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About Andy

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    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. 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.
  2. 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
  3. 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..
  4. 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
  5. 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.
  6. 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!
  7. 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
  8. 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.
  9. 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!
  10. 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.
  11. 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.
  12. 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
  13. This discussion has my interest and I hear what Ed's saying and think there's some merit in it, but I have a lot of questions since the relationships are complex. I do intend to dig into this but it'll take me a while; I've got a lot of things on my plate and there simply isn't much in the literature about the use of reflex flaps and we never talked about them in any of my engineering courses. I agree there's a better config than 15 flaps at 63 for engine out; but it's also possible they assumed you were performing a 15 degree flap takeoff (normal for our CT's) and were talking about that case in the quote above (in which case transiting back to minus 6 would not be the thing to do). Someone involved with it would have to say. While the overalll thrust of the information in what Ed posted is correct, like a lot of things on the Internet concerning performance and aerodynamics, the devil is in the details. While power and thrust required are driven by the drag curves, it is not actually correct to superimpose thrust or power available curves over them and make an analysis; the correct analysis is a comparison of power available vs power required or thrust available and thrust required. They are both dependent on drag but other terms are also involved, so the shapes of the curves are similar but not the same.
  14. Andy

    Strange Noise

    You guys are the CAT'S MEOW!!! I put two overlays over the original tape so that they overlaid the original and each other as well as the edges and made sure they both went to the flap bracket. Worked great! THANKS SO MUCH!
  15. Andy

    Strange Noise

    I didn't see any cracks. I thought it went back to the flap bracket on both sides. Sounds like the easiest thing to do is to overlap what's been done and see if that does it. I'll go out in the morning and give it a try. Thanks.
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