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stall warning device and fuel gauge questions
I bought a cessna type stall warning device for the wing but am wondering if it can be used on the 750/701 type planes. I question it because of the slat. Does anyone have an opinion on this or has been down this trail? I also wonder of it will work behind the slat on main wing.
I also bought a MGL engine monitor but was thinking of using the steam gauges instead of the engine monitor for fuel. Maybe I can use both from the same sender signal? Im not working on this stuff right now but will be very soon within a couple weeks.
any input appreciated.
Replies to This Discussion
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Permalink Reply by John Marzulli on
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Honestly more effort than it is worth, IMHO.
The 7-Oh-Fun has a Dynon D180 with the AOA probe that I dutifully calibrated.
Real flight experience has shown me it is near impossible to get the 701 to stall. I've had a single break. That was after a dive.
Power-On you will be so far on your back you already known something is wrong.
Power-Off, even with the VGs I just get heavy controls, a high nose and an unwinding altimeter.
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Permalink Reply by John Austin on
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Ditto for the 750 slats vs -slats+vg's. In the departure stall with -slats+VG's, you "feel" like you're vertical and there is plenty of shuddering and shaking as the plane is trying to tell you you're doing something stupid! HA! Again, as John M. says, a stall warning device would be "more effort than it's worth."
John
N750A
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Permalink Reply by Rusty King on
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OK that pretty well answers that... Thanks..
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Permalink Reply by Wayne Tyson Jr on
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John, I'd like to make sure I'm ignorant of your terminology, to wit, "750 slats vs -slats+vg's."
Are you talking about slats in addition to vg's, or with no slats but with vg's?
Elsewhere you have said that you get a "standard departure stall" with no slats but with vg's, but no stall at all with slats. I have spun out of a "standard" departure stall in a Cessna 150, so I wonder if this could happen in a 750? It that's the case, might one, for safety's sake, endure the "extra" 14 pounds, slower cruise (8 kts?), and the risk of stalling upon landing, thus pranging the nose (gear, prop, and maybe even top, as has happened) as the lesser of two evils?
Wayne
N750MV
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Usually when I say "slats" I mean a "normal" 750 with the slats installed as-designed. When I say "-slats+vg's" ("minus slats with the addition of VG's on the main wings") I mean just that - in neither instance am I addressing whether there are VG's on the tail (I think most do install them, however).
Without slats, the 750 has a very benign stall - plenty of warning and controllability and if a wing drops it is easily picked up. I would say the wing with or without slats and with or without vg's is "safe" in regards to stalls.
John
N750A
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Just checking . . . My advisor is dead-set against removing the slats, so I'll need all the ammunition I get when the effluent hits the wall. I am doing this without any further input from him, and when he sees it, he will be unhappy--even offended. This man has been most generous with his time through this particular 750 drama, and I would rather not offend him. However, safety comes first in my book, and I see the sudden stall that the slats induce at the flare as thin ice that can be thickened by their removal--more margin for error for a pilot re-transitioning to flight following a long absence. Since I know of three "accidents" or incidents of pranging the nose-gear, one of them resulting in a nose-over, slat removal seems to be a no-brainer for one in my position. I have ordered the newer forged fork and strut as well.
However, I do acknowledge that there are a lot of 750s and 701s flying with slats, the nose-gears of which have not (yet?) been pranged.
Thanks for all your help and patience with this . . .
Wayne
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Permalink Reply by Walt Snyder on
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Wayne, you make a good point regarding your transition to the 750 from GA aircraft, perhaps it would be best for you to get used to an aircraft like the 750 by flying it without slats so it lands more like what you are used to. Once you get the feel of the aircraft, you can always add the slats if you don't cut the brackets off.
It's hard to understand why an advisor would ignore the findings of the designer of the aircraft and the many pilots that are flying them, so I feel for you. Is this the same guy that said it was foolish to land off field? If so, good luck, hopefully you get through this without any further drama and can focus on flying.
Walt Snyder
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Thanks, Walt. Confirmation coming from you is reassuring. And thanks to all the other folks who have been so helpful in these discussions.
My advisor has been very good for me and to me; very helpful in getting me through some tough times that intervened at just the wrong time (just as I was to start the Phase I testing, I got pneumonia. He and another 750 pilot flew off the entire Phase I for me while I was recovering, and performed hours of maintenance and other work on the airplane at no charge. Other people also were very helpful and I am grateful for the experience I gained with and through them. My advisor is the kind of guy who kind of revels in being tough--after all, he's ex-Army and has thousands of hours, including combat. So you can see why it might be painful to go against him. But, it is my airplane, my pocketbook, and my rosy-red. My decision.
Wayne Tyson
PS: Yeah, he doesn't think much of off-airport landings, but hell, he's a heavy-iron and chopper guy. I bought the plane for off-airport work. However, I do plan to ease my way forward just within my limitations and those of the aircraft. With 125 hp, I'm hoping that I will get decent descents and climbouts without the slats, but the day may come when I feel comfortable putting them back on. After I see what it will do with slips and flaps (not together--either or).
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Then you don't want your advisor to see the off airport landing in the video below. 11,000 ft elevation, Pops Dory, who flew in the STOL demo and contests at Oshkosh last week.
https://www.youtube.com/watch?v=h-9RPJDoC5E
Walt
Put your slats on before you do this next year……..and this isn't some foolhardy wacko, this is a real bush pilot that knows his plane and loves what he does. (retired judge).
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Would you do that in your 750?
W
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The plane can easily do it, the issue is the pilot. You don't take lightly what Pops makes look easy. Look at the lighting on the video, that was done at the butt crack of dawn, there is wind and weather that come into play here, this isn't just flying skill, this is experience and knowledge.
Landing up hill in a short distance is secondary, landing in a snow covered mountain range at 11,000 feet is primary.
Walt Snyder -
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Permalink Reply by Normand Lambert on
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Hi Rusty,
I would tend to agree with the opinions here... On power off stalls you'll only get shuddering , nose high, sluggish heavy aileron control and a straight in 1000 feet loss of altitude.
If you need some instrument to confirm all this...Well, your call!
Lots of signs something is going down...
You'll know.
Regards,
Normand
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