Today's Message Index:
----------------------
1. 03:38 AM - Re: WAC vs Sectionals (David Feinstein)
2. 10:35 AM - Re: Cowling Test (teamgrumman@AOL.COM)
3. 11:13 AM - Re: Cowling Test (teamgrumman@aol.com)
4. 01:45 PM - Re: Calgary and Wetaskiwin charting (David Feinstein)
Message 1
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| Subject: | Re: WAC vs Sectionals |
# I am about to make a trek from Ga to NY to Me then back down the
# east coast.
# ...
# It just seems like [WAC charts are] the better choice for this trip
You will be flying through or near 5 or 6 Class-B terminal areas. WAC charts
don't offer much help in these areas.
You can get a feel for what you're missing by comparing WAC and sectional
charts for your home area, where you're familiar with the kind of detail you
do or don't need. I've flown coast to coast with sectionals and often wished
for MORE detail, not less. I used WAC charts for overall planning, but
sectionals for navigation. I suppose that's outmoded, compared to just
plugging your destination into the GPS.
There is a regulation that mandates "training" for pilots operating within 60
NM of Washington DC. It takes half an hour or less, and you get a little
certificate that you can fold up with your medical cert. Look for "Navigating
the DC Special Flight Rules Area" here:
http://faasafety.gov/gslac/ALC/course_catalog.aspx?categoryId=11
# Anything I shouldn't miss or be aware of in the NY-MH-ME-MA
# areas? we are in our 30's with a 2 year old!
Too many to list. I have some links here:
http://newlangsyne.com/dest/
They're centered on Connecticut. Sorry, but it was done that way for a
purpose. You should find most of the areas of interest in the rings between
0-250 NM.
You might also see something you like in my account of a visit to AYA 2007 at
Glens Falls: http://newlangsyne.com/gfl/
There is a boat tour of Lake George that might interest you. I thought it
was just as good as the one on Winnipeaukee. Natural Stone Bridge in
Pottersville is the same kind of place as Ausable Chasm:
http://www.stonebridgeandcaves.com/
I'll be happy to answer questions if you contact me off the forum.
Back to the charts, sort of. You'll have room for LOTS of charts if your
wife rides in back with the 2YO, and the kid will probably ride better too.
To a little kid, alone in the back seat probably feels like being in prison.
Message 2
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| Subject: | Re: Cowling Test |
I have sent all of my conversations and contacts to my DER. He is in
Brazil right now and will look into it when he returns.
-----Original Message-----
From: flyv35b <flyv35b@minetfiber.com>
Sent: Wed, 3 Jun 2009 7:17 pm
Subject: Re: TeamGrumman-List: Cowling Test
<flyv35b@minetfiber.com>
Gary, this is pretty incredible! Why don't you write a letter to the
FAA
and include info about all your phone conversations in some organized
logical way (even though that may not make any difference to the FAA)
and
see what they have to say. Basically present your case about why
should any
additional testing be needed based on your under cowl temperatures and
maybe
any lack of standards as to temperature requirements and where it is to
be
measured if that is the case. What are these guys trying to prove?
This
sort of thing used to be approved at the FSDO level with the stroke of
a pen
and possibly a cooling test and maybe a dive test to see if the thing
holds
together. Planes did not fall out of the sky as a result back then.
It is
no wonder there is no incentive in pursuing certified aircraft
modifications
any more and all the real improvements are happening in the
experimental
world.
Cliff
----- Original Message -----
From: <teamg
rumman@aol.com>
Sent: Wednesday, June 03, 2009 5:26 PM
Subject: TeamGrumman-List: Cowling Test
>
> I've spent most of the day talking to
>
> Ray Christ: Lycoming engines
> Joe Logie: Champion/Unison
> Ken Tunnel: LyCon Engine Rebuilders
> Hugh Evans: Merlin Products
> Ken Blackman: Air Mods Northwest
>
> To the best of their knowledge they've never had to instrument Slick
mag
> for any modification or testing. Hugh has done Bendix mags. The
upper
> limit on Bendix mags is 225 degrees F. Slick was offering to replace
> Bendix mags on many installations years ago. That implies, the upper
> limit is 225 for a Slick mag.
