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Doug G.

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About Doug G.

  • Rank
    Master Star Fighter
  • Birthday 11/15/1949

Profile Information

  • Location
    Fargo, ND
  • Interests
    Aviation history through WWII, American history, creative writing, EAA esp. Young Eagles
  • Gender
    Male

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  1. It was a good foundation for me. I had experience with engines and electronics. I had none with the rules and regs of LS or some of the specifics of Rotax and airframe. Having said that I have spent a good deal of time talking with folks on this forum. And lots of calls to FD, Roger, and others with experience. The classes were great but I took more Rotax classes. Joining Rotax Owner was also very helpful. It ain’t easy and there have been times when I would have liked to let someone else do it. But, it is a part of the fun too. If I took it to a local A&P I would have to spend time and/or money getting them to know FD and Rotax. And even then I would wonder if I could trust them. (“I taught him all I know and he still don’t know nuthin’!”) 😎
  2. Does this get you to your repairman Certificate?
  3. Wingtip Repair

    They haven’t offered one for a long time, have they? Doesn’t anyone teach carbon fiber repair except FD?
  4. Wingtip Repair

    I have been trained in and done fiberglass repair. How much different is carbon fiber repair? (Especially for small repairs.) FD requires training for LSRM folks, but no longer provides it. Where can I get the training, if I need it? Thanks
  5. Hobbs vs Tach time

    My Dynon has Hobbs which does not agree with the physical meter.
  6. 2018 CT’s

    It does not mention autopilot, for instance.
  7. 2018 CT’s

    Priced with 7" Dynons not Skyview. I wonder about some of the other options.
  8. I am surprised Bernoulli has not come up. So I guess I just did.😎
  9. Climbing at -6 degrees vs 0 degrees?

    Pages 5-8 through 5-13 in the CTLS POH give roll and takeoff distances for flap settings and weight.
  10. Climbing at -6 degrees vs 0 degrees?

    Yes, lift, drag, speed (or rather thrust), and AOA are all related, but your argument is semantic. You can use the lower drag to create more speed, or more lift, or both. There are, of course catalogs of wing designs that have different L/D ratios that have no relationship to weight at all. In fact the formula for calculating L/D does not involve weight. Once you add relative wind (by whatever method) you generate lift which is not related to weight. Oh, and I did not say lift remained the same at 0° as at -6°. How do you define the chord of a wing. Does it change when the flaps are lowered?
  11. So long Flight Design......

    Don't they raise the CTLS weight to 1450 (or something like that) when you use floats?
  12. Which gas now?

    I remember when Chevy made fun of Ford's "man step." I have used one (on Fords) since 2009. It is extremely handy. I use Tuff Jugs.
  13. Climbing at -6 degrees vs 0 degrees?

    "No, the amount of lift remains equal to the weight of the airplane. Drag changes while lift remains constant resulting in an improved L/D. You can use this additional performance for climb or lower the nose and use it for speed as you already do. We flew home from Camarillo, CA this morning and stayed around ~12,500 for an hour and an hour climbing to and maintaining 10,000. If I used your thinking and did the climbing at zero flaps I would add ten minutes to my flight time." So, when I lower the flaps the lift and drag do not change? That is not consistent with what I have learned either about flying or aerodynamics?? Flaps change the chord of the wing as well as the shape of the airfoil. More flaps = more power to maintain altitude. At -6° my speed increases from 0°. Why would that be?
  14. Climbing at -6 degrees vs 0 degrees?

    Exactly what I did, first, then after going to 0° flaps I re-engaged the ap. I did that because of a long ago comment by someone here who experienced something similar. I went to -6° flaps as I got closer to 7500' where it was considerably cooler. So, 0° with autopilot climbed, with -6° it didn't. I don't know how else to interpret that. -6° gives me more speed in cruise. More speed in those conditions means less drag and therefore less lift, right?
  15. Climbing at -6 degrees vs 0 degrees?

    A couple of years ago I flew over the ND Badlands. I started out at 3500' on what was a 90 + degree day on the ground. I decided to climb to find the "air conditioning." That ended up being 7500'. I used the autopilot to set a climb and was almost immediately hit with the "more elevator" trim signal. I added trim until I began to lose significant airspeed. I then switched to 0 flaps and climbed well eventually leveling off at 7500 and returning to -6 in cooler air. I am sorry I cannot recall either the DA or my rate of climb at the time.
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