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Mike Koerner

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About Mike Koerner

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    Co-Pilot Member

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  • Location
    Palos Verdes, CA
  • Interests
    flying, soaring, sailing, climbing
  • Gender
    Male

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  1. Monkey, Nice video. The Golden Ray is not a container ship. It a RORO (Roll On Roll Off)... a car carrier; carring cars, as you point out, not containers. Mike Koerner
  2. Wow! An auto shredder. That sounds wicked. Is this what you are talking about? Can it handle the engine block too? Mike Koerner
  3. Flarm is a collision avoidance system widely used by sailplanes, especially in Europe, and often required in soaring competitions, including in the US. Flarm has been around for about 15 years. Like ADS-B, it's based on aircraft periodically broadcasting their GPS coordinates, and listening for the coordinates of others. Where it differs from ADS-B is in the computations it makes to determine the threat level. It looks not just at the speed, position, altitude and direction of travel of the other aircraft, but also at the rate of change in direction and altitude. It computes where each aircraft will be in the future, assuming they continue around a turn if they are in a turn; and based on that decides the level of warning needed. For sailplanes, which often fly very close to one another, even within a wingspan, especially while thermalling, this computation is particularly important. A sailplane at exactly your altitude, directly across the thermal from you, in about the same 45 degree left-banked turn as you, with about the same airspeed and climbing at about the same rate, is not really a threat, even if he's only a couple hundred yards away. He will sweep through the airspace you currently occupy within 10 or 15 seconds, but by then you'll be in the airspace he currently occupies. At contests, where there might be 20 or more sailplanes in the same thermal, you don't want the system to issuing warnings unless there is an immediate threat. The system available in the US is called Power Flarm. It is compatible with ADS-B in that it also receives 1090Hz ADS-B broadcasts (not 978 UAT) and includes these among its potential targets. However, it does not provide ADS-B out and therefore cannot be used in rule airspace. It broadcasts on a different frequency. In the US, where Flarm has only been adopted by gliders (as far as I know), there is absolutely no need to equip a powered aircraft with Flarm unless you often operate near an active gliderport with a substantial number of Flarm-equipped sailplanes. The Flarm feature on your light is interesting. I assume that if it receives notification of a potential threat from an on-board Flarm unit it will start blinking extra bright or extra fast until the threat clears. I've never heard of this before. I wonder why the light wouldn't just blink faster or brighter all the time unless there's a power (certainly on sailplanes) or heating issue. Mike Koerner
  4. Hey folks. I screwed up. Since posting about landing with a flat tire I talked to my passenger and checked my log book. We had a locked brake, not a flat tire. And we didn't replace the tube. My passenger said we applied cooling to the stuck brake with water and some "percussive maintenance". Apparently, I had let the brake shoes wear to the point that the pistons were extending beyond their normal range of travel. My log book reports I replaced the shoes thereafter and I have had no further problem since. I have had the nose wheel go flat on landing a couple times, but I have not landed on a flat main. I do carry tools and spare nose and main wheel tubes and I have repaired both while on the road... but hopefully those problems are behind me now that I use heavier duty tires and maintain pressure in the nose to keep the tire from slipping on the rim and ripping out the valve stem. Sorry for my incorrect post. Mike Koerner
  5. I was taught that teflon tape should not be used on an aircraft for just this reason. Locktite 567 is a better choice for NPT threads. Here's an article about aircraft sealants. Mike Koerner
  6. I had a flat right main on landing at Borrego Valley several years ago. We were on our way back from New York and at the last minute I decided we didn't have enough fuel to comfortably make it over or the mountains into the LA basin. I chose Borrego Valley as a fuel stop. That was kind of dumb, stopping so close to the mountains, in that we would have to circle and climb thousands of feet to get over them rather than a more efficient cruise climb if I had fessed up to the problem sooner. Also, with a little more planning I could have picked an airport with autofuel, like Chiriaco Summit which has a gas station just over the fence. Anyway, on landing the plane pulled hard to the right immediately. Even with full opposite rudder, It still veered to the right. Fortunately, I always land with minimum speed (fully stalled), usually with 15 degrees flap and never any power, so the roll is generally pretty short anyway. And I always pick up the flaps immediately on touchdown to get weight on the wheels. This keeps us on the ground in gusty conditions and makes the brakes more effective. In this case I was on the brakes quick and hard. And of course, the flat tire was helping to. So, we stopped very quickly, over on the right-hand side of the runway but still on the pavement. At low speed I think I could get the plane to straighten out enough to taxi to the first turnout, which happened to be very close. From there we got out and pushed. I keep spare tubes and a few tools in the plane, so we were on our way again in a hour or so. Mike Koerner
  7. Mike Koerner

