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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. John, Skunk, This is good thinking. My sailplane is carbon fiber. The structure is not grounded. The battery ground is brought out to an insulated terminal strip which is mounted to the structure. The instruments are grounded to the terminal strip. This seems like a better approach. Mike Koerner
  2. Glenn, My CT has a listed stall speed of 37 kts with the flaps at 40 degrees. It has a listed stall speed of 43 kts at -6 degrees. You want the flaps up taxing in gusty conditions to keep the plane on the ground and the weight on the wheels. Darrell, That would be true headed downwind as will. Flaps down will present an airfoil shape to the tailwind. You want the flaps up to kill the lift as much as possible. Mike Koerner
  3. Pretty... but I'm sure going to miss the photos of my beloved Sierra peaks. Mike Koerner
  4. I agree with John. Thanks! Mike Koerner
  5. Hatter, Thanks for doing this work. I think you’re performing a significant service for the CT community. What is different about the most recent configuration as compared to what you had tested prior to August 27 when you reported no reduction in stall speed in any configuration? Mike Koerner
  6. Hatter, Is the reduction in power off stall you report with the Micro AeroDynamics vg's at 8% cord on the stabilator only? Before removal you might also want to measure wide open throttle airspeed at a fixed altitude… If there was a noticeable change in high-speed drag with either your 310 or cub. Mike Koerner?
  7. Hey. That's you in the video Fast Eddie. Wow, I know a movie star. Mike Koerner
  8. He just misunderstood when he was told to "Report abeam the tower". I'm not sure, but I think the German translation for "abeam" may relate to a sex act. Mike Koerner
  9. VGs are not free. They certainly increase drag at high speed. It may not be much, maybe not enough to notice... I don't know. But for low drag you want to maintain laminar flow as far back along the wing as possible. Consider high-performance sailplanes; they go to great lengths & expense to avoid perturbations on the wing, especially from the leading edge and back along the top surface. FlyBoy, you might consider putting the VGs on the outboard portion of the wing instead of the inboard portion. You want the inboard portion to stall first so you maintain aileron effectiveness. In fact, I had assumed that's what the leading edge block was for, since our wings don't appear to have any washout. Mike Koerner
  10. Thanks for the write-up AG. Looks like there's not vent in the door window? Also, how do you do a run-up with a single lever throttle/brake? Just rolling run-ups??? Mike Koerner
  11. Hey John, Thanks for your take always. I haven't flown a SW to compare to my 2k, which makes your comments most interesting. More float is not surprising. That's to be expected with a longer wing in ground effect. In fact, I heard that is specifically the issue the short wing was designed to address. But the more sensitive rudder is surprising. I don't think my boom is longer or rudder itself larger. I would have expected the increased rotational inertia around the yaw axis, due to the longer wing, would deaden the rudder response a bit, though the delayed reaction could lead to pilot induced oscillations such as you described. What about holding the nose off? was that any different than with the SW? Mike Koerner
  12. 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
  13. Wow! An auto shredder. That sounds wicked. Is this what you are talking about? Can it handle the engine block too? Mike Koerner
  14. 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
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