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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
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  1. Obviously not relate to your current problem, but I have never heard of anyone closing the fuel valve and letting the engine run to dry out the bowls before storage. What is important is shutting the fuel valve after shutdown. When I forget to do this, my subsequent starts are difficult. I think this may be a result of some fuel leaking across the float valves over time (like overnight) and dribbling into the carb throats. Mike Koerner
  2. Tom, My CT2k is an SLSA. It was built in 2004, before the LSA rules were established, then grandfathered in as an SLSA. Markii, LSA regulations do not apply in Canada. It's a US designation. Other counties have different requirements for non-certified light aircraft and Flight Design made different versions of its aircraft to meet these local standards. (Importing the wrong version could be a regulatory nightmare.) This problem only occurs on light and experimental aircraft. Certified aircraft meet an international set of standards that ALL nations have agreed to. As Al mentioned, and per Service Bulletin TM-17-01, Neuform has established a 2000-hour "inspection interval for factory overhauls (TBO)" on all its ground-adjustable props manufactured after Jan 1, 2000. By current interpretation of US regulations, this requirement only applies if you rent the aircraft, or use it for flight training. For personal use, you can continue to operate the aircraft beyond any such manufacturer's requirements. Mike Koerner
  3. Bill, Yes, rotation around the longitudinal axis is roll. But Tom is not talking about rotation about that axis, he is talking about the axis itself - a line which runs from the tip of the spinner to the taillight. If you yaw the aircraft that line is no longer aligned with the relative wind. Mike Koerner
  4. Stacy, You're performing a public service with you airplane! Thanks, Mike Koerner
  5. No Monkey! This has nothing to do with wind... you know that. The ball is acted on by two forces: gravity and inertia (g-loads). Gravity pulls the ball toward the center of the Earth... the lowest spot in the tube. If the instrument is level, that will be in the middle. If the instrument is mounted crooked, or the plane is banked, gravity pulls the ball to the new low point on one side or the other of the middle. Inertial forces try to keep the ball going the same direction it was going, just as a cat tries to go straight as you swing it around and around by its tail. While you are turning the ball is trying to go straight. That pushes it to toward the outside of the turn. (Highly-technical content warning: Centrifugal force is not really a force at all. It's just evidence of conservation of momentum). So, a turn toward the right pushes the ball toward the left while a bank to the right makes it fall to the right. You can adjust the turn rate, with the rudder, to keep those two forces equal; in which case the ball stays in the center, your fuel stays where it is, your butt stays in the seat, and the cat goes home happy. If the ball is not in the center either the instrument is not level or you are turning. As Tom points out, the bank may be subtle. The ball is much more sensitive than your butt and even your eye, unless your over level terrain and compare the wing tip heights carefully. Mike Koerner
  6. I think Peggy missed an important question: will the load on the wing crush the outer layer of the wing sandwich down into the foam causing a permanent dent in the surface? If the load per area is high enough the answer is yes. So, don't use metal cans (which have very little compliance) and don't bang a corner of a plastic jug down on the wing. If you set the surface of a clean plastic jug down smoothly, or use a pad, you'll be fine. As to the commit about not carrying added fuel with you in the plane, I agree but I don't think that's what's being discussed. Also, with so little head, I think a siphon is going to be uncomfortably slow. I agree with Tom: get a jug with a spout and tilt it down into the tank. You can put your thumb over the spout until it's in the tank to avoid drips. I use this method on all my cross-country flights. (And yes, I do have a few dents and scratches in the top of my wing.) Finally, the "Rapid Fuel Jug" looks great. I use something very similar for all my fueling at my home airport. But the odd shape makes it a little harder to carry with you in the plane. Mike Koerner
  7. Hey Guys, When you refer to a "Light Sport License" I think you mean "Sport Pilot Certificate", a designation for a person; as opposed to "Light Sport Aircraft", which is a designation for a plane. This may sound anal, but I think there's a great confusion within the flying community (though not so much on this forum) as to the limitations on the pilot versus the aircraft. The pilot certificate should have been given a completely different name, like "Class A Pilot Certificate", to reduce the confusion. Mike Koerner
  8. If your wings are level and the ball is off center, you are turning. It's a flat turn. g forces are pushing the ball, and the fuel, toward the outside of the turn. Mike Koerner
  9. IAW, I agree with Tom. Oil pressure is not a good indicator of oil quantity. It's a binary indicator. If there's any oil at the pickup then you'll see full pressure the oil pump outlet. If there's not oil at the pickup, then the oil pressure will be zero. In which case, you'll need to shut the engine down quickly to prevent it from seizing. There might be some period of time when the pump would be dry and the gauge reading zero until another few drops of oil blow out of the engine, thorough the reservoir and into the pump, at which time the pump would again read full pressure momentarily, before dropping back to zero. So you might say that a indicator bouncing between full pressure and zero pressure is possibly an indication of low oil level. But it's still too late to save the engine. Oil temperature would be no more useful in measuring oil quantity. There are at least four major paths for heat to flow out of our engines. The biggest is surely out the exhaust. Second is probably the heat lost to forced convection in the engine compartment. The third is probably the heat carried from the water at the radiator and the fourth is probably the heat carried from the oil at the oil cooler. All the paths are interrelated in that all provide some degree of oil cooling. Among the heat lost to forced convection in the engine compartment is the heat from the oil reservoir, and it is a function of the amount of oil in the reservoir. However, this heat flow is a small percent of the total. And there are so many variables: outside air temperature, pressure altitude, air speed, angle of attack, throttle setting, mixture, combustion efficiency, timing, etc. It would be very difficult to detect the difference in oil temperature due to reduced oil quantity. At least up to the point where the oil is no longer moving, at which point, again, it's too late anyway. Mike Koerner
  10. Marakii, The plane can be, and several have been, flown across the North Atlantic. But from what I’ve read, that’s a difficult proposition. The easier approach is to have it shipped across. The air route generally includes stops in Scotland, possibly the Faroe Islands, Iceland, two stops in Greenland, and one in southeastern Nunavut Territory. The legs are long with few alternates available. And the in between parts are mostly open ocean or barren snow cap. The plane certainly has sufficient range for each leg, but not necessarily enough to get back again, or even somewhere else. So, you have to be sure of the weather before you leave, and have a way of monitoring the weather in route. Your VHF radio won’t help. You’ll need a satellite-based system with a reliable forecaster and the other end. And of course, you're going to need to wait at each stop, for however long it takes, to get the weather you need to go on. I would expect the trip to take weeks. Also, things can go wrong mechanically, so you will need to carry survival gear. For the ocean crossings you'll need a life raft and you'll need to wear a coldwater immersion survival suit the whole time (which would be rather uncomfortable I would imagine). Though these may cost a couple thousand dollars to purchase, they can be rented instead. Between the added equipment, fuel, meals and rooms along the way, it’s probably not cheaper than having the plane shipped across… But it would certainly be a great adventure. Mike Koerner
  11. With respect to landing and lifting off again, the second my wheels touchdown I lift the flaps. This makes the landing stick, especially in gusty conditions, and allows you to brake without skidding. I don't think a light sport should have its flaps in any position other than -15 degrees when on the ground - from touchdown to the beginning of the next takeoff roll. Mike Koerner
  12. Buckaroo, Thanks for that information. I defer to the folks at Carmo. Mike Koerner
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