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About N751JM

  • Rank
    Jr. Crew Member

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  • Location
    Santa Rosa, CA
  • Interests
    Flying, Flight Instruction
  • Gender

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  1. N751JM

    Dynon Skyview 11.1 update

    A question for Matt in Australia - Did you ever get your Dynon 6.2 to 11.1 update to work? I successfully updated a CTLS and a CTLSi and when I went to do a third aircraft (another CTLSi) I had the same issue you saw. I also tried one of the other files and got a "this file is not compatible with this aircraft configuration" type of message. Just wondering if FD had a fix for you? Jim
  2. I know it is not pertinent to the software/firmware update question of this thread, but the other (GPS database update thread) seemed to leave off before 43.3(k) was created (I'm not exactly sure when) which removed GPS database update from being maintenance of any kind (preventive or otherwise). So, although it once did require a logbook entry as preventive maintenance, updating the GPS database per 43.3 (k) no longer does... (k) Updates of databases in installed avionics meeting the conditions of this paragraph are not considered maintenance and may be performed by pilots provided: (1) The database upload is: (i) Initiated from the flight deck; (ii) Performed without disassembling the avionics unit; and (iii) Performed without the use of tools and/or special equipment.
  3. N751JM

    Flight under ATL Class B

    If you are on flight following and approaching class D airspace ATC may or may not coordinate. At KSTS they do not have the technology (!?!) to coordinate and, if necessary (ie ATC is too busy) I will tell ATC I am switching to the tower (with enough distance out that I can contact the Class D before entry), or if I can't get a word in edge-wise I will just switch and call the tower. If center wonders what happened then THEY can call the tower and ask :-). As the tower manager told me once, they can violate me for entering Class D without establishing two-way radio communication, but they have no such recourse with OAK center! For class C airspace, if you are on flight following approaching class C airspace it is likely you are already in two-way radio communication with the correct facility (ie NorCal approach when nearing SAC Class C in my area) so they shouldn't have a problem with it. As you say, for class B, you MUST hear the words "N12345 cleared into the XXX Class Bravo". I've even made a 90 deg turn off of a controller's suggested heading (remember I'm VFR) as I told him I could go no further without a clearance. He came right back with the clearance and all was well.
  4. N751JM

    flight following

    Thanks! I'll have to check with OAK Center and NorCal and see if they have this capability yet.
  5. N751JM

    flight following

    Question for Anticept - you mention that "it's in everyone's system" when you file a flight plan, but I did not think that was true for VFR flight plans - I always thought those were in the FSS system only and that it was only IFR flight plans that ARTCC/TRACON could see. Is this something new or have I misunderstood this? Thanks.
  6. N751JM

    flight following

    I'm sure you know this already, but even with flight following remember to look outside for traffic. I'd guess the shoreline route east of Chicago can get busy with aircraft skirting the Class B. I've had experiences with flight following where they don't call all the traffic. It's another set of eyes, but not the only one
  7. N751JM

    flight following

    I don't know what they pass on for VFR flight following (other than your N-number and destination), maybe there is a controller on the forum that can answer that. If it were me I'd give them the routing as you've suggested although probably not on the initial call (too much information - although maybe not for a Chicago area controller). Again, if it were me, I'd advise the controller when I started my climb. Not required, and he can see it on your altitude readout, but it means he does not have to guess what you might be doing... Of course if you enjoy the view down low, you may just stay at 2500'. Just watch out for towers and tall buildings!
  8. N751JM

    flight following

    With flight following (VFR by definition, not in Class B airspace) routes and altitudes are your discretion although I find it helpful to let the controller know what I plan to do so they don't think I'm flying randomly around (unless that's my plan).
  9. N751JM

    Oil Change Filter Question

    Maybe the idea is to test your skill at installing the plug while the new oil is running out??? Just checked the 912 Series Line Maintenance Manual, Edition 3 / Rev.1 and it has those steps in the correct order. What engine have you got?
  10. N751JM

    Oil Change Filter Question

    My 2 cents - you shouldn't be guessing at this, the one thing I learned in the LSRM class was - follow the manual. For my CTLS with the Rotax 912ULS, the oil change procedure is on page 49 of the Line Maintenance Manual (there is also a Service Instruction referenced: SI-912-010 so you should read that also). First step says - NOTES: Run engine to warm oil before beginning oil change procedure. There is a notice part way down the page: NOTICE The engine must not be cranked when the oil system is open. When the crankshaft was turned, then the oil system must be purged. When inspecting the magnetic plug, do you know what level of accumulation of metal chips is acceptible? That's on page 59 and 60. If you have a different engine, you'll want to grab the latest manual and SI's for that engine - all are available on the Rotax web site.
  11. N751JM

    Oil Change Filter Question

    I just returned from the LSRM-A Maintenance class in Corning CA (an excellent class BTW). This exact topic came up and the instructor (Brian Carpenter, very knowledgable) commented that it is NOT in the Maintenance Manual to fill the filter with oil during an oil and filter change and he's had an on-going "discussion" with someone at Rotax who claimed it is "common knowledge" to do this. If I learned one thing in the class it was "follow the manual". So I changed the oil, under Brian's supervision, and did not pre-fill the filter. The manual does talk about pulling the prop through, which I did. Had a few moments of low oil pressure on start but then all returned quickly to normal.
  12. N751JM

    "Designation" of Flight Design CTLS

    Scott, when we brought N751JM to Santa Rosa CA 18 months ago we called it "Flight Design <tailnumber>" and everyone quickly caught on. If the controller wants more you can give them F-D-C-T as the official designator. We have a Skycatcher also at the flight school and they use "Skycatcher" for it (not sure why they don't use Cessna - maybe 'cause the Skycatcher has no future there ). Occasionally they will call me "Skycatcher 1JM" to which I gently correct them (especially if is the controller that's flown with me in the CT!). I'd be happy to "demonstrate" proper call sign phraseology with you next time I'm on the Big Island Jim
  13. N751JM

    Trim indicators

    I've had the trim indicators loosen up a bit so they would slide freely along the cable. I've gotten in the habit to make sure they are snug when I do the preflight.
  14. N751JM

    It's what you know that isn't so

    The basis of the quote is from Mark Twain (although he may have gotten it from your dad ). Of course "what you don't know" in flying can hurt you, but most pilots will ask about what they don't know, it's what they (think) they know for certain that may bring them to harm. Thanks for the reminder that it might not be particles in the float bowl every time.