Jump to content


  • Content Count

  • Joined

  • Last visited

  • Days Won


About iaw4

  • Rank
    Senior Crew Member

Profile Information

  • Location
  • Interests
  • Gender

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. 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?
  2. 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.
  3. this sounds like the best choice, tom.
  4. 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.
  5. 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?
  6. "in addition to asking others what works for them" ...
  7. 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?
  8. mille grazie, both of you.
  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.
  14. iaw4

    Temperature Alarm

    and Roger also explained the real cause of my problem: the sensors were flapping around. the cure was "take a pair of pliers and squeeze the three spade connectors so they are snug and not lose. There is a CHT on the bottom front corner of #2 cyl. and on the bottom of the right side #3 cyl. The oil pressure sensor is the only wire on the front lower part of the engine by the oil filter." I now get reliable CHT readings, with temperatures barely exceeding 200F. the problem onset was not sudden, suggesting that it had been building up slowly and causing seemingly higher temps over time. anyone who thinks they have high CHT issues should probably do this first. roger is a ctsw saint in my book...
  15. iaw4

    Temperature Alarm

    Roger L suggested that heat alarms on the ground in high-heat conditions (we hit 120F a few days ago in the valley, where the plane is parked) are not unusual. the way to clear them is to climb shallow with 5300 rpm. I am having a call in to dynon to see if I can extend the audible silencing interval from 3-5 seconds to something more useful.
  • Create New...