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About iaw4

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  1. so, I have had a few more days practicing. (unfortunately, Southern Cal has seen lots of rain and wind over the last three weeks.) here are my experiences and impressions so far. they are personal---your's may be very different. I am posting them here to help some future startup pilots. I am also ok being corrected if I am making judgment mistakes. for a pilot used to a "standard" airplane, the CTSW is a difficult airplane to land. I can see why the the ground accident rate was pretty high for PPs. A sports-licensed pilot trained in a CTSW will beat a PPL pilot any day in terms of CTSW safe and competent flying. I have personally seen pilots with 5,000+ hours struggle. it is not that the CTSW is intrinsically more difficult to fly than other airplanes. But it is different. Very different. One's piloting skills do not transfer as easily to a CTSW than to another 1,500 lbs airplane. the biggest differences from a Vans or Piper or Cessna are the need to become a good rudder pilot (stick alone is not enough most of the time); the perspective from the cockpit is quite different (don't look towards the spinner, but straight); and the airplane is very light and clean and does not want to slow down easily. (the kind of slips that may work are a bit scary, in that they require a slow-flight nose-up attitude, obviously uncoordinated. a little wind gust, and it may drop left or right, dependent on where it comes from. probably quite safe, but I would rather not err and find out the hard way.) the "easy" way to land the CTSW is to use 15 degrees flaps. At 30 degrees flaps, the ailerons lose their "normal" characteristics and feel really mushy. Almost like a different airplane. Unpleasant. Unfun. (Not impossible, but just no longer crisp.) I now want to fly the pattern no faster than about 60 knots. Abeam the numbers, I don't throttle back to 3000rpm. Instead, I begin a throttle-off approach and set 15 degrees flaps. Really. Most of the time, with just a little rear wind (on downwind), it takes a long time to start losing altitude. I don't even fly a particularly close-in pattern now. Even on a normal pattern distance, the power-off approach feels almost always just right. On occasion, If I am getting a little slow and low on final near the runway, I add a little bit of power. The Rotax engine is incredibly quick---nearly instant---in spinning up. On final, I want to be at an airspeed of no more than 55 knots. I would like 50 knots, but the airplane does not easily slow down to it even with a power-off approach. At 50 knots, I am not in slow flight and the (throttle-off) airplane handles just like it always handles...nice and crisp. With 50 knots speed over the threshold, I probably would get to 45 knots landing speed, which is just beautiful. I have yet to determine how quickly the airplane bleeds off speed, at 15 degrees flaps and 50 knots (down to 45 knots), near the ground and in slow or near-slow flight. I am still cautious. However, I suspect that a CTSW would bleed energy so slowly on descent to final and the nose would point so high into the sky that I could not miss noticing when I get down to a slow 45 knots (10% above stall speed). Right now, half of my attention has to be focused on the numeric display of the airspeed on the Dynon (which is way too busy in those moments for my taste). It will become a lot easier if I knew that I did not need to watch the numeric airspeed as carefully. [Anyone have a good guess? How many seconds should it take to bleed speed from 50 to 45 knots, power-off, 15 degrees flaps, descending at a constant rate of 200-300 fpm on final?] Single-pilot behavior is even more extreme than dual-pilot behavior. The airplane becomes even lighter. Very noticeable...not like a 1,500 lbs airplane. Power off, power off, power off. The rest the same. regards, /iaw PS: If they did not exist in real life, I would guess "motorized kite" would be good joke to make about a CTSW. It is 100hp bolted on a sailplane without speed brakes.
  2. https://www.boldmethod.com/learn-to-fly/aerodynamics/slip-skid-stall/ (however, the slip-skid difference seems to matter in turns, not on final when my direction is straight ahead and I want to lose altitude and speed in a hurry.) I find the Dynon a bit too busy for taking a quick glance to get the airspeed and vertical speed. This would make it safer/easier. I wish I had a HUD with those two pieces of information---or be able to see it much more quickly---or have audible speed or AoA alerts. This is why I am trying to build in more safety margin against a worst-case scenario than I should. I don't believe the CTSW lends itself to stabilized approaches the same way that heavier airplanes do. but I want to fly (smaller) corrections to the basis, not (bigger) corrections from start to end. This is why I started this thread. And everyone's point of view is highly appreciated. For one, I have learned that there are many approaches to landing.
  3. I think FD left out the AoA from the Dynon---there was no audible warning on practice stalls. has anyone installed one? (can it be set to raise hell audibly at a certain angle?) if I did have one, I would be more aggressive alone. right now, I am not even a chicken when alone. there is a small possibility of entering a stall/spin, but it's ok. a slow-speed forward slip is a little too close to comfort for me, at least for quite a while. I could forward slip aggressively gaining speed, and then go back to slow flight. but this is not even the main reason. I used to slip my Vans RV-9A quite regularly, and it was very effective. however, when I tried it with an instructor on the right, the CTSW did not bleed off as nicely as the RV-9A. I am guessing that this is partly due to the thin tail boom and the relatively round passenger compartment profile. yes, slipping is a tool and it works, but it did not seem to be a very sharp tool...at least the few times I tried it. /iaw
