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About JLang

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  1. JLang

    CTSW Cruise Speed

    I hesitate to jump into this debate, especially since it seems like you guys are not talking apples-to-apples regarding the measurable, but in the interest of confirming my understanding, I believe the following to be true, for a given altitude: For best possible top speed (short duration), pitch for WOT at 5800rpm (conforming to official Rotax rpm guidelines). For best possible cruise speed (long duration), pitch for WOT at 5500rpm. For best possible rate of climb, pitch for WOT at 5500 rpm at Vy. For best possible efficiency (miles per gallon or similar), pitch for WOT at 5200rpm (torque peak). FWIW, my CT is set up for ~5650rpm at WOT at ~4500' (have never changed it), and I am happy with the performance balance at the low-to-medium altitudes I fly; pretty much book or slightly better numbers. Incidentally, my Dynon is optimistic by about 8kts at cruise.
  2. JLang

    CTSW in Hastings, MI?

    On Saturday I saw a CTSW doing touch-and-go practice at 9D9. I remarked about the type and had a 5sec conversation over CTAF but didn't want to use the frequency to chat. Anybody on the forum?
  3. JLang

    Wanted to buy CTLS

    I don't want to sound like I am trying to convince you of something you don't want, but if you plan to do much cross country flying, I have found PPL to be quite beneficial for the relatively small amount of extra time and money. I chose my CTSW over legacy aircraft for the same reasons you list, but also find myself fairly frequently flying at night, and also surprisingly often over 10k', usually to clear clouds or when over water. Also, during the winter here in Michigan with lousy weather, flying at night after work is often the only chance I have to shake of the rust; I might wait a month for good weekend daytime weather. My CFI was also unfamiliar with the CTSW. I arranged it so he accompanied me to pick it up, and before we left, we BOTH took several hrs of dual with a local CFI who was familiar with the plane.
  4. JLang

    Cold weather flying

    As a general rule I try to pull carb heat with significant throttle reductions. As ct9000 said, I believe the Rotax is less susceptible to carb ice than most GA engines. In 2.5yrs I've yet to have carb ice flying in humid Michigan, even when I forget to pull carb heat. The biggest challenge for me was learning to tape the radiator. There seems to be a lot of variation in individual planes, but I put a full strip of aluminum tape across the top whenever ground temps are below about 60F. At 20F and below I have more than half the surface covered. Otherwise I'll never get above 190F oil temps.
  5. Since I see nothing in your post that is even slightly inflammatory, I have to think (hope?) that somebody clicked the wrong button... There are others who can provide better guidance than I can, but if you are 113kts/5.1gph and 5000rpm, that seems over-pitched. There are some good posts about this. FWIW, with my '07 CTSW w/ Tundra tires, my "normal" cruise is at 4500', 5200rpm, 110kts, about 4.8gph. WOT is about 5600RPM in level flight. Being early in the learning phase of your CT, if you haven't already done so, I would also encourage you to read some of the posts about fuel management/trimming/transferring fuel from side to side, especially if you plan to do long cross country flights. Good luck and enjoy the process!
  6. JLang

    Crossover carb. balance tube/hose

    This has happened several times to me (I have an old post about it: http://ctflier.com/topic/4362-engine-smooth-only-with-carb-heat/?tab=comments#comment-64534). The first time the vent tube slipped off for me it happened over Lake Michigan with my new-to-flying wife, and I didn’t know what it was. Felt like the engine was going to shake off the plane until I pulled carb heat back out. At my wife’s very large eyes, I lied, “no worries, happens all the time.” After finding the cause (with help from the forum) and reattaching the tube, it happened several more times, until I finally added some tape to the joint in addition to the zip tie.
  7. The last few flights my D100 screen has had brightness issues. At startup it is very dim, barely discernible. It slowly get brighter and after maybe 10min is 80% as bright as the D120 on the right (both set to default max brightness, no autodim), which is readable but not ideal in bright sunlight. Then at some point during the flight, it starts to dim to barely readable and then back to "full" bright, about once a second. This slow flicker may last the flight, or stops and reverts to "full" (80%) bright. I plan to pull the unit and check connections. I did a quick check of Dynon support forum but didn't see anything. I'm guessing the LED backlight circuitry is bad and it's not an easy fix, though I'm hoping if the LEDs die the unit will still send info to the D120. Common problem?
  8. JLang

    Pattern speeds/power settings

    No way I'd come in at 45kts at max weight. That's one very small gust or wind shift away from a hard bounce, or worse. When heavy, I'm about 54kts. When light, 50kts, maybe 48 for short field. Of course, this assumes no gust factor. I would also expect the DPE to jump all over 45kts since it's pretty far from the 1.3x rule of thumb. When I was a student practicing short field landings, I found it very helpful to come in with a small amount of power, especially with greater than 15 flaps. As Ed says, if you find yourself floating further than your intended touchdown point, aim shorter next time, using throttle to adjust. It's most efficient to close throttle abeam the numbers and leave it that way, but that takes a lot of practice to nail, and you won't get "extra credit" for it in your checkride.
  9. 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.
  10. 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?
  11. 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?
  12. 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.
  13. 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.
  14. 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.
  15. 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.