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Mike Koerner

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Everything posted by Mike Koerner

  1. Mike Koerner

    CTSW - climbed to 17,000' this morning

    Smokey Valley. Interesting effect.
  2. 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
  3. 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
  4. Mike Koerner

    CTLSi Electrical System Questions

    Or pull the chute if not within glide to a safe place to land.
  5. 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
  6. 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
  7. 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
  8. 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
  9. 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
  10. 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
  11. Mike Koerner

    Convict Canyon - CT heaven - or hell

  12. 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
  13. 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
  14. 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
  15. Mike Koerner

    Foreflight W&B Template?

    Ben, With respect to your first question involving violation of an FAR, only a fool would select that option on a public forum such as this. Everything we say here, and on other social media, can and will be used against us in a FAA administrative hearing or civil tort case. Such comments form a permanent record as to our state of mind. And the opaque “handles” that some use will not hid their identities from a determined attorney. Furthermore, as Rotax and many knowledgeable members of this forum have often pointed out, the occasional use of 100LL will not significantly impact engine maintenance, service life or reliability. That said… if your sporting, environmentally conscientious, or cheap (like me); there is another option: pick “convenient” airports to get fuel. Some convenient airports have 91 octane unleaded gas in self-service pumps. Others have gas stations right across the street. Still others have courtesy cars you can use to drive to a gas station. On several occasions I have taxied from an airstrip to a gas station to get fuel, pulling my plane up between the cars… but I don’t really recommend this for several reasons (see paragraph 1 above). However, I always carry a couple empty gas jugs in the back anyway, and I go out of my way to find and use convenient airports. I have traipsed across the country many times using this technique and have seldom needed to resort to expensive, leaded fuel. Mike Koerner
  16. Mike Koerner

    Minaret Lake - Steve Fosset's Crash Site

    Very nice.
  17. Mike Koerner

    406 ELT Antenna Installation

    Hatter, 1) The instruments in the panel are not really in a cage. The signal is probably coming in from under the panel. 2) Testing the GPS receiver in the fuselage is a neat idea. You might need to roll the plane around a bit though, to make sure it is really tracking and not just accepting the last known position as good enough. 3) Putting a transmitter in the fuselage is a really great idea (again, transmission is much more challenging than recieving). 4) I would also be interested in hearing what you learn from the ELT manufacturer. 5) Yes, 121.5 is no longer used at all as an indication of an emergency. The FAA has made this very clear for years. But it is still used by the search and rescue folks to pinpoint your location as they close in on you. This may be significant if you don’t have the GPS interface to the 406 MHz signal - which is a more effect pinpointing system. 6) A more touching story than that of the MKS man you mention is that of young Carla Corbus who survived 54 days after a plane crash in mountains of Northern California. She kept a diary detailing the eventual deaths of her father and mother and her anguish and anger that no one had come to rescue her. Her remains were found by a hunter 6 months later. Her story, widely published in 1967, resulted in the FAA mandate for ELTs. Mike Koerner
  18. Mike Koerner

    406 ELT Antenna Installation

    Hatter, I believe the carbon fiber composite will act as a faraday cage and greatly reduce the ELT signal propagation if the ELT antenna is placed inside the fuselage. You are correct that some carbon composites have a metal mesh impregnated into them and that ours does not, but the intent there is lightening protection. The carbon fibers can't carry as high a current as copper, but I don't think they need to to effectively attenuate your transmissions. As for your experience with the GPS signals getting through to the instrument panel, I think there may be several factors at play which do not fully apply to the ELT: 1) There is a big hole in the carbon fiber structure for the windscreen, which lets radiation into the cockpit. Not so much for an antenna placed behind the rear cabin bulkhead, which is also carbon fiber. Yes, there are a couple holes in the bulkhead too, but they are mostly blocked by carbon-fiber seats - not much help there. 2) I believe it's a lot easier to get reasonable reception with a partially shielded antenna than it is to transmit with it. Receiving is all about signal-to-noise ratio. Transmission is about pumping out power. 3) Modern GPS receivers are adept at using very weak signals. We are able to use them in are cars (which also have holes in the faraday cage) and houses. Part of this is that they are digital which allows them to use algorithms to fill in missing bits of data. The 406 MHz portion of the ELT signal is digital too, but not the 121.5 MHz portion. Still, I think you would get much better GPS reception, and at least quicker initial fixes, if you use a remote GPS antenna placed on top of the glare shield (which is also carbon fiber) rather than under it. The disclaimer here is that I do not have a degree in antenna design… but I know someone who does (my brother) so if any of this sounds intolerable wrong or in need of further clarification, I’ll forward the issues to him. Bill, As the ELT manufacturers recommend, the best place for the antenna is on top of the fuselage. In the scenario you describe, activating the unit while coming down under chute, you need the signal to be propagate upward. If it does the MEOSAR Satellites will instantaneous detect you 406 MHZ signal and establish your location, even without the GPS output data (which further refines the location). They will know where you are and that you intend to crash before you ever reach the ground. Not so much if the antenna is underneath the plane. Also, though many of our off-field landings and runway excursions end with the aircraft flipped on its back, these seldom result in serious injury. I think you will be more in need of rescue after a steeper angle impact, such a stall-spin accident, where I think the plane is more likely to end up with its top side more or less up. Having said this, I must also admit that I recently installed a 406 MHz ELT myself and have not yet gotten around to relocating the antenna. However, it is on my seemingly infinite list of things to do, all of which I would like to finish before I crash. Mike Koerner
  19. Mike Koerner

    Door Lever Guide Plate

    ib, Please post photos of the finished part and let us know how it holds up after a few cycles. I'm real interested in how it turns out. Thanks, Mike Koerner
  20. Mike Koerner

    Flaps and stab question.

