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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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7,515 profile views
  1. GRS Parachute Failure

    I don't think the size matters vs the descent rate. I did a little digging and the LSA chute data is: GRS - canopy area: 115 sq meters, descent rate 23.5 ft/sec (http://www.galaxysky.cz/technical-data-s26-en) BRS - canopy area: 109 sq meters, descent rate 21-25 ft/sec (https://cafe.foundation/v2/pdf_tech/Vehicle.Parachutes/BRS-6_General_Installation_Guide.pdf)
  2. GRS Parachute Failure

    FYI -- there have been several successful GRS deployments with one rather impressive one caught on video at a low altitude: Sportpilottalk has a couple more. Google Pipstrel GRS deployment for more. I'm guessing the quote in the article meant to state that the chute deployment referenced was the first failure.
  3. GRS Parachute Failure

    I would call this a GRS installation failure versus a chute failure. The chute failed to fully inflate when the "single front attachment point detached". Could be the attachment point was at fault. Current requirements are for two attachment points.
  4. NavWorx Inc. Penalty

    Makes sense. thanks. The echo UAT looks very interesting. In my case, it could replace my GDL-39 3D and first generation Skyguard (non-upgraded by current 2020 requirements) provided they get a deal with Garmin to talk to my 795. $1400 is a pretty compelling price point. I was leaning towards the GDL-82 ($1500) for ADS-B out and keeping the GDL-39 but would like to reduce the number of boxes in my plane. Of course, the ideal solution (IMHO) is simply replacing my GTX-327 with a GTX-345 so I have one box to handle everything. $5000 is a bit steep for elegance, though.
  5. NavWorx Inc. Penalty

    Huh? The Sky Beacon is an ADS-B Out unit so there's no ADS-B In data to share. Of course, they could be planning an In/Out unit. I also think this might be problematic as it looks like the current unit is Wifi only which would rule out connection to the 69x/79x series but certainly could work with the IOS and Android apps. The 79x does Bluetooth while the 69x is hardwire-only, I think.
  6. NavWorx Inc. Penalty

    Actually, the SIL value must be '3' to be compliant with the 2020 mandate. '3' means that the GNSS position source is compliant with the applicable TSO. The SIL value represents the probability of the reported horizontal position exceeding the radius of containment defined by the NIC: 1) ≤ 1x10-3 Per Hour 2) ≤ 1x10-5 Per Hour 3) ≤ 1x10-7 Per Hour The NIC must be greater than or equal to '7' which means the radius of containment must be less than 370.4 meters. A SIL > 0 will 'wake up' the ground stations and you'll receive traffic. All the gory details are contained in AC20-165B.
  7. Oil Leak

    As I expected, the fix was quite simple while the cause was a bit interesting. The magnetic plug was checked during my last oil change by a large Rotax shop in the area with no issues. I flew 4 flights over the next couple weeks with no leaks. I noticed a small amount of oil on my wheel pant at the start of flight number 5 but attributed it to an overfill of oil. Before flight #6 I noticed oil again and decided against flying. My local mechanic and I had much closer look this morning and it turns out the mag plug was about 1/16 turn wrench-loose. The suspected cause was the safety wire that was taught but was attached such that the pressure would tend to loosen the plug. We tightened the plug, redid the safety wire and did several runups with no leaks. Weather didn't allow for a flight test.
  8. Flight Design KLA-100

    30+' is normal in the GA world -- PA28's are 30-32', Cessna 172 is 36', etc.
  9. Oil Leak

    Yup. The filter was definitely hand tight as I could neither tighten or loosen by hand. My sender is on the firewall which is free of oil.
  10. Oil Leak

    I few weeks ago my oil was changed as part of my annual. No issues for the first few flights. Last week, I noticed a few drops of oil coming from the lower cowl of my Sting S3. I decowled the plane and the only two places I saw oil was on the engine mounting frame and a few drops around the top of the seal of the oil filter. I also noticed oil on the interior of the upper cowl near the oil filter. Don't have an oil filter wrench so couldn't change that out and check. Is it common to develop a leak after 5-6 flights with oil filter?
  11. CT Dream - The Journey Begins

    "opticsguy" has a CTSW based out of Addison. He hasn't posted on the forum in awhile, though, so don't know his current status. You might PM him. There are at least 2 CT's at T31 as well, although, I've not met the owners. Can't recall the exact hangers they're in but I'll pay more attention next time I'm out and perhaps get a name for you.
  12. "View New Content" no longer works

    Works for me.
  13. FAA Completes New Medical Rule

    So have anyone dug into what evidence is required for the below? have completed a comprehensive medical examination with a physician within the past 48 months;
  14. 130kts TAS :)

    It seems that there are a couple of folks that don't believe our little planes can cruise in the mid 120's so I thought I'd throw my data in the mix. This is not about "my plane is faster than your plane" (although it is ) and I do not have a CT. I fly an 804 lb Sting S3. The DUC Swirl prop achieves 5640 rpm WOT at 4500' which is my preference here in the South Central flatlands. I have a 1 kt delta between CAS and IAS at the range tested. For my test, winds at altitude were forecast to be calm and Dynon was showing 'LT'. I didn't run a 'box' but did a linear 2nm test (down and back). I forgot my RPM (notebook is in plane) but my TAS was 118 kts both ways. GPS read a constant 116 kts into the LT wind and 118kts back yielding an average of 117kts. Allowing for the 1 kt CAS error and the Dynon appears to be pretty good. I then cranked it up to WOT, 4500 MSL, 68F, 6200 Density Altitude, 5640rpm and 127 TAS.
  15. Fuel Pressure 912iS Sport

    I've seriously thought about moving the bottom of my yellow to 240 for the sole reason to allay concerns from passengers when I climb out on a hot Texas day. In end, I decided to brief my passenger on what to expect and the 'yellow' is simply a warning and is normal for my plane on hot days. Normal being defined as 9 years of consistent behavior.
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