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kgwilson

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Everything posted by kgwilson

  1. kgwilson
    "The ATSB's review said both aircraft had collision avoidance systems installed but they were not fully integrated and did not provide visual information to the pilots". Was that TCAS or ADSB? An audible warning through the headset is going to be harder to ignore than any visual warning and what is actually meant by "Not fully integrated". The FR 24 data gives appropriate info but can be up to 5 minutes old before you see it on screen. The same goes for data through Ozrunways or Avplan as it has to transmit through the cellular phone system. Only ADSB in/out in the aircraft is in real time to the second. A real life example is a mate in the Outback Air Race noticed an aircraft on a converging path with his aircraft on his Avplan display and he called up centre about it. Their response was "It's OK he's already gone past".
  2. kgwilson
    Terminate all the shields (earth) back to the radio earth at the radio and a single earth wire from there to the earth bus. The radio aerial is connected via a BNC connector at the radio which includes the earth shield. Do not earth the shields anywhere else on the aircraft or you will get earth loop hum or worse. If you use a tuned whip aerial the coax earth will be connected to the ground plane. In a metal aircraft that is the skin. Check wiring diagrams if you are using a dipole ground plane.
  3. kgwilson
    I'm pretty sure that was what happened to the Motobatt that failed. It It had lasted 5 years though & started the engine fine when really cold. It was 20 AH with 320 CCA as I recall.
  4. kgwilson
    I have not checked any of the issues you mention. All I wanted was a battery at the time and it was all they had. The $130.00 was cheaper than getting the instructor back. If it dies I will let this forum know. The alternator has a maximum output of 17Amps but I don't know what the rectifier/regulator allows to the battery but my guess is more than 