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About JLang

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    Senior Crew Member

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  1. JLang

    Windshield shade that fits CT?

    For short or long stays? Cheap/quick: sectional chart. Can be propped up (barely) with the cross bar. Obviously this doesn't cover the top or sides. My guess is that most fold-up car windshield shades would work better than my sectional chart, and could be stowed behind the seats. Expensive: Bruce's covers. I recently splurged on their "canopy/engine cover" that works nicely for longer periods. For trips, it is kinda bulky, but if placed on the bottom of the baggage area you can still easily fit a large duffel on top.
  2. JLang

    Fuel starvation

    But wouldn't the fuel "follow the ball" to the other tank? Or perhaps in the scenario with little fuel to start with, the head pressure is small enough to make the transfer too slow to notice?
  3. JLang

    Fuel starvation

    In the scenario being discussed, fuel has been used predominately out of one tank, presumably from intentional or unintentional trim adjustment, until it is dry. Then, the plane is re-trimmed/flown in a slip to move the remaining fuel outboard to inboard, to keep it showing. However, that action also starts to transfer fuel back to the dry tank. So in this emergency procedure, if the fuel stops showing or gets critically low, which will happen faster than normal due to the fuel going both to the engine and the other tank, you should then swap sides again to get access to the newly-transferred fuel. Right?
  4. JLang

    Fuel starvation

    30 minutes is a broad regulatory minimum. Of course, the correct answer beyond that is, "whatever you are confident in managing, knowing the limitations of your aircraft and yourself." I believe there are good, experienced pilots on here who routinely land with not much more than that minimum, all the fuel transferred to one tank. I've flown my CTSW about 200hrs and I start to get anxious below 10gal. That's on the conservative side, but I'd advise not going much below that until you have lots of practice transferring and managing fuel and gauging the true fuel level in flight.
  5. JLang

    Fuel starvation

    Completely agree, the point I was trying to make is that it takes active effort, and without that effort starvation can occur. I know that when I transitioned from legacy aircraft as a student pilot, I was unprepared for the amount of left rudder required when pulling throttle, and it took some time before coordination was second nature in the pattern. Had I flown in the scenario I described early in my time with my CTSW, I would have definitely been at risk of starvation.
  6. JLang

    Fuel starvation

    There are quite a few threads on this topic. If you have not already done so, it would be worth your time to read them. In addition to "if you can see fuel, so can the engine," the other very valuable mantra of Ed's is: "fuel follows the ball." Related to that, something I have learned the hard way is to NOT fly with "half a ball" on the left with full tanks. Like most, that configuration results in fairly balanced fuel flow, but evidently not because that leads to wings most level, at least in my plane. If I fly with half a ball with full tanks, I land with ugly fuel streaks from the left vent. Most veteran pilots are probably saying, well duh. Fly with centered ball until several gallons are gone, then balance flow.
  7. JLang

    Fuel starvation

    Fuel starvation isn't possible as long as there is fuel in one side, if that fuel is inboard at the pickup. As Ed has wisely stated, "if you can see fuel, so can the engine." There are several potential problems: 1) Any fuel outboard of the pickup (fuel you can't see) is unusable, unless you take steps to move it inboard. Obviously, range is reduced. 2) The forces acting on the fuel and the resulting visible indications may change with a configuration change, like what you do slowing to pattern speed, or abeam the numbers pulling throttle. Suddenly, that fuel inboard may shift outboard (can no longer see the fuel the tube), and if the other tank is empty, you have starvation.
  8. JLang

    Max rpm or?

    Well done. I think some of the disagreement is due generalizing “wear” in the discussion. The term W above is normal load, meaning perpendicular to the sliding surface. For some parts this component is relatively small, so additional load doesn’t increase wear much. For parts like bearings, the normal component is the majority, so increased load definitely increases wear. The discussion started with generalities, and “rpm = wear” is a good rule of thumb. “rpm x MAP = wear” is probably more accurate.
  9. My left wing tip is about 1/2" lower than the right, with even tire pressures, and there is always a few gallon difference between the wings after sitting even a couple hours. As Tom said, uneven pressures definitely makes a difference as well. I learned this early in my ownership when I filled the tanks one evening in preparation for a long flight the next day, and had fuel stains all over the left wing in the morning.
  10. JLang

    Wheel pants vibration

    So we are hopefully done with significant snow after this week here in the midwest, which means putting the main wheel pants back on. Or not. With them on I, too, usually get a noticeable vibration/flutter at cruise. Checking tire pressure is a pain. I figure it's only a matter of time before I neglect to warn a passenger and they use the fairing as a step. Sure, there is a speed benefit: maaaybe a knot. Admittedly, the plane simply looks better with them on, and this may rule the day, but for now I'm going to leave them off. Am I missing something?
  11. I have the TruTrak installed on my 2006 CTSW.  If you would like to look at the installation or take some pictures, stop by my hangar at Willow Run airport here in Michigan, near Ann Arbor.  Dick Harrison

  12. If you are by yourself, you can just use a floor jack and small block of wood just inside the wheel under the axle.
  13. JLang

    Grand Canyon Corridors

    If I-FLY is similar to ForeFlight on iPad, the additional detail only shows up when you zoom in on the screen, like with the Terminal Area Charts.
  14. JLang

    CTLS vs CTSW

    Several other differences, which might be of importance depending on your preference: 1) Cost. For me this ruled out the CTLS, since I could only afford the older, cheaper CTSW. 2) The CTLS has a "hat shelf" behind each seat. For cross country flight, these would be nice. I'm always trying to find more accessible space in mine when flying with a passenger. 3) The larger-screen Dynon Skyview was available on the CTLS (not sure when it was available). 4) I believe there are threads about this topic, but I believe its easier to retrofit a brighter landing light on the CTLS, if you will be flying at night. The stock halogen CTSW light is not terrible, but burns out frequently. The available LED options are not as bright. My night vision is still decent, so this is acceptable, but not ideal.
  15. JLang

    Meet Cora

    I always feel like I'm missing something when reading these articles. Like Andy says, when you cut through the non-aviation jargon, you are talking about a modern aircraft flying airport to airport, minus the "self flying" part. That exists already -- they are called "airplanes" and lots of people would be happy to fly said airplane for a paying customer (aka, pilot for a charter flying company). Adding "self flying" means adding lots of new, expensive avionics and highly developed and thoroughly tested software to fly it. Since a new Cessna based largely on half-century-old technology starts at $300k, how can an all-new, cutting-edge, self-flying airplane be remotely affordable per mile for any paying customer?