  4. Its the transition point to slow flight. I am interested in it because the aircraft responds less naturally and quickly to variations in throttle in slow flight. The handling characteristics change. Yes, i have always flown well in slow flight, and the ct is easy to fly in it, too. Still, the most pleasant, natural, and easy flying for me is at this bottom. It just is most intuitive. there are long discussions on the web about vmd and the bottom, especially as far as jets are concerned. But I don’t really care about this.
  5. can someone please confirm for me what the bottom of the power curves are for 15 and 30 flaps?
  6. Ed---in 12 years, I will probably ignore all the numbers and just land instinctively, too. actually, probably in a few months. but, right now, I want to develop the instinct for this particular airplane. and most importantly, develop the peripheral vision to judge altitude over the runway. and wrestling with being too high and fast at the same time makes this a lot harder. I don't like sideslips as the standard goto for landings. I like them fine for getting down in a hurry when needed, but I do not want to have to plan for them. I have plane control surfaces for a reason. 😉I would rather get the drag from 30 flaps if sustained and planned for. I always thought a little faster and less flaps are less susceptible to gusts, especially side gusts. ok. new plan---2,400 rpm w/ 15 flaps abeam the numbers, target airspeed of 55 knots, 30 flaps on base, and 1 nm finals at 500 feet altitude outset, 400 fpm descent, correcting with power.
  7. If you fly 0.5 mile finals, at what agl and speed are you on turn to final? a basic pattern profile is a good thing to start out with, even if landings are all different and the ct is too light for a standardized stabilized final. I am not enthused about 30 flaps, given the added susceptibility to small wind gusts. But maybe it is a good idea...
  8. thanks, tom. this makes good sense to me. I had looked at the POH, and it had 44 knots on -6, 42 knots on 0, and 39 knots on 40. like an idiot, I stared at this and thought "why none at 15 flaps?" the obvious answer was of course to look at the numbers until it would dawn on the reader that they are all indistinguishable between 39 and 42. hello real world. is 1.3*Vs (55 knots) about the bottom of the power curve with 15 flaps then? yes, many factors, and nothing is precise. I can pretty much fly my own pattern. my airstrip is a long 4,000 feet but thin, and with high palm trees on very short final. yesterday, I was flying about 1 nm finals. I had been targeting 500 feet on turn to final, and flying with about 2800 rpm at 60 knots 15 flap. this ended up reasonably ok (little but not much long) with a 200 lbs passenger, but it ended up too high without one. so, I think my next solo flight attempts will be experimenting with (stabilized) 2,400 rpm w/ 15 flaps, target airspeed of 55 knots, and 1.2 nm finals at 500 feet altitude outset, 400 fpm descent, correcting with power. will try out when the weather improves 🙂
  9. On normal final, at 500 feet and 15 flaps, I am already too high without any throttle. So, I need to fly a longer final, or be lower. The airplane is so light, it requires vigilance to fly a standard “same point on windshield”, too. i suspect it is not intrinsically harder to land a ctsw, but it is different enough that it requires a lot of adaptation. The issue for me is that the adaptation is for flying without a safety in the right. I can fly with the safety. A few more hours and I should be good... what is the stall speed on 15 flaps? What is the bottom of the power curve?
  10. thank you, everybody. PS: one of my struggles is that the CTSW is so light, that its characteristics change quite a bit not only based on slight wind differences but also without a pilot [instructor] in the right seat. so, this is all very helpful basic information trying to adjust to single-pilot landings. so far, I have tended to end up too high when alone, and I spend most of the runway wrestling the airplane down. not good.
  11. ...and when flying alone, I subtract about 100rpm? 200rpm?
  12. I know it is an old thread---does the FD have an alternator or a generator? I thought it was an alternator, or is there a reason why it's called a generator on the warning bulb?? /iaw
  13. I am trying to guestimate base rpm settings. I cannot hold the speed, esp VS, precise enough (mountains nearby) to have full confidence in my own numbers, so I though I would query a few of you. as for me, I have to visually average my descent rate from occasional glances. (I should start timing the descent from pattern altitude, which would be more precise.) here is what I get: * a setting of about 2,800 rpm with 15 degrees flap holding 60-65 knots gives me about 400-600 fpm descent [on pretty close to a standard day, full fuel, and 330 lbs of passengement.] * a setting of 3,200 rpm, I am closer to 200-300 fpm descent rate. * (guessing from the above, at 4,000 rpm, I can fly along level at 60-65 knots.] does this seem right to you? /iaw
  14. thank you, mike (and ed). this was very helpful. my car would have been great and it has a ton of battery power...except it is a Tesla :and basically has very little standard 12V available -(. I will probably never do this for more than 1-2 hours (and maybe once a month), so this shouldn't be too bad. I am thinking a not-too-big lithium battery would be ok,, as would be another lead-acid. I would prefer the latter, but it needs to be maintained a lot more (recharged every 3-4 weeks.)
  15. iaw4

    Generator whining over intercom

    Is it legal to swap out the capacitor, or does it require a special blessing?