RFguy

Yes. direct. shotgun line .... I reckon the region between Capertee and Putty is the worst, as between Putty and Cessnock, there is SOME clearing. Given that Maitland could be fogged in , and Cessnock also fogged, need to carefully consider the TAF for the region before travelling. yesterday well it was beautiful. IE IF the TAF says PROB 30 for fog, that's a bit of a red flag. Need to get my NVFR rating , since fog in the morning (like yesterday) delays starts and the day runs late and behind schedule.. But yesterday I was concerned about a fog moving in early in the evening at Cowra , on the way back, I could see fogs forming in regions around 30 minutes out of CWR in the distance.....and I realised that arriving at sunset without an alternate option (no NVFR) wasn't the best planning. Had 2h fuel remaining on landing . Yeah I can land and nav the dark but I am not permitted to, and GA is not like driving on the road where you can flout rules. I got on the radio and found humidity was low at YCWR , and so that was OK- no fog.... Cowra never has evening fog, and there are cross RWYs and lights and NDB so shouldn't need one. But never say never ....

yep, that is my understand precisely. if you are going to mix it with IFR then you must have a TSO-C199 (or higher spec like a TSO 146) .

Not sure the SE2 cuts the mustard. I have a GTX335 ADSB-OUT to go in. I'll find out. That region / area is filled with IFR traffic. The other thing is, going much higher than 11,000 feet, there might be diminishing returns to just flying around the tiger country. Probably would depend on weather, many things . If the there was ANY cloud, I'd likely fly around the north of the tigers, (25nm ?) since if you want to even further reduce your survival probabilities, add a cloud near the ground to the mix. And at the Maitland etc, itd be a quick decent..... there is CTA just east of Cessnock en route (4500 step), and to get into Maitland, I was at 4500 as I was overhead Cessnock, and 4000 at the step. and I'd likely need to use a VFR approach point in to WIlliamtown CTA. dunno have to check that.

skippy said : "200% agree!!! Air flow/cooling is , for those without a wind tunnel and all sorts of sensors, a dark art." Skippy how can you 200% agree on something ? Surely this means you never properly measured your agreement correctly in the past if this is a 200% agreement ?

dunno if I'd fly DIRECT like that with my kids on board. That first picture, 7500' eastbound (went 8500 west bound) there is NOWHERE to go, I mean NOWHERE. Probably go around it to the north (extra 25nm) or get a clearance to 12.5k feet or something.

YCWR Cowra to YMND Maitland. (and back) . 158nm each way. The folks at Royal Newcastle Aero Club at Maitland were very nice and helpful and welcoming...recommended ! now....despite excellent flying condix, up high right under the class E step, ***This tiger country looks MUCH worse from the air than it ever did on the ground or on a map ! LOL I admit, I didnt like the look of it too much and richened the engine up one notch (25F) just to make me feel better. Pretty though....

Nev's talking about the oil cooler to operation under tension conditions instead of pressure being a mechanical consideration Like whether a hose is designed to resist pressure or suction and not suck and and damage itself etc etc. Coolers may be stressed for only pressure and not tension (due to a design assumption). The Setrab people said "good either way" for their product when I asked. since Dry Sump and suction is a regular thing in other industry.

well pressure drop is about flow, so, except at the margins, there is little / no difference with suck or blow , spits or swallows. use the pressure drop/flow number.

Rotax specific : just be careful when choosing an oil cooler to not go too long and skinny (long in tube length) 'cause the suction tension gets too high (pressure drop) . With a new install, be sure to check the suction tension PER ROTAX MANUAL to be sure you are inside the max suck, otherwise your engine will starve.

One is in our hangar , will copy for you. although I think it is a /2 (smaller fuel tank) . just remmeber , legal requirement is the PoH for THAT airplane. (IE PoH is serial numbered) but reality might be different. have other doco- (maninenance and construction manual)

what does a 582 weigh with ALL accessories ? 100 lbs ? so this with all accessories is 125 lbs... too much. they call it a 582 replacement but that's alot of extra weight options ? https://www.aeromarine-lsa.com/vtwin/ https://bydanjohnson.com/four-stroke-power-for-light-sport-aircraft-aircraft-yes-a-modern-rotax-582-replacement/

yep. have messaged you, whole aircraft

I am going to have a look at it... just up the road

I made and printed this little placard for the Archer1. It lives on the back of the checklist A5 card. And knowing and speaking out the TO and landing weight ..and the TOSS is part of the start checklist. ...could miniaturize it and find a spot on the instrument panel I guess

AGreed. I have recommended the simple thing is just to charge at night and leave on all day.

