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Mike Koerner

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About Mike Koerner

  • Rank
    Co-Pilot Member

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

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  1. This is good work Darrell. Thanks. Most interesting for me was your observation that more flaps, beyond 15 degrees, doesn't noticeably shorten the takeoff ground roll. I understood this to be the case, but you proved it. As for the landings; excess speed is probably playing a greater role than the flap settings themselves. I think the CTSW manual only gives stall speeds at -6, 0 and 40 degree flap settings (all at max gross) with the 0 degree stall speed being 42 kts and 40 degrees being 37. Further, I think there is little difference in stall speed between the lower flap positions. If I assume 38 knots at 55 degrees and 40 knots at 60 that means the corresponding 1.3 Vso speeds would be 48.1, 49.4 and 52.0 knots as compared to your approach speeds of 45, 55 & 60. If I got this right, your Vso factors were 1.22, 1.45 and 1.5. Much of the difference in landing roll is probably attributed to the use of a greater safety factor for the approaches with less flaps. Mike Koerner
  2. I thought (probably a mistake) that the spring was more likely to cause PIO if you brought the nose down first, whereas the plastic discs would eat up some of that energy, and that Flight Design made the change to reduce the calamity associated with a botched landings. Mike Koerner
  3. No pictures here either. When I try to open them I get a 410 error - "Gone. The server returns this response when the requested resource has been permanently removed." Mike Koerner
  4. I think the "squelch" knob on the intercom only comes into play in the intercom mode, so the fact you hear the tower fine has no bearing on the intercom squelch adjustment. That the intercom breaks in and out and requires you to talk loud, does sound like the squelch is set too high. Mike Koerner
  5. A good bit longer than that out West, Jim 🙂 Mike Koerner
  6. Mike Koerner

    CTLS crash

    Warmi, Tom, I'm sorry about the loss of your friend. I'm also very sorry to realize just now that my previous post to this subject was so totally inappropriate. By reading only "unread content" several days after having read the original post, I had lost the context of the thread. Sorry, Mike Koerner
  7. Oregon photo request: Mt. Hood, April to June, southwest to west side, top of the ski lift to the peak, with close ups of the last 500'. Mike Koerner
  8. Hell no, Gogo! You should never listen to those damn manufactures who are just trying to keep owners happy so they'll buy more of their aircraft... or their damn lawyers who are only interested in keeping your estate from having reason to sue. You're right, you can wait for service bulletins or safety alerts from the manufactures. And you can absolutely depend on the government to protect you. Hell, I'm ripping my mask off right now. And don't buy into that oil change nonsense. You know, years ago a guy drained his oil but forgot to add any new oil. His Rotax seized 47 seconds after startup. That's the problem with maintenance - mistakes. You don't need no oil changes. old oil works fine. You should make your own judgements on highly-technical matters like maintenance intervals. Or hire mechanical, reliability, materials, and safety engineers to advise you if you don't have training in the necessary specialties. Of course, they're going to need a little time and money to conduct all the testing required to provide informed opinions. Or you can just ask people on the internet. What could go wrong? Mike Koerner
  9. okent, Having passengers rest their feet on the petals is a bit problematic in my CT2k. I don't have rudder trim or an autopilot, so I'm active on the petals all the time. And for my wife, even with the seat all the way back, holding her feet off the petals was a pain, especially on some of our longer flights across the country. Before I got one of these fold-down foot rests I tried PVC pipe foot rests, but they would beak when passengers adjusted their butt in the seat. I also tried a wooden heel rest that slid in underneath the petals, but it's still tiring holding your toes back. This fold-down foot rest works perfect for us. Mike Koerner
  10. Hmmm. I usually just bang mine on the floor. If I don't bang them enough, I bang them again. If I bang them too much, I unbend them with a pliers. I usually go through about 4 cycles like this on the first plug... then use the rest right out of the box. Mike Koerner
  11. The guy in the hangar next to mine left the towbar attached to his Socata during startup; a very, very expensive mistake. His insurance (all of us) paid for it. You could buy a fleet of John's low-profile tugs on the saving from one prop strike. Mike Koerner
  12. How about just Velcroing the controllers to the center column between the seats? Mike Koerner
  13. This question has come up several times in this forum, and though stinker came close, it still hasn't been answered here. The right and left wings, like the right and left side of the plane (or any aircraft) are intrinsic to the aircraft. It doesn't matter if the observer is looking at the plane from the front, or the side, or the back... or standing on his head in China. The plane has a nose, and a tail, and a top and a bottom, which we all recognize. Once you have defined the orientation of these two axes, then the orientation of the third is established. The right side of the aircraft is on the inside when you make a normal right turn, same as with your car (or any vehicle). Mike Koerner
  14. Roger... or anyone, Did you ever compare the 2-blade (red) neuform with later models or the Sensenich? Mike Koerner
  15. Yea! More mountain pictures. Mike Koerner
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