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About iaw4

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    Senior Crew Member

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  1. A few more images...including one looking over the Salton Sea, and one with the *man*... .
  2. 2006 FLIGHT DESIGN DUAL GLASS • $62,000 • AVAILABLE FOR SALE • N378CT. 2006 CTSW, Dual Glass. No damage history or flight school, always hangared, good condition. 1350 total hours. 3-Blade prop. Matco wheels and brakes. Dynon D100, D120. TruTrak 2-axis coupled to (new) New iFly 540b. New Garmin GTR200, Garmin GTX 327. New EarthX 680GTX battery. ELT. uAvionix ADS-B in/out. Intercom with music input. LED landing light. 1 New Lightspeed headset. $1k unused Bruce cover. New chute and rocket done. All new tires. (Rubber due 2021.) Roger Lee (!) Annual, Dec 26. Located KWHP, CA. Prefer SMS or email. • Contact Ivo Welch - MYSELF, Owner - located Los Angeles, CA United States • Telephone: 310-689-9357
  3. I am using the iFly system, not Foreflight. I have to check my iFly to see if I can switch headings to magnetic. thanks for the advice on the specific plan. even flying to FERMY direct is within the IFR 4 degree VOR tolerance. A little left should make it perfect. Q: Flying from Van Nuys to John Wayne, will SoCal flight following make you go all the way to FERMY, or do they vector you when they have time? Q: Do you have a "trick" for the North ending point, too?
  4. I am going to send an email to ifly requesting a special waypoint that is "current spot" so that I can activate the flightplan without being off-course at the start.
  5. I guess I will have to put in a flight[plan and intercept the VOR by flying towards the course line on my GPS. the only problem is that I want to initiate the flight plan once I have intercepted and from that spot, and not from where I am taking off. I wonder if this can be done. oh, and I have an iFly740b, not a Garmin. but it's pretty similar, I guess.
  6. I do not have a VOR in my airplane, only the iFly740b and the Dynon. The local VFR route through LA Class B airspace require heading into the LAX VOR on one radial and out on another. When you have to fly a VOR heading, do you use the Dynon magnetic heading once on course? Just the GPS route?? Any thoughs on the process?
  7. "in addition to asking others what works for them" ...
  8. At 15" flaps with a full-deflection rudder slip and nose-up, you would recommend 50 knots IAS. One more question: Have you experimented with the stall speed in this setting? That is, does the safety margin reach down to 45 knots IAS?
  9. I learned the "easy" way that the Rotax flies on regular gasoline, too: unbeknownst to me, my wife decided to buy some regular last time, so I flew with what probably now amounts to 90 Octane in the tank, half full. The Rotax engine was quite happy with it. Alas, I am less happy with it. so I wonder whether, with half a tank still full with the current gasoline mix now, I should go to a racing supply store and purchase 100-octane racing fuel to mix in. PS: All regular CA gasoline is ethanol-blended E10. 100-octane racing fuel costs...$10/gallon here now. yikes. but if money was no issue, would 100-octane racing fuel be the fuel of choice for Rotax engines? Incidentally, I even see 110-octane racing fuels on the web, but they seem to have lead, too...maybe. not sure. /iaw
  10. great advice. thanks. do you do full deflection on the rudder/aileron slips? ever get close enough to a stall to notice stall buffeting? yes, the point is drag. I just wonder what happens to the stall speed in a slip. presumably, with a little less wing available for lift straight-on, Vs should increase. our little winglet at the wing end probably plays a role here, too; this winglet probably means a little more loss of lift as it presents itself more forward into the flight direction. (the Skyview flyers can probably give an estimate by looking at their AoA display.) /iaw
  11. Without an AoA indicator and better aerodynamic knowledge, I don't know how much lift a forward slip consumes. What indicated airspeed is safe in a full-rudder forward slip for the CTSW? With 15 degree flaps? Is a constant 50 knots IAS (i.e., slow flight nose up maintaining 50) abundantly safe?
  12. updated link for "The BOM": https://shop.levil.com/products/bom-with-adsb?variant=120422727706 . Price about $1600 to $2000. not cheap. No pilot should die in a stall near ground without an AoA indicator, either, but it happens all the time. Ergo, I think with good warning indication, I could imagine an AoA could be a useful warning aid. FD has added AoA to newer airplanes, and many military aircraft require it. In a sense, I wonder---given an equal-cost choice between an IAS and an AoA, would I prefer the former or the latter? (I always have GS from GPS, anyway.) [given $2,000 and more drag otoh, I prefer the existing IAS]
  13. iaw4

    Temperature Alarm

    you mean "post a pic of how to do this"? sorry, no. I had my shop do this.
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