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Ed Cesnalis

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About Ed Cesnalis

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    Mammoth Lakes - California
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  1. I lost one side and can't find a line fine enough to fit through the pins. Does anyone have a source for this line or line that works?
  2. Ed Cesnalis

    Self leaning works

    good to know
  3. Ed Cesnalis

    Self leaning works

    My carb vent tubes are old and need replacement. One of the two has been coming off on recent flights resulting in very rough running at throttle settings between idle and wide open. Even at 13,000 if I retard the throttle a small amount the resulting roughness is huge. It has been said many times that there isn't enough differential to get high altitude leaning or to get full rich wide open throttle. I can tell that the differential is enough to make a huge difference and smooth it out at wide open so I assume the auto leaning works to a meaningful degree.
  4. Ed Cesnalis

    Short / soft field

    Even with density altitude above 10,000' I am off the ground in 5 seconds with 15* flaps. A CTSW that does not like to climb at sea level sounds wrong.
  5. Ed Cesnalis

    Financial Ownership Maintenance Schedule

    The SoCal enviroment is highly variable. I once bought a rusted out oldsmobile that lived in Newport Beach (John Wayne is out) but the San Fernando Valley is more like the Mojave Dessert (Van Nuys Okay).
  6. Ed Cesnalis

    Another oil temp question?

    No matter how high my oil temp gets on my climb once I'm level it always settles at 235*F (I always fly WOT). True unless ambient is 70*F or hotter then I even cruise in the yellow but that is rare. All strategies to date have had only limited success and the only one that makes sense now 12 years later is to climb at best rate with reflex flaps looking for < 70 at my cruise altitude, then all is good. I only have to worry about redline / 266*F if I'm climbing away from 100F+ on the ground. Most of my summer climbs top out around 250. In the end I rely on the Rotax recommendation that we not run in the yellow most of the time. Cruise and Descents I do in the green 95% of the time.
  7. Ed Cesnalis

    Humphreys close up for Mike

    @Mike Koerner
  8. Ed Cesnalis

    Another oil temp question?

    The green on my gauge goes to 235 and we all know green supersedes the OM.
  9. Ed Cesnalis

    Fuel starvation

    it wall follow the ball and flow to the engine. again this is a matter of degree. think strait and level slip so we can compare bank angle. The tanks are low and flat so with no slip the last couple gallons wants to distribute evenly and not be collected at the port, at the root where it can do good. A very small bank collects that remaining fuel at the root where a steeper bank provides a faster transfer rate to the other tank. Best course is to use your rudder trim to keep fuel inboard without excessive yaw force. Judge by the resulting level, Dry is bad, wet but low level is best.
  10. Ed Cesnalis

    Another oil temp question?

    I thought about this conversation this morning before sunrise as I took off from Mammoth Yosemite at 7,100 and climbed to 14,000 at 85 to 90kts IAS. I did much of the climb with my oil at 245*. Normal for me. I also thought about Mike as the only cloud in the neighborhood was behind Mt Humphreys
  11. Ed Cesnalis

    Fuel starvation

    You have a remarkable degree of fine adjustment. Once critical you do want to keep that last couple of gallons inboard but don't slip more than necessary. I have used this technique more than once and the fuel gets consumed it doesn't get transferred to the other side.
  12. Ed Cesnalis

    Fuel starvation

    The good advice quoted here should not cause you to reject the technique I laid out for critically low fuel. If you get below legal reserves in your CT you will want to transition for the final few gallons. You will likely never pull your chute but you do want to know how to go about it. You may never get critically low on fuel but then again you might realize a fuel leak or just screw up one time.
  13. Ed Cesnalis

    Fuel starvation

    don't do that. when one tank is empty and the other is low you can easily maintain a slip that favors the fuel inboard. You can turn either way and even fly the pattern like this. The visible fuel becomes the anchor, don't let it disappear. control it with your rudder and control your direction by your balance of rudder and flaperon.