knolde

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About knolde

  • Rank
    Master Crew Member
  • Birthday 01/07/1938

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  • Gender
    Male
  • Location
    Pensacola, Fl
  • Interests
    Flying, Grandchildren, writing, reading, CTLS stuff
  1. S3Flyer, Rich, Ralacon, Thanks for the replies. I was originally going to have the 796 and the GDL installed at Sebring--however they said they could not because they did not have a qualified avionics guy available. Anyway, I have my mech and he has an avionics contact--bottom line is I will learn how to use the 796 and this setup. Please standby because I am sure I will have many questions coming. Again, thank you very much, I appreciate your replies. Living under Class C airspace (Pensacola, Fl) and in a dense military aircraft training area, I am trying to get ahead of the bow wave. Dr. Ken Nolde, N840KN,
  2. To All who replied to my query, I sincerely thank you. However, I have already purchased the GDL 39 system. My question was about the physical installation of the Garmin 796 into my aircraft (2008 CTLS) and if anyone might have some words of wisdom about actually doing it and moving things around to get it in. However, I also see that by the replies, I may well spend money for the "wrong" system the GDL 39/3D as opposed to the GDL 84 or 88. Here, I must confess that I have never used a tablet in an aircraft or elsewhere, that is to come down the road. So, I again ask for some words of wisdom. Thanks, Dr. Ken Nolde: (kennolde@cox.net) 840KN
  3. Evening All: Its a while since I used this site. I think my last post was in 2013 concerning a choice between a Garmin 696 or 796. Well I got a good deal on a 796 and I also bought a GDL-39 w/battery, so I will be updating. Of course it is here I run into a bit of a problem, my maintenance guy and good friend (retired Navy P3 Flight Engineer, A&P/AI), has never done a swap (replacing the 496 with the 796) and I am not much help. So I was wondering if anyone could give us a hand with cogent suggestions? I know the 796 fits in the center, but moving the rest of the stuff like radio, heat controls, IFF, etc. I (we) would appreciate your help to me Dr.. Ken Nolde. here or at my email: kennolde@cox.net. Cel Phone 850-380-6197--I do not have any "Social Media" stuff. I am concentrating on the 796 installation because we have a real avionics guy who promised he can handle the GDL setup. Thanks, very much, Dr. Ken Nolde, N840KN, 600+ fun hours
  4. Jacques has the right/correct/easiest solution. I use the same system, a towel then the 5 gal can, and then the syphon to fill. I am also lucky in that I can get 91 octane mogas without the corn crap. Dr. Ken Nolde, CTLS 840KN
  5. At the risk of being a holiday (Merry Christmas) killjoy, the ADS-B In/Out dilemma looks a bit grim right now. I went to FAA through a friend who is a flight examiner and a maintenance AI with my questions. He could not answer me, so he went direct. Early this month this is what he found out. First 1 Jan 2020 is a firm date and jam ups at avionics shops means nothing. But the biggie is that if you do not have a panel mounted certified GPS you are going no where. At present there is NO/NO components system certified, period. The various companies say that they have put together ADS-B In and Out systems are likely getting ahead of themselves. According to the FAA: TAINT SO! In fact I was also told that there was some question about some of the expensive panels already in service. Supposedly an "evaluative process" will take place in the future to determined the systems, components etc. Mainly, according to my friend, the real sticking point is the accuracy of the GPS and reliability of its display. At present it appears that you cannot buy a components/Tablet system that will pass muster. I find this really depressing as I was hoping to get ahead of the power curve. So what I am going to do is simply sit back with my Garmin 496 and Sirius XM Weather and wait till things are less muddy. Dr. Ken Nolde, CTLS 840KN 600+ mostly enjoyable hours
  6. Evening All: Its been a while since I wrote anything and a trip seemed appropriate. Last month I went to Phoenix, from Pensacola, to attend the funeral (internment Ceremony) of an old RF-4C Phlyer, Col. Dick Stromfers, whom I first flew with in 1966. It happened that he was a backseat pilot upgrading to the front and I was a liberated SAC B-52 Radar Nav, I was the first Nav Dick flew solo with and it was my first solo with a new pilot, a 48 year friendship. So, I decided to attend his departure, notwithstanding that my long-time co-pilot Nancy could not travel with me. I left Pensacola on June 4th and refueled in Georgetown, TX (GTU) north of Austin. This is a good refueling stop with really nice folks in attendance. Next I stopped in Pecos (PEQ), poor choice, an oil boom town that is expensive and has a disinterested FBO. The next day I left for Phoenix at 0900 it was already 100+ on the runway. I landed at Chandler (CHD)this is a good good stop, facilities great, friendly and helpful FBO. The ceremony was a bit teary (Taps), but afterward we reminisced with many old stories. I left Chandler for Fort Stockton (FST) and was turned over to Albuquerque center