Mike Koerner

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About Mike Koerner

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    Senior Crew Member

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    Palos Verdes, CA
  1. ... but It seems to be missing the hand rest front and center on each side???
  2. Another possibility... If I leave the fuel valve open I will have difficulty starting or rough starts days later, but not hours later or even the next day. Apparently the float valves leak just a tiny bit and flood the engine... or maybe evaporating fuel gums up the carbs. I have a system now to ensure I remember to shut the valve as soon as I turn the key off. Mike Koerner
  3. They also make a 1090 unit if you want to leave the country: https://www.uavionix.com/products/echoesx/ Throw in a WASS GPS integrated into it own antenna: http://www.uavionix.com/products/skyfyx/ And a transponder face plate (which they have announced but are not yet offering) and you have a complete, low cost, easy to install system in 3 tiny packages. Mike Koerner
  4. I've been on top of that one too, Ed. But my pictures are no where near as pretty as your's. Mike Koerner
  5. Put it in the book!
  6. So... if you replaced it with one of these, which have two 2.1 amp USB outlets you would probably be OK since 4.2 amps at 5 volts is just 21 watts, will below 3 amps at 12 volts which is 36 watts... unless the device creates 5 volts by switching 12 volts on and off real quickly... In which case it might pop the circuit breaker if the two fast switches come on together... And generate RFI which would block your radio... Does anyone know if any of this is correct? I'm an ME. I don't know how this stuff works. Mike Koerner
  7. Tim, I'm not sure if the question is for Eric or me. From L.A. I don't have to cross the Sea of Cortez at all. I pick a side and stay on it. Coming out of Bisbee, it like looks like crossing along the north shore of Tiburon, as you mention, would make sense. I've landed at Loreto too, but not Mulege. Did you land at Mulege on your whale trip? In the future, I'm going to head for smaller airports after the airport of entry. It's so much easier than the procedures at the big airports. Mike Koerner
  8. Eric, My wife visited La Paz in February. We like it more than Cabo. Its less touristy. We made it down from LA in one day but that's more time sitting in the CT than my wife cares for. So on the way back we stopped to pet the whales at Bahia San Ignacio and stayed overnight stay at Bahia Los Angeles. There are so many nice places to visit in Baja, it's a almost a shame to overfly them. Two weeks ago my brother and I flew down to Puerto Vallarta. At over 1,200 straight line miles, it's definitely 2 days each way, especially considering the time spent with paperwork in Mexico and the fact they don't allow night VFR. I need to find better places to stop along that route. It didn't seem as fun as Baja - more of a big city atmosphere. I agree that Baja Bush Pilots is the way to go, not only for the easy eAPIS interface but also for critical airport information that just isn't available elsewhere. Mike Koerner
  9. Thanks for the tips Paul. That's a real nice looking airplane. Mike Koerner
  10. Fred, Yes, you can balance out the fuel in the tanks by flying in a gentle slip, with the wing you want the transfer the fuel into on the low side. There are two ways of accomplishing this; One is to use the rudder (or rudder trim) to yaw the plane slightly and the ailerons (or aileron trim) to hold the plane on course. The other is to use the aileron to bank the plane slightly and then the rudder to hold it on course. I think either method will give the same result, but how you go about holding your course makes a difference. If you use a compass or a ground reference point to maintain your heading, the result will be a side slip, which is probably not the preferred approach to use in cruising flight. Alternately, If you use gps to maintain a track its a forward slip, which will get you where your going a little more directly. Mike Koerner
