Great video Greg, thank you! I saw checking the ELT box and wiring for any problems, but I also I see that little ELT control above the pilot's EFIS. Do you do anything with that control module before/after flying or is it only to activate the ELT in case of an emergency?
Scott, I'll jump in here and answer your question, based on my experience in other light aircraft. The preflight checklist likely includes an item for checking that the ELT control on the instrument panel is in the "Arm" position. This will cause the ELT to start transmitting if it detects a sharp deceleration (i.e. crash). That panel can be used to trigger the ELT manually if it wasn't triggered during a crash, and it can also be used to turn off the ELT if it was triggered by a mistake, such as a hard landing. After landing, some pilots make a habit of monitoring "Guard frequency" (121.5) just before shutting down the aircraft to make sure their ELT is not transmitting.
Does the mogas that you fly with contain ethanol? If so, have you had any issues using auto fuel containing ethanol? Do warm temperatures increase increase risk for vapor lock with the 912 ULS engine if using auto fuel containing ethanol? Do you have an RV-12iS in your fleet? Thanks for sharing the video. Would love to get transition training from you folks.
Hello Bruce, the Fuel we uses does contain Ethanol at time in AZ. We have not had any issues due to it. We have not had a Vapor Lock incident, even during summer. We typically ground the planes during the hottest part of the day because the ULS engines do tend to get close to overheating during climbs when its very hot out. We have an RV-12is on order that will be delivered in February.
Great video Greg, thank you! I saw checking the ELT box and wiring for any problems, but I also I see that little ELT control above the pilot's EFIS. Do you do anything with that control module before/after flying or is it only to activate the ELT in case of an emergency?
Scott, I'll jump in here and answer your question, based on my experience in other light aircraft. The preflight checklist likely includes an item for checking that the ELT control on the instrument panel is in the "Arm" position. This will cause the ELT to start transmitting if it detects a sharp deceleration (i.e. crash). That panel can be used to trigger the ELT manually if it wasn't triggered during a crash, and it can also be used to turn off the ELT if it was triggered by a mistake, such as a hard landing. After landing, some pilots make a habit of monitoring "Guard frequency" (121.5) just before shutting down the aircraft to make sure their ELT is not transmitting.
Is Flying Cacti still in business?
I think this business may be gone. No web page anymore. Email on Yelp kicks back as bad. :(
Does the mogas that you fly with contain ethanol? If so, have you had any issues using auto fuel containing ethanol? Do warm temperatures increase increase risk for vapor lock with the 912 ULS engine if using auto fuel containing ethanol? Do you have an RV-12iS in your fleet?
Thanks for sharing the video. Would love to get transition training from you folks.
Hello Bruce, the Fuel we uses does contain Ethanol at time in AZ. We have not had any issues due to it. We have not had a Vapor Lock incident, even during summer. We typically ground the planes during the hottest part of the day because the ULS engines do tend to get close to overheating during climbs when its very hot out. We have an RV-12is on order that will be delivered in February.