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About EFB

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    Jr. Crew Member

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  • Location
    West Hartford, CT
  • Interests
    Flying, technology, engineering, learning
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  1. I usually use 100 LL. I have not used any additives. Maybe I should look into that and start? Recently I found an airport in the area - KGBR, Great Barrington, Massachusetts - that sells 94 octane MoGas. I filled up on Saturday there for $5 per gallon. Also one could use this site to find other places: http://www.flyunleaded.com/mapusairports.html I'd probably use auto-gas from a regular gas station but I am not supposed to per the terms of the hangar I am using, so I don't.
  2. Tom Baker - thank you. I explained this to VIP Avionics. They don't want to figure anything out. They are not willing to start the process; they don't want to propose a solution. I was shocked but they want a written procedure telling them what to install, where to install it, how to configure it, etc. before even thinking about this. Basically no 'figuring out' on their part. I guess that is how they do it on certificated aircraft, and they don't seem interested in changing their approach. So I want to find someone else to do this work. But when I do, I will use the form you provided. By the way, it looks absurdly cold at KOLY today. Stay warm! LS Bruce - thank you. I will check that out and also talk to Flight Design at some point. I am guessing that since that document is from 2016, there might be a better solution available right now. But I am wrong a lot, so who knows... 🙂 Thank you again.
  3. I am trying to figure out what to do with respect to ADS-B Out and this post has been quite helpful for me. Thank you to both JBoyd and Flying Bozo. The pictures are particularly appreciated. I have some questions... The FAA says "Owners of standard light sport aircraft (LSA) do not need to use certified equipment, but any alteration to install ADS-Bmust be authorized by the aircraft manufacturer or a person authorized by the FAA (see AC 90-114A). LSA owners may alter their aircraft if they change their airworthiness certificate to an experimental certificate." https://www.faa.gov/nextgen/equipadsb/resources/faq/ I have a Mode S transponder (Garmin GTX 330). Flight Design / Tom P. recommended the GDL-82 (~ $1,800) but I read that does not work with a Mode S transponder. I could update the GTX 330 to extended squitter mode for ~ $1,600 but I guess I still need an approved WAAS GPS source (I am assuming the Garmin 696 in my plane does not qualify as a WAAS source but I am not sure about that.). Anyway, I contacted my local avionics shop (VIP Avionics at KHFD) for a recommendation and a proposal and, after a week+, I got this useless answer: "Alterations to a light sport must be approved by the manufacturer. If Flight Design can provide ‘approved’ data for an ADS-B solution, VIP would consider moving forward with the project. I recommend that as a first step you pursue the topic with them." I talked to VIP on the phone and basically they are looking for a written procedure telling them step by step what equipment to install, how to install it, how to configure it, etc. They don't seem to be able to propose a solution, so I will try to avoid using them if at all possible. So, basically I am at square 1 again. I just started reading about uAvionix's tailBeacon and echoUAT/SkyFYX. So, questions: Are you experimental or SLA? Did you guys get Flight Design to authorize whatever you did? Did you need to get this in advance or is after-the-fact OK? Who did the work? Does Flight Design have an approved, standardized, approach for ADS-B compliance that is documented? JBoyd, how can I get one of these "Polycarbonate templates" you mentioned? I have a CTLS but I assume the CTLS and CTSW have the same need. By the way, does your tailBeacon work? Also, sorry to hear about your father. I hope all is well there.
  4. Working link (I hope): http://a.co/d/cAGeetL - self-sticking half inch wide foam
  5. I was going to ask the folks here about heated vests for cold weather, such as this one: http://a.co/d/7lkhfeJ I was wondering if anyone had a recommendation along these lines, or could recommend a product that might be better than the one I linked. But a quick search of the site brought me to this thread, which makes me believe I should look at my heater's performance more carefully. Last year it was 'effing cold, especially when the sun was not shining. I am going to look more carefully and see if there is something that needs to be adjusted to make the heater work better. Regarding the 'self-sticking half inch wide foam': is a product similar to this (http://a.co/d/dOOhjxx) the right thing? Thank you to all of you folks who share your knowledge on this site!
  6. I looked at the system diagram in the POH, section 7.10. I concluded that the laws of physics are actually being violated in your hangar. Perhaps there is some sort of local gravitational anomaly? That is my primary thought. My only other thought is that maybe the flapper valves are preventing back flow of fuel into the main part of the tank, where you measure the fuel (the part of the tank under the valve cap). The POH says, "Fuel flows via a flapper valve into the inner section of the fuel tank inboard of the anti-sloshing rib. The flapper does not completely seal the inner tank. It does, however, greatly restrict the return flow of fuel into the outer chamber when one wing is low (sideslip)." Two possibilities here: (1) the flapper is sort of stuck and actually is sealing the outer tank against backflow from the inner tank, and thereby allows the air to get pressurized and prevents the fuel from flowing into the inner tank. Or, (2) some fuel is returning into the inner tank, but not getting over the flapper valve and therefore is not showing up when you dip the stick into the outer tank. But, after carefully considering the various possibilities, I am going with local gravitational anomaly. See if there is some part of the hangar where you can get other weird things to happen. For instance, maybe you can get paper clips or other small objects to float in that hangar? That would be would be cool.
  7. Yes, SlingPilot, thank you for asking. I flew with John Gary out of KSFM on Sept. 1. I thought I flew extremely poorly as I was too nervous. But somehow I passed, for which I am truly grateful. So I do have my private pilot certificate in hand now. In fact, the official one arrived in the mail this week.
  8. At least for private pilot, I can confirm that the ACS does not require a person to demonstrate any “Skills” for Night Operations. However, you could be asked to demonstrate proficiency of the “Knowledge” and “Risk Management” elements of the Night Operations section - in other words you might be asked questions that you need to answer correctly. And you need to have the required training in order to take the practical test in the first place.
  9. EFB


