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Ed Cesnalis

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About Ed Cesnalis

  • Rank
    Master Star Fighter
  • Birthday 04/09/1953

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    Mammoth Lakes - California
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  1. The full span trim tab is on the new tail.
  2. Sounds like the early model from the shape of the mushroom. Another difference might be the lack of 3-axis trim
  3. Ed Cesnalis

    No Cabin Heat-SOLVED!

    I have been flying the Sierra in winter in Tshirts since my Rotax 503 powered Ultra Light like design in the 1990s. It works well if you have the plumbing hooked up right and enough air leaks plugged.
  4. Ed Cesnalis

    500fpm, 60 knots, 15 degrees flaps

    sure extending your downwind is a good reason to delay 30*
  5. Ed Cesnalis

    500fpm, 60 knots, 15 degrees flaps

    The approach trim difference came from before your spring removal. That said, in a CTSW there is a pretty big trim change from 15 to 30 so I can't see how you can be pretty neutral. For me to trim for 55kts and 30 its a big pitch change and a big trim change. The speed warning I'm referring to is that when slipping you need back pressure. On final at 30 and idle when I slip it takes a lot of forward stick. 30* from downwind simplifies things, one pitch change, one trim change, hands off all the way in. To insure you make the runway just adjust your pattern size like you would in any landing configuration in any plane. Flaps don't make you come up short, that's judgement.
  6. Ed Cesnalis

    500fpm, 60 knots, 15 degrees flaps

    Like on approach I'm all about forward stick and Andy is back. Same on slips I use a lot of stick both flaperon and forward stab. I don't have the speed control warning that Andy does. I like my forward pressure better because my controls aren't positioned like I want to snap roll. Other than snap rolls I see slips as spin protection and skids as asking for it. Passengers aren't used to slips so flaps are the better choice. You do need one or the other, or to modify your approach (my flaps where stuck at -12 for 4 months) or you have the getting/slowing down issue. The other approach that I used when stuck at neg 12 is to simply fly for the numbers with cruise speed, allowing for some float and simply retarding the throttle to slow down to landing speed. I'm talking about pointing the nose down to descend and not worrying about speed till I'm at the runway. In the end, no matter what your config / approach if you can't get down, just put the nose down and get down first and slow down 2nd.
  7. Ed Cesnalis

    500fpm, 60 knots, 15 degrees flaps

    Thanks, CT flaps do work nicely in the right speed range and not so much at the slow end. An easy way to make it work is to fly it as a 'pitch attitude' airplane. Include an exaggerated nose down pitch change when going to 30 degrees to get it right.
  8. Ed Cesnalis

    500fpm, 60 knots, 15 degrees flaps

    I don't think most here are used to thinking 'bottom of the power curve'. Would that be same as Vmd? Perhaps you could explain it and how its used?
  9. Ed Cesnalis

    500fpm, 60 knots, 15 degrees flaps

    well sure but its still easy. getting gusted with 2 or 3 wheels on the runway and flying speed is not easy.
  10. Ed Cesnalis

    500fpm, 60 knots, 15 degrees flaps

    I keep it simple. A beam the numbers I chop the power and deploy 15 degrees, just wait 3 seconds for 62kts and then 30 degrees. At this point I trim for 55kts and fly 55kts on downwind, base and final. The whole thing is basicly hands off relying on pitch trim. 500' AGL is nice for turning final and lower can work well to especially on a tight pattern. wind gusts are the reason I want 30degrees. If I land with 30 I tend to land and 39kts but If I land with 15 I tend to land faster even much faster. The gusts are not a problem in the air because the Rotax responds in an instant. Where I don't want to be is with my mains on the runway faster then 39kts where I have no answer to the wind gust.
  11. Ed Cesnalis

    500fpm, 60 knots, 15 degrees flaps

    My opinion is that a CT is so very lightly wing loaded that I am better off flying to the numbers with small but continuous adjustments to keep my speed, course, heading and attitude as desired. The idea that I can set up a 500fpm stabilized approach right into the final stages of the landing is often spoiled by sink, or shear and adjustments are needed mostly because I'm so light and somewhat slippery. I just don't have the drag profile to be that stable and instead keep flying it all the way to the chalks. After 12 years of flying my CT I have never gone to predetermined settings for approach and landing instead I adjust till my target is where it belongs. I do like 500fpm for my initial descents
  12. Ed Cesnalis

    500fpm, 60 knots, 15 degrees flaps

    I'm with Andy far shorter finals, 1/4 to 1/2 mile instead of 1 mile. Steeper is best with obstacles. One mile feels silly in a CT to me. If you use flaps (30) idle power setting and full rudder deflection to fly the whole approach as short and steep as possible you can turn for the numbers from abeam the numbers. Slipping a 180 to the numbers gets the final leg's length down to zero. A CT can come down super steep and if just idle and flaps its still very steep. You are stuck up there cause of the 60kts and 15 degrees.
  13. Ed Cesnalis

    Unequal fuel usage

    Fuel flowing towards the engine relies on gravity alone. Returning fuel to a tank due to an imbalance requires a siphon. This does not explain exhausting one tank before beginning to use the other.
  14. Ed Cesnalis

    500fpm, 60 knots, 15 degrees flaps

    This says you are arriving at too fast a speed. Solo I'm in the high 40's up to 55kts, (30 degrees) 60 is on the fast side. Try forgetting the numbers and instead on approach nudge your throttle to keep your aiming point at the same spot while your speed is trimmed for 55kts. If your off won't be by much.
  15. Ed Cesnalis

    Both tanks (sight tubes) dry - 12 miles from field

    payoff is skill development and skill maintenance. If I tell you about coming home in the Europa which is an armature built motor glider but in this case with short wings and a performance envelope roughly like a CT and high speed gliding with motor off for the last 100 miles it somehow seems reasonable. I often come home with a lot of altitude to loose so I can test my skills with minimized risk. I have a couple of emergency landings in my past and like the ability to deadstick without a lot of stress because I'm current.