  11. Sorry to be so slow to respond. And let me repeat again that these comments are just my opinion and obviously should not take precedence over flight manuals or flight instructors. CT2k, The trim position you use for takeoff does not have to be set precisely. The point is just to keep the stick loads reasonable during the initial climb and consistent from flight to flight. It would be hard to get used to flying a plane if it was trimmed different on every takeoff. It would also be harder to detect if something goes wrong. Later CTSW’s have an elevator trim wheel (and rudder and alerion trim wheels too). As you describe, what we have on the CT2k’s is a trim lever with a nose up and nose down position and several detents in between. On your next takeoff you can establish a comfortable position for the trim lever, put a piece of tape on the center console to mark that position, and then use that mark for future takeoffs. If I remember correctly, I used to use the second detent forward of the nose up (all the way back) stop. But your weight and balance and control adjustments may be different than mine. It never seemed to me that those discrete trim detents were where I wanted them to be, especially during cruising flight. Also, the detents eventually wore out to where the trim wouldn’t stay put. My former partner designed and fabricated a neat little mechanism with a knurled wheel on a threaded shaft that hooks on to the trim lever and allows infinite adjustment with no drift. I take off with the lever about 25% forward of the rear stop. Our planes are very light. The use of negative flaps whenever the plane is on the ground makes them less sensitive to jet and prop blasts and wind gusts. There’s a more immediate reason for lifting the flaps as soon as you touch down. You want to get the weight off the wing and on to the wheels as quickly as possible, both so your wheel brakes become more effective (otherwise the tires just skid) and so a gust of wind doesn’t put you back in the air… or off to the side! On other aircraft that I am familiar with, such as a Cessna 172, this is not a problem. You land with the nose up in the air, and lower it after touchdown. The result is a significant reduction in the wing’s coefficient of lift and immediate transfer of weight to the wheels. No so on the CT2k. The angle of incidence of the wing is such that with the plane setting on the ground the wing will produce significant lift. The evidence of this is that the plane flies itself off the ground without out any back pressure at just above stall speed. You don’t need to “rotate” for takeoff. Similarly, when landing, in the fully-stalled attitude with 15 degree flaps, the nose wheel is barely off the ground. It doesn’t have far to fall after touchdown. (In fact, its takes some getting used to keep the nose from touching first and bouncing the landing.) I don’t know if this is also an issue with the latter CTSW’s and CTLS’s, but the lack of discussion of the phenomenon on this forum makes me think not. Perhaps they have a lower angle of incidence or more elevator authority (longer tail boom or bigger horizontal). (On the other hand, Dave Ellis conducted an extensive analysis of this years ago and wrote about it on the previous forum, and I think he was flying a CTSW). It may also be aircraft specific to some degree, as a function of the cg location for example. I have somewhat alleviated the problem by putting tundra tires on the mains and keeping the little wheel up front. My calculations show that this gives me an extra 3 degrees of nose clearance at touch down (at the cost of about ½” prop clearance during taxi). I have not bounced a landing in the 6 or so years since. Still, the best way to complete the transition from flying to rolling on the ground, and make that transition stick; is to lift the flaps. I apply light back pressure between 45 and 50 knots for a clean transition on takeoff. That’s faster than the 70 kmh at which you “float off”. Maybe my bigger mains and resulting lower angle of attack on the ground help hold me on a little longer. You certainly don’t want to hold the plane down aggressively as you'll end up on the nose gear only. If your plane does not feel stable at 55 knots you should use a faster pattern speed. In gusty conditions, I use a higher pattern speed as well (I should have said that). At lower speeds you will need greater control deflections to compensate for turbulence. Abeam the numbers refers to a position on the downwind leg of the landing pattern when you’re across from the approach end of the runway. I haven’t tried an aggressive slip with 30 degree flaps? For me it’s one or the other. What does the flight manual say about this? Have other people done this? What do the flight instructors on this forum say? Ibjet, I fly out of Torrance. It's a nice airport but the noise abatement rules do not allow takeoff before 7am weekdays and 8am on weekends. That’s a problem if you’re trying to get off early. Worse, it’s often fogged in until noon. But, it sure is fun to watch the whales this time of year. Buckaroo, When I’m in the pattern my plane is trimmed for my pattern speed (I should have said that). It’s not really sensitive to the sun in my eyes or distractions. The plane will fly itself