    Section 3.4.3 not w.4.3. Need more coffee...
  10. EFB


    My POH (section w.4.3) says emergency descents are best done using a slip “side slip with left wing forward / low, full right rudder, aileron left as needed to control flight path”. That is not a typical method, as according to my instructor he had never seen that recommended before. But we practiced it and it was pretty awesome. I don’t remember exactly, but I think we got almost 2,000 ft/min descent rates while keeping the airspeed at approx. 95 knots.
  11. I came across this on AOPAs site: Interesting times. I took a quick look at Cirrus's website and noticed that their SR22T is 3,600 pounds at max gross weight. I guess the speed of that aircraft exceeds 150 mph. Anyway, between Basic Med, changes to the LSA category, the part 23 re-write, and progress in autonomy, things are changing rapidly ('rapidly' being a relative term here). I am not sure what direction these changes will take, but I am interested to watch and find out. Side note: here is a website (https://xwing.com) that talks about a possible future of aviation that is interesting to consider. I guess most pilots would agree that self-flying planes should be easier to achieve than self-driving cars. I would say that developing self-flying planes could be developed with existing technologies. The challenges are (a) regulatory, and (b) economic. Anyway, I am interested to read people's thoughts on how different rules would affect the state of aviation for those of us in light sport. Also, does anyone have any idea how long it takes to go from proposed rulemaking to actual rules? I don't have a clue.
  12. Ed Cesnalis: I really enjoy looking at your photos. Thank you for posting them! I am amazed, impressed, and appreciative. I hope, someday, to take a photo 10% as awesome as the ones you post. Happy Labor Day to all.
  13. Guys - thank you. Some good things to think about. I will be practicing tomorrow, weather permitting. Thanks again.
  14. Ed Cesnalis said “... Most accurate is to aim short and use just enough throttle to make the runway.“ Thank you. I shall try that. It had occurred to me but I have not practiced it enough. But, still, even while doing this the airplane is at some speed during final approach at 30 or 35 degree flaps. What speed do people recommend to minimize float? Thanks in advance to everyone for the advice!
  15. I have a question for the experienced folks: I am hoping to take my checkride on Sept. 1 in a CTLS. I am worried about landing on or within 400 feet of a target (but not before that point) on normal landings and within 200 feet on short field landings. This is the standard I am supposed to hit. I find I often float too far to achieve that. I’ve been trying various things per the POH - flaps 30 degrees, airspeed on final ~53 knots, engine power idle last half of the final (say from 200’ altitude till runway). When I am flying by myself (say 180 pounds less than max weight) this seems to result in a lot of float. Even with my instructor in the plane (i.e. - I am at 1,320 pounds, +0/-50), it seems like too much float for the normal landing requirement. (Of course the plane still lands fine, just not necessarily predictable enough on the touchdown point to hit the standard on the test.) For short field landings, the requirement is “within 200 feet beyond or on the specified point,...” My CTLS actually has flap settings of 30 & 35 degrees, by the way. I am thinking of trying 35 degree flaps, and an airspeed of 48 knots on final for the “normal” landing, and perhaps 45 knots on the “short field” landing. Although 45 knots is getting a bit close to the stall speed; not much room for error. This at max weight (i.e. - during test). Later today I may experiment with these speeds, minus about 2 or 3 knots, by myself (say 180 pounds less than max weight). So, the question is: does anyone have advice? Specifically, at either 30 or 35 degrees of flaps, what airspeeds and power settings on short final at max gross weight do you recommend to achieve the standards? Or any other advice? Thank you in advance and best wishes to all.
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