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Showing content with the highest reputation since 05/18/2018 in all areas

  1. 1 point
    I think the primary thing that affects your glide in an emergency, is your ability to de clutter your mind and calmly make immediate and decisive decisions and - Oh Yes - fly the plane. This can be practiced to the point that if it happens, your confidence/experience level makes the glide and landing a routine experience. Like US Air landing in the Hudson River. We used to practice that scenario annually at TWA and American.
  2. 1 point
    In my experience while an idling engine does produce thrust, it does not help glide ratio. The velocity of the air moved by the propeller at idle is often less than the forward velocity of the airplane in flight. Because of this the rotating propeller disk produces drag. If you stop the propeller from rotating the glide is improved.
  3. 1 point
    You are lucky, wednesday we compared the climb performance and the glide ratio of our CTSWs. I had a logger running while my companion did not. Here are the figures: CTSW 2007, takeoff weight 1027 lb, glide at 65 kn, -12° flaps, engine idle (fixed pitch prop), winds calm (see metar). The result is a glide ratio of 13.2. GlideRatio-DMASV-metar.pdf Glidepath-GoogleEarth.kml
  4. 1 point
    You guys are right. Rigor, accuracy, and clarity of communication are irrelevant on this site. Not sure what I was thinking.
  5. 1 point
    In 2018 I continue to fly mostly in the high Sierra. I've been waiting to have my new flap circuit board installed since last year and currently operate without flaps. I have been a long time advocate of using flaps and minimum speed landings. My opinion on that isn't changing but I do understand why so many prefer minimum flap landings, its just too easy (as long as you don't get gusted on rollout). Its on my -6 take-offs that I sense the vulnerability every time. The period where my mains are on the ground and I have flying speed screams vulnerability to me. The photo below was shot at 13,000'+. I now like to descend into position and through canyons at low power settings and I'm taken by how rough running my Rotax is when I get well below the 5,000RPM range. I wonder if a carb balance might help? I mind it less in the pattern than I do in the big canyons.
  6. 1 point
    Wow, my Dynon boots in seconds...4-5 minutes is definitely a problem. I hope you can get it corrected without shelling out for a new EFIS.
  7. 1 point
  8. 1 point
    Yep - it worked very well. Flew from southern IL to Nashville with the autopilot following the GPS course almost the whole way
  9. 1 point
    My POH for the CTLS says typical glide ratio is 8.5 to 1 and max distance is achieved at -6 flaps and 78 knots (which is the same as their -6 climb Vy). They also show an example at 15 flaps and around 63 knots (100 km) which is about 1 mile less. I'm guessing 0 flaps is in between at around 73 knots (again 0 flaps climb Vy). My guess is that more flaps allows more time in the air, but less glide distance.
  10. 1 point
    Now that the landing full flaps / min speed discussion has died down, this is not a CT topic but may start a new round of posts. I don't 3 point land my tail dragger. Feel free to jump in because there are two schools here as well. Both camps are valid but do not normally see eye to eye.
  11. 1 point
  12. 1 point
    That is quite the rig, and looks like it will work well. For the less ambitious, many of us have found that "Tuff Jugs" ease the burden of refueling considerably. At 5gal, they're not TOO heavy, and the nozzle fits perfectly into the CT filler hole. The weight of the jug opens the valve and all you have to do is stand there for 40 seconds while it empties. No rag-covered wings needed, and, as a 6+ footer, I don't even have to stand on anything!