John Vance

Interesting that you can see the shadow in the air as well

Has anyone else noticed the Heiligenschein effect? I “discovered” this a couple of years ago, and sometimes entertain myself on long flights trying to find it. On sunny days, look for where your shadow should fall, and you may see a slightly brighter patch of ground. Some objects such as street signs will glow brightly for a few seconds when this zone passes over them. It’s a phenomenon similar to the “glory”, I think. Everything I’ve read about this relate it to reflection off of water droplets, but I’ve seen it on days when it’s dry. As I said, something completely different.

Yes, it came off in flight and struck the stabilator, so I had to replace both. I was returning to KLOU after a lunch date with my wife, and we heard just one thump. The airplane handled just fine, not even a change in noise level, so I thought we may have hit a little bird - no such luck. The string broke immediately, which was good. I was lucky to be able to find parts from the Guttmans in Tulsa, who were very helpful, just great to work with. I must say the door took a lot of effort, though. My daughter is a graphics artist, and was able to make the vinyl for me, working with digital cut files & color codes provided by FD, and thanks to her, it came to me pre-cut with colors that matched perfectly. Applying the graphics was easy after an hour of YouTube vids. Getting the new door to fit properly was a chore, but it turned out OK. Installing the new stabilator was easy, though. Having this failure on the cabin door is annoying, but you definitely don’t want it happening on a baggage door. I now have an insurance claim that will haunt me for years, so y’all might want to take a look at those latches occasionally. I still have the damaged stab if anyone is interested.

Ken - I’d be interested in seeing a photo of this. I had a similar issue with a baggage door lock, and was never able to get to the bottom of that situation since the door found its own way back to earth. Did the retention nut back off?

Corey - I appreciate your reply. Thank you. Discussions on technique are what most interest me in this forum.

You’re absolutely right about the potential for over-control. I have done the same pull-back maneuver in the CTLS, and it works for me as well, but but just feels a little dicey. I don’t have any experience in the SW, but my LS is very sensitive to a slight power increase in that situation. Just enough to raise the pitch in the sound of the engine will arrest the descent and give me a couple of seconds for another crack at it with a bit more control. It’s easy to overdo the power increase, though.

Yes. But this was in answer to your questions, none of which relate to my original point, which was simply that applying proper trim after chopping power allows you to let the airplane largely take care of pitch inputs through base & final when conditions allow. The happy coincidence for me is the fact that one trim setting works for both 15 & 35 flap settings. That’s it. Maybe this will help someone, maybe not.

Corey - it’s a 2020 CTLS, Dynon 120/100. The static port is correctly installed. I aim for 90kts @ 0 flaps abeam the numbers on downwind, pull power to idle, hold altitude & slow to 80, apply 15 flaps & trim for 60 kts. By then it’s about time to turn base. 60 kts is held until short final, then it’s time to hit the brakes, i.e. apply full flaps. I do give the stick a little push at that time to avoid ballooning. My goal is always to leave power at idle, but it doesn’t always work out. Sometimes a VERY small touch of power helps during flare in windy conditions to give more time to sort things out. I’m aware of other folks in the pattern and do make changes when needed, but this method is rarely an issue. I’m capable of landing with any flap setting, including -6, just in case of flap failure or other situations. This is what works best for me after 8 years of trying to get consistent approaches. I was often either too high or too low on final, and for awhile was even using the slow side of the L/D bucket to increase glide angle rather than slipping (which bothers my wife). Holding 60 kts from base turn to short final seems to have helped me get more consistent approaches in the CT, and allows reasonable blending with other traffic.

I did consider that. I’ve checked it at near gross weight, and the actual break was as described. 45 kt on short approach in this airplane gives me a few seconds of float, just about the right amount for me, enough to make a comfortable transition without eating up lots of runway. But again, the main point I was trying to convey was not the approach speeds, just the trim method. BTW, I’m impressed with your ability to raise just one eyebrow. I don’t have the gene for that.

Mine stalls at 30 at idle power, so apparently there are some differences. It’s always been this way, so although I’m certain that TAS is higher, I can rely on the indicated speed for control but wouldn’t use the same speeds in a different aircraft. Back to the trim method again, one of the benefits I see is that airspeed control is automatic in reasonably smooth conditions, so eyes can be out of the cockpit. Again, make sure that stick inputs are aileron only.

My airplane stalls at about 30 kts indicated with full flaps, so for me 45 gives me a fair margin and very little float during flare. With gusty conditions, I add a bit but not much. I’m guessing that not all CT’s indicate the same airspeed at stall, and I would suggest that people make sure they know their indicated stall speeds by actually stalling it. Yes, the nose changes pitch with power change in order to maintain the trimmed speed. I wouldn’t recommend that people with lower time in the CT land in windy/gusty conditions with full flaps. For me, though, the lower landing speed is more comfortable because it limits the time spent with wheels on the runway at close to flying speed. I’m not suggesting that others use these airspeeds, but I thought the trim method might be helpful. Just be sure you don’t inadvertently pull back on the stick when it pitches down.

All of my landings in the CT are done with full flaps, and I find that if I trim for 60-62 kts with 15 flaps before turning base, it yields 45 kts at full flaps, which is my normal target for short final. Only one trim adjustment required. Flaps don’t go down fully until fairly late in the approach. On base and final, trim takes care of the airspeed, no pulling or pushing the stick, just using power to hit the aim point. With a little experimentation, the same method could be adapted for whatever you like in terms of flap setting or approach speed. This largely takes pitch control out of the equation until over the runway. FWIW.

Tom - why do you prefer these? Do they last longer than the AC’s?

I camped there in mid-August this year. The main event is the walk through Leelanau State Park to the LM shoreline - it’s absolutely gorgeous. Take the bikes to the park, then walk the trail. Print out a trail map before you go, since cell reception is spotty. There are maybe 10 bikes available, and some aren’t in working condition, but you should be able to find a couple that will work. It would help to have some tools with you to fix them or adjust seats, etc. They’re in the little building there, which is accessible using the standard Michigan code (5321). You may have to push the 3&2 at the same time (don’t remember), which is often the case in MI. There are “upscale” outhouses and potable water is available. The bike ride into town is a bit longish but doable. Take North Shore Drive off of East Woolsey Lake Rd to avoid some of the car traffic - some of it is dirt but it’s worth it. Check restaurant hours before you fly in - again, cell reception. You can camp wherever you like. If you want a little privacy, there’s a stand of trees on the West side of the N-S runway that provides afternoon shade without being too far from the facilities. If not, there’s plenty of room near the building.

I gave up on phone communication early on, after leaving 3 or four phone messages requesting a return call over a several day period. I probably could have called someone directly later on but didn’t have the number.