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Mike Koerner

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About Mike Koerner

  • Rank
    Senior Crew Member

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  • Gender
  • Location
    Palos Verdes, CA
  • Interests
    flying, soaring, sailing, climbing
  1. 10th Annual Page CT and Light Sport Fly-in

    Tim, You're going to scare people away from the fly-in. That's a thunderstorm. It happens all over the country - no more common out west than in the south. Mike Koerner
  2. Rotax Radiator Cap

    Thanks Roger.
  3. Turbo CT over the Alps!

    Anselm, We drove into Italy east of the Dolomites, heading for Milan. I'll have to go back. Mike Koerner
  4. Rotax Radiator Cap

    Dick, Was the weep under the plate in the photo or between the plate and tube? I have occasionally seen evidence of a leak that I thought was from under the plate on the front left cylinder. I had assumed there was a gasket under the plate, not an O-ring. Mike Koerner
  5. Turbo CT over the Alps!

    Anselm, My wife and I drove up to the Kaiser-Franz-Josefs-Hohe (I hope I said that right) under the Grossglockner two years ago. It was a wonderful trip in a beautiful country. Mike Koerner
  6. "Russian Style" Fuel Dipstick

    Andy, If you put black powder coat on your new stick it will make it easier to see the fuel level. Mike Koerner
  7. New wide angle lens and Yosemite flight - yesterday

    Ed, I feel like you're just challenging me with these. Thousand Island Lake and Banner Peak. I think you can leave this one out of your book. The smoke makes it look like another smoggy day in LA. Mike Koerner
  8. Slips vs skids in a CT

    Ed, You can't skid without turning. If you correct for the turn with the ailerons then you're slipping. Most of the time we use a slip to balance the fuel in the tanks because most of the time we want to go straight. If you happen to be circling to climb or descend, or just because that's what you like to do, then yes, you can us a skid instead (keep your speed up though, so you don't induce a spin). I don't think there is any difference in the efficiency of using a slip or skid to transfer fuel. The transfer is proportional to the degree of miss-coordination as indicated by the ball (assuming an accurately reading ball). Think of the ball as a yaw string. It's telling you that the air is coming at the plane from the side instead of head on. It doesn't matter how you initiate that condition; the loss of efficiency is going to be the same. Two related comments that I don't think have been clearly captured in the previous discussions: 1) I wouldn't get carried away with the fuel transfer. If the ball is more than a couple balls out to one side you'll be dumping fuel out the fuel tank vent on that side. 2) With the ball centered (or the wings level going straight if you don't trust the ball) you should see fuel in both sight tubes. If it's me, I'm already on the ground before either tank shows empty in coordinated flight... and I think I have both the longest duration and longest distance legs of any stock CT. Mike Koerner
  9. Climb above 13,000' - CTSW

  10. Climb above 13,000' - CTSW

    Ed, I'm sorry. There are only 2 fourteen thousand foot peaks in your photo; Williamson on left and Tyndall on the right. Neither Russell nor Whitney can be seen in this view. The two center peaks, Trojan Peak on the left and Mount Bernard on the right, block out the more distant fourteeners from this altitude. I am sure of this since Whitney is characteristically flat on top, as seen from the north, before rolling off toward the west and vertical on the east. And Russell is very steep on its west side. Further, I was able to verify this with careful manipulation of Google Earth: But again, its an awfully nice photo, so who really cares. Fran and I visited the Mountain Light Gallery on our way back from the eclipse. Your photos are every bit as good as Galen Rowell's. Mike Koerner
  11. Another fuel tube question?

