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S3flyer

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About S3flyer

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    Pilot Member
  • Birthday July 1

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  • Location
    Dallas, TX
  • Gender
    Male

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  1. Had this happen in Brownwood, TX which has long and wide asphalt runway in central Texas with a large tarmac around the FBO. Landed with temp at 105F and taxied to the ramp. Got out and the tarmac felt squishy as we walked to the FBO. We had a quick lunch and when we came out my Bellanca had depressed the asphalt a 1/2 inch or so. I felt like I was leaving tracks all they way from taxi through rotation.
  2. I can't comment on the long-term structural effects of the sun on composites -- that's a question you should ask FD. I once saw a SoCal-based StingSport (carbon fiber low wing) in for maintenance that was tied down outside for around 8 years. Paint no longer had the sheen (of my hangered Sting S3) and the plastic covers over the exterior lights was opaque. The covers had to be replaced to remain airworthy but was not a big cost. The mechanic did not seem overly concerned on the structural wear-n-tear, though. YMMV. As to putting covers on/off in the heat of summer. I had a Cherokee 180 tied down outside in Houston for several years and never thought about it being a bother.
  3. S3flyer

    Another oil temp question?

    I must be missing something. I get that coolant temp and oil temp are related -- after all we're talking about temperature readings on the same physical engine albeit in different locations and different engine systems. But oil (Shell Sport plus 4) is not going to vaporize at 248F since it's flash point is ~440 F (The Aeroshell Book, Edition 19) so I can't see how 50/50 coolant boiling point matters to the max oil temperature, even though the CHT will definitely impact oil temp. I would think that the allowable maximums of the two engine systems would be independent. The 'Rotax Fluids' SB has a note that engine oil temps should be at 250 or below for MOST of the flight. This implies that exceeding 250 oil temp but below 266 would be acceptable for short period -- like climb. Also, the latest Operator's Manual (November 2016), Section 2.2 Operating Limits 912 S/ULS clearly states the oil max temperature is 266F and coolant max is 248F. Section 2.1 is for the 912 UL.
  4. S3flyer

    Garmin 797 Update

    Yeah -- around 4 years ago Garmin came up with relatively reasonable pricing for database bundles on the Aera line. The 2,3,4 hundred series were not included for some reason.
  5. S3flyer

    Garmin 797 Update

    Nope. Literally just bought the US Bundle annual subscription which includes Nav, Flite Charts, obstacle, terrain, IFR/VFR charts, Safe Taxi, AFD and AOPA.
  6. S3flyer

    Garmin 797 Update

    795/6 are Bluetooth with no Wifi. You need a hardwire USB connection to a PC to update. US database bundle is $150/year.
  7. S3flyer

    11th Annual CT/LSA Fly-in, Page AZ Oct 17-21

    Thanks. It looks like the flights are approximately 2hrs with some having a breakfast stop so does that mean afternoons are generally open?
  8. S3flyer

    11th Annual CT/LSA Fly-in, Page AZ Oct 17-21

    Quick Q -- my wife will be unable to join me on the flight there but may be able to take a commercial flight to either Vegas or Phoenix, arriving late morning on Friday. What is the tentative agenda on the Friday? Trying to figure out if I can do the planned event flight for the day and fly down (and back) to pick up my wife.
  9. S3flyer

    100LL questions

    Technically 25 hrs for leaded use and 50 hrs for unleaded are the recommended oil change intervals as per the Rotax SI. The required intervals are 50/100 hrs.
  10. S3flyer

    UAvionix install

    I like the idea of reducing the number of 'boxes' -- the ESX allows me to remove my ADSB-in, ADSB-out and, of course, out the transponder. I would need to exchange my Garmin 795 with an iFly 740b. Should be a wash cost wise on this swap ($950 on the open market for the 750 to offset the cost of the 740b+install). I do have some concern on long-term viability of uAvionix versus Garmin. Something to throw into the decision matrix. Conservative choice would be to just put in a GDL-82 and keep everything else the same.
  11. S3flyer

    UAvionix install

    Any idea on the list price?
  12. S3flyer

    IFly 740b installed

    Is that an Airgizmos Ifly 720 panel mount?
  13. S3flyer

    UAvionix install

    Andy, this is way too complex -- I plan on just programming in your N-number so I'll be golden as I bust through Class B's across the country
  14. S3flyer

    UAvionix install

    Nope. The ADS-B data packet is very well defined and has only one location for the address. This can be easily checked by reading the packet itself with any number of nearly freely available receivers and you can also build one yourself (https://flightaware.com/adsb/piaware/build). I can also point you to software libraries that decode the message. ADS-B is in the clear so there is no current way to hide another address. Google RTCA DO-260B for details of the data packet. This does not mean that ATC cannot track you. They can simply follow the random N-number back until they land and ask someone at the airport the real N-number. Probably easy to do at a towered airport. Probably not so easy at a non-towered.
  15. S3flyer

    UAvionix install

    Your controller friends are wrong on anonymous mode. FAR 91.227 allows 978 UAT ADS-B Out equipment to transmit a self-assigned (randomized) 24-bit address and no call sign. This is from the FAA's FAQ: Additionally, GA operators that employ UAT transceivers have the option in VFR operations, when they are squawking 1200 and flying below FL180, to select "anonymous mode", which enables the transceiver to broadcast a randomized flight ID and pseudo-ICAO address. The transceiver reverts back automatically to the assigned ICAO address and default flight ID when the beacon code is changed from 1200.
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