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About JLang

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  1. Back to Yosemite - smoky morning - normal lens

    Wow, amazing photos. Does the smoke have the same ethereal blue tint with the naked eye?
  2. Climb speeds

    That makes sense since you are solo more often than not, right? Since book V speeds are at gross, a lighter weight means slower Vy, so 78-80kts well under gross seems to match ~83kts at full weight. I should have clarified my Q as Vy "by the book" or at gross. My experience is best rate at ~83kts gross and ~80 solo w/ 20gal.
  3. Climb speeds

    This may be splitting hairs, but this is right on top of Vy for 0 flaps, which is listed as 78kts. Wouldn't you expect a greater difference? FWIW, this is published for the CTLS, and Vy for -6 is 5kts greater than for 0deg. Right or wrong, I use 83-84kts for Vy for -6, though I usually do more of a cruise climb at 95-100kts above TPA. Of course, this is starting at much lower altitudes than Ed flies (my field is 800').
  4. Climb speeds

    What are you assuming is Vy for -6 flaps?
  5. Flap light in the flap setup display

    I am far from an expert, and your CTLS display looks a bit different than on my CTSW, but according to my Operating Instructions, the upper right LED indicates "maximum up deflection." In the instructions it describes this when operating the flaps manually (rotating the control to the left) to know when the max up position is reached.
  6. "Climbs steeper," or clearing an obstacle, means angle, not rate. Therefore Vx, not Vy. This goes back to my skepticism in this and the other related thread regarding the contention that best angle will always be with least flaps on all aircraft, even those with negative flaps like the CT. Towards the goal of reaching best angle (not rate), at some configuration change that results in less drag, the accompanying decrease in lift and increasing ground speed -- which reduces best angle, everything else being equal -- leads to worse (shallower) climb angle.
  7. Climbing at -6 degrees vs 0 degrees?

    Higher speed is definitely a negative for best angle. The ideal is a helicopter taking off vertically, with zero forward speed.
  8. Bringing an old plane back to life.

    Nice! I have always liked those. Having never flown in one, what are your impressions?
  9. Climbing at -6 degrees vs 0 degrees?

    FWIW, the CTLS POH does list both best rate and angle of climb (The CTSW only lists for 0 deg). Rate(15): 740'/min. Rate(0): 800'/min. Rate(-6): 770'/min. Also, both angle(15) and angle(0) are listed at 8:1. Angle(-6) is not given. Even with that, it seems logical that best rate should be at -6. This also matches my personal observation with my CTSW, though the difference between 0 and -6 seems small and it is difficult to get repeatable numbers just looking at the VSI. Help me understand why best angle would be at -6. Since higher speed is a negative, the climb rate at Vx would have to be significantly higher at -6 to make up for that higher speed just to result in the same angle.
  10. Related to this, I’ve previously expressed frustration at the lack of detail in the POH, especially for my CTSW. It only calls out Vx and Vy for 0 deg. For the SW, what do others use for -6? I have assumed about 84kts for Vy, mainly since it seems about right logically and the Dynon VSI bar seems to like that speed. Of course, most times I cruise climb at 95-105 kts, depending on oil temps. The CTLS POH specifies a Vx of 70 kts for -6, with Vy at 78. Best Vy seems fairly straightforward, but I have to say I’m skeptical that for all aircraft the best climb angle is always at least flaps, simply due to the much higher ground speed. This could be crudely tested by a few repeated take offs and climbs at different flaps, climbing until you are directly over a predefined point over land. Highest altitude wins. Or calculate the hypotenuse with the average VSI number at each flap setting and the ground speed. Homework! Also, in general, best glide should be close to L/D max and Vy, right? I find it interesting that the SW POH says to use 63 kts at 15 deg. The LS POH says to use 78 kts with 0 deg. That’s well above the defined 0 deg Vy of 73 kts. Anybody know why…? Personally I plan to use -6 and 84 kts (or less, depending on weight).
  11. Thinking of flyint go central MO to see the eclipse

    I considered that but my autopilot is inop, so instead plan to fly down that morning to Perryville MO, which offered a free "reserved spot" for a tie down. It may be a zoo, so up in the air might be preferred.
  12. Fuel Injection or Carbs on my next CT?

    Ah, makes sense, thanks. By "after shutdown" I was thinking for the rest of the day.
  13. Fuel Injection or Carbs on my next CT?

    So why do you want to get rid of residual heat after shutdown? That isn't something I've heard before.
  14. Savannah, Ga "demo ride"?

    Thanks, that is great to hear. I will definitely research this more. Tom, you said only before 2010. What changed then?
  15. Savannah, Ga "demo ride"?

    It was my understanding that since FD specified VFR only, that even if E-LSA, IFR flight was not legal. This is based mostly on my very limited reading of regs, and some Dan Johnson articles about some of the very few LSA manufacturers that "allow" IFR flight (e.g., Bristell). This is of interest to me since I would love the ability to fly through and then above the very low, thin layer of clouds that persists most of winter here in Michigan, after, of course, the proper instrument training. Here is a DJ summary: https://www.bydanjohnson.com/a-raging-debate-ifr-imc-vmc-and-lsa/ I interpreted the statement "...if a manufacturer said it does not want its airplanes flown IFR, that’s the end of it… no IFR for that brand," to include E-LSA also. Not correct? Before I trigger a bunch of responses about the wisdom of flying into IMC, I want to reiterate that I'm talking about the desire to fly through "soft" IMC -- no convective activity, no possibility of icing, nothing more than a thin layer of clouds to get above it. Also, sorry to j0nathan225 for hijacking the topic. Hopefully you'll find a ride in a CT!