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Mike Koerner

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About Mike Koerner

  • Rank
    Senior Crew Member

Profile Information

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

    I'm sending this to you privately (I think) since my plane is still S-LSA.

    I put flap fences similar to what's on the CTLS on my CT2k. I cut them out of a plate of aluminum.

    I did it to improve performance during negative flap operation. Even though I have no way of measuring the results, it seems obvious it would help. Sailplanes have been doing this for 50 years.

    It may have also reduced the elevator bumping, but I'm not sure. I don't notice it now... but I really hadn't notice it recently either. Maybe I had just got used to it.

    I just realized I don't have a photo, but they look just like the ones on a CTLS. 

    Mike Koerner

  2. What I've done is a bit more rudimentary: Set a cinder block (or some such similar sized object) behind the main gear stub, lift up on the underside of the wing by hand (preferable along the spar and well outboard), walk back a step such as to pivot the plane around the other main gear (and drag the nose) until the axle gear stub is over the block, then set it down. Mike Koerner
  3. Grand Canyon Corridors

    I fly allows you to pick the chart you want to use too. It's this button: along the lower left side in the image provided by rtk above. Normally, iFly picks the chart that makes the most sense for the zoom setting you have selected. If you are zoomed way out it picks the World Aeronautic Chart (WAC - 1:1,000,000 scale). If you are zoomed way in it chooses the Terminal Area Chart (TAC - 1:250.000 scale). In between. of course. It picks sectional charts (1:500,000 scale). This insures the text is not too small to read or absurdly large. But to a limited degree, it also allows you to override its selection. That's where the chart selection button shown above comes in. This button also allows you to see the legends on the charts, if desired, or the VFR routing on the back of some terminal area charts. Note that the Grand Canyon Special Flight Rules Area chart is labeled as a TAC chart even though it does not include a class Bravo air terminal. It just happens to be the same scale so iFly calls it a TAC for convenience. Mike Koerner
  4. Drip Tray and the new cylinderheads

    To my admittedly untrained ear that does not sound like its coming from a gearbox. It sounds like the spinner or prop flange is catching on the edge of the cowl. Mike Koerner
  5. Foot rest

    Exactly the same with my 2004 CT2k - I notched the inside edge to clear the heater vent. But all of my non-flying passengers love this foot rest. Thanks Al. Mike Koerner
  6. Ballistic Recovery System

    60 gallons an hour wide open! You're bladders aren't going to let screech across the sky very long. Mike Koerner
  7. Dan Bernath RIP

    I am deeply saddened by the loss of the RV-12.
  8. 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
  9. 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
  10. 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
  11. CT2K videos

    Nice videos. Pretty coastline. Thanks. Mike Koerner
  12. 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
  13. Everybody loves Halfdome

    That's not enough snow for December 31st. Mike Koerner
  14. 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?
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