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John Vance

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About John Vance

  • Rank
    Co-Pilot Member
  • Birthday 12/27/1954

Profile Information

  • Location
    Elkhart, IN (KEKM); Wallace, NC (KACZ)
  • Interests
    Flying the CT, Sailboat Racing
  • Gender
    Male

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  1. Another site that works if you want to haul it to the airport in cans is pure-gas.org
  2. Ed - sorry, I didn’t mean to derail your thread. My post was a reaction to to the video showing a 10 second float in ground effect and my own experience with that problem. I think both attitude and airspeed can be used in combination.
  3. I usually fly the descent on downwind at 60 kt with 15 flaps and lose about 300 ft before turning base, + or - depending on wind. The timing of full flaps depends on whether it looks like I’m too high or too low, but I usually slow to mid to low 50’s on base to make it easier on the flap motor. It’s usually full flaps just before or after turning final, and gradually slowing it down while approaching the runway. It varies a lot, though, depending on conditions and I sometimes slip or slow down to descend faster, or delay flaps b/c I’m too low. The 43 kt number I mentioned is on short final before rounding out. I should emphasize that I don’t think anyone should blindly use that number, but figure out what works for you and your airplane. I don’t know if everyone is seeing 28 kt indicated at stall - that number surprised me but also encouraged me to try lower approach speeds. The reason I started down this path is that I was getting the airplane to flare height and waiting...waiting...waiting and watching the runway roll by.
  4. I don’t usually watch the airspeed during the landing flare but this thread made me curious, so during the last touch & go session with 35 deg flaps landings, I peeked. This was in very light wind conditions, and airspeed was about 32 kts indicated just before touchdown. In my CTLS, even at close to gross wt, indicated power-off stall speed at 35 flaps is about 28 kts, which provides a level of comfort when using slower approach speeds. My normal approach on short final is at 43 kts, and even at that speed, the airplane still floats a bit, and I don’t get the bottom-dropping-out phenomenon (engine idle on the ground is around 2050 rpm, and perhaps that is a factor). When I hear about approach speeds on final of over 50 kts, I wonder if we’re flying the same airplane. If you’re watching hundreds of feet pass under your wheels before touching down, consider slowing it down, starting with a look at indicated stall speed.
  5. Thanks, Roger. Merry Christmas to you and all on the forum!
  6. I’m talking about the tape over the flex joint, not the hinge itself. I have 1.5” Bowlus tape on hand so that’s an easy repair. Thanks for your help, Tom!
  7. A corner of the tape covering the “hinge” area of the stabilator trim tab on my 2010 CTLS has peeled away. It’s fairly small, only about an inch of the forward corner on the starboard end, and I’d like to stick it back in place so that it doesn’t progress. I’ve emailed Arian at FD about this, but since we’re going into Christmas week, the answer may be slow to materialize. Does anyone have experience with this repair? What adhesive should be used?
  8. Thanks, Roger.should dialectric grease be used on the rectifier plug’s pin connections in addition to all the others?
  9. Rodney - I watched the entire video and the ideas he presented, in terms of determining height above the runway by distance from the target point, the timed flare, etc. are interesting. I looked up the app but there’s not much information there about what it does, and it’s a bit pricey. Can you tell us in general terms what the app does?
  10. Thanks, Roger. My amp meter has always fluctuated just as you mention. On this flight, the max and min values ranged a bit wider and it bumped into the red on the low side, setting off the alarm. It was just one momentary incursion in a 1.3 hour flight. I have maintained the connections at the shunt and starter solenoid, but the ground connection for the avionics bus is a PIA to access on the engine side of the firewall. I can see what Corey was getting at regarding this connection, though - if the bolt threads corrode where the nut contacts it, the ground won’t be very good. That being said, I might be reading too much into this. Is an occasional low current alarm something to be expected?
  11. Mine does the same, but it doesn’t normally dip into the red and trigger an alarm. Have you experienced this? Maybe it’s no problem.
  12. Corey - I had a momentary “low current” alarm yesterday, while voltage was reading between 13.5 to 14.1. I’m ready to give your ground jumper a shot. Do you run this through the firewall with the main wire bundle on the right side or create a new path?
  13. I’m not sure where it tends to freeze first, but even though the FD pitot is shaped like a venturi tube, there’s no venturi effect because there’s no flow. The air stagnates there, turning the kinetic energy into thermal energy. The temperature rise is not significant at these speeds but there’s definitely no cooling there. You’re spot-on with the line leaks - if there’s even a small one, the pressure would bleed off rapidly.
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