted above(return fro Evans Head) , I approached Watts Bridge via Gatton and Esk, which is from the South West. But you had me going for a bit there. I had to go and check my track to make sure. I should also make it plain to all that my wing cameras are mounted with the stick on go pro mounts for which I have written factory approval. If you have a GA or LSA aircraft, you MUST have written authority to make any kind of mods and mounting gopros with stick on mounts counts as modifications. BTW, If you're our RAA Don, it was good to see you at the meetings at GEFI. I would have liked to chat with you some more, but didn't get the chance.
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Obviously those that were running Dick Smith Electronics lately had forgotten Tandy. DSE went down the same path, morphing from an electronics store to a toy and gadgets store and suffered the same fate as Tandy. Jaycar seem to be heading the same way also. Those who forget the lessons of the past are doomed to repeat them.
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Registered.
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Hard landing for Jabiru
cscotthendry replied to fly_tornado's topic in Aircraft Incidents and Accidents
I hate seeing anyone's plane wrecked. But it is good that there weren't any injuries or deaths. -
Thanks Mike. What surprised me was the vapor trails on the tips of the prop when we took off. I didn't see them until I was editing the video. It was very humid at Evans Head that weekend. Looking forward to seeing your videos also.
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Good luck with your videoing. I'm not an expert by any stretch of the imagination, but I enjoy making videos and I hope you will too. There is not a lot of info about making flying videos and what little I know I learned mostly by doing and reading. I have had some indispensible tutelage from a master though. Google Gary Kildea.
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To record ambient cockpit sound on the gopro, I use a normal case with the skeleton back. I can see a couple of problems using a lapel mic in the headset 1) It might be uncomfortable if the mic presses against the side of your head or ear. 2) It might move around in the earcup and introduce noises like scraping or rattles. 3) It means having an extra cord hanging from your headset and going to a different place to where your headset cable goes, which could restrict your movement and cause further noise in the mic as the cable drags on things like the seat and your clothes. This could be reduced by taping the mic cord to the headset cord. Using an adapter requires a little investment or effort on your part, but is worth it for the better audio quality and ultimate simplicity of the setup. Using a dedicated recorder also requires some investment and some extra work synchronising the audio to the video, but gives a bit more flexibility in the audio connections. It is up to you how much money, time and effort you are prepared to put into your videos. I think most people take one of two paths 1) Start simple and get more advanced as they get more interested in videomaking 2)Start simple and lose interest and just make videos on occasion, or stop altogether.
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Trip to Warrnambool and Melbourne Feb 2015 - YouTube
cscotthendry commented on RobynD39's gallery image in Flyins, Trips and Touring
Brilliant! -
Jimmy or Warren? If you mean the camera wobbles, yes, I think the gopros aren't sitting properly snugly in the cases.
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I use a combination of cockpit noise picked up by the gopro, and voice recorded off the intercom. Digital voice recorders are cheap and plentiful at the moment. Some are available for around the $25 mark.
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This is what I do also. You can buy adapters, or if you're handy with a soldering iron, you can buy bits from Jaycar to do it. I use a 2 into 1 6.5mm adapter, with a cable I made that has a 6.5mm plug at one end and a3.5mm plug to go into my audio recorder at the other end.
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LOL, glass houses ... stones???
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Yep, but if he's 10nm on one side of the field and I'm 10nm on the other side (or some other combination of those numbers) I really want to know he's there.
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Another straw man argument. Who said anything about a near miss???
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Really? You can reliably spot a trike 10-20 miles away? I don't think so!
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Mark: It depends on the model of engine. The newest engines have different heads and the temp sensor is embedded in the coolant now. There is a service bulletin for this on Rotax Owner.com.
