Bosi72

It appears the Cherokee was well utilised. It was the 7th flight on that day. https://flightaware.com/live/flight/N4676F

I am yet to hear someone robbed the school and took all logbooks, or all school logbooks consumed in fire, or... Regardless, if any of above happens, it will be a new logbook with a statutory declaration, cross checked with both school and CASA records (providing they survived too) At the end of the day, all flying is competency based, so number of hours is more about approximations, rather than exact numbers, eg. if you are applying for an airliner job, your sim performance will be more important than 1500 hours bashed in C172, etc.. But yeah, it feels better when the logbook is on a personal bookshelf, rather than elsewhere..

That would be great to have, especially for airshows, or aircrafts operating in aerobatic areas, where paths are based on aerobatic sequences. Just as an example, below is the path of Extra NG operating in various directions both vertically and laterally, in a short period of time, within 1km x 1km x 1km box, between 3000ft and 1500ft, and speeds between 250kt and 60kt. https://flightaware.com/live/flight/map/VHOPK/history/20221203/0129Z/ There is a software which does that, embedded in air-air missiles, however even that software has misses. Personally, proximity alert is good enough for me to start thinking what to do next. Look forward to see the development of the trajectory projection app.

We already have that functionality in AvPlan (and likely in OzRwys).

Welcome to the forum Dermott McD, lots of stereotypes for your first post ever. A number of people on this forum fly both powered and unpowered aircrafts, so comments about radio calls of one group vs another doesn't make sense. Regardless, the fact is there are about 6% of gliders based on information from VH and RAA registers. Flying hours wise, the percentage is significantly less, therefore it is not realistic to expect that 94% of powered world would switch to FLARM. I suggest that gliding community takes an opportunity to get government subsidised ADSB/out devices.

or Animal Management Officer 🙂 https://www.seek.com.au/job/59319457? interestingly, earns more than average G3 flying instructor https://www.glassdoor.com.au/Salaries/flight-instructor-salary-SRCH_KO0,17.htm#:~:text=The national average salary for a Flight Instructor is %2452%2C000 in Australia.

What happened, or what is happening to LPG/LNG ? We may not be rich in oils, but we have large amount of gas, here in Victoria. My other car is LPG-only Commodore and I noticed they have closed LPG bowsers at 2 out of 4 local petrol stations. The problem is they simply close the tap without providing an alternative. None of those stations have electric chargers.

"There Isn’t a Man Alive Who Hasn’t Made a Mistake" - Bob Hoover

I frequently go hunting in Victorian high country with a father of a friend who is 70yo. Climbing mountains, crossing rivers, gulleys, I only wish I am that fit and vital when I'm in 70s... On the other side when I'm in Tullamarine watching some chubby/fatty airline captains walking on the terminal, I wonder how they got class 1 medical.. Do not judge people by age and appearance..

email from uavionix tech *** Australia, US & Canada are using a transmission technique called "Frequency Hopping Spread Spectrum" (FHSS). In UK/EU FLARM is centred on 868.2 MHz and does not use FHSS. This means that the second SkyEcho receiver can be offset from its designed 978MHz to 868.2 MHz to enable UK FLARM reception instead of UAT. This is not feasible in Australia because of FHSS (the frequency is changing at a pseudo random rate) and SkyEcho is not capable of following it. We therefore cannot offer FLARM reception on the Australian frequencies. ***

Welcome to the forum Plantan, From wikipedia: FLARM is proprietary electronic system used to selectively alert pilots to potential collisions between aircraft. It is not formally an implementation of ADS-B, as it is optimized for the specific needs of light aircraft, not for long-range communication or ATC interaction. FLARM is a portmanteau of "flight" and "alarm". Certainly over the time, a number of tools, competition applications were developed based on data coming from GPS receiver built within FLARM devices, e.g. if a glider changes an altitude in short period of time, then it must be in thermal, etc.. and thats all fine. However my problem is in word "proprietary", meaning only FLARM company has legal rights to communication protocol between devices, unless we pay for the licence. I am not interested whether glider is in thermals or whatever specific information is relevant to gliders, but I am interested in basic GPS data. I don't think any of 10's of thousands of powered aircrafts both private and commercials, plus very soon a large number of UAV's, drones around the world will be installing FLARM devices to avoid gliders. Unfortunately, I have received an email confirmation that SkyEcho2 cannot receive Australian FLARM frequencies due to hardware limitations.

