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Mike Koerner

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About Mike Koerner

  • Rank
    Senior Crew Member

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  • Location
    Palos Verdes, CA
  • Interests
    flying, soaring, sailing, climbing
  • Gender
  1. Can you soar your CT?

    Above Ellery Lake on an early summer morning, looking east-southeast toward the south shore of Mono Lake from 2 miles northeast of Tioga Pass. They thermal nicely too. Mike Koerner
  2. Mammoth area collection of stills

    Damn it Ed. Collecting your photos in groups is great... but no substitute for labels. If the added wording offends you artistic sense, then at least allow me to see it when I click on the print or an info button. The first photo, for example, should say something along the lines of: Looking north toward the Union Carbide tungsten mine in Pine Creek Canyon. I'm not going to buy your coffee table book - whenever it's finally published and even with the 25% CT Flier discount - unless it includes labels. Mike Koerner
  3. Old crosswind runway found

    Ed, My logbook shows a landing there in '77... but I don't specifically remember a crosswind runway. I do remember that the airport access road used come off 395 at the convict lake intersection. That was the east end of the runway then. Now that the access road has been moved to the west side, bisecting your crosswind strip, and a fence added between the access road and the main runway, I think the utility of that strip for crosswind use is pretty well lost to the world. The time machine function in Google Earth shows what the airport looked like in 1993. At that point it had already been reconfigured, but the evidence of an intersecting crosswind is still clearly etched in the ground. I've noticed several airports have abandoned their crosswind strips, sometimes with little note. Current charts show a crosswind at Cochise County, AZ, for example. You come a long way in a light sport on a windy day, just for that runway, only to find its X'd out. Mike Koerner
  4. CT2K videos

    Nice videos. Pretty coastline. Thanks. Mike Koerner
  5. CT2K advice required

    Hey Cap, I also have a CT2k (note the first correct use of capitalization in this thread). I have about 1200 hours in it over 12 years. You're right! We lose elevator authority on landing before getting the nose up... Or perhaps the angle of incidence of the wing is too high... or the main gear is too short... or the nose gear too long. The result anyway, is that we can't hold the nose off by much or for long. And even less with additional flaps. Once upon a time Dave Ellis, the founder of Cambridge Aero Instruments, conducted exhaustive flight tests on his CT2k, with his own unique instrumentation, and wrote extensively about it on the CT forum which proceeded this one. Unfortunately, that work is now lost in the ether, but I can tell you his basic conclusion was that the plane cannot be landed. He promptly sold his. As for myself, I hold 1.3 Vso until short final, slow down, flair, hold the plane just off the runway for as long as possible, then plop down when it quits flying. I guess Dave didn't consider this landing. I do. However, it does not allow rough field operation. The nose will catch on something and rip off or flip the plane over. My former partner used to come in at a bit lower speed, pull up just before the runway and plop down, skipping the flair completely. But he still wasn't holding the nose off, at least not for long. Though the "Short Wing" CTSW may be similar in some respects, it may not be identical. We need to be wary of potential differences. For example, landing with power is really not an option... unless you're landing on Rogers Dry Lake. If you nudge the throttle forward even a hair, the plane will float in ground affect seemingly forever (that's why they made the Short Wing version). I have my carbs set near the bottom of the allowable idle speed range so I can make the first turnoff without scrapping the trees half a mile from the threshold. Still, I use a forward slip on short final as often as not. Now, maybe adding a lot of power and holding the nose way up (on the back side of the power curve where increased pitch also increases descend rate) then chopping the power when the wheels are just off the runway. Maybe that would work... if you try it, which I don't recommend, let me know how it goes. Ed's suggestion is a "dynamic landing" where you use the aircraft's inertia about the pitch axis to get the nose up higher than you could get otherwise. I think we may all do this to some degree. Just before the plane stalls we pull up, but it doesn't balloon because the wing stalls instead the plane settles (plops) down on the runway. I don't think Dave measured this. His test data was taken at what I would call static or steady-state conditions during landings at various airspeeds, power settings and flap angles. One trick I have used quite successfully to improve nose wheel clearance on landing is to install larger diameter "tundra" tires on the mains while leaving the smaller diameter wheels on the nose. My calculations show this provides an additional 3 degrees of pitch angle before nose wheel contact - still no help on a rough field. Shortening the nose gear is a non-starter based on prop clearance, but if you're willing to go experimental, longer main gear legs might be worthwhile. Another idea would be to move the cg toward the rear of the allowable range. This would decrease the elevator loads, essentially increasing elevator authority, while remaining within the aircraft's design envelope. More directly to the elevator authority issue, adding vortex generators to the underside of the horizontal might do the trick... Or maybe add them to the top of the wing so it will keep flying at a slightly higher angle of attack. Mike Koerner
  6. Everybody loves Halfdome