and maintain that speed just fine. I just have to decide when I’m going to make my base turn. And flying slow gives me more time to make that decision. As Andy points out, 1.3 times stall (plus ½ the wind gust delta) is pretty standard. In calm conditions, even at max gross, that’s just a little more than 50 knots. But our airspeed indicators may not be calibrated identically (or accurately). And your comment about wind shear and turbulence is certainly valid. And higher speed is not going to hurt anything… as long as you don’t carry it to touchdown on a short field. ctfarmer, Though I don’t remove my cowling as part of my standard preflight, I realize this is a recommended practice... and think it’s a fine idea. By way of excuses I would offer that: 1) I am the only one flying my airplane; 2) It’s keep safe and sound in a hanger that only I have the key to; and 3) I monitor it for leakage very effectively with a clean sheet of paper under the nose. Doug, If 70 on downwind, 62 on base, and 55 on final is what’s in the manual... I think that’s a real good procedure. On the other hand, I’m not sure I have time to adjust the trim for 3 different speeds in the pattern. That would certainly keep me busy. One advantage of the CT, for me at least, is that it flies slow enough that I don’t get too far behind it. I need to keep this stuff as simple as possible. Mike Koerner
  12. I am not a flight instructor. I am not qualified to offer instruction. Some of the procedures and techniques I describe may be contrary to your operating manual or the advice of your flight instructor, and certainly to the advice of others on this forum. You should follow your operator’s manual and the advice of your flight instructor. I have no mustache… However, I do have a thousand accident-free hours in a CT2k. Pre-flight I keep a clean white sheet of poster paper under my nose wheel so I can tell if anything (fuel, oil or water) has leaked out since my last flight. I check to make sure it’s clean before pulling the plane out of the hangar. I open the oil access door, take the oil fill cap off and set it, oily side up, on the pilot’s side floor in front of the rudder pedals. This is to make sure I don’t fly without replacing it. I pull the prop thru several rotations, in the normal direction, until I hear the oil gurgle, then check the oil level. I replace the oil cap and check the water reservoir level. This sometimes requires the use of a headlamp which I keep in the pilot’s foot locker. I close the oil access door. I check the leading edge of the prop blades for nicks I then walk around the plane, starting toward the left wing tip, looking over all aspects of the plane but in particular checking: Tire pressures The response of the structure and struts to a vigorous up and down motion at each wing tip Alerion travel Flap play Control surface bracket security (just a light lateral force on these) Cargo door security Elevator travel Rudder travel and associated nose gear motion Engine start Belts fastened Doors latched Fuel shutoff lever up Ignition key inserted Brake set Throttle back Choke adjusted as needed Master switches ON Yell “Clear” Start the engine Verify oil pressure Turn on the switches, radio and transponder Put on headsets activate noise cancelling Verify intercom operation Allow oil to warm for 2 minutes at not more than 2000 rpm, then at not more than 2400 rpm to 124F Pre-takeoff (CIGAR) Controls – verify correct operation and full travel of flight controls Instruments – Insure transponder is squawking 1200 Gas – Insure choke is full forward, fuel shutoff lever is up and fuel is showing in both wings Attitude – Adjust elevator trim to takeoff position Run-up – Set brake, advance throttle to 4000 rpm, verify acceptable rpm drop on both ignition systems Takeoff I lower the flaps to 15 degrees as I roll out onto the runway (otherwise they are in the full negative whenever the plane is on the ground) I open the throttle and begin counting seconds out loud. If I do not reach flying speed in 10 seconds something is wrong (high density altitude, high gross weight, tailwind, uphill, engine problem?) and I should consider aborting. I hold a slight forward pressure until reaching flying speed At flying speed, I apply a slight back pressure for a clean separation I climb out at 60 knots At 1000 feet AGL I lower the nose and at 70 knots I lift the flaps to the zero position I continue to accelerate and lift the flaps to the negative position at 90 knots I Cruise climb at 100 knots to desired altitude Landing Approaching the pattern, I warn my passenger that I am going to transition to slow flight I bring the power back and lift the nose to maintain