>
> "Measure the temperature on the outside surface of the
> magneto frame during the long-term test at the highest RPM
> setting. The magneto will generate heat during normal
> operation. Maximum temperature on the outside surface of
> the magneto frame is 175F when tested at room temperature."
>
> Note this says, "when tested at room temperature." Room temperature
is
> now 72 degrees F. This also says, "during the long-term test at the
> highest RPM setting" which clearly means testing20on a bench.
>
>
> To the best of their combined knowledge, no one knew 'where' to
measure
> the temperature. Ray said the mag had to be drilled and a
thermal-couple
> placed on the coil. Both Kens and Hugh said if they were to test it
would
> be on the magneto case (frame). Joe, Unison/Champion, said (and,
this is
> from my notes, but I could be wrong) that Champion only got the PMA
rights
> and that all of the en
> gineering data, as far as he knew, none of the engineering data was
> included. He said I'd have to ask their engineering department to
stop
> what they are doing during the reorganization and I'd have to pay for
the
> data.
>
> From the internet, the rule-of-thumb for new experimental
installations
> was 190 degrees in the accessory compartment.
>
> All of them said the person to make the decision as to what was
acceptable
> testing was the ACO. When I added that the ACO was hoping I'd do
their
> job and get the necessary paperwork, reports, certification
procedures
> from Lycoming or Champion, none of them were surprised.
>
> I'll do whatever it takes. Just let me know what needs to be done.
>
> Gary
>
>
>
>
>
>
--
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Message 3
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| Subject: | Re: Cowling Test |
The really strange thing is, the FAA is going for a zero failure rate.
Only to be able to say, "It wasn't our fault."
The government cannot be sued. None of them will have their
retirements taken from them.
Plus.
If you aren't making mistakes, you aren't learning.
"The only people who have never failed are those who haven't attempted
to do anything beyond the narrow limits of what they already knew they
could do." - unknown
"The percentage of mistakes in quick decisions is no greater than in
long, drawn-out vacillations, and the effect of decisiveness itself
"makes things go" and creates confidence." -Ann O'Hare McCormick
-----Original Message-----
From: teamgrumman@AOL.COM
Sent: Fri, 5 Jun 2009 10:33 am
Subject: Re: TeamGrumman-List: Cowling Test
I have sent all of my conversations and contacts to my DER. He is in
Brazil right now and will look into it when he returns.
-----Original Message-----
From: flyv35b <flyv35b@minetfiber.com>
Sent: Wed, 3 Jun 2009 7:17 pm
Subject: Re: TeamGrumman-List: Cowling Test
<flyv35b@minetfiber.com>
Gary, this is pretty incredi
ble! Why don't you write a letter to the
FAA
and include info about all your phone conversations in some organized
logical way (even though that may not make any difference to the FAA)
and
see what they have to say. Basically present your case about why
should any
additional testing be needed based on your under cowl temperatures and
maybe
any lack of standards as to temperature requirements and where it is to
be
measured if that is the case. What are these guys trying to prove?
This
sort of thing used to be approved at the FSDO level with the stroke of
a pen
and possibly a cooling test and maybe a dive test to see if the thing
holds
together. Planes did not fall out of the sky as a result back then.
It is
no wonder there is no incentive in pursuing certified aircraft
modifications
any more and all the real improvements are happening in the
experimental
world.
Cliff
----- Original Message -----
From: <teamg
rumman@aol.com>
Sent: Wednesday, June 03, 2009 5:26 PM
Subject: TeamGrumman-List: Cowling Test
>A
0
> I've spent most of the day talking to
>
> Ray Christ: Lycoming engines
> Joe Logie: Champion/Unison
> Ken Tunnel: LyCon Engine Rebuilders
> Hugh Evans: Merlin Products
> Ken Blackman: Air Mods Northwest
>
> To the best of their knowledge they've never had to instrument Slick
mag
> for any modification or testing. Hugh has done Bendix mags. The
upper
> limit on Bendix mags is 225 degrees F. Slick was offering to replace
> Bendix mags on many installations years ago. That implies, the upper
> limit is 225 for a Slick mag.
