kgwilson

Well in the 172 I can barely reach the yoke when the seat is fully back. When it happened there was an immediate pitch right up and luckily as I already had full power I was able to grab the top of the panel which was already showing the foam through cracks in the vinyl covering from 10 years of desert UV and gave me some grip. I was about 2-300 feet in the air at the time. Total time from the seat letting go and getting the nose down was probably only about 4-5 seconds. I didn't have time to think about anything and completed the circuit without further issue. I remember giving the owner & the CFI a serve when I got back. JGP was taken off line and didn't come back till the complete refurb was done. This one had a 180HP engine and a coarse pitch prop & had a better climb rate & angle than the standard 160HP 172M. I just checked my old log book. It was 18th of October 1998.

I've had a 172 seat rail let go on climb out. Reported this in another thread a few years back. There was an AD on this back in the 90s or possibly earlier. When adjusting the seat & get it right you need to give the seat a good rock back & forth to make sure it is locked in place. In my case it was in a 172 that had been in the desert for more than 10 years after a drug bust & bought by a club member from the DEA for about US5k & shipped to NZ. It was put on line for a while before it was fully refurbished. I was in full power climb mode when the rail gave way. I grabbed the top of the panel with the throttle hand & pulled myself back to get the nose down. The panel fascia came right off half obscuring the instruments. I'm pretty sure the 152 seat rail system is the same, just a bit smaller. According to FB this was Quebec City Jean Lesage International Airport. The main runway is 06-24 with a cross runway 11-29. Takeoff appears to be from 29. You can see the 06-24 sign at the end. There is 1300 metres from the threshold of 29 to the intersection with 06-24. The camera had good zoom as this was taken from the terminal. You can see the airbridge at the beginning. There will be report on this and the tower will have all the data.

Ground stations seem to be concentrated around cities. They are few & far between in the regions of Australia. It used to cost about $45.00 to set up a Raspberry Pi receiver but I think it is over $100.00 now. Anyway all that I am concerned about is seeing others in the area I am flying in and hope that they can see me. At present there are too few aircraft ADSB out equipped and even fewer with ADSB In. Most I see are Training operators who have had to install ADSB out to their ES Mode S transponder. The 6-7k cost has put most private operators off. If the entre GA & RA fleet had SE2s everyone would see everyone else.

https://www.flightradar24.com/add-coverage

You may need to set up your SE2 as an ADSB device in FR24 and then there must be a ground station somewhere receiving the transmission from the SE2 which passes it to FR24 through the internet. You can set one up very cheaply with a Raspberry Pi connected through your home network but there may be some in your area already. Somewhere in FR24 there is a huge list of all the ground stations registered with FR24.

The simple explanation is that there are no genuine sightings of actual alien craft and never have been. There have been thousands of sightings of things that those sighting them have no explanation for, so they have convinced themselves that they must be alien and for some reason a large number are saucer or circular shaped.

I reckon they got the 737 Max 8s at a good price. After the 2 crashes, lengthy groundings and the findings of the investigation with Boeings reputation trashed they had heaps of these unsold after numerous airline cancellations.

The reveiwer obviously hasn't flown with many budget airlines before. Most are now using an app as well as in flight WiFi for most stuff. Before this though others also had local produce, wine from a 750ml bottle etc and waiter type service as well. Usually only full service airlines have the meal trolley and in economy this can be a slow process if you are in the middle.

Just like religions, all belief in something they are unable to substantiate or prove in any way except in their own minds.

If everything is checked and found to be OK with ethanol I still wouldn't use it in an aircraft unless it is run virtually every day. Ethanol is hygroscopic and will absorb the moisture from the humidity in the air. Depending on the time of year and the level of humidity it will not be very long before there is water in the tank as while it is absorbed by the ethanol it will eventually separate out and being heavier than ethanol and petrol will end up at the bottom of the tank.

There is no interference from mine which is stuck on the side of my bubble canopy approximately in line with the panel.

There is nothing wrong with the MRH-90 per se. The problem was with our politicians and military experts who made the purchase without ensuring all of the local modifications and requirements would work and what the cost of these were and we would build them here. Australia had no track record building helicopters especially high end, very complex large military designs requiring lots of local design features. Simple things like not ensuring the door was big enough to despatch troops effectively was a pretty basic oversight. The tail rotor failure problem was something else that should never have happened. If the components had been replaced when they found an issue with the German version in 2014 & 2017 leading to a modification that all user nations were advised of in October 2018 then the problem during Operation Talisman in July 2019 in an unmodified Taipan wouldn't have happened. This led to the grounding of the entire fleet of 47.

I started my RA conversion at Caloundra in 2009 at the Skyfox Flying School and it was really busy then. I only flew on Weekends. I can't imagine anyone not making a entering /lining up call though many do not make a rolling call especially when there is little or no other traffic. With a busy frequency overtransmits are common and it is possible that both these aircraft made their entering/lining up and/or rolling calls at the same time so they would have not heard anything. There are plenty of frequencies available even with the 25kHz spacing to give all 3 aerodromes their own. Most radios other than those in older GA aircraft and old hand helds, even the poorly rated Microair M760 can monitor 2 frequencies.

Very sad. Condolences to the deceaseds familys. A failure in effective communication seems pretty likely. With one on 24 and the other 29 it is unlikely they would be able to see one another if they were both taking off due to the bush between the 2 runways.

If those are Rotax 912 ULS engines they'd be worth twice as much as the rest of the aircraft I reckon.