before I leveled at 9500. About an hour later, I made a "loneliness" call to the center to see if they still had me, a chuckle and a voice assured me that I was still on the radar. On the way to Ft. Stockton I considered diverting to Hurd Memorial (E01) because of high winds at FST, however, I went as planned a bit of a cross wind. FST is a great stop with really helpful and friendly folks--they sent a line guy to refuel the CT because to the heat--Talk about service. I next visited New Braunfels (BAZ) very expensive motels, but nice FBO, however self-serve fuel not available (not notamed) because of equipment problems. I left the next morning and Houston Center was super accommodating and I flew the I-10 VFR Corridor at 2500, spectacular views. Aboput an hour down the road I noted that my Dynon 120 was telling me I was burning more fuel than normal and indicated very little at my arrival at home. I decided to land and get some additional fuel, I got 20 gals of insurance and went home. Despite some clouds and occasional rain home was no problem. I landed and stopped by my hanger and I turned the CT around so I could back it in, When I walked around to the front of the plane, fuel was dripping down the front of the engine--it quit when I shut the fuel cutoff. I got home and the fuel pump was the culprit, we replaced it and all was well. The trip was hot, hazy, and windy I did not have a tail wind west or east, most was N or S, sorta weird. The trip was especially long because this was the first long trip Nancy was not sitting next to me. Oh yes, I strongly suspect that I would have been very short of fuel had I not paid attention to changes. I flew 8500 and 9500, I had all the routes programed into the GPS, but I also had a full set of paper charts. Between Phoenix and El Paso the GPS lost signals several times. All in all it was an easy trip, long, a bit boring being alone. Sincerely, Dr. Ken Nolde, love my CTLS 840KN
  7. Ah, the five year problem. At the cost of a panel update I now have new hoses and quite frankly the old ones seemed fine. Unfortunately, when I picked up my airplane there were lots of problems that weren't there when I dropped it off. Everything looked good until I got airborne and the radio did not work ( SL-30) I got home and landed. On the trip home I got a "current low" light and the Lady with the German accent began "warning." A cannon plug had been left off and connecting fixed that problem. Next, there was a loud hum in the headset, if I unplugged the transmitter part of the head set, the him went away. Lastly, the engine/cockpit seems noisier than in past--but that likely is simply old age. The guys who did the work said bring it back and we will make it right, but as they are an hour (2+ by car) away it really is a pain. So, as a "service" I thought I would you know that it is a big deal there is a lot to it. As with any maintenance it is necessary to be aware that things can go awry, be prepared. See ya, Dr, Ken Nolde, N850KN an around 600 mostly great hours.
  8. Evening All: I note that Jim Meade has introduced another really good subject--instrument training for Sport Pilots. Okay, before I transitioned to the CTLS I had a Piper Cherokee 140 and I was instrument rated. I logged over 300 actual instrument hours in an airplane with no autopilot; all steam gages, and no XM weather in the cockpit. I managed survive and not scare my wife too often, so when we got the CTLS I opted for the Garmin SL-30 com/nav with an ILS. To date, almost 600 CT hours, I have made only two ILS approaches; both as precaution in misty conditions, lowered visibility conditions. I have have probably done many other practice approaches to maintain proficiency. However, I am fully on board with some training for Sport Pilots as a LIFE SAVING Measure. Everyone who flies knows that there are occasional "blown" forecasts and it is possible that lower visibility conditions can sneak up rapidly and setup the unwary pilot for an emergency situation. I DO NOT ADVOCATE INSTRUMENT FLYING FOR LSA PILOTS. Nonetheless I do support some ability to cope with unexpected weather conditions. Dr. Ken Nolde, 840KN,
  9. Thank you all for commenting on my GPS question. I have decided to wait a bit longer before making a big change. A follow up to 796 seems like a prudent coa. By the way, the 5 year wrapping requirement for the Rotax is expensive and Lockwood says I can expect a as much as a two week turnaround time. Again thanks for the rapid responses, I do appreciate it. Ken Nolde
  10. evening all, I am about to go to Sebring, Lockwood to get the Rotax 5 year wrapping and an annual. I also am seriously contemplating replacing my 496 with something new, the 796 0r 696 and I really have no feel for either of them. I will mate it with a Garmin GL-139. I got a DVD on 696 operations from Sporty's, but here is nothing for the "touch screen" 796. Fundamentally, computers are not my strong suit so I would appreciate some help. Thanks. Ken Nolde