    That's not enough snow for December 31st. Mike Koerner
  7. Crankcase Locking Pin picture

    This is to check the resistance on the slip clutch? Is there any other reason you would ever want to lock the crank in place?
  8. Burp enlightened!

    I burp as part of every preflight, before checking the oil level. I'm not just interested in whether the oil is above the minimum line or not, I want to know if there has been a significant change. Mike Koerner

    Great. Thanks for figuring this out Paulo. I have one of these voltage stabilizers on order. Mike Koerner

    Paulo, Thank you for your post and message! It is wonderful that you no longer have the Flydat shutdown during engine cranking and restart afterwards. Your automotive solution is ingenious. But just to make sure I understand... After the engine starts how long does the "Service" warning stay on? Is it still on for 30 seconds? Or can you reduce this to zero by turning the switch on, waiting the 30 seconds until the "Service " warning goes off, and then starting the engine? In that case do you still see the "Service" warning after engine startup? Mike Koerner
  11. GRS Parachute Failure

    This video is instructive. I assume the BRS in our CTs works similarly. Prior to deployment the aircraft is in forward flight, with its weight on its wings, at an altitude of perhaps 200 feet. The chute deploys directly behind the aircraft. Forward flight ends abruptly. The plane stalls... and falls. It accelerates quickly with the nose aimed straight down at one point and very little vertical restraint from the chute as it swings from a position in front of the chute to underneath it. It takes time for the chute to subsequently decelerate and stabilize the plane. In fact, though there was no injury here, it looks like from a slightly lower altitude there certainly would have been. The chute manufacturer points out that he is below the safe deployment altitude. Yet my CT manual says: "In an emergency, the parachute system should be activated even if at a very low altitude." I guess it's a question of the nature of the emergency. If its catastrophic, you might as well pull even at 100 feet, though I wouldn't necessarily expect a better outcome. Certainly the guy in this video, who used the chute out of concern over the integrity of his nose gear, should have pulled from at least a couple hundred feet higher... if at all. Even flipping over on landing would have been less traumatic than this. And there is always the potential for the parachute to fail to open completely. A streamer, in jumper parlance, with no way to cut away would be the worst of all worlds. Mike Koerner
  12. CTLS landing for beginners

    Tim, Try this: Push the plane onto a taxiway so its lined up with and on the center line. Get in and position yourself so you are sitting normally in the pilot seat. Find the spot on the windshield which, from your eye position, lines up with the point where the center line would meet the horizon. Put a small piece of colored masking tape on the inside of the windshield at that position. The next time land, during your flair, try to keep that piece of tape just above the the far end of the runway. You'll be lined straight and at a reasonable attitude as well. Mike Koerner
  13. Wingtip Repair

    Andy, Did you have your pipes wrapped at the time of failure? Mike Koerner
  14. Most of us on this side of the pond are probably going to miss this fly-in CT2k. Let us know how it goes... and good luck in the "Greatest Life Experience" competition (???). Mike Koerner