>
> "Measure the temperature on the outside surface of the
> magneto frame during the long-term test at the highest RPM
> setting. The magneto will generate heat during normal
> operation. Maximum temperature on the outside surface of
> the magneto frame is 175F when tested at room temperature."
>
> Note this says, "when tested at room temperature." Room temperature
is
> now 72 degrees F. This also says, "during the long-term test at the
> highest RPM setting" which20clearly means testing20on a bench.
>
>
> To the best of their combined knowledge, no one knew 'where' to
measure
> the temperature. Ray said the mag had to be drilled and a
thermal-couple
> placed on the coil. Both Kens and Hugh said if they were to test it
would
> be on the magneto case (frame). Joe, Unison/Champion, said (and,
this is
> from my notes, but I could be wrong) that Champion only got the PMA
rights
> and that all of the en
> gineering data, as far as he knew, none of the engineering data was
> included. He said I'd have to ask their engineering department to
stop
> what they are doing during the reorganization and I'd have to pay for
the
> data.
>
> From the internet, the rule-of-thumb for new experimental
installations
> was 190 degrees in the accessory compartment.
>
> All of them said the person to make the decision as to what was
acceptable
> testing was the ACO. When I added that the ACO was hoping I'd do
their
> job and get the necessary paperwork, reports, certification
procedures
> from Lycoming or Champion, none of them were surprised.
>
> I'll do whatever it takes. Just let me know what needs to be done.
>
> Gary
>
>
>
>
>
>
--
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The Professional version does not have this message
0 - MATRONICS WEB FORUMS -
Message 4
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| Subject: | Re: Calgary and Wetaskiwin charting |
urk.
I'll add Regina, sorry for the oversight.
I included Swift Current because the guy there said fuel was $1.50 CAD/L
That's equivalent to $5.25 USD/gal
----- Original Message -----
From: "Graham V Smith" <g_v_s@mac.com>
Cc: "Dan Schmitz" <Dan.Schmitz@calix.com>; "Jim Viola" <javaviation@aol.com>; "Kelly
Wallace" <kelly.wallace@clarkconstruction.com>;
"Larry Tatsch" <cltatsch@aol.com>; "Ron Levy" <rblevy@mindspring.com>; "Walt Porter"
<waltporter@comcast.net>; "Northeast Grummans"
<ne-grumman@mit.edu>; "Team Grumman" <TeamGrumman-List@matronics.com>; "Steve Peach"
<peachs1@slb.com>; "Don Metz" <editor@aya.org>
Sent: Friday, June 05, 2009 4:19 PM
Subject: Re: Calgary and Wetaskiwin charting
Loath as I am to attempt to correct the usually precise Captain
Feinstein, I have to report that not all of the airports listed by
Dave are airports of entry. Specifically, Swift Current is not among
those prepared to welcome furriners.
On the other hand, Dave's list does not include Regina (AKA CYQR)
which is not far from Swift Current, and is an airport of entry.
A complete list of welcoming Canadian aerodromes may be found at:
http://www.cbsa-asfc.gc.ca/contact/listing/indexpages/indextype5-e.html
graham
Graham V Smith
g_v_s@me.com
On Jun 5, 2009, at 1:26 PM, David Feinstein wrote:
> Let's try it again, with the right link this time.
>
> I've posted some scans - VERY rudimentary flight planning info for
> Red Deer
> and a few Canadian Ports of Entry - here: http://newlangsyne.com/yqf/
>
> Usual disclaimers apply: NFN, YMMV, LS/MFT, HMFIC, etc.
>
> ______________________________________________________________________
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