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About Andy

  • Rank
    Senior Crew Member
  • Birthday July 2

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  • Location
    Friendswood, TX
  • Interests
    CTSW, flying, flight instruction techniques, writing, Macs, manned spaceflight, hiking, camping
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  1. Yeah, I see this all the time. I use the reported winds as a guide about whether I want to try it; and if I decide to, I'll take three shots at a runway before going somewhere else.
  2. This is what I do in the CTSW and it works well.
  3. It doesn't matter what kind of indication and warning system you have, if you loose situational awareness and stop flying your airplane, you're just as dead. That said, if I had an AOA indicator, I'd certainly use it. As mentioned, it'll give you good info regardless of weight that you can use in takeoff, landing, and cruise. Being Navy trained, I can testify that AOA is your friend if properly utilized. It enables precise control of lift and, just as important for coming aboard, helps keep tight bounds on aircraft attitude and therefore tailhook angle to help you catch those all important wires. In the F-14, there was an AOA gauge type indicator (the Navy uses the term "units of AOA") and the lighted chevron indicator (fast, on speed, slow or yellow/green/red) that the pilots use coming aboard. That said, there was some slop between colors (maybe about a five knot range) and a few of the pilots I flew with would have me (as a backseater) call airspeeds (either a number above or below the on-speed reference or actual airspeed..like 133) to help them spot trends so they could make corrections early and avoid not only getting off but having the chevron change color which the LSO on the ship who's grading their pass could see. In light aircraft, the weight influence is the most compelling argument, with accelerated stall warning being the next more important.
  4. I've got the uAvionix echoUAT with SKYFYX-external GPS and the MRA from FD so it's ready to install. It's got ADS-B in and out and only cost $1400. Displays to an iPad.
  5. You guys might already know about this, but I thought I'd flag the release of the NTSB report. See attachment or go here: http://www.kathrynsreport.com/2017/07/fatal-accident-occurred-july-01-2017.html?fbclid=IwAR3EhaeGI0jk0nXQ4__UdLK7ZPBE1l6mq9O_Rejs-HtPMcZVsHT8yq6KKTw CTCrashDog.pdf
  6. FAR 61.199 spells it out. Think you'll also have to have a Class III or Basic Med to go this way. LSA instruction is enveloped by a Part 61 Subpart H CFI as Tom suggested..
  7. More from EAA about this subject: https://www.eaa.org/en/eaa/eaa-news-and-aviation-news/news/10-08-2018-eaa-led-reform-ideas-include-lsa-weight-and-homebuilt-regulations
  8. Since I sign with just my name and CFI number as it is on my certificate, any DPE would be hard pressed to know I was a CFI-S unless he knew who I was. That's one of several reasons why the change makes sense, though not the most compelling one. Different parts of the NPRM kick in at different times, so you need to run down what part becomes effective when.
  9. https://www.federalregister.gov/documents/2018/06/27/2018-12800/regulatory-relief-aviation-training-devices-pilot-certification-training-and-pilot-schools-and-other About time!
  10. Thanks. Already knew that and think it might correspond to the Eppler E180 airfoil at this website but am unsure if they are the same. http://m-selig.ae.illinois.edu/ads/coord_database.html Also, found this paper referencing it: https://www.researchgate.net/publication/295875067_Investigations_on_stability_and_control_characteristics_of_a_CS-VLA_certified_aircraft_using_wind_tunnel_test_data
  11. You, sir, are NOT a hack!! I'm constantly impressed with what you do. I'm not an aerodynamicist, per se, just got my degree in aerospace engineering a long time ago and love air and spaceflight. I'm still a student and am spending a lot of time studying aerodynamics in an effort to build some teaching materials that get it right (there's a lot of trash out there right now including the aero courses put out by AOPA and CAP). What we were talking about was aircraft performance which has an obvious heavy aero flavor. Would love to have some data on the CT airfoil and some CL vs AOA flap data but I've not been able to find it (though I did find one study I think is probably close) but, to be honest, I haven't taken the time to see if I could pry it out of the CT engineers.
  12. I'm in Houston (KLVJ, Pearland) with a 2006 CTSW. I'd happy to meet up with you guys at my hangar and you might even be able to talk me into taking you flying in it!
  13. There is that but there is also more. Yaw stability, trim stability, rudder authority, and the types of flaps make for some pretty interesting differences even among the ones listed in the table. (I've flown all three.). For me ,the most interesting thing about the power loading is how it compares to other airplanes that most pilots know about. Most people are surprised to learn the CT has the same power loading as a 200 HP Piper Arrow or a Turbo C-182.
  14. Power loading along and wing loading give you a way to compare performance. For aircraft with equivalent wing loadings, the one with the lower power loading will climb better. An aircraft with both lower power and wing loadings will takeoff and land in shorter distances than the other and climb better. For the type of airplanes and the flight regime we fly, I suspect the lift contribution from the fuselages is small and can be ignored. I've never seen it considered when computing wing loading. Both wing loading and power loading are generally computed at max values (max weight and max HP), though it obviously does vary in the real world where both weight and HP are changing.
  15. I made up tables comparing power loading and wing loading of the SW versus a couple of other lights sports and several GA airplanes, It is attached. LSA Loading Comparison.pdf
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