That's really good point, and a real energy exchange equation that, if near the ground, you'd need to evaluate in milliseconds. IE nose down, get airspeed up, fly out of stall (altitude loss?) , or nose down (as required), instantaneous flap out , exchange some airspeed to operate 6 to 8 knots slower, perhaps ends up with less altitude lost? mmmmm sounds possible but critical... I will have to try this in the simulator...

but then it runs flat. The idea came from the need to have it in the club plane and it turn on and off, without adding to the checklist to turn it on and off . That aint usual checklist fodder. ALSO Very useful for instructors to look at the data of their solo pilots. (in addition to being visible in a busy environment)

https://en.wikipedia.org/wiki/British_European_Airways_Flight_548 wow that is quite a read. golly gosh !!!!

no, not unless you remove the power supply to the unit, then you have 15 minutes OTHERWISE the tiny PCB now gets bigger and needs some sort of flying sensor. Probably another wire off the board to a GPS data line. But now, the mods are increasing. Could put a chip accelerometer on the PCB I guess (3 x 3 mm) , and detect flight..... REMEMBER the SE2 is a poor man's transponder/ and conspicuity device. If you want the world, go buy a proper ADSB transponder.

I think the point I am trying to make is - the taught - " FULL POWER, FLY S&L, STOW FLAP, TRIM , , THEN CLIMB" --- sequence needs to have the STOW FLAP step NUANCED and discussed by the instructor. If a pilot just dumps all the flap on rote and the aircraft is barely flying - relying on ground effect to be flying, that will surely result in a LOC accident,.

I was thinking some more of this Nev Say..... HOT, WINDY, HEAVY that's a situation where airspeed is your friend and likely to better gain airspeed straight and level and gradually reduce flap until T.O.S.S for the situation is reached before climbing. comment ?

Hi Nev.. yeah, I would agree with that . Maybe I am over emphasising the change from full flap . If there is plenty of runway, I might slowly remove all the flap while flying S&L above the runway gaining airspeed, then progressively reduce flap until I am back to the T.O.S.S for nil flap. That's how I was taught, BTW . The other aspect is, that's when I have plenty of power in hand (only 1900 lbs out of the 2450 MTOW). May be better to inject airspeed when heavy, I will have to do some bulked landings at MTOW. My book doesnt have a proceedure for a baulked landing I'll look at a few other PA28 books. Important to accept what the book recommends and only modify a proceedure if its wrong/not fully relevant..

PA180-180A - If I dump from 40 deg flap in the Archer in the go around (say from baulked landing) , then I only go to 25 deg of flap in the go around- until I am well and truly estabilished on climb, and my brain has caught up with the airplane ..... situation understood, and flying in balance....... IE full power, trim, reduce from 40 to 25 flap when stabilized over run way, then climb, retrim to reduce stick pressure, stabilize, then reduce flap as required .... She climbs very well at 25 (which is the book specificed short field TO flap), no need to dump the whole lot (which reduces all sorts of margins) . This minimises the trim changes, gets altitude, and minimises airspeed requirements, since there is a hefty change in minimum flying speed going from 25 to 10. WOnt climb much faster than half way between Vx and Vy with 25 flap. You cant get much speed with 25 flap. From a baulked landing where you might be getting very slow in ground effect (so likely below book full flap stall) , there is no room for error at that juncture ! But that proceedure ----- NOT for HOT, WINDY, HEAVY. see below.

If Trig is transmitting ADS-B, SE2 should be set NOT to transmit ADS-B and be in a receive only mode, Which do you have ?

Yeah, it depends if the system maintains some memory and can execute a 'warm start' of the GPS without having to download the GPS info to start 3D fixing. Circuit for auto on and off from ship (charge) power : So, I made a circuit on Friday to turn on the SE2 on charge power applied (equivalent to 3 second press to alleviate any power application bounce) , and then on charge power remove (ship power off) , generates another 3 second push (which is power off). (1 x 74HC4538 + 2 x 1N914 diodes), and it is aware if it is on and off. Simple enough. On discussion with an esteemed colleague (Shane) He suggested on power removed, suggest run on time in case of emergency ops. So I will do something a little more elaborate and have power OFF occur 15 minutes AFTER charge power is removed. (comments pls?) Fortunately, the wire connections for this mod are really easy because it connects to the power end and the solder points to connect to are wide spaced and certainly not small. Ground, Battery, charge in, pushbutton sense. I will make kits.