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iaw4

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About iaw4

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    90049
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    N86FT
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  1. 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.
  2. 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
  3. 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.
  4. can someone please confirm for me what the bottom of the power curves are for 15 and 30 flaps?
  5. 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.
  6. 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...
  7. 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 🙂
  8. 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?
  9. 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.
  10. ...and when flying alone, I subtract about 100rpm? 200rpm?
  11. 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
  12. 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
  13. 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.)
  14. iaw4

    Generator whining over intercom

    Is it legal to swap out the capacitor, or does it require a special blessing?
  15. would it likely draw proportionally? if so, it could just buy a higher-power genius. I figure if I can use up 10% of the battery with 30 minutes use, I will be just fine.
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