    Cap, My CT2k flaps creak a bit if I lower them toward the upper end of their allowable speed range. If I slow down a bit more first they're quiet. I don't use them to adjust the approach. I decide on downwind how much flap I'm going to use and adjust the approach with a forward slip if needed. Mike Koerner
  21. Mike Koerner

    Tail tie down strap

    Doug, Tying down the wings is not an option for me. I don't have a hard point on the wings and FD wouldn't let me add them. Tying to the control hinges is a no-no. Throwing a strap over the top of the wing would surely damage the tailing edge control surfaces. I considered feeding an over-wing strap into the slot in front of the control surfaces, but it's not a straight path and would still load the control hinges. I could rig something to the tip but it's not structural. That leaves building a padded rigid frame that fits over the wing which would be hard to carry. Yes, a very strong crosswind can lift a tip. I try to tie the plane into the wind. If the winds sift I am hopeful they do so gradually and believe that in such strong winds the plane will weathervane about the nose tiedown, scuffing the tires as rocks from main to main. Again, assuming no obstructions within my turning radius. This is all still theoretical. I haven't had it out in a hurricane yet... though the FBO at Elmira claimed the winds got to 50 knots last weekend before they decided to move my plane into their hangar. Mike Koerner
  22. Mike Koerner

    EGT question for the experts?

    Another use for EGT is to indicate when the pilot has done something incredibly stupid. Starting off on a trip to New York last week I had less than 150 rpm drop on either side during the "Mag" check. However, incredibly, I left the ignition switch in the "Left" position instead of returning it to "Both" after the run-up. It is difficult even for me to believe that I did this. Normally I count the switch clicks back and forth and never take my hand off the key until its back on "Both". Lame as it sounds, the only excuse I have is the distraction of a P-51 in the runup area. I was rushing to take a couple pictures and still get out in front of it so as to avoid getting blown over when he turned toward the active. Anyway, the first indication was rough idle performance. I had to nudge the throttle forward to keep the engine running at the runway hold line. Any reasonably prudent pilot would consider this reason enough to abort but I had just successfully completed the run-up, demonstrating takeoff power, and so was on my way. 18 minutes later the "Caution" light started blinking along with one of the four EGT readings on my FlyDat (an old-style engine instrumentation system). I pulled the power back and returned to my home field. It wasn't until I shut the engine off that a realized the problem. The highest EGT temperature I saw was 1660F right before I pulled the power. Though this is above the 1616F limit the engine was still operating normally and sounded fine so I started it back up, repeated the run-up and headed on my way again with no further anomalies for the duration of the trip. Mike Koerner
  23. Mike Koerner

    iFly 740b Install

    So.. It wasn't a virtual ramp check then huh? Mike Koerner
  24. Mike Koerner

    Tail tie down strap

    The CTSW and CTLS have wing tiedowns. My CT2k doesn't. I didn't get the tail strap either. I asked about adding wing tiedowns after that fact (I think I could have come up with a fine set) but my LOA request was rejected by Flight Design. Since then I've come to appreciate what I have. With a light wing loading like ours, the important thing is to keep the nose down. Wing tiedowns do a poor job of that, especially if they are tied straight down. The ground end is too close to the axis of rotation about the main gear - they have no leverage. Chain the wings down tight and then have a couple big guys straddle the narrow part of the tail and you'll probably snap the wing tiedowns off. Instead I carry short nylon sling with a carabiner in my foot locker. I park with my nose over one of the ground rings. I wrap the sling around the lower cross bar on the frame that holds the engine mount and nose gear to the fire wall and clip the biner directly to the ground ring. My strap and biner can carry many times the weight of my aircraft; and that cross bar probably can too. I think my setup up can survive with any two members of this forum on riding the tail... but I wouldn't want to try. The goal is not to come up with a new rodeo game. Its to keep the angle of attack of the wing as low as possible, which keeps the plane firmly planted on the ground. I think my setup can ride out a hurricane - as long as there are no obstructions within my turning radius and no trees, mobile homes, hangars or other aircraft upwind of me - but again, I wouldn't want to try. Mike Koerner
  25. Mike Koerner

    Never seen these before, comma clouds?, sperm clouds?

    It has a roof pendant (different color rock on top) like Split Mountain but its not spiky enough (no split) and the background is all wrong.