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SportFlyer1

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About SportFlyer1

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  • Birthday 11/07/1945

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    Goodyear, AZ
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    Male

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  1. SportFlyer1

    ADS_B

    Sorry to hear about the incompatibility of the beacon designs. The regular uAvionix devices would work fine, but the install isn't as easy as the beacon ones. For my plane I went with the more expensive GTX 335 w/WAAS for the 'out' and the GDL 39 for the 'in' to the 696 (weather and traffic). The 39 will also Bluetooth to a phone or tablet running Garmin Pilot, but I chose not to do that. I use the free Avare app on both my phone and tablet and use their GPS for location display.
  2. SportFlyer1

    ADS-B out 2020 best solution?

    Naturally experimentals do their own installs. Then they document them with the FAA and test fly them per experimental rules. My Garmin SLSA install required a licensed Garmin dealer/installer and an MRA from FD. Cheers...
  3. SportFlyer1

    Yet another WTB CTLS post

    As owner of a CTLS, I would second that writeup by oceanplexian. My empty weight is 792 which yields a useful of 528. It doesn't seem to notice the loading, so whatever you can squeeze into it is ok. My panel is the D100/120 which are fine for flying, but I yearn for Skyviews. The TruTrak AP is driven by the Garmin 696 and it is a real luxury to have. The 696 is a fountain of information that navigated us from Tulsa to Phoenix with no problem. Garmin is a pain to deal with, but I update the maps every other year or so in an effort to economize. I back it up with the Avare phone app and sometimes a tablet.
  4. SportFlyer1

    ADS-B out 2020 best solution?

    Well for efficiency you might consider Dynon's 2020 products which include I think, a uAvionix device, all displayed on the 10 inchers. Another consideration is that the GDL 39 is the only 'in' device that displays on the GPS 696.
  5. SportFlyer1

    How much are you guys spending on ADSB parts?

    Mine just completed was a replacement of the GTX330 with a GTX335 w/WAAS for the 'out' solution and a GDL 39 for the 'in'. The GDL 39 speaks weather and traffic to my GPS 696 and is mounted behind the panel. Was done by Juan Leon at Sonoran Avionics near Roger Lee at KRYN along with my annual. Juan is fast, knowledgeable and reasonably priced. He also handled all the MRA paperwork, since I'm a dunce.
  6. SportFlyer1

    CTLS with Skyview, 696, GTX 330 and SL30 vs GTR225

    That's a big topic. Modifying the Skyview for ADS-B in/out is probably the cheapest. I think the 696 will do GPS approaches to the final approach fix, but I've never tried it. The SL30 will only add VOR capability, so far as I know. The 225 is just a radio, the alternative might be a GTX 335 w/waas for your ADS-B out solution and maybe the Skyview (uAvionix) in solution. Also Skyview can have GPS capability, but I don't know if they do IFR approaches. For my plane with the old D100 EFIS it's going to be GTX 335 for 'out' and GDL 39 for 'in'. Traffic and weather will be on the 696.
  7. SportFlyer1

    Garmin GDL 82 antenna location

    Yep, there it is. They seem to be talking about a top of the airplane install, but it should be the same requirement. I wonder if my XM/GPS on the glare shield actually has one?
  8. SportFlyer1

    Garmin GDL 82 antenna location

    I believe the ground plane is only needed if the antenna transmits, which only GPS antennas don't.
  9. SportFlyer1

    Brakes

    Fly south young man, and let Roger do it! 😃
  10. SportFlyer1

    Wanted to buy CTLS

    One oddity of my training was that nobody was sure where light sport left off and private pilot began. My CFI studied up on it and had a pretty good grasp of the light sport rules. However my DPE was a little less certain. In the end I had about 50 hours (and $10k) when I took the test and outside of night flight, there wasn't much difference with my training and PPL. Also during training I had month long dead spots when the one sport plane they had went into the shop. For PPL we would have just switched to another plane. The Evektor is a fine plane. Each plane has its quirks, my Evektor was a delight in the sky and a witch on the ground, due to very very sensitive nosewheel steering. My plane was pranged twice on the ground during my training (not by me), one was an airline pilot. Also I found it challenging to land because it sat so low to the ground it seemed like my butt would scrape the concrete, and of course rollout was exciting because of the steering and toe brakes. The CT as a high wing mean't that I had to throw out some of my aiming points in the pattern and get used to losing sight of the runway in turns. It sits higher on its gear, which I liked better, but its love of floating made it a challenge to get on the ground. The springs and the autopilot servo load on the controls do take some getting used to, the ailerons are quite stiff on my plane. So each plane has a personality and once you get used to it, it's no longer an issue that's all.
  11. SportFlyer1

    Wanted to buy CTLS

    The typical layout for a 'mature' CTLS is two 7" Dynons with maybe a Garmin 696 or 496 in the center. The AP will be slaved to the GPS and I have found the AP to be a wonderful thing for cross country flying. The difference between the older 7" Dynon and the newer 10" is more than screen size. The 7" which I have will give you all the flight instruments including an artificial horizon. The 10" gives that and includes GPS functions, radio functions, ADS-B and more. The electronic hardware is completely different from the older, so it's an expensive PITA to switch. That said, the 7"ers with the 696 are all a person could ever need for flying and navigation. Planes so equipped are very nicely priced too. I received my sport training in a low wing Evektor, then bought a CTLS. The change was dramatic, the CTLS has required me to be a better pilot, but I came along kicking and screaming. I suggest some CFI time early in your CT career from a person well versed with the CT or light sport in general. I didn't and it took me 30 hours of frustration before I waved the white flag and took a BFR with a CT CFI. Since then its been all fun and no drama, what a difference. Anyhow, enjoy your training and pick any CT you like, they are all fun.
  12. That sounds about right. I think your own E-LSA can be used to receive your flight training, but may not be used to give flight training to others. And while the sport aircraft can tow something, a sport pilot cannot. There are so many don'ts its hard to keep track of em all. For instance, a sport pilot must have at least 3 miles viz no matter what airspace he's in. Which means he cannot request special VFR clearance (1 mile), contrary to what my DPE thought, lol. I see that a private may fly in furtherance of a business or employment, if the flight is only incidental to that business.
  13. Probably a confabulation on my part, and anyway it is never enforced.
  14. No sport pilot (or private I think) can fly in the furtherance of a business. Also I'm not allowed to fly as an airplane salesman, go figure.
  15. You have correctly pointed out the loophole area that would allow IFR flight. My error came from looking at it from my perspective as a sport pilot flying an SLSA. Of course both I and my plane are prohibited from IFR flight and flight in furtherance of a business. So as near as I can tell, you are correct. An interesting side light to all of this are some practical things you might look into. Part 23 IFR aircraft have dual heated pitots and at least one certified GPS like you mentioned above. Also as far as I know, Rotax does not allow flight into IMC with its ULS engine. They make an IFR certified model that of course costs more. I guess it comes down to what you can talk your DAR into when you go experimental. There are several guys here who have done that and can offer good tips on greasing the skids on that. Good luck!
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