Jump to content

Mike Koerner

  • Content Count

  • Joined

  • Last visited

  • Days Won


Everything posted by Mike Koerner

  1. Roger... or anyone, Did you ever compare the 2-blade (red) neuform with later models or the Sensenich? Mike Koerner
  2. Yea! More mountain pictures. Mike Koerner
  3. As of yesterday, Grant's Pass did not have unleaded fuel. Mike Koerner
  4. "this rest is a must"... if your wife has long legs and is pained to keep her feet off the petals without a rest to put them on. Mike Koerner
  5. 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
  6. 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
  7. Pretty... but I'm sure going to miss the photos of my beloved Sierra peaks. Mike Koerner
  8. I agree with John. Thanks! Mike Koerner
  9. 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
  10. 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?
  11. Hey. That's you in the video Fast Eddie. Wow, I know a movie star. Mike Koerner
  12. 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
  13. 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
  14. 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
  15. 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
  16. 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
  17. Wow! An auto shredder. That sounds wicked. Is this what you are talking about? Can it handle the engine block too? Mike Koerner
  18. 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
  19. Hey folks. I screwed up. Since posting about landing with a flat tire I talked to my passenger and checked my log book. We had a locked brake, not a flat tire. And we didn't replace the tube. My passenger said we applied cooling to the stuck brake with water and some "percussive maintenance". Apparently, I had let the brake shoes wear to the point that the pistons were extending beyond their normal range of travel. My log book reports I replaced the shoes thereafter and I have had no further problem since. I have had the nose wheel go flat on landing a couple times, but I have not landed on a flat main. I do carry tools and spare nose and main wheel tubes and I have repaired both while on the road... but hopefully those problems are behind me now that I use heavier duty tires and maintain pressure in the nose to keep the tire from slipping on the rim and ripping out the valve stem. Sorry for my incorrect post. Mike Koerner
  20. I was taught that teflon tape should not be used on an aircraft for just this reason. Locktite 567 is a better choice for NPT threads. Here's an article about aircraft sealants. Mike Koerner
  21. I had a flat right main on landing at Borrego Valley several years ago. We were on our way back from New York and at the last minute I decided we didn't have enough fuel to comfortably make it over or the mountains into the LA basin. I chose Borrego Valley as a fuel stop. That was kind of dumb, stopping so close to the mountains, in that we would have to circle and climb thousands of feet to get over them rather than a more efficient cruise climb if I had fessed up to the problem sooner. Also, with a little more planning I could have picked an airport with autofuel, like Chiriaco Summit which has a gas station just over the fence. Anyway, on landing the plane pulled hard to the right immediately. Even with full opposite rudder, It still veered to the right. Fortunately, I always land with minimum speed (fully stalled), usually with 15 degrees flap and never any power, so the roll is generally pretty short anyway. And I always pick up the flaps immediately on touchdown to get weight on the wheels. This keeps us on the ground in gusty conditions and makes the brakes more effective. In this case I was on the brakes quick and hard. And of course, the flat tire was helping to. So, we stopped very quickly, over on the right-hand side of the runway but still on the pavement. At low speed I think I could get the plane to straighten out enough to taxi to the first turnout, which happened to be very close. From there we got out and pushed. I keep spare tubes and a few tools in the plane, so we were on our way again in a hour or so. Mike Koerner
  22. Mike Koerner

    CTLS crash

    No. The curb feelers were mounted directly to the belly of retractables. If you hear it rub you know you forgot to put the gear down. It gives you a chance to pull up and extend the gear before landing. Mike Koerner
  23. The CT2k has one axis trim, elevator trim... which is really all you need. Mike Koerner
  24. CT2k, Excuse me for saying so... but I think you are chasing imaginary dragons. I don't know if the stick is centered on my CT2k or not, and I don't know how I could tell, but I also don't think it matters. My hand does not automatically go to a position it thinks is centered, it goes to the position where the plane is neither rolling right nor rolling left. All the stick movements are relative, not absolute. On the other hand, there are significant optical allusions in CTs. One has to do with the fact that the seats are not aimed straight forward. They are canted in slightly. As a result, determining what direction is straight ahead is a bit difficult. I used to be a few degrees off the runway centerline when I flared. Now I have spot of blue tape in the windscreen which lines up between my eyes and the end of the runway when I'm properly aligned. I also use the spot to fly directly to a point on the horizon, instead of flying a curved trajectory. Another allusion unique to the CT2k (and maybe very early CTSW models) is a curved glare shield on top of the instrument panel (this is a two-section instrument panel instead of the 3 sections with a flatter top used on later models). The curved top makes it difficult to tell when he wings are level when looking forward. Instead, I periodically compare the height of each wing tip above the horizon to keep the plane on a level keel. Mike Koerner
  • Create New...