RFguy

Today's ADSB example...

coming into cowra from SW this morning..  I hear chatter on the radio, couple of training aircraft in circuit....  AND I can see them on my tablet.  I've done my 10 mile call a bit back....

I am 3  miles out, I see on the tablet  UQM turning downwind, and MUB climbing after TO roll. 

I can see a conflict coming if I continue...

I say nothing on the radio to startle the chickens 

I slow down , flaps 10,   and  put in a couple of S turns...  and add about a minute  to my join  timing, which fits perfect. 

as a join,   UQM is mid base and MUB is late downwind , I pipe up on the radio with single breath  "cowra traffic Cherokee DRF joining early downwind  15  will go number three  to UQM and MUB , traffic cowra.

super simple. reply on radio was "MUB copy". 

With no ADSB , I would get on the radio at that 3 mile point, IE about a minute or two  prior to joining circuit  and get everyone's position, figure out where everyone is , there would be  a bit of rdio chatter.....and then I'd probably do those S turns or an orbit, OR overfly above circuit and swing around for a mid field cross wind join.

Cowra shares CTAF with 5 nearby ADs,  the radio can be quite busy. 

and chopped up into little pieces

I'm convinced that any sort of 'she'll be right' attitude is what eventually catches up with people.

That's as simple as

- not cleaning up your approach speed and height on final, when you could

-  other simple things like being cavalier with the weather. 

- being casual and lacking detail with  preflight inspections etc

not limited to those, but anything where a she'll be right attitude meets requirements 49 times out of 50 , it's that attitude that will lead to one's undoing.

IE any idiot can land a plane, but a she'll be right attitude eventually gets you

thread drift.

Brendan, have you decided what you will do ? That nearby low cost C150 sounds good, but is that GA training or RAAaus group G ? You need to complete whatever you started (IE RAAus) for minimum cost, otherwise you'll be starting again.... and that will be frustrating.  I learned to fly at 49, it can be done. 

Although I think i'll never be as intuitive in my manipulation of the controls as someone who learned in their early 20s.......I think can make up for that with cognitive ability, 

Just like skiing. I learned when I was 18, but even those that ski rarely, but who learned when they were 6, ski with more fluency. 

I have had long discussions with the manufacturer a few years ago. Was positive.

Yes, any failure they want back --- and they will pay the freight.

I had some discussions with the US importer at Oshkosh last year and they were impressed and had no qualms.

In my direct dealing with the mfr , it's about 2/3 the price and I explained to them people if they were goign to spend 20,000, then they'd spend 30,000 and just buy the real thing. so them they offered another 20% off.

BrendAn. 12k US or aussiue ? 12k USD sounds right.

OK, so you are up to crosswind landings, steep turns, emergency proceedures ?

Also, for the cross country work- that is what will take time, allow at least 20 to 30 hours to get that done. 

For the  base RAaus  PC, realistically, you can fly two sessions a day. Three if you are really fit and sleeping well. Might take 20-40hours to complete that depending on your age and brain

I think you need a day off for skills and mind  soak . The next day, not flying,  you think about stuff....

Maybe two days in a row then at least a day off etc.  Well, depends on the person.   more than 3 days in a row is unrealistic I think- weather, other instructor committments, airplane servicability etc.

come when the weather is good  (always) , stay in town , get it done.  

RA, and not for profit.

Cowra is about $230/hour with instructor.

mmmm wont be 4 amps

what does it say next to the connector on the plastic housing ?

yeah, topic well covered.

With the fatal nearby here last yeat at Gundaroo of the grandfather and a bunch of children, assuming the pilot DID brief the pax on how to pull the chute, it's possible the 22kg pull force  wasnt able to be mustered by young children, especially if the aircraft was in a spin. 

Some hydraulics there might assist.... (or provide some cable length/gearing / mechanical advantage.)

usually a fuse.

