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About Garryowen

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    Advanced Member

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  • Location
    : KLNS
  • Interests
    Looking for a Mooney or Twin Commanche partnership at KLNS Lancaster, PA

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  1. Not the best photo but it’s the most recent one I have. It’s really a postage stamp of an airport and sometimes the ceiling and vis gets pretty low. I’ve had more than one occasion of an LPV to minimums that have resulted in a missed approach. You can see the approach to 10 and what the clearway looks like now. If I remember right it took about 9 months for the X-ray to come out after the Y was shutdown for encroachment issues. Not surprisingly the trees were cut shortly thereafter as the politicians sought other ways to reduce traffic. One clever tactic the local pols used was to w
  2. The 4.2deg glides slope is the big difference. A while back the township refused to cut the trees for the clear way on the approach to 10 and the Zulu was notam'd out. They came up with the steeper X-ray so you could still get in. Even visual approaches at night were not allowed because of the trees and the vgsi being set for around 3.3deg. Lots of politics for a "small town" airport.
  3. The audio in the video is eerie. You can hear the rocket fire and see the chute deploy. The dogs are barking and kids are playing. Didn’t hear any signs of an engine running. Doesn’t mean it wasn’t though. Sorry to hear he didn’t make it
  4. If it’s radio silence and you don’t get a reply, drive on. I’ve had it happen a few times over the years approaching the field VFR. After trying on both radios I knew it was not on my end. I self announced on tower freq as if the tower was closed and entered the pattern and landed normally. All while looking for light gun signals of course. The surprise landing usually gets their attention up in the tower. IFR - I’ll swap back over to approach and they usually straighten it out. It sounds like it worked out for you in the end. Sorry you had to deal with the weather.
  5. Another great video by Paul. Helicopters are truly a niche within aviation and he breaks it down very well.
  6. SAS on the S-76 is one component of a complex Automatic Flight Control System that easily rivals advanced systems on high flying jets. The AFCS is a combination of SAS, autopilot/yaw damper and flight director functions that completely couple to all 4-axis (pitch, roll, yaw and collective). Hand-flying in IMC is a non event. The SAS smooths the ride by automatically providing up to 10% control authority with out any input from the pilot. It basically dampens out any external inputs. Hand flying I set the collective and forget it. Feet on the floor because yaw is controlled by turn coordin
  7. Absolutely possible to do it with semi rigid designs. The only limitation is you have to maintain positive G. Unloading a rotor of that design has flapping and feathering issues that may cause a portion of the system to contact the mast (aka mast bumping). Fully articulated rotor heads on the other hand are fully aerobatic and will even take negative G. That is the system used on all S-76 series of helicopters.
  8. The accident model helicopter has a normal cruise speed of 140-155kias at the altitude it was flying at. With 150kias in level forward flight I can pitch up 30° and achieve a near 4000 ft./min. rate of climb. Airspeed will bleed off but the resulting altitude change is dramatic. Pitching the nose up 30° in ‘wings-level’ flight in any helicopter at any forward indicated airspeed will result in a positive rate of climb until the indicated airspeed is zero. Upon reaching zero indicated airspeed and with no change in the nose up pitch the helicopter will then begin to acc
  9. +4 on sheppard air. Plan on studying Sunday through Thursday and taking your test on Friday. The first four nights are going through the modules and the fifth night is taking the practice test/s. You’ll be plenty ready by Friday. Follow their instructions and you can’t go wrong. Money back guarantee if you don’t get a 90%. 70 is passing if I remember right.
  10. Who did you end up going with, Terry @N6758N? I’m in the Philly area but can travel.
  11. Pretty good mountain wave going on today around the Appalachian’s. Winds at 9000 from the west-northwest at 50kts. The ridge waves show up pretty good on the satellite imagery on my ForeFlight. Couldn’t see it at the time but sure could feel it. A little bumpy in the front range today.
  12. Sounds like STC group is looking for a few volunteers to install a trio autopilot in their plane. He wants owners to reach out to him via email - not through the forum. But I’m a product of the Louisiana education system so my comprehension of his post may be completely wrong.
  13. Sounds like getting in ahead of the weather and leaving after it is a solid plan. Should be a great trip for you guys. Of course any day we get to fly is always good. Best of luck to your buddy in his plane search.
  14. 1000’ msl/agl works great for that VFR route. No one else is usually at that altitude. Head northwest out of FOK and navigate generally along a route VPJAY-ZABKI-DECKR-COL. That will take you right by glen cove, south of westchester’s delta and north of LGA’s surface area. Just don’t forget 123.05 for the river CTAF when you’re over the Hudson. Once you get to the Colts Neck VOR give Mcguire approach a call on 124.15. The frequency is manned by Air Force controllers (read: lots of training goin’ on). They are always eager to help out in picking up an IFR. If you’re like me
  15. My wife just recently talked me into letting go of my king vhs tapes. It was a sad day. I have always done procedure turns on the depicted side and still do. It wasn’t until flying with these advanced GPS’ that I looked into, “why is it taking me into the non-protected side?” that I discovered what ‘protected’ really meant and how it was derived. More important for all of these modern systems is understanding not only how they work but the ‘why’ behind what they are doing. This is a good example. In every case the gps navigator is doing exactly what it is supposed to do or what you’v
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