    CTLS crash

    No. The curb feelers were mounted directly to the belly of retractables. If you hear it rub you know you forgot to put the gear down. It gives you a chance to pull up and extend the gear before landing. Mike Koerner
  8. The CT2k has one axis trim, elevator trim... which is really all you need. Mike Koerner
  9. CT2k, Excuse me for saying so... but I think you are chasing imaginary dragons. I don't know if the stick is centered on my CT2k or not, and I don't know how I could tell, but I also don't think it matters. My hand does not automatically go to a position it thinks is centered, it goes to the position where the plane is neither rolling right nor rolling left. All the stick movements are relative, not absolute. On the other hand, there are significant optical allusions in CTs. One has to do with the fact that the seats are not aimed straight forward. They are canted in slightly. As a result, determining what direction is straight ahead is a bit difficult. I used to be a few degrees off the runway centerline when I flared. Now I have spot of blue tape in the windscreen which lines up between my eyes and the end of the runway when I'm properly aligned. I also use the spot to fly directly to a point on the horizon, instead of flying a curved trajectory. Another allusion unique to the CT2k (and maybe very early CTSW models) is a curved glare shield on top of the instrument panel (this is a two-section instrument panel instead of the 3 sections with a flatter top used on later models). The curved top makes it difficult to tell when he wings are level when looking forward. Instead, I periodically compare the height of each wing tip above the horizon to keep the plane on a level keel. Mike Koerner
  10. Similar incident: 2004 CT2k. 2 am. Belen Airport, New Mexico. Returning from a trip to New York with my wife. Got her out of a warm motel bed with promise of a pleasant flight on calm, clear night. Or maybe it was the thought of getting home quicker? Either way, it was a big deal. Taxing for takeoff. Smell burning paper or an electrical fire. Shutdown and get out quick. Sniff all around. No fire. smell is gone. Convince my wife we didn't smell fire. Get back in a start up again. Run the engine and avionics on the ground for a good long while. No smell. Start to taxi for takeoff. Smell fire. Park the plane. Spend the rest of the night in the airport lobby. Look over the plane carefully in the morning. See no evidence of a fire and no smell during subsequent startup, taxi, takeoff and flight home. Later find that the landing light wire has rubbed on the unprotected edge of hole in the carbon fiber fire wall where the wire bundle passes through. Bare wire strands, burnt wire insulation and burnt edges of the hole. Replaced the landing light wire. Added a plastic wrap around the wire bundle. Squirted some silicon rubber around the edges of the hole. Posted incident to CT forum on Aug 24, 2017. Was told the wires should have been protected in a fire sleeve or flexible plastic tube. Don't know what happened. No further problem. The above Service Bulletin does not apply to my aircraft and I do not have the metal sleeve through the hole as it depicts. Mike Koerner
  11. Is, I can't specifically answer your question about the lights. Check the manual or send an email to uAvionix. They have a super customer service team. But just as a general rule, for everyone in the group, never allow any device to transmit unless it's properly attached to an antenna. Modern avionics may handle this better than in the old days... but I wouldn't bet on it. Mike Koerner
  12. Mike Koerner

    Pittsburgh

    Wonderful. Thanks! Mike Koerner
  13. The fastener I use does not show up in this photo... but one of those shiny metal brackets riveted to the engine mount should work; the ones that hold the receivers for the lowest cowl fastener on each side. Mike Koerner
  14. Bill and Andy, you’re right; the discourse is valuable. I wouldn’t want that to stop! And my comments weren’t aimed at the original poster, or anyone in particular. The forum has 1577 members with a wide range of experience levels. I’d just like to remind people that a flight instructor is a great way of getting flight instruction. And even if they haven’t flown a CT, they know how to slip. Mike Koerner
  15. This forum is certainly is a source of good information, but I'm feeling a bit uncomfortable here... and I'm going to share. Sorry. Many years ago, my brother flew hang-gliders. One day at the practice slope he came upon a guy teaching himself to fly. No helmet. No instructor. He was already scrapped up and bloody, but determined. He kept pulling the glider back up the hill to try again. My brother left rather than hang around till the end of the story. We don't need to be that guy. We can get an instructor to show us how it's done, to point out what we doing wrong and to help us learn to do it right. It's not that expensive compared to the alternative. Mike Koerner
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