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Everything posted by S3flyer

  1. I'll be at the iFlyGPS booth -- stop on by and say hello. dave
  2. Texas! No income tax and no personal property tax. No state aircraft registration fees, either.
  3. IMHO. From a flying perspective: * You can fly more types of aircraft if you're flying under SP * No material difference if you're flying under BasicMed or 3rd Class medical If you only really fly your own LSA (like me), then this probably won't impact you at all. You might be able to increase MTOW at some point but this may not make a difference to you given the age of your plane puts it before the porking up period of S-LSA. Also, your plane is well down the depreciation curve so I would not expect your resale value to take much of hit either.
  4. Note that Pelton said the airplane could have 4 seats but did not state you could fill them. It could be that an SP will be able to fly a 4-seater aircraft but only carry one passenger (think Recreation Pilot limitations). In a way this makes sense as BasicMed would allow for more passengers. Just my opinion.
  5. I dunno. I'm probably the only one in this thread that doesn't view this as David vs. Goliath where David is good guy for the sole reason he's smaller. Garmin is defending their patent which existed considerably before uAvionix was founded. This may be genuine or could very well be litigation intended to stop or slow a competitor. There is no way for any of us to know. The courts must feel there is merit to the case as it's not been thrown out. Also, there could very well be a recognition that uAvionix has a reasonable chance of success since the injunction has not been granted. uAvionix is not a mom-n-pop organization. They've received at least $10M in VC funding from a couple substantial funds. They will have the means to defend themselves.
  6. S3flyer


    Installation differences. You'll need to install 2 new antennae with the Skyguard while the GDL-82 will reuse the existing transponder antenna (both will need a GPS antenna). I'd guess this would make the installation costs for the Skyguard a bit more than the Garmin.
  7. Mike -- fantastic analysis. thanks! Andy, dang it, you beat me to the keyboard on the EoP ☹️ And this is where I have a different POV on the term 'transmission'. I believe Garmin will try to establish that receiving transponder information over a powerline is just a different transport mechanism and, hence, would be included in their patent. Convincing a jury of this will be anybody's guess.
  8. The Garmin patent doesn't look like it would apply here -- my summary of their summary omitted a key term: "Techniques are described that allow information to be acquired by an ADS-B system of an aircraft.....". Ground stations appear to be excluded.
  9. I did. The FAA revoked the repair station certificate which has nothing to do with the manufacturing side. They also stated specifically: "The company’s two other maintenance facilities that it operates elsewhere in the country are not affected by this Emergency Order of Revocation.". IMHO This only affects those who use or would want to use that specific repair station.
  10. But this is only for the one shop, albeit a Sensenich owned shop and a quick google search found several other shops that can overhaul a Sensenich prop -- wood and metal. The Sensenich site itself references 24 authorized service centers for metal props.
  11. Looks like uAvionix is claiming that receiving transponder information over electrical power lines keeps it clear of Garmin's patent. Garmin's patent, though, is more focused on the process of using information from a transponder and including this information in an ADS-B data stream -- not the actually acquisition technology. Their patent has examples of how this works but they are clear that data may be acquired using other methods to implement the Garmin invention. It'll be interesting to following the case
  12. I don't think so. Amongst other things you can patent a technology process which is what this patent looks like. From the US Patent office (bold added by me):
  13. The actual language is: I don't know how a dual entry system could be used without having a few seconds of conflicting information. This addition was one reason why the gen 1 Skyguard ADS-B out became a boat anchor on 1/1/2020. 'Prior Art' could benefit uAvionics if they can prove the auto squawk was in use or common practice before December 2009. I think they will have trouble since the ADS-B AC 20-165 was first issued in May 2010. Another interesting point in the lawsuit is that Garmin is asking for a jury trial. This is rarely done in technology IP cases since technology may be too complex for the average citizen to fully grasp. Garmin must feel the infringement is easy to demonstrate.
  14. Not an option -- the draft ADS-B standard allowed for dual entry but the final rule requires single entry. Hence the race for auto squawk. Also, we can bemoan that Garmin was able to patent a specific use of transponder output but the fact is things like that ARE patentable and it looks like Garmin beat everyone else to the punch. It also looks like Garmin and uAvionix held discussions where they may have learned of the usage and agreed to 'design' around the patent. Garmin claims the before and after designs were identical. If true, uAvionix has to go back to the drawing board or license the auto squawk technology/process. Given that damages are occurring and are likely to accelerate (from a Garmin perspective) it would not surprise me if the temporary injunction against uAvionix is issued relatively quickly.
  15. 38% increase in engine cost but only 3% increase in total airplane cost assuming $345K for a new Tecnam P2010. Benefits are unknown other than what Roger hypothesized. Given Rotax's track record, I'm sure we could count on at least 100lbs in increased useful load which could tip the scales for some.
  16. I dunno. If we're talking new Part 23 aircraft then an extra $10K is a very small percent increase. Also, this amounts to around $65/month if you assume a 2000hr over 15 year TBO.
  17. Badass Power Sports is the North American distribute for Edge Performance Rotax upgrades. They have an fuel injection, big bore and turbo kits: http://badasspowersports.com/badass-shop/ Looks like the FI package is around $5700 and the big bore around $4300 (taken from the Edge Performance Facebook page). No idea on the labor required to install.
  18. S3flyer

    Max rpm or?

    5170 rpm was just the cruise setting I was using. I have it set for 5650 rpm WOT at 6000' MSL.
  19. S3flyer

    Max rpm or?

    Warmi -- FYI. I was seeing a steady 110KIAS at 4500' MSL/6100' DA at 5170 RPM in my Sting S3 today in the Dallas area. Probably 200lbs under gross.
  20. What is the part number for the BRS? The BRS products specifically tagged for LSA claim max weights between 1331 and 1350 pounds(https://www.leadingedgeairfoils.com/engine-airframe-accessories/ballistic-recovery-parachutes/brs-6-1350-vls.html) . They also have products for 1600 and 1800 pounds.
  21. Andy -- I spoke with the iFly folks a couple months ago and one of their 'top' things to do was to be able to talk to a Garmin COM radio and allow the setting of the standby frequency via the iFly device (like the Garmin x95/6 portables). Has this been implemented yet?
  22. 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.
  23. 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.
  24. 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.
  25. 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.
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