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John Vance

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About John Vance

  • Rank
    Senior Crew Member
  • Birthday 12/27/1954

Profile Information

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

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  1. 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.
  2. Ok, I’ve not experienced a frozen pitot tube, so I’m just going by what I learned in studying for the instrument exam. My understanding is that if water freezes at the pitot tube inlet, the air pressure in the pitot line is trapped in there. So you don’t “lose” airspeed indication. The airspeed indicator (and a/p) would continue to compare the static pressure to the (now locked in) dynamic pressure to provide an erroneous airspeed. The altimeter still works because it doesn’t care about dynamic pressure.
  3. Freezing the pitot tube doesn’t affect the static pressure fed to the autopilot and altimeter. So the autopilot will maintain altitude with a plugged pitot. However, there is something called “altimeter effect”, though, caused by a frozen pitot. It causes the airspeed indicator to act like an altimeter, i.e. climbing will cause the airspeed indication to rise, and descending causes is to go down. In an extreme case, a long descent using the autopilot might cause the a/p to eventually sense an airspeed below the set minimum, which would cause it to nose down further, resulting in a feedback loop and an increasingly steep descent. Is this what you were referring to?
  4. Andy - I had my chute removed/replaced by Cape Fear Airworks in Southport, NC in 2016. They were doing a lot of LSA work prior to that time, but decided to get out of it because dealing with the different LSA manufacturers turned out to be a PIA for them. However, the owner (Rich Gwin) said FD was one of the easiest to deal with. He was willing to do my chute at that time, and I’m hoping he’ll still be willing in 2022. I live in Wilmington NC half of the year but have my annuals done in Michigan, and have the same problems that you do in terms of finding someone to work on the CT in the Southeast. I had my first rubber change done by Lockwood. It’s a 5 hour flight from you but they did mine in 3 days for a reasonable price. No problems with leaks & I was very happy with their work. My annuals in Michigan are not a problem, running under $1k, including one night in a cheap motel. FWIW, Rich Gwin referred me to Terry Garner in Pinehurst, NC (919) 291-4408 for annuals. I’ve never even talked to the guy, and it’s been a few years so take it FWIW. Good luck - I hope you can find a way to make the CT work for you.
  5. Good to know that the 260 lb limit is at 9 g’s. You’re Ok in the air but crashworthiness for your passenger is probably compromised.
  6. Oops, I see that okent mentioned adding power, not 2k.
  7. At 60k the airplane is still happily flying well above stall speed, and adding power at that point isn’t helping. Lower approach speeds would help. Find out your indicated stall speed in landing configuration. The usual method for determining approach speed is to multiply that by 1.3, and that produces a surprisingly low number for the CT. It works, but it puts you behind the power curve and means you need to use power to arrest the descent. A factor of 1.5 or 1.6 might be more comfortable for you and provides sufficient margin. Full flaps helps, too.
  8. What flap setting do you use, and what is your airspeed “over the fence” (just prior to the flare)?
  9. I’m thinking about it, Dick. I’ve promised my wife a trip to Mackinac Island, so that might have to take priority. But the show sounds like fun, too. I’ll let you all know.
  10. I was a project engineer for Bendix/Allied Signal/Honeywell for many years and have seen the part number issue from point of view. At the location where I worked, one side of the business made made fuel controls for turbine aircraft engines, and the other made aircraft landing gear components, including wheels and brakes. Both sides were working both commercial and military projects. We manufactured some parts, so “change control” of those parts was done internally and was fairly straightforward, because we knew exactly how those parts were to be used. Many components were outside of our expertise, though, and bearings were a perfect example. Others included such things as electro-hydraulic servo valves, solenoids, transducers, etc. For those items, we created “source control drawings”, with a Bendix (or whatever) part number, which included some critical fit/form/function details, the specific supplier, and their part number. Changes to parts are routinely made, by every supplier, for many and various reasons. Most changes are trivial and affect only the part’s revision letter, not the part number. But this can be a fine line. Suppliers don’t necessarily understand the impact of a seemingly trivial change to a part that may have many end uses. Therefore, for these “source control” parts, suppliers are required to submit descriptions of minor changes for review, to ensure that these changes are OK. Mil-spec parts are fine for some things, but sometimes you need to dig deep in the spec to make sure. For us as end users, this stuff can seem ridiculous, and from the project engineering standpoint it can make your head want to explode. But it basically boils down to change control. Hope this clarifies things a little.
  11. I flew to KHLM At Holland, MI with my wife today, and dismantling of this airport is in progress. The turf runway is closed, and the taxiways, with the exception of the one leading to the approach end of runway 5, have been torn out. The little terminal building is still there, and bathrooms are available, but everything’s been cleared out, including the bikes. We walked in for lunch and did one of the trails at the park, a longish walk at about 7 miles total, but we figured it’s probably the last time we’ll do it. Too bad. I hate it when this happens.
  12. Holland State Park is an easy bike ride away as well. Nice trails and overlooks to view the lake & sunsets.
  13. I flew into North Fox on Wednesday and stayed 2 nights. Aside from the bugs, it’s practically paradise. It’s a beautiful long grass strip that’s well maintained by volunteers. As you mentioned, there is no cell service, but there’s a fire ring with plenty of split wood and kindling, porta-potty, and picnic tables. It’s a very short walk to the water, and there are two sit-on-top kayaks that you can use. There are also long trails that you can walk. With coronavirus, it has become a popular destination. There were 10 airplanes parked there on Thursday night. One guy flew in from Missouri in a 170 to get away from people. Didn’t work. Three of them were flown in by furloughed airline pilots, so we heard several “there I was” stories around the campfire. You should obviously consider the fact that you will not be within gliding distance of land and take appropriate precautions. Depending on your equipment, you may not have access to weather info when it’s time to leave. Also bring some deep-woods OFF spray and water (or a filter for lake water). Camping away from the strip isn’t an option. It’s all thick vegetation. I plan to go back.
  14. No, the CTLS with non-tundra gear works fine on grass. Just spent a couple of days hopping around to grass strips, including some bumpy & bouncy ones.
  15. On strips with bumps like that, keep it relatively flat, with the nose up slightly. Let it hit the ground again on the mains after the first bump(s), and let it fly off when it’s ready. Don’t pull the nose up to try to keep it flying. This is also a common problem where the grass strip crosses a paved runway.
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