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garrettgee2001

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About garrettgee2001

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    Jr. Crew Member

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  • Location
    Mississippi
  • Interests
    Aviation (obviously)
    Flight Instructing
    Computers/Programming/Electronics Tinkering
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    Male

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  1. Same. I can say (rather sheepishly) that I have handled some forecasted but conveniently arrived earlier than forecasted wind shear in a CTLS. Was a 40 degree crosswind at 12 gusting to 28. It took a lot of control input/movement in all four (pitch, roll, yaw, throttle) axes (a go-around and several explicatives were also needed). The CTLS and the Rotax performed like a champ, and easily and happily climbed out without any hesitation. I would like to not do that again, but I am confident that if I found myself in that scenario, the CTLS could handle it. As others have said, it takes serious "stick and rudder" (literal) skills to handle. Flap settings can also have an impact in gusting/windy conditions. Personally, I really have to start "working it" when the crosswinds get above 10 knots, or when the gust factor is 6 knots and above. Anything below that with a sunny day, and I am happy.
  2. I do agree that over insuring can be bad, but so can under-insuring. The biggest thing my insurance agent told me is for the love of all things aviation, make sure you insure for what the airplane is worth... Loaded statement, I know. He told me to re-evaluate the value and coverage each year when the renewal comes in. If you did avionics upgrade, it may increase the value, but then again, you may not want to increase the insured value, because as you said, you could potentially find yourself in a situation where the insurance company chooses not to total the aircraft, but rather repair it. Each time my renewal comes due, I plan on talking with my agent to update the coverage. When I purchased the aircraft, we chose to insure it for the purchase value. Next year, I may decrease the insurance coverage depending on the hours flown, depreciation, etc. Can be a fine balancing act. But I may be over complicating it a bit as well, as I have a tendency to do that some times.
  3. It is, let me know if you need/want any additional information.
  4. The 2S does receive on both frequencies, meaning it can get ADS-B traffic, as well as UAT traffic and weather. There is no wiring involved, and I have not used an external antenna, and have never had any issues with it. I don't know how long the battery life is, but I have gone on a 4 hour flight with it, and the battery was still around 20%. It can charge and be used at the same time, so if you have a charge port (USB), it can charge while being used. I have never had reception issues using the window mount. The closest ADS-B tower is about 40 miles from me, and I typically start receiving weather from it at around 1500 feet using the window mount in a 172 and a Diamond DA42. Here is a link to the specs. https://appareo.com/store/product/stratus-2s-refurbished/
  5. I have a stratus 2S for sale if anyone is interested. It works well, and has some cosmetic wear and tear, but functions well. Comes with original case, charger, cable, and window suction mount. Asking $250 for it, plus shipping. I think I still have the original box as well. Offering it here for $50 less than what I want for it, before I offer it on facebook or ebay. PM me if interested or if you have any questions. Update: Sold
  6. I have the LED landing light installed on my CTLS, and can confirm it does well at night. Have Done about 25 night landings with it and haven’t been disappointed. Made one landing with the the runway lights inop, and had no real issues.
  7. EFB, while the lease has already been signed, if the airport has taken any federal dollars in the past (I don't know how many years back) the airport administration can not (usually) prevent you from bringing in and using your own fuel. They can prevent you from storing that fuel in the hangar (my lease specifically addresses this), but the airport authority can not prevent you from fueling your own plane with your own fuel as long as reasonable precautions are taken. This talks a little about it. https://www.faa.gov/airports/resources/publications/orders/compliance_5190_6/media/5190_6b_chap11.pdf
  8. I guess I am the outlier. I do filter my Auto Gas. I bring in fuel in 5 gallon cans, and pour them into a gas buddy (25 gallon fuel container) that I have modified to pump fuel using compressed air. I run it through an inline fuel/water separator and filter. It is probably way overkill, but it does put my mind at ease.
  9. My WAAS GPS antenna was installed (and linked to a 335) on the top of the cabin area, just forward and inboard of the left hand flap. I’ll try to remember to grab a couple pictures next time I am at the hangar. I wasn’t the one who got the MRO (previous owner did this), but wouldn’t that be addressed in the MRO? Or are you experimental?
  10. I got a response from my PMI today to "officially" start the process. Step 1 is pretty easy. It starts with filling out FAA Form 8130-6, Application for U.S. Airworthiness Certificate. Under section 1, fill out the aircraft information. Under Section 2 Certification Requested, mark Experimental, mark Operating Light Sport, "Operating light-sport previously issued special light-sport category airworthiness certificate under § 21.190" (if applicable). Under Section 3, Owner Information, fill out name and address of the registered owner, and then AIRCRAFT OPERATION AND MAINTENANCE RECORDS, and then sign under part D of that section. Nothing in Sections 4-8 needs to be filled out at this time. To sum it up, Sections 1-3 need to be filled out as necessary. The next steps will include inspection of paperwork, possibly an aircraft inspection by the FSO, and going through operating limitations. I will probably eventually edit my first post with some step by step and helpful information once the process is completed. The FAA is also going to want to see much of the original certification documentation, so I have also gone ahead and requested a copy of all the records for my aircraft from the FAA aircraft certification branch (costs $10 if you get a CD rather than have them mail it, which costs 10 cents per page). Thanks for the help from everyone so far. Question: Does anyone have any reference or guidance on developing operating limitations? (I have been looking in FAA Order 8130 and it has some good examples, but I am looking for how the FAA would like to see this stuff formatted or laid out.)
  11. I too have had good luck with Composiclean Products. I primarily use their bucket wash and spray wax with good results. It is pH neutral, which is (typically) a must for composite aircraft.
  12. I have a 2010 CTLS that does this as well. I tend to agree that it has something to do with the calipers, as even the slightest amount of brake pressure seems to stop the noise. I don’t really notice it during the taxi out, but definitely after landing. I am not being helpful, but you are not the only one experiencing this.
  13. Thanks everyone and sorry for going NORDO, been a busy work week. Still waiting to hear something from the PMI. Once I do, I will update on the status.
  14. I have finally made the decision to go experimental. I was down at the local Flight Standards Office (FSO) the other day on some work related stuff, and asked our Principal Maintenance Inspector (PMI) to look into what it would take to go experimental. He got back to me today, and said that it should not be extremely difficult. We talked about changing placards from light sport to experimental, operating limitations, and several other things. He is going to get me a full summary in an email in the next couple of days. He was saying the local FSO has not really done much with LSAs (apparently, they are not super popular around here), so it will be a good experience for them as well. Anyway, I would like to get suggestions from anyone who has gone E-LSA. I have seen some posts about getting records from Oklahoma City and some other things I can't remember right off hand (I will pull all of the stuff I can from previous posts). Additionally, if anyone is interested, I would be willing to "document" what I can about the process. I haven't talked to the PMI yet, but I don't know that I will be using a DAR for this. It will probably take a little longer, but I am not in any huge rush. My biggest concern is getting the operation limitations in the right format. Any suggestions? Let me know if anyone wants this process to be documented, and I will do the best I can to document the process on here.
  15. Can't say that I have been a long time owner (6 months), but I am more than open to helping if I can. I have put about 50 hours on my airplane, of which 40 hours of it was XC. Just PM me if you don't hear from anyone else. I may not be a huge wealth of information, but I will be more than happy to help in any way I can.
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