I'm pretty sure the 80HP 912 is by some margin the most reliable of all the variants. The 916 has only just been released but doubling the HP from 80 to 160 from the original 1352cc engine with injection and turbocharging must have some effect on its reliability. I do note that the 160HP is only available for takeoff & there is 137HP available for continuous operation. They do manage to crank out 200 to 250 or more HP from Hot hatches with 1.6 to 2.5 litre engines and they are ridiculously expensive. No idea about reliability though.

I bought my in line fuel shutoff valves from Aircraft Spruce. I have one on/off valve and one for right/off/left tank valve. They come with 1/4 inch barbs with a red selector lever & cost about $12-$15 US plus freight. Good quality, simple & never had a problem.

Wow that hack was pretty awful. Thanks for sorting it out so quickly Ian.

They get up to 10,000 aircraft in at Oshkosh over a weekend (this weekend 2023) and the runways have a series of coloured dots on them. You are told which runway and which dot to land on and then get off at the next exit. It is by far the busiest airport in the world for 1 week a year. The rapid fire instructions from the controllers is amazing. Check it out below.

You can also quote multiple posts by clicking the + sign. If you only want to quote part of a post you just delete the bits you don't want in the normal way (back button, select & delete button or delete & hold for forward delete). Easiest on a PC.

There are thousands of takeoffs and landings and circuits at uncontrolled aerodromes every day without comment. That is because everything works as it should. When an issue does occur it is right to bring that to the attention of as many pilots as possible. Discussion on the incident with others adding their thoughts, experience or opinions increases knowledge and awareness for everyone. In my 47 years flying and thousands of takeoffs, landings and circuits I have encountered a handful of issues. My intention is to make as many pilots as possible aware of these so we can all learn and get better. At South Grafton we have Trikes, Powered Parachutes, slow Ultralights, Gliders, model jets, Helicopters, RA & GA singles of all types including turbines like PC12s and twins like Kingairs and everything works almost all of the time.

If you want to see what busy is check out some of the adsb data from Oskosh on youtube live feed next week. They will be arriving from this Saturday. There is one way ATC so they do not want a radio response from you. They identify you at numerous reporting points and ask you to rock your wings. I saw a couple of years back about 30-40 aircraft all in a single holding pattern going around a lake. Most had ADSB out. I have no idea how many or if any haad ADSB in but when you are that close the only thing to keep an eye on is the aircraft in front. I imagine they would be able to see a few. Of course this is all with a measure of control. The same thing happened 23 years ago when i flew in to Warbirds over Wanaka from Queenstown. There was temporary ATC and you called them at the reporting point & from then on got told what to do without acknowledgement back. I was No 15 & couldn't see any other aircraft till we got close & then they started appearing as we bunched up. The twin in front of me on final fogot his gear & was told to go around which he didn't. Put it down at the last minute & landed. 600 light aircraft flew in that day. Anything is manageable if it is controlled.

I probably didn't frame my comment very well. There are very few aircraft that fly NORDO. Most are vintage or older very slow microlights. I have a personal rule. I give a 10 mile call and an overhead call EVERY time, then a joining call & nothing else if I hear or see nothing. Then I land. If I stay within the 10 mile radius I give my intentions at 3 miles and then a joining call and land. If there is a NORDO aircraft I will never know unless I see it. If there are other aircraft in the vicinity and these are heard then the situation is completley different. My experience at the beginning of this thread is something I have gone over and over and I still wonder how I got into this situation & why I didn't act differently. The local Mooney pilot (& close friend) who had a wheels up after an EFATO recently cannot explain why after owning the aircraft for 25 years and many hundreds of hours he didn't activate the electric fuel pump or put the wheels down when these are the standard normal things he does every landing. Outlawing NORDO aircraft is unlikely to make much difference when probably 98% of aircraft have a radio. All aircraft should have ADSB out as a minimum but there is nothing compelling you to have this & so far encouragement by subsidy is the only carrot. My SE2 sees everything ADSB out equiped for about 40NM but it is generally only GA trainers & a few other SE2 owners. Most aircraft still have nothing. Yes it is a combination of see and avoid/radio/ADSB but there will always be situations where the holes in the swiss cheese begin to align. Mistakes will always happen and some will not follow the rules. Going back about 30 years I was visiting a friend at Pauanui & gave my 10 mile, O/H & joining calls when another aircraft called down wind on the same runway when he was on the reciprocal. I had a visual & advised he was planning a downwind landing & was in conflict as he had the runway wrong. What happened. Nothing. I made several other calls keeping him in sight the whole time but still nothing, then he flew away. These people exist and they will always be around. I was lucky. Situational awareness is the key but you cannot plan for the failure of others.

I spent my first 30 flying years in NZ and the procedures have not changed. The same applies In Australia and there has been no push from any authority to make any change and I cannot see any compelling reason why there should be. Aerodrome operators can require the carriage and use of radios when using their facilities. This is specified in ERSA for South Grafton. I am not sure of the legalities surrounding this though. The aerodrome operator only has authority over the use of runways, taxiways and other facilities on the ground. Once the wheels leave the tarmac CASA rules apply.

Another thing is that when the inital down wind call was made, if it was stated "Just turned down wind" I'd have joined crosswind on a normal crosswind location about a few hundred metres past the 08 threshold & even with my considerably faster airspeed and closer circuit I would not have caught them up, and more importantly would probably have seen them.