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John Stamper

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About John Stamper

  • Rank
    Passenger Member
  • Birthday 09/11/1956

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  • Location
    Manchester UK
  • Gender
    Male
  1. Safe Gliding Distance Calculation

    Oh Dear, this makes my brain hurt!! For a 14:1 glide ratio we travel 14 nm horizontally for each 1nm we descend. Using trigonometry we get an angle of about 4 degrees below the horizon. tan-1(1/14) or tan-1(0.714) or 4.086 degrees. Some will find it easier to use a different calculation. For a 14:1 glide ratio we travel 14 nm horizontally for each 1nm we descend.1nm is nearly 6000ft. So if you are 6000ft above level ground you'll travel 14nm. At 3000ft you'lltravel half the distance, 7nm. At 1000ft you'll travel just over 2nm which isan easy number to remember. But BE WARNED, these are THEORETICAL calculations. They don't take into consideration you probably wont fly the aircraft at BestGlide, nor that you will want to be at pattern height on the downwind leg toyour landing area. The instructor's method of using a point on the strut will probably result in amuch steeper angle than this theory, and is likely to greatly increase theprobability of a successful landing. The fact it doesn't hurt the brain as much is an added bonus! John. PS. Oh Dear I haven't flown a CTSW since last year. I forgot it’s a super cleanaircraft with no strut for reference. Back to the drawing board! And the real experts will know if glide ratio is the ratio of horizontaldistance to vertical distance, or the ratio of flight path to verticaldistance. I can't remember.
  2. Uneven fuel drain

    Hi Roger, The main differences between the dipsticks are the 5 litre (1.3 usg) mark and marks above 40 litre (10.5 usg). I try to stay away from the lower level for safety reasons! As our microlight CTSW is only allowed to gross at 450kg (992 lbs) I don't fill to the higher level either! So, as there's not much difference between the dipsticks at the levels I'll use, the differences are a bit academic. But I'd still be interested in an explanation for the differences. Oliver, our UK distributor, was at my local airport today so I showed him the photo and the black dipstick. He grabbed his own CTLS dipstick and saw the difference first hand but he couldn't explain it. A mystery. Regards John.
  3. Uneven fuel drain

    Hi Roger, I lost our CTSW dipstick last week. Left it on the wing. Also lost a fuel cap, but it was found a few minutes after I departed! So I ordered a replacement and got a nice matt black one. Today I was handed back the original dipstick which had been found on the numbers at the start of the runway. I've attached a photo showing both dipsticks so you can see the differences. They are calibrated in litres. I've rubbed chalk on the matt black one to highlight the markings. Regards John.
  4. Improving speed in my CT.

    In the UK a colleague and I have found CTSW's with the static port fitted different ways. Our group CT is fitted with the flush to the skin part forward and the raised step facing rear. Another CTSW at our field has it fitted with the flush to the skin part facing to the rear, and the raised step at the front. We believe the second way creates a venturi effect and reduces the static pressure in the static line. The altimeter and ASI will be affected. The aircraft will show a significant speed increase. We think there could be a 10kt increase in indicated speed depending on the airflow and a 100ft change in indicated altitude. Does anyone have any thought on this? John.
  5. Uneven fuel drain

    Hi Roger, Thanks for explaining your US dipsticks. From another site I'd seen photos of the left and right markings on your US dipsticks. So you use a different set of markings for each tank. On UK CTSW's our dipstick is only marked on one side so we use the same scale for each tank. I just wondered why that was. But as you say its probably not that important. Regards John.
  6. Uneven fuel drain

    Hi Roger, I'm fairly new to the CTSW and would welcome an explanation on the following if you can help. There are a couple of things regarding the fuel tanks I don't understand. Why do US CTSW's have two dipsticks but the UK ones only have one? Why are the fuel caps different distances from the aircraft centreline? Our UK CTSW dipstick is calibrated in litres. But it doesn't match another CTSW's dipstick also calibrated in litres. So do you think one of the dipstick is wrong, or could there have been a change in fuel tank shape during the production run? John.
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