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Mike Koerner

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Everything posted by Mike Koerner

  1. Wow Ed! The top one is your prettiest yet. Mike Koerner
  2. Duane, As Tom and Ed recently pointed out, every CT has its own unique flying characteristics. Maybe every aircraft does? I have 1400 hours in a CT2k. I have written about its landing characteristics previously. If you are interested, you may be able to find those comments with the search function at the top of the page. From what I've read on this forum, I think my plane's characteristics are very different than other CTs (CTSW and CTLS). For example, I can't hold the nose off on landing. That situation is aggravated by increased flaps. I would stick with 15-, or even zero-degree flaps, until you're comfortable with plopping down (3-point style) from a few inches off the runway. Bigger main wheels helped. There are other potential remedies which I think I wrote about, but have not yet pursued. Also, I wouldn't suggest adding power before touchdown. When I've tried this, with the longer wing in ground effect, it's floated down the runway for thousands of feet! In fact, I've had to go around, which is really weird considering how short these aircraft normally land. I have my idle set toward at the low end of the specified range to make the final approach a little more comfortable. It keeps me out of the trees and off the ALS poles without the need for forward slips (which my most important passenger tends to complain about). Honestly, I don't consider these characteristics to be a problem. I'm very happy with the plane. I wish it landed like a 172... but otherwise, I like it a lot more. It performs my mission superbly. Again, this is just me and my plane. Your mileage may vary. Mike Koerner
  3. I remember the big aircraft salvage warehouse. Nagles sounds right. All that area is Roberson Helicopters now. BenBow Aviation was there too. They just finished repaving Catalina. I haven't seen it yet. Mike Koerner
  4. ET, The best deal on ADS-b is the uAvionix echoUAT. This is assuming you already have a working Transponder that you want to keep, which is apparently the case if you're considering the GDL-82. The echoUAT + SkyFYX-EXT is $1,399. As I understand it, it provides 2020 compliant ADS-B out for LSA and experimental aircraft. It's has a 978 mHz UAT transmitter so it can only be used in the US and below 18,000 feet. It including a WAAS gps (the SkyFYX-EXT part). It also provides ADS-B in for weather and traffic, in a format common to most non-Garmin devices and broadcasts this data with built-in wi-fi for handhelds. Finally, it receives both 978 and 1090 mHz ADS-b signals directly from other aircraft. I don't have one of these, nor do I know anyone who has one. So, I'd like you to get one, hurry up and install it, and then let us know how it works. Mike Koerner
  5. First of all, I think this is an exciting aircraft with great potential. The specs are certainly impressive and the funding claims and supporting organizations all the more so. But I think there is a bit of an error in this video, or at least the potential for misinterpretation. Differential thrust at the tips will certainly help prevent weather-vaning during taxi and roll-out, but does not address the more important issue in crosswind landings with a taildragger - ground loop on touchdown. If the aircraft's longitudinal axis is not aligned with the direction of travel when the wheels touch, the lateral load on the main gear, acting in front of the cg, will try to throw the tail out in front. As anyone who has ground-looped and aircraft can tell you, this instantaneous reaction can easily overwhelm any rudder application and, I have no doubt, differential thrust as well. In a crosswind landing this aircraft offers the same choices as any other: either lower the upwind wing and sideslip to maintain both ground track and longitudinal direction; or crab into the wind to maintain ground track and then "kick-out" to align the aircraft with the ground track just before touchdown, using the aircraft's inertia to maintain the ground track momentarily; or some combination of the two. I'm sorry Eviation chose a tailwheel configuration. I don't see an advantage to this unless they intend to land in the rough, which the size of main gear belies. Mike Koerner
  6. 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
  7. 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
  8. 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
  9. Stacy, You're performing a public service with you airplane! Thanks, Mike Koerner
  10. 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
  11. 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
  12. 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
  13. 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
  14. 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
  15. 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
  16. 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
  17. Buckaroo, Thanks for that information. I defer to the folks at Carmo. Mike Koerner
  18. Vibration isolators would provide no benefit. The ignition units are solid state and have no moving parts. Furthermore, they're potted in plastic. The only part subject to vibration failure is the connector, wiring harness and mounting lugs. Just put them back the way they were when you found them. Mike Koerner
  19. Ed, On the bright side... you have more time to edit your pictures. This one is perfect. Thanks. Mike Koerner
  20. Jacques, Thanks for pointing me to the previous thread you linked where Tom Peghiny explained that "An elevator is called Hoen-rudder in German." Mike Koerner
  21. CT2K, It seems to work fine. Like I said, I should do some testing. Mike Koerner
  22. It's irritating how mediocre my own photos are in comparison. I'm going to throw my camera away. Mike Koerner
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