altitude while lowering the flaps to neutral at 90 knots and to plus 15 degrees at 70 knots I continue to decelerate to 55 knots, which I maintain throughout the pattern until flare I pull the power all the way back on downwind abeam the numbers Generally, I do not add power, though I don’t hesitate to do so if I’m low If I’m high on final I may use 30 degree flaps, but more often I warn my passenger and then forward-slip I flare and hold the plane just off the runway until it drops on As the mains touch I bring the flaps all the way up If its windy, I use zero flaps instead on 15 degrees If it’s a crosswind, I slide-slip as needed to maintain the runway centerline and land wing low on the upwind main Mike Koerner
  13. Privatization of air traffic control in the U.S. has been proposed by both Democrat and Republican administrations for many years. Congress has consistently blocked this change… with strong encouragement from the general aviation community (especially AOPA). The reason for general aviation’s steadfast resistance is three-fold – voice, access and cost. As a federal agency, the FAA operates under the direction of the President but with funding provided by Congress. Ultimately, they answer to Congress. That means that several hundred thousand pilots, some of considerable means, have a voice. Issues like the pilot’s bill-of-rights and third-class medical reform (such as it ended up) get shoved down the FAA throat. We need this voice. Pleading with an independently-funded private organization will get us nowhere. Even though the plan is that general aviation will have a certain number of seats on the new organization’s Board, past proposals have left GA representation well short of that of the airlines. And as we just saw with third-class medical reform, the airlines will not look out for us (they nixed the original plan which was that private pilots wouldn’t need medicals at all). Let me give a personal example of the advantage of congressional control. Years ago, while working on a record flight, I needed the FAA’s permission to violate a whole slew of FARs. The FAA sat down with me and discussed what I needed and what they could do. The result was a letter of agreement, with all kinds of conditions, which was approved up through their chain of command. The cost of this effort on their part (your cost) was undoubtedly more than I could afford. At one point the airspace manager I was working explained why. He said that within the FAA’s congressional mandate was a sentence that said they will support record attempts. Congress considered this to be in our national interest. You will never convince a private air traffic control agency that this is worthwhile. The second issue is access. When private planes impede the flow of airlines, impacting their bottom line, they will push us aside. Again, I assure you our representation on the private organization’s Board will not be as equals. Class Bravo will be greatly expanded and access into it will get much more restrictive... until we are completely out of their way. The third issue is cost. Each of you have your own concept of “fairness”, but in fact the term is completely subjective. Is "fair" based on maximum gross weight, as if the number of air molecules defected downward is somehow important? Is it based on the number of passengers carried, because of what? Or is it the amount of time a controller spends looking at your blip on his radar screen, whether you are under his control or not. Which by the way, is probably quite a bit more than the time he spends looking at an airline on a standard SID or STAR route. No matter what the initial agreement is as to user fees, it’s the camel’s nose in the tent. Subsequent adjustments will be made as necessary to ensure “fairness”. As general aviation pilots in the U.S. we enjoy a degree of freedom shared by very few others in the world (I just got back from a flight into Mexico and I can assure you they don't). If you enjoy our current freedoms, you should work to maintain them. That is not to say that the FAA is, by any means, perfect. But we should be working to improve it rather than taking our chances on privatization. Mike Koerner
  14. Actually, a circuit board like this belongs in an enclosure - it's own little plastic box with strain relief on the external wires, or better yet a fixed connector (I had one of the wires break off mine). Mike Koerner
  15. It sounds like Roger was not the source of my 42 second story. Does someone else know where it came from? I did a search on this site and found no other references. Maybe it was posted to the old CT flyer site, or I heard about it at a class or fly-in? Mike Koerner