I don't think they care.. When I started flying, I initially inclined towards OzR due to pilot friends and some videos where airline pilots using OzR.. I installed both OzR and AvP at the same time and gave them a month of trial period to see which one suits me more. They both performed well, had almost the same functionalities, however there was one small thing that annoyed me with OzR: icons of other adsb traffics. They appeared as clouds (they called it bubbles) in OzR whilst AvP had pointy triangles, which were more intuitive to me. I sent an email to OzR support asking if the icons could be customised, but got response sorry this is it.. And my lifetime decision was made.. so far so good..

It is a matter of principles. You can see basic traffic positions for free on FlightRadar24, FlightAware, etc.. however if you want to see other data then subscribe, which is fair enough.. With FLARM it is all or nothing.

I think it is a bit selfish that Gliding community is interested only in their local traffic. Of course they will know every time when their gliders are in the air and FLARM will tell them that too. However it won't tell them anything about rest of aviation flying ADSB. I am always extra alerted when crossing hills towards YLEG, YBSS, Benalla .. but it would be more safer to "see" them in advance..

The problem is FLARM protocol is privately owned intellectual property and you have to pay subscription licence to be able to "listen" the data. https://support.foreflight.com/hc/en-us/articles/360050274413-How-do-I-receive-and-display-FLARM-traffic-with-the-SkyEcho-2- This kind of goes against gliding philosophy with low-cost/low-footprint/low-everything..

Maybe gliding community should switch to open ADSB instead of licence based FLARM ? Something to discuss between RAA and GFA.

FLARM operates on a different frequencies from ADSB everywhere in the World, however they(FLARM) have proprietary encryption system which makes them visible only to other FLARM devices, unless they give you the encryption keys. I can only assume a politics(and $$) as reasons behind as to why can't we see the gliders in Australia on Skyecho2 devices. Skyecho2 is capable of receiving FLARM, but that option is grayed. A simple firmware update could enable this functionality.

This video is about year old, still fascinating.. https://youtu.be/tF4DML7FIWk

The key recommendation is the "Standard overhead join", as per 013/22.

#1 doable, but you may need to travel further to find RAA taildragger available for training. Taildragger hiring rates are usually around 10-20% more expensive than nose wheels. #2 that will be additional 20 hours for Nav endorsement + theory exam. #3 may be tricky unless you find an RAA taildragger with VH rego since CASA require all flight tests to be done in VH aircraft. If #3 is your end goal, maybe PPL->RPC path would be a better option? Providing the school is both GA and RAA, they will be able to answer all your questions.

H10-13.4

I tried several options as spending close to $2k on headsets didn't make sense, but I still ended up buying A20. Had I bought A20s as my first and only headsets, I would save $. To my comfort, I keep DC's as spare or pax headsets.

and I agree.. My '17 Colorado is manual and it came from factory with the sway control, ie. it wasn't optional. Regardless I've never felt nor experienced the trailer control system kicking in although I travelled half a continent towing a trailer. However, last week I hired a new Ranger and must admit the "lane departure" feature was scary when fighting the steering wheel. On top of it I didn't like the delay in "engine stop start" feature, but thankfully there's a button to turn it off. Apparently that's the present/future..

I wouldn't worry too much with dual axle trailer loaded at 150kg. Also, a number of 4wd's, utes and cars these days have a trailer sway control.

Last weekend I helped lifting an Auster onto a long 2-axle flat trailer with wings on the floor (under the aircraft belly). Lots of cushioning, pillows, mats, straps, card boxes, and bits&pieces that went into the van. Way cheaper than 15k truck. Unfortunately, the Spirit was always expensive and I'm yet to bring my camper trailer on the Spirit. Alternatively, wait for High pressure system over the Bass strait, then fly to Tassie. Stop at Yarram for fuel. Climb to 7500ft and you will clearly see the Flinders Island shortly after takeoff. Check Ersa SP1..