  11. Full flap landings--yes I have done them-no, I do not do them as a matter of course. Since about February I have had an ill wife, I have been a full time care-giver--a situation, if you think about it, does not leave much time to fly. Since mid-January of this year my longest flight was the other day, 55 minutes, but I have, I believe, maintained a high degree of proficiency. I have decided or learned, like many aviators before me, that we all do things (landing, takeoff, navigate, fly from point to point etc.) in a very similar manner as dictated by the commonality of training we received. I have had differences with such august members of this forum as Fast Eddie, Charlie Tango, Jim Meade et al. In trying to maintain proficiency I thought about how we approach flying, I made several assumptions: first was that we all enjoy flying and we do it rather well; secondly we get to the same point similarly, but with markedly different approaches to consistency. It occurs to me that we are all correct because we have resolved the consistency issue by technique. In fact it occurred to me technique, individual adaptions if you will, ensure that we do things in a manner that is easier (adapted) for us and we use them almost with thinking to accomplish the complex tasks flying requires. From my perspective it is not the rote operations we learned to solo and get our first ratings, no it is the way we have developed techniques to successfully fly. It also tends to explain the passion with which we approach "how we do it." I re-read Richard Bach's "Jonathan Livingston Seagull" and we are him. So through these many discussions, I have expanded my understanding of flying (particularly the CT) and yes, technique is the lifeblood of flying. Oh yes, staying proficient through 30 minute flights means that you get intimately familiar with the home field traffic pattern. Just as an oh-by-the-way, I tend to keep the nose down and flair gently letting the aircraft settle--I look to the side to determine altitude--not down the runway.
  12. Fast Eddie, I do not wish to get into a spat over adherence to regulations or not, but as the first time I had my hand on a yoke and maneuvered an airplane around was in 1950 in a WWII surplus Stinson Voyager as a CAP Cadet. Since that time in a few additional aircraft which include: B-47, B-52, T-33, T-6 (original) T-37, F-100, F/RF-4, F105,RVs, etc. so, even at my advanced age I like to think that I understand the difference between rationality and stupidity! In looking at the clip provided, I seems to me that advanced aviation stupidity measurable. For example, I am sure that I could roll a CTLS safely, but I do not, have not, and will not do so; additionally, I pay attention to POH limitations because I believe that engineers know better than I do. My bottom line is that I enjoy flying too much to screw it up.
  13. In another life, I was an active instrument rated pilot I enjoyed the challenges greatly. Now, having said that, in years past and now I consider my instrument training literally a life insurance policy. As a curent sport pilot I do not exercise my instrument ticket, except to maintain my proficiency by flying ILS, GPS, and VOR approaches to maintain my flying skills in the event they are required. In the almost 5 years as a Sport Pilot I have experienced a few times when forecasts were not good and I successfully flew in marginal conditions with no problem. My feeling is that some instrument proficiency is a life saver and all who fly should be able to maintain safe flight in the event of inadvertent IFR conditions. One does not have to formally have instruction, informal demonstration learning is fine and my point is that everyone should be familiar with the basics. Dr. Ken Nolde, N840KN
  14. Interesting, I never have thought about it. I agree with Charlie Tango and Roger that on landing you spread the wealth--land on the mains. I guess one of the reasons I really like reading this fourm is that I find myself thinking about new things. For example, I do not ever remember thinking about landing with a passinger or specifically landing on one wheel. I consentrate on the centerline, drift killed, and being level when touching down. Certainly, in a stiff crosswind landing on one wheel is often the way in, but for the most part I must agree with Roger about spreading the impact of landing out--so I really try for the mains to ensure that, in the event that there a down draft or the gust just quits, the plane comes down on the mains to distribute the shock loading. Thanks for the brain cell activation. Dr, Ken Nolde, N840KN
  15. Evening All: Well, it looks a though Nancy and I will miss the Page fly-in again. It seems that the Recce Association i (USAF F-4s, RF-101a, RF 84Fs, RF 104s, etc. well you get the idea) is having a reunion here in Destin, Fl 18-20 October and chance to or RATHER the LURE of seeing old friends (in many cases really old friends), telling and listening to amazing tales of daring do--in combat, special missions, and simply flying around. Sorry, I had Nancy primed for this year, but the Recce Pukes turned up and.... Well I get the chance to give great tours of the National Museum of Naval Aviation, which is do in a really spectacular Aviation Museum. Bottomline is that if you get any near Pensacola, call me and I will do 8 hours of show and tell without repeating myself. In closing, again I am sorry we will not be at Page this year, but as an old (sic) Brooklyn Dodger fan, "there's always next year." See ya, Dr. Ken and Nancy Nolde, N840KN