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Mike Koerner

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Everything posted by Mike Koerner

  1. Thank's grass... I think there's already a collection of parts down my right leg from past projects.
  2. Grass, Those look real nice! Can you give a make and model? Mike Koerner
  3. Nice Job BM. With respect to the stuck throttle incident; a couple of times I've accidentally left the "choke" on after starting the engine and flown off with it still on. It has no effect on engine performance once the throttle has been advanced off of idle - it's not really a choke in the conventional sense. So, I don't notice it's on until I try to land. It adds several hundred rpm to the engine idle speed and with the longer wing on the CT2K this makes it impossible to land. I usually figure out what's going on about halfway down the runway after a horrifyingly long landing flair; then punch the power, pull the choke and go-around. 3500 rpm sounds too fast to attribute the problem to the choke, but it's the best I could come up with anyway. Mike Koerner
  4. Good to have you back Ed. And a wonderful movie too! There's a tree off your left wing 27 seconds in that's begging for someone to show with a 20" Stihl. Mike Koerner
  5. Yeah, we sure as heck did depend on you. You were one of the three on this forum that knew what they were taliking about. Thanks for taking the time to address our questions. I'm glad you have somthing else you enjoy. We should all be so lucky. Mike Koerner
  6. Duane, Your pictures are fabulous. You give Ed a run for his money. Mike
  7. I'm glad no one was seriously injured in the incident at Monument Valley, and I'm sorry for the loss of the aircraft and for the emotional distress of the pilot & passenger. Though I'm sure it's very difficult for the pilot to watch, I appreciate the video being made public. I hope what I've learned from will keep me from ending up in the same situation someday. By the way, this looks a lot like the Draco incident at Reno Stead… and that was a very competent pilot. Mike Koerner
  8. uAvionix has reached an agreement with Garmin that allows them to “continue offering and supporting” their skyBeacon, tailBeacon and echoUAT products. The terms of the agreement are confidential. It could be that uAvionix is paying a licensing fee, in which case we may see their prices go up or, more likely, their products pulled off the market after inventories are sold off. They may have requested confidentiality to help facilitate those final sales. It could be they are not paying anything and Garmin requested confidentiality to avoid the public relations hit of having sued a competitor and lost, or they may want to keep other potential competitors guessing as to the outcome. Mike Koerner
  9. Hi Folks, What I'm about to say, goes without saying. You already know it... but I'm going to say it anyway because if I didn't and something happened, I would be kicking myself forever. When flying, especially in a light sport aircraft, you never have to be anywhere at any time. It would be the epitome of irony if you pushed into bad weather to make it to a required safety meeting. I just got back from my ninth coast-to-coast round trip in my CT. I scheduled the trip from Los Angeles to New York with 3 extra days in case I was grounded by bad weather, knowing that if it looked like I would be stuck longer than that, I would rent a car from wherever I was and drive the rest of the way (I've done that twice). I got there 3 days early this time. And as bad as I wanted and needed to get back home after my meeting, I was comfortable with waiting two days for the weather to clear enough for me to get started. Olav, Thanks for managing another Page fly-in. This is an absolutely great thing for the participates, for the CT community and even for general aviation at large. I wish I was able to attend again. Mike Koerner
  10. I found the cords hanging down from the spar pins made it difficult to get in and out of the seats. if you wait until you're out to hang them up and take them down before you get in then you might as well just set then on the seat. Also, they get a lot of sun hanging from the spar pins and thieves can see them from a long way away. Mike Koerner
  11. Octane (the fuel rating system, not the hydrocarbon) is a measure of a fuel’s resistance to detonation. Normally the combustion process starts at with the spark at the tip of the plug and rapidly propagates along the periphery of an expanding ball of flame. This causes the combustion pressure, and resulting force on the piston, to increase progressively. Detonation occurs when the spark starts in other places as well, such as a hot edge of a piston or valve. The result is multiple flame fronts within the cylinder and a much quicker increase in pressure than intended. The combustion process becomes more like an explosion than a gradual burn. This is not good. The result is increased stresses and higher internal temperatures (the temperatures at the surface of the valves and pistons, not the coolant or oil temperature). Detonation will damage an engine. With a car you can sometimes hear the resulting banging sound, hence the common names for detonation are knock and ping. But I’m not sure you can hear it with an uncorked engine like our airplanes… or with a headset on. The tendency toward detonation increases with internal engine temperatures and compression ratio. Modern gasoline cars have low-compression engines and thus can operate fine on lower octane fuel. They also have electronic ignition systems which can detect ping and advance the spark timing in response to eliminate it (at a slight cost to operating efficiency). Diesels have high-compression engines that are designed for auto-ignition. Carbureted Rotax engines (I can’t speak for the fuel injected models) have a relatively high compression ratio and electronic ignition systems that are not so sophisticated as to detect and compensate for detonation. You need a fuel with sufficient octane to avoid it. Using a higher octane than specified accomplishes nothing. In fact, the reduced volatility of higher-octane fuels may reduce the power output a bit as well. Racing cars that use higher-octane fuels either have higher compression ratios or are running at higher internal temperatures. Mike Koerner
  12. Wow Ed! The top one is your prettiest yet. Mike Koerner
  13. 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
  14. 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
  15. 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
  16. 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
  17. 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
  18. 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
  19. 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
  20. Stacy, You're performing a public service with you airplane! Thanks, Mike Koerner
  21. 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
  22. 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
  23. 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
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