Jump to content

Mike Koerner

Members
  • Content count

    289
  • Joined

  • Last visited

  • Days Won

    5

About Mike Koerner

  • Rank
    Co-Pilot Member

Profile Information

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

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Mike Koerner

    Charlie Tango got published

    Indeed.
  2. Mike Koerner

    Humphreys close up for Mike

    Very nice Dick. Canyons are the reverse of mountain climbing. It's the trip back that's most memorable on the Bright Angel trail.
  3. Mike Koerner

    Humphreys close up for Mike

    What's amazing in these photos is the way they bring out differences in color. I don't remember seeing the pattern in the rock shown in the last photo when I was there. The second to the last photo would be very helpful in route selection. The last photo… not so much. You need a closer view. The last photo is the back side of Humphreys. I first saw this, and attempted to scale it, during a week-long, solo backpacking loop. I quickly recognized that it was a technical climb and gave up. It's heartening to realize, 50 years later, that I wasn't completely stupid. That was late summer. I came back on Thanksgiving with a huge group of family and friends (14?). It was foolhardy. The average competence level was exceedingly low. We didn't make it far. I came back again a couple months later to attempt a winter ascent with a proper climbing party. We sleep in the middle of a frozen lake just off to the right (south) of this photo. (I have not done that again. The ice creaks and groins all night, keeping you awake.) Our summit attempt the next morning, up the middle of the face in the last photo, did not go well. There were a lot of pitches. We were going too slow. Then our lead climber dropped a glove. There was no way to recover it, and no way to continue without it. (Ever since then he has tied his gloves to a cord running up his sleeves and over his shoulders.) I came back again the next summer and successfully soloed the peak via the southwest ridge (on the left in the second to last photo). Most of the route was class 3 scrambling. Only the summit block was class 4 or low 5. The summit block is the highest knob on the right side of the peak in that second to last photo (It’s on the left in the photo of the back side). It looks like a tiny step in the photo, but it’s actually a bit tricky getting up. I developed a solo rope system, on the spot, which worked well for me on a number of subsequent climbs, including class 5.7 peaks. I made two subsequent attempts on southwest ridge with my climbing friends, the last of which was also successful. Mike Koerner
  4. Mike Koerner

    market analysis

    Hatter, Tell me again what your modified landing light system is. Mine is shitty. I couldn't see the side of a barn on the runway right in front of me. Mike
  5. Mike Koerner

    912 ignition modules

    It's just tender loving care its after Buckaroo, like the rest of us. If you put a rubber band around it and slipped a couple Benjamin's under the band it would probably start fine too. Mike
  6. Mike Koerner

    Oil overheating

    Put the program for the outline of the arcs into your 3-D printer, fill the 3-D printer’s binder cartridge with acetone instead, carefully position the sticky-back vinyl sheet with the pre-printed arcs onto the 3-D printer's platen, then, with no media on the tray, let the 3-D printer dissolve the vinyl around the edges of the arcs. Or, just put the acetone into one of your inkjet printer's cartridges, black for example. Then outline the part in black before you print it. Alternately, Use the 3-D printer with the outline of the arcs to make a plastic die, then program a plug that just barely fits inside it with a couple guide pins. Set the pre-printed sticky-back vinyl between the two and whack the assembly with a hammer. I have no idea if these ideas will work… but you should try them anyway. Be careful with the acetone though. It may dissolve parts of your printers too. (My wife's cat pee'd on my inkjet and despite my best efforts to clean it, it quite working a few days later.) Mike Koerner
  7. Mike Koerner

    Oil overheating

    Thanks ib. I'm impressed by all your projects... but you make me feel lazy. Mike
  8. Mike Koerner

    Oil overheating

    ib, Your labels look beautiful. I want to make some too. What printer do you use (an ink jet?) and what “clear vinyl sticky back printer stock”? Mike Koerner
  9. Just kidding Buckaroo... about the light, not about how long it's been since the last sync or carb adjustment was made. I guess you just wait until you don't like the idle speed or it runs rough. Mike Koerner
  10. Mine have not been synced in over 3 1/2 years (478 hours). I'm waiting for the "SYNC" light to come on. Mike Koerner
  11. Here! Here! In he current issue of EAA magazine the Rainbow Aviation folks said some people had shortened the actuation shafts on Rotax fuel pumps thinking they were going to make them work better. Yikes! Mike Koerner
  12. Mike Koerner

    Why would you pick CT over Cirrus?

    1) For my mission, which includes looking at the ground from (slightly) above, I would only consider a high-wing and I would prefer no strut. The visibility out a CT - over the nose, toward the corner and almost straight down to the side - is fantastic. 2) My mission also includes long cross-country flights, but I like flying so I'm not in a big hurry. In fact, I often cruise at low rpm settings. 3) I'm cheap. The variable cost (fuel, maintenance and engine rebuild) of my CT is well less than $30/hour. I would not enjoy flying as much, or fly as often, if the hourly cost was way higher than this. 4) I like the CT's short takeoffs and landings. I'm at 1000 feet by the far end of the runway and always make the first turnoff on landing. It's almost as if there is no runway too short. 5) I like the CT's long range - well over 800 miles. I feel like I can go somewhere and if I don't like it, because of bad weather for example, I can just turn around and come back (don’t ever take off in bad weather and be sure to turn around before doing so becomes sketchy). 6) I like the CT's wide c.g. and weight range. I have never run into a loading issue. 7) Between landing at under 40 knots, very forgiving low speed handling and the chute; I think the CT is incredibly safe (despite a recent spate of unfortunate incidents). 8] I like the instantaneous engine starts and the fast engine acceleration. You can catch a bounced landing before the second bounce! 9) I believe in most of the major design trades made by Flight Design and Rotax: Aircraft should be made of carbon fiber, heads should be water-cooled and props should never be attached to a crankshaft. Mike
  13. Mike Koerner

    Glider tape question?

