Jump to content
2018 Page Fly-in Cancelled! Read more... ×


  • Content count

  • Joined

  • Last visited

  • Days Won


About EFB

  • Rank
    Jr. Crew Member

Profile Information

  • Location
    West Hartford, CT
  • Interests
    Flying, technology, engineering, learning
  • Gender

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. 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.
  2. EFB

    market analysis

    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.
  3. EFB


    Section 3.4.3 not w.4.3. Need more coffee...
  4. 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.
  5. 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.
  6. EFB

    Humphreys close up for Mike

    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.
  7. EFB

    Pattern speeds/power settings

    Guys - thank you. Some good things to think about. I will be practicing tomorrow, weather permitting. Thanks again.
  8. EFB

    Pattern speeds/power settings

    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!
  9. EFB

    Pattern speeds/power settings

    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.
  10. EFB

    Pattern speeds/power settings

    My apologies, I entered this video in a new thread, after it was entered here. Sorry for the confusion.
  11. Someone sent me this, I found it very interesting. I would love to read comments and thoughts on this from those people on this forum who know more than I do (which means all of you; I don’t know much yet). Best wishes to all.
  12. On the CTLS the jack is a 3.5 mm. I took a picture yesterday, will hopefully attach it to this response. This works well for broadcasting music from my iPad through the intercom, with the added benefit of ForeFlight talking through the intercom also (ForeFlight tells me some useful things, like “entering runway 20, ...” that can aid in situational awareness. I actually have purchased a different receiver that might work better than the one shown, because it will allow me to pause the music, skip to the next song, etc, with buttons. But I have not tested that one yet. That one is here: http://a.co/gdy69RH http://a.co/gdy69RH
  13. Odowneyeng, questions for you: I am under the impression that there are no ADs for the Flight Design CTLS, so checking compliance with them should be really easy. Am I correct? (Honest question, I am looking to learn here.) I was told that the FAA can issue ADs for light sport aircraft, but they generally do not, unless it is an extremely unusual situation and they don't trust the manufacturer to issue safety directives (SDs) and service bulletins (SBs). Are there any component ADs for the CTLS? I guess that might depend on what you have installed? Do you know how I would find that out? By the way, I don't understand your points (1) and (2). Many people take on potential liability for many things, for instance, surgeons. It seems like you would get the right insurance and charge enough of a premium to pay for that insurance, and move forward, if you were actually in the business of conducting check rides. SlingPilot: I understand your point but I think I want to avoid interacting with the FAA any more than is legally required...
  14. Tom, this was exactly the original plan (have instructor fly with DPE, offer to pay for DPEs extra time associated with this). Maybe due to too few DPEs in my FSDO, neither of the 2 DPEs my flight school deals with were interested in doing this. They were too busy with other things to consider it within the next 2 months, at least. Maybe my flight school needs to cultivate better relationships with DPEs, or maybe it needs to start looking outside to other FSDOs? I don’t know. At any rate, my problem is now solved as I talked to John Gary in Maine at KSFM yesterday, and I am scheduled for Sept. 1, weather permitting of course. Hopefully I pass! Thank you to everyone who commented. Best wishes to all and happy flying!
  15. SlingPilot: I think there are few DPEs in my FSDO to begin with (Windsor Locks FSDO) and most (all?) DPEs are not going to give a checkride in a plane they don’t have experience flying. And I guess most DPEs have not flown the CTLS. I am no expert here but I guess this is the issue. What does “OP” stand for in your comment? I am curious.