    Buckaroo, As others have pointed out, fuel transfer from tank to tank is slow. It probably takes close to 5 minutes to transfer a one gallon with the slip and skid ball half a ball off centered. This is true whether you're parked on uneven ground or in flying straight with one wing low. You said that after landing the left tank, which had been showing virtually empty, was almost full again. Unless you were on unlevel ground, or you waited a long time after landing to take a look at the fuel tubes, that fuel was in that wing while you were flying. Apparently, though you thought you had "cleaned up" the bank angle after the fuel transfer, the left wing was still low. So the problem seems to be that when you think you're flying coordinated, in fact you are not. This could be an issue with the mounting of the slip indicator (as others have said) or parallax in your viewing of it (if it's not right in from of you) along with the sight picture in the airplane not being as you expect (I thought this was more of an issue with the round top instrument panels on the CT2k than the square ones on a CTSW). Andy's suggestion that you look out at the wing tips while flying straight is good over flat terrain, but your area of Montana that isn't going to work really well. Maybe you can project where the horizon would be absent the mountains. You might also try strapping a carpenter's level to the drag spar (the tube that runs across the top of the cockpit just in front of the main spar carry-through. I haven't tried this so I'm not sure it will work but it ought to (unless the bubble bounces around too much in flight to get a reading). I would not go hog-wild trying to speed up the fuel transfer by moving the ball further out. Remember that the tanks are vented and the vents are near the outboard end of the tanks. If you are too far off coordinated you'll dump fuel out the low wing's vent. I would go with 1/2 ball as Roger says, or 1 ball at the most. You're lucky to have a wife that flies with you. I recommend making the same trip once more to get this worked out, before taking her up again. Mike Koerner
  12. RPM Rollback

    Just as a general comment about CT wiring: I had a short in the landing light circuit where the wires pass through the fire wall. The fire wall is carbon fiber. There is no rub strip on the edge or protective sleeve on the wire bundle. The wires chafed against the sharp edge of the pass-through hole until it worn through the insulation, shorted it and burnt the edge of the hole. We could smell the burning when we tried to taxi for takeoff one night, but I couldn't find the problem. We postponed the flight until the next morning. The smell was gone because the landing light wasn't on, but I didn't realize this until several weeks later. There should be a rub strip around the hole where the wire bundle goes through the firewall or the wires should be protected with a sleeve. Maybe other planes have this and it's just mine that didn't. Mike Koerner
  13. I would like to address this from the standpoint of aerodynamic generalities instead of a specific aircraft's perceived performance. For every airspeed and wing loading there is an optimum wing camber - a camber that gives the minimum drag. As the airspeed decreases or the wing loading increases, the optimum camber increases. Flaps provide an effective means of adjusting a wing's camber, especially on our aircraft where the ailerons are interconnected with the flaps (like a sailplane) affecting the camber across the full span. Though there are some losses in any non-zero flap position, primarily due to wing root and tip effects (the LS has an added fence for at the root to reduce this loss in the negative flap position) these effects are relatively minor. Our planes were designed with the intent that you use the first positive flap setting (15 degrees) at low speed, no flaps (0 degrees) at modest speed, and negative flaps (-6 degrees) at high speed. If you use too much or too little flaps for your airspeed and weight your L/D will decrease (drag will go up more than lift). Flap positions beyond 15 degrees are primarily to increase drag at low speed for steeper landing approaches. It is desirable to get off the ground at low speed so you should use 15 degrees of flaps. If you want to climb steeply, such as to clear an obstacle, you will also need to fly slow (Vx for the best angle of climb) and again use 15 degree flaps. Low speed and 15 degrees of flaps should also provide the lowest rate of descent (the longest time to figure out what's wrong) in an engine out condition. For the fastest rate of climb (Vy) you want the flaps at zero to minimize the minor losses associated with non-zero flap positions, so you should use zero flaps and moderate speed. This will also give the best glide angle (longest glide distance) in an engine out condition. High altitudes will increase the true airspeeds but indicated airspeeds should remain the same. For what it's worth, this is consistent with my perceptions of the performance of my CT2k. Mike Koerner
  14. 10th Annual Page CT and Light Sport Fly-in

    ct9, They said their email address is clarionoffice@gmail.com. Despite the name, that address goes directly to the Clarion motel in Page. There are commuter flights into Page, though it is a small market and the flights may be expensive. Durango, Colorado is 260 road miles from Page (418 km). Flagstaff, Arizona or Saint George, Utah are about half that distance and about the same size, I would think, in terms of number of flights in and out. Phoenix and Las Vegas are roughly the same distance away as Durango and much larger markets which should offer lower airfares, though I realize that's not always the case. Mike Koerner
  15. Lower compression after oil change

    CT2K, A significant reduction in torque needed to hand prop the engine and a noticeable reduction in spunk during takeoff could both be explained by a couple loose sparkplugs. Maybe the folks who did the maintenance for you forgot to tighten the plugs on the bottom of one side. Though improbable, it might be worth putting a wrench on all eight just to make sure. Mike Koerner