What ICOM radio is it ?

this will have a voltage input on the side connector 

but a CP23 is just a cig light plug and a 2.1 or 2.5mm DC jack -- so a plug from jaycar for $2 you can do the job ???

agreed and good points.

Certainly the combination of radio, eyes and ADSB (all three)  is an enhancement on  radios and eyes alone  . In this case above, might have been a very close pass. I might have seen their lights (I fly with my landing light and strobes ON) I might have seen them if at the split second I wasnt gazing out at something on the ground.   We all know how hopeless  eyes are trying to see an aircraft against terrain unless u know where to look . and Radio provides knowledge that they are out there somewhere and can be defensive or at least proactive with traffic.

The two of those (radio plus eyes) pretty much deals with 99% of it.

I find ADSB doesnt really give me more information except it is useful to plan / coordinate circuit entry/departure  and circuit vicinity contentions. It's excellent for enhancing proactive steps for that. 

I had 130 hours TT when I got my RPL...  (now 210h TT) .... I think what I learned after flying the Piper was that 1) it takes a bit of room / time  to pull the aircraft out of a 1500 fpm slip so dont do that too near the ground without experience,  ( vertical inertia of 2.5x the weight aircraft)  and 2) aircraft easier to land actually, (holds more energy (inertia) ) but takes longer to react it is going wrong and you need to do something about it  (Inertia again ) .

Brendan have you started your XC quals  yet ? get that done. it'll be cheaper to do in RA. especially at $2 a litre instead of $3 a litre. XC is when the real utility of flying arrives.

There are minimums to get an RPL. 5 hours in command.

You'd want to have your navs done, also, which will mean you certainly have 5 hours in command.

https://www.casa.gov.au/licences-and-certificates/pilots/pilot-licences/getting-recreational-pilot-licence-rpl

ADSB rocks. But - 

The other day I was on a 'air highway' and  on my ADSB-IN on the tablet, I saw another aircraft flying right down my throat at same altitude 10nm ahead, they were flying the wrong hemispherical, I called them on centre (where they should have been) , no response, so I called them on the last CTAF I guessed they'd been on, contact established, and they descended .  System works.

HOWEVER, after the electronics did the job for me , as I was patting myself on the back for that, and thinking I just had to land in these windy condix, nothing else to worry about, 

I remarked,. to myself, as I joined circuit   not to forget that  there are plenty of aircraft still without ADSB, so not to get too fixated on the tablet for traffic.    Sure enough, two aircraft coming into circuit just behind me , neither with  ADSB.

But, more and more aircraft are joining the club daily, it seems.

What are the device model numbers? 

so if VH-KER comes up for sale, beware !   S/N 32-7640035

yes, you are right, the topic has to be read in full, there are all sorts of if that not if this but that type of things apply. IE my quote is not the full story.

actually, in my above post, I said it was 30 minutes after departure that the weather at the departure aerodrome needs to be good for after you depart to be able to return.

Casually revising through the VFR rulebook- ,I am in error 

It's in the event of no destinatiuon forecast being available, you must be able to return for up to 60 minutes

"Flights unable to obtain an authorised weather forecast before departure (CASR 91 MOS 7.03) ---If a weather forecast or report is not available, you may depart, provided you
reasonably consider that the weather conditions at the departure aerodrome will  allow you to return and land safely within one hour after take-off; however, you
must return to the departure aerodrome if you do not obtain a weather forecast within 30 minutes after take-off.

it's still minimum VFR equipment

Day VFR equipment
Aeroplane – VFR flight by day (CASR 91 MOS 26.06 and 26.10)
An aeroplane flying under day VFR must be fitted with the equipment for
measuring and displaying the flight information as shown in the following Table.
VFRG version 7.1

I dunno....

I'd be looking for bad-luck particles still attached to the cover. If you can, find out of the cover was put on the aircraft after the incident.  If so, you'll need to soak the cover for 48 hours in LL100, then another 48 hours in a strong detergent, agitating  from time to time. When you can apply a match to the cover and it doesnt burn, you're done.