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SportFlyer1

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About SportFlyer1

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    Master Crew Member
  • Birthday 11/07/1945

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  • Gender
    Male
  • Location
    Goodyear, AZ

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  1. parking brake issue

    Mine is quite easy to move and I assume I brushed it in flight sometime.
  2. parking brake issue

    I've done that, very embarrassing. I found the brake was half on at landing. I don't know how it got on, I must have brushed it somehow. Now it is on my landing checklist.
  3. Newbie needs advice please

    My CTLS stick forces seem quite high to me, compared to the Evektor Sportstar that I trained on. However I have written it off to the effect of the autopilot servos riding on the control lines in the CT, which the Evektor did not have. Like a lot of guys stepping down from heavier planes, I believe you will find the CT a challenge to land. It has a glider heritage and can float along on almost nothing. The rental Evektor I trained on also was famous for landing incidents with airline pilots at the controls. To be fair, many were caused after (or during) landing due to a too effective nose wheel steering issue which made the plane squirrely on the ground. It's all in what you are used to.
  4. UAvionix install

    Hmm, my head is starting to hurt. Although I just recalled another random regulation tidbit. An E-LSA must be an exact duplicate of an existing S-LSA model. So a company cannot sell an E-LSA kit unless they certified an S-LSA first. The RV-12 is a classic case. The company builds mainly kits and wanted to sell an E-LSA plane, so they grudgingly had to go through the ASTM certification for the RV-12. I believe Dan Johnson does an extensive talk about this in his revue of the Arion Lightning, which is a plane you can buy as S-LSA, E-LSA or EAB ... some fun.
  5. UAvionix install

    I believe you are correct. By doing something that allows your E-LSA to go faster, you create an E-LSA that doesn't conform to light sport limitations and can only be flown by a PPL or better. As I recall, an EAB must meet the 51% owner build rule, and of course the E-LSA doesn't. But we throw the 'experimental' umbrella over both of them. As a light sport pilot, I can only fly planes that conform to light sport limitations, no matter what the category. I must confess to contributing to wandering off the original (and interesting) uAvionix install topic.... sorry about that.
  6. UAvionix install

    If I take my E-LSA and add retractable gear and a spiffy new constant speed prop, is it now an EAB?
  7. UAvionix install

    This is fun, I've been wondering about the depth some guys are into the repair or modification of their aircraft. For my plane (CTLS S-LSA), the only person who changes anything on it is Roger Lee. If I recall my light sport knowledge test, the owner can change the oil, coolant; replace burnt out lights and grease the wheel bearings. Most everything else is done by an LSRM or better. And of course changing the configuration of the plane by adding or removing equipment would need the blessing of FD, at least that's my understanding of it. This kind of gets back to why FD thinks they can tell you how much air pressure you can put in your tires and which version of Skyview software you can load. Ever wonder why that clunky compass is stuck in the middle of your windshield? That's because its on the MEL per FD in accordance with ASTM I guess. I think the same is true of the backup airspeed and altimeter. Also I believe Skyview backs up these instruments with the other screen. The D100/120's don't have that backup, I'm guessing again. Lots of guesses there, let me know what ya'll think.
  8. Garmin/Trutrak digiflight IIvs question/problem

    The 696 pumps out 9600 baud, but I'm guessing a 296 would only do 4800.
  9. Low Cost ADS/B solutions

    Yes, it appears to be software selectable at setup. If selected, it will put out a random ID for the aircraft if the squawk is set to 1200. If not VFR, or if a flight plan is filed (!), it puts out real ID. If you're not confused enough, go to their website and read the installation/user manual under 'support'. Cheers!
  10. ICON Fatal Accident

    It seems to go with the amphibian territory. SeaRey owner videos often feature some dicey low level flying. On the positive side, when over water its the same as us being over a runway. On the bad side, it is the reason that amphib's have a high accident rate. All that low level flying is very demanding and a moment's lapse of attention can put you in the drink. But I too really don't like the manufacturer promoting risky behavior, that will bite his customers in the end and put us all in a bad light.
  11. Low Cost ADS/B solutions

    You are fortunate, you can't throw a cat around here without hitting class B, C or D airspace, lol. (No cats were injured in this posting.)
  12. Low Cost ADS/B solutions

    Got it, I'm still shopping. I'd also like to hear from Roger and Sonoran Avionics about what they think (and are willing to do). If it doesn't get too rich, I might try for a Dynon Skyview system of some kind. Thanks for the info.
  13. Low Cost ADS/B solutions

    Sounds good, thanks.
  14. Low Cost ADS/B solutions

    My understanding was that the Navworx, et al used my old transponder in the 'remote' mode as a control head, and got their info via RS-232 from the transponders that support it. If you have an old mode C with no RS-232 output, then in Navorx case they picked it off the antenna coax with the 'Transmon' RF detector. That would be similar to the Echo that apparently is receiving it (1090), digitizing it and rebroadcasting it (978). So I guess it all works out either way. I guess this gets down to what FD will allow me to do. Is there a list of LOA's on this out there?
  15. Low Cost ADS/B solutions

    The GDL 39 or 39R looks to be the ticket for ADS-B in, thanks for that tip. And for 'out' , the Echo/SkyFYX combo looks like the cost winner, with the Garmin GTX335 WAAS coming in second. uAvionix is a little vague how the Echo function works. I'm assuming its a broadcast version of the 'Transmon' system that Navworx uses to hear the mode C (ID, squawk, Alt,etc) from the legacy transponder, glue on the additional ADS-B data and transmit that out the UAT antenna. Do I have that right? Garmin must have some idea of the value or the GDL 39R as an 'in' solution for the 696, because they raised the price $200 for the identical remote mount device. I think I'm seeing some people simply using the portable one in a semi permanent mounting. I love Garmin...
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