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About FlyingMonkey

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    Flying Monkey

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    Georgia, USA
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  1. Well, at least they clarified it in a way that's less onerous to us poor puddle jumpers. But the policy is still going to bite people using non-TSO devices like the EchoUAT from uAvionix. It specifically states WAAS receiver must have a TSO like TSO-C145 (which my GDL-82 uses) or TSO-C146 to be exempt, and a lot of the smaller companies' devices are without a TSO.
  2. My AP has a lower limit set to 60kt, but if I get below about 70kt it gets wallowy and wanders around the course line. You could have a similar issue at the upper end; there may be some AoA or force limits above/below which the AP has trouble interpreting what's going on.
  3. https://www.avweb.com/aviation-news/ads-b-preflight-requirement-issued/?MailingID=97&utm_source=ActiveCampaign&utm_medium=email&utm_content=ADS-B+Preflight%2C+Weaponized+Hoverboard&utm_campaign=ADS-B+Preflight%2C+Weaponized+Hoverboard-July+15%2C+2019+(Copy) This article states that as of Jan 1, 2020, pilots/operators will now have to brief that there is no GPS outage that will affect their intended flight. According to the policy statement from the FAA: "If the predicted GPS performance does not support the proposed flight, the operator may need to adjust the flight plan accordingly to avoid the degraded GPS performance." Which leads to questions: What does a pilot do if there is a GPS outage in the area of flight that involved ADS-B airspace? Just not make the flight? That seems to be what the above language dictates. How will that affect commercial carriers? If there's a degraded GPS signal over NYC, are all flights to/from JFK & LaGuardia grounded? What if there is a 400nm diameter circle of degraded performance above 20,000ft (as is common)...must all commercial flights deviate around a 400nm circle to avoid that section of Class A airspace? This requirement makes non-degraded GPS a 100% requirement for any flight into/through ADS-B airspace, with no recourse or exception, as far as I can see. While I like the safety benefits of ADS-B, I don't see this as a good idea.
  4. Nice pics, thanks for sharing, and congrats on getting your bird home! Which guy are you in the photo? What type of license do you have, Sport or Private?
  5. I don't know what the crossover point is, but there will come a point where reflex flaps will increase drag rather than reduce it. It might be that -12 is just over the line and -6 is actually more efficient.
  6. Roger Lee dis some testing and was not impressed. IIRC he said 1-3 knots.
  7. Point of legality: if you set flaps to go to -12°, the aircraft will no longer make LSA stall speed requirements, and would technically be unairworthy. It would be a hard issue for anybody else to discover, but it's a thing.
  8. I think ASTM requires backup instruments for the EFIS, which the second screen satisfies. I don't believe there's a requirement for back AHARS. My airplane has a single D100, backup airspeed and altitude steam gauges, and a single AHARS.
  9. Only if you have an ELSA. If your airplane is an SLSA (says LIGHT SPORT on it), you have to pay an LSRM or A&P to do it. If you find a good one he or she will let you assist so you'll learn about it.
  10. Right...BUT, shouldn't I have at least gotten position data (if not reliable altitude) from the primary radar returns? My understanding is with ADS-B IN/OUT we should see anything the ATC guys can see that has a transponder.
  11. I was out flying yesterday with some buddies to the local grass strips, and I noticed something slightly weird. I have ADS-B IN/OUT installed, using a Garmin GDL-82 OUT device and a Stratux IN device feeding my iFly 740b as a traffic/weather display. The issue is that for most of the flight I did not see the other two airplanes in our flight as traffic targets. Later in the flight I did get a single target, but never saw them both. Both are mode-C transponder equipped, and I confirmed both had the transponders on and operating normally. We were operating at low level, probably 500-1000ft AGL for almost the entire flight. The only thing I can can figure is that we were low enough that their transponders were not getting picked up by ATC. But it seems that they should have at *least* seen the airplanes on primary radar, and IIRC that information is relayed to the ADS-B network. Any thoughts?
  12. I am shaking my head a little at that article. How does withholding traffic and weather services from an aircraft on the NSAL list improve flight safety for anyone? Especially since the aircraft might be on the list and not know it, thinking they are getting those services? It seems more like a punitive response than an effort to protect airplanes and pilots.
  13. You only do the rocket at 12 years, so every two repack cycles. You should not need to do the rocket on a 2012 airplane. Repack only.
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