    Buck, When Roger said, "No Change" he actually meant, "No perceptible change" - nothing you're going to notice. It would take a well-instrumented, long-term statistical analysis to measure any difference. But wing tape will reduce stall speed, increase climb rate, increase airspeed at any given prop rpm, and reduce fuel consumption at any given airspeed... but not by very much. My guess - and this is really just a guess - is less than 0.25% better performance - less than a gallon of fuel saved every hundred hours? The gap between the wing and fuselage allows the high-pressure air underneath the wing to leak through to the top surface. Without a comparable drag reduction, this reduces the effective wing area by something close to the width of the gap - perhaps a bit more due to lateral flow into the gap, or a bit less due to restrictions in the air flow through the gap. “Ah,” you say, “My gap is only about 1/32” on each side, which is 30 times less than 0.25% of the span.” Yes, but the real problem comes on top of the wing where the higher-pressure air is injected into the airstream causing interference drag and turbulence. You said it when you called it "Glider tape". The latest generation of competition sailplanes costs between $150K and $250K. The pilots buying these ships are expecting maybe 2-4% better performance, 1 or 2 L/D points. Meanwhile, a roll of 3M white vinyl electrical tape costs a couple dollars at Home Depot. I have never seen a competition sailplane pilot who didn't tape his wings before flight, even when he wasn't in a contest. Tom mentions taping one side. Indeed, you can probably achieve the vast majority of the benefit with half as much tape. Again though, a sailplane pilot is never going to do this. Mike Koerner
  14. Mike Koerner

    iFly 740b Install

    I sure love mine. iFly is an innovative small company with very responsive customer service. The people who answer the phone are light aircraft pilots who use the product every day. A couple times I've called with questions the owner answered the phone. Also, though I still have a bunch of Garmin products, and they're obviously innovative too, I'm mad about what I consider their unfounded attack on Uavionix. We'll all be poorer as a result of the stifled competition. Mike Koerner
  15. Mike Koerner

    N527TS Fuel Contamination

    ia, I know nothing about the aircraft or the pilot in the report you linked. I'm not even sure the report indicates water in the fuel. Corrosion on the carburator slide could be from water condensing out of the air as the plane sits on the ground. I'll respond to your question on water in the fuel anyway: The report indicates the aircraft was using aviation fuel. Water separates out of aviation fuel like 100LL. It's heavier so it will drop to the bottom of the wing tanks and then out the wing drains to the gascolator. The gascolator is designed to separate and collect the water. It has a drain on the bottom to allow you to periodically remove any water that it accumulates. If you are using aviation fuel, before each flight you should check for water in the gascolator by draining a bit into a glass. Again, it separates from the fuel so it will readily show up in the bottom of the glass. If you’re not sure what it looks like, just add a little water to the fuel the first time so you get the picture. If there is water present, drain some more fuel out until the fuel runs clean. Cessnas have drains under each wing to check for water. We don't and we have less dihedral. So, it might be a good idea to walk out to a wing tip and rock the plane back and forth a few times to encourage the water to flow down into the gascolator. That said, the fuel lines are so small I'm not sure how effective this will be. Water may already be in the fuel you use to fill the plane. This is seldom a problem but something to consider at little airports where the fuel may sit around a while. More commonly, the water comes into your tanks separately. Maybe you leave the plane outside and one of the fuel cap seals is leaking allowing rain water to get in. Most commonly, moisture gets in the tanks through the vents as the tanks "breathe". Fuel contracts as it cools, such as during the night. As a result, air is sucked into the tanks to maintain the ambient pressure. Some of the water vapor in the air may condense inside the tanks. The next day the fuel warms up and some air is expelled but the liquid water has already fallen to the bottom of the tank. Interestingly, water ingestion will be greatly increased if the plane is left setting outside, uncovered on a clear, still night. This is because the aircraft radiates heat to deep space. It gets colder than it would in a hangar. In fact, the surface gets colder than the ambient air temperature which enhances both the air ingestion and water condensation in the tanks. Common guidance is to keep your tanks topped off to reduce water ingestion. I'm skeptical of the effectiveness of this. More fuel means more thermal contraction and thus more air and water vapor entering the tanks. The only advantage would be that the larger heat capacity of the full fuel tanks reduces the temperature swing. Finally, planes in humid or coastal areas (like Wisconsin, or the LA basin) are much more susceptible than aircraft in dryer climates (like desert areas, or even Van Nuys). Aircraft using unleaded fuels blended with alcohol (most autofuel in the US) are much less susceptible. This is because the water dissolves in the alcohol, which is dissolved in the fuel. The water doesn't separate and causes no problem to engine operation. There is a limit to how much water can dissolve in the alcohol but it doesn't seem likely that we will reach that limit (unless the fuel caps are left off in the rain). I use autofuel almost exclusively and have never seen water in my fuel. In fact, I seldom bother to check for it. Has anyone reached the water saturation level with autofuel? Mike Koerner
×