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Alpi: You need to make sure that the sender on your engine is matched to the gauge. There are different types of temperature senders and some of them have different resistance / temperature coefficients. You can usually check which type of thermocouple is in the sender by looking up the markings on the internet. To see if your gauge matches it do the following Go to Jaycar and buy a 56 ohm resistor Disconnect the wire from the temperature sender at the engine Connect the resistor between the wire that you disconnected from the sender, and the engine crankcase or head. With that resistor connected securely, go and turn the master switch on. Your temperature gauge should read somewhere around the 100 deg C mark. If it is significantly different (like reading very low or off the scale) then your gauge doesn't match the rotax sender. The Rotax senders are VDO parts and if you look at their data sheet available from their website, you will see that the Rotax sender is type C (calibration chart 2) which should have about 62 ohms at 100 deg C. If the sender has been changed, or you suspect it is faulty, take it home and put it in some boiling water and measure the resistance with a multimeter. It should read about 60-odd ohms.
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Yenn: Notwistanding the amount of flying you have done and whether a radio is helpful in all situations, Having a radio gives you the option to use it when and where it's required or NOT use it when and where it's not required. Whereas NOT having a radio, restricts you to those places and situations where it's not required. Why throw away a significant chunk of sky to fly around in? As for a transponder? Yes, they are beneficial too. But if you're suggesting that just because some think that radios should be mandated, it is fair game to extrapolate to transponders, I think you're setting up a straw man argument there. Why stop there, Why not mandate anti-collision TCAS and weather RADAR, autopilots etc etc?
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Restricted area - active? How to be sure??
cscotthendry replied to BlurE's topic in Student Pilot & Further Learning
All that is necessary is a call like "Brisbane Center, MyAircraft 9999 request status of Amberley airspace" They will respond with something like "Station calling, Amberley is Active" or "Station calling Amberley De-Active" or "Station calling, Amberley Deactive, (pause) Active at 2 2 0 0" I always then respond "Amberley Active, MyAircraft 9999" to acknowledge receipt of the info. You don't need to inform them where you are or your height etc, that just clogs their airwaves. And wait until there is a clear gap in their transmissions and try to stay out of the middle of them directing airliners. -
And that IS just plain wrong. I have not seen any posts in this thread saying or even suggesting that you should have everything needed to fly in primary control zones just to fly in uncontrolled airspace. You have distorted what people have posted, in order to try to discredit their position. To fly in control zones you need to have a calibrated altimeter and transponder and need to be flying with a certified engine and a class 2 medical. NO ONE has suggested anything along those lines in this thread, but your exxageration of their posts says a lot about your determination to justify your position by any means.
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In my original post, I didn't advocate mandatory fitment of radios to ALL aircraft. What I did say is that I believe they should be mandatory to attend fly ins where high performance aircraft will be doing flying displays. However ... Seeing some of the tissue thin justifications put forward in some of the posts for NOT fitting radios, I have come to the position that if you're flying around out there without a radio, I don't want you anywhere near me. I accept that as a PIC, I must keep a lookout for other aircraft, and I do. But I expect the other pilots to do their part to help me know where they are and what they're doing. Without a radio, you are effectively saying "Everyone else has to keep a specially watchful lookout for me because I can't be bothered to let anyone know where I am or what I'm doing." Here's the news: My safety is my responsibility. Your safety is NOT my responsibility, but if you go radio-less, you make both our safety MY responsibility. As others have said, when you have spent the $20K-$200K on an aircraft and then spent the money getting qualified to use it and then the money to maintain it, if you can't be bothered spending a bit extra on some kind of comms YOU SHOULDN'T BE IN THE AIR.
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Mark: I have been trying to be as polite as I can about some of the weird logic some have presented in their excuses for not making radios at major fly ins mandatory. I must admit that I have had to bite my tongue more than once. I especially take exception to the notion that because not all radio installations are reliable, this leads to poor airmanship or is somehow a reason why radios should not be mandated for fly ins or some other twisted logic. But everyone is entitled to their opinion and in this country, entitled to voice it. I'm pleased that people have troubled themselves to have an input to the discussion.
