Jump to content

Mike Koerner

  • Content count

  • Joined

  • Last visited

  • Days Won


About Mike Koerner

  • Rank
    Co-Pilot Member

Profile Information

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

Recent Profile Visitors

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

  1. Mike Koerner

    CTSW - climbed to 17,000' this morning

    Some of Ed's photos bring back fond memories: Mike Koerner
  2. Mike Koerner

    CTSW - climbed to 17,000' this morning

    Smokey Valley. Interesting effect.
  3. Mike Koerner

    headset hanger

    DIck, I agree. That looks great. Please do tell us more. I have mine hanging in the same place but I drilled through the bulkhead and used a nylon threaded fastener (bolt) with nuts and washers on both sides so the head of the bolt stands off the bulkhead as a hanger. But it sags and the headsets fall off. Mike Koerner
  4. Mike Koerner

    Fuel caps

    One disadvantage of the "Pitot" style vent is water induction in rain. The little bonnets on top of our fuel cap vents inhibit this as the air can make the sudden turn up and into the tank but water with its higher density, mass and inertia can't. Similarly, the Pitot vents will inhale more sand, bugs and dirt. Mike Koerner
  5. Mike Koerner

    CTLSi Electrical System Questions

    Or pull the chute if not within glide to a safe place to land.
  6. Mike Koerner

    Another oil temp question?

    Wow Ed, The top picture is fantastic. It brings back fond memories of a time when I was still immortal. But you’re changing the subject. Andy, After thorough consideration, I think you’re right. The 220F maximum oil temperature I have held myself to is arbitrary. It’s probably slowed me down by perhaps 10-20 knots on perhaps 10 to 20% of the duration of maybe 10 to 20% of my flights (that’s 1/3 of a knot overall). Though sitting here now I don’t regret the needless added hours of flying enjoyment or the reduced fuel costs resulting from this unnecessary conservatism, these were times when I would have otherwise flown faster. And to be honest, every once in a while getting there quicker (like before dark) has been important. So, from this moment forward, my new personal limitation is 230F. This is not arbitrary. It is the upper limit of the “normal” temperature range as stated in my operator’s manual. I feel certain the engineers at Rotax did not set this value without careful consideration and analysis. To be sure, the engine will not suddenly fail if you operate it at higher temperatures; even right up to the maximum allowed temperature if you like. But in these engineers’ opinion, running at higher temperatures is abnormal. They would only have included this statement if they expected, or at least were concerned, that higher oil temperatures would result in abnormal wear or reduced reliability. Mike Koerner
  7. Mike Koerner

    Another oil temp question?

    Andy, it doesn't seem excessively conservative to me. It's not that much of an imposition and I think engine life will benefit from it. Mike Koerner
  8. Mike Koerner

    Fuel starvation

    Thanks for that clarification, Ed. I agree. In the unfortunate event that you only have fuel on one side, you need to keep it showing. That's an emergency procedure that's good to know. Mike Koerner
  9. Mike Koerner

    Fuel starvation

    I agree with Monkey and Buckroo. I balance the fuel as it gets low. I've always been on the ground before the fuel disappears from either tube. I wouldn't consider any other approach prudent. Mike Koerner
  10. Mike Koerner

    bought one, delivery in the Fall...

    AG, I have a Dahon Mariner I carry around occasionally in my CT2k. I snap out the divider between the cockpit and cargo bay on the passenger side so it can slide back out of the way. I use the seat belts to hold it in place. Sometimes I carry the seat too, upside down and backwards over the top of the bike, if there's a chance of giving rides wherever I'm going. There was a CTSW at Page a few years back (I don't remember the pilot's name) that had a full-size road bike in about the same position. He had made mounts that snapped into the seat track for the front fork and, separately, for the wheels. I'm not sure of the arrangement on newer aircraft. The hat rack could pose a problem. Some disassembly may be required... of the bike. At one point Flight Design had a cargo pod that mounted to the belly. I don't know if they still offer it. Mike Koerner
  11. Mike Koerner

    Another oil temp question?

    Buckroo, I screwed up. I said coolant temperature when I meant oil temperature, as Roger and Tom pointed out. I always monitor oil temperature, never cylinder head temperature. I'm going to go back and edit my post so it doesn't cause undue confusion for future generations. Sorry, Mike Koerner
  12. Mike Koerner

    Convict Canyon - CT heaven - or hell

  13. Mike Koerner

    Another oil temp question?

    Buck, I didn't hear the answer I think you need to hear: pull the power back, lift the flaps, and reduce the climb. If your engine is getting too hot you need to reduce the power. The heat it produces is roughly proportional to the power so you may need a substantial rpm reduction. The mixture effect is second order. You also need to get more air flow through the radiator. Lifting the flaps will help you do that. And with limited power, you’ll also have to reduce the climb rate - to zero if necessary. Remember that speed is not proportional to power because drag increases as a square of speed. So don't think you can make up for the extra heating at a higher power level with the higher speed that power brings. On hot summer afternoons at low altitude over the desert, I often have my rpm down in the low 4000 range. I’m not moving quite as fast, but I’m still flying. And I always keep my coolant oil temperature below 220F, even during climbs. Mike Koerner
  14. Mike Koerner

    Chute Harness Replacement

    Why not just add 40" extensions to the chute end of the harnesses you have and then hook the extensions up to the BRS chute? Mike Koerner
  15. Mike Koerner

    Foreflight W&B Template?

    Tom, I'm sorry. I missed the fact that it poster has an LS. I know the cargo door is a different shape. I didn't realize it was smaller. The underside of the hat rack may limit baggage access as well. I don't know. The two empty gas jugs I carry with me all the time (except on local flights) in the CT2k are standard rigid plastic jugs, made for gasoline, with integral funnels. They are rated for 5 and 6 gallons, but I find they can easily carry 5.5 and 6.5 gallons respectively. That gives me 12 gallons per trip to the pump. I seldom need to make 3 trips and can often get by with one. I put them in the tail behind the cargo rear divider, which in the CT2k is just velcroed on. I put the big one in first. It's too big to slide further back or out of reach. The velcro keeps them from sliding forward. The tail holds them fairly snuggly both laterally and vertically. They do not interfere with the controls or significantly impact my weight and balance (again, with the jugs empty) and putting them in the way back leaves room for my other luggage. I leave the caps screwed on loosely so they are jugs are vented in flight, preventing pressure differentials at altitude. This is necessary and would make for quite a mess if you tried to tanker fuel with them. Your flexible jug might be a viable option for aircraft that can't fit rigid tanks into the cargo section. It also mitigates the pressure differential issue as long as you close the cap with as little air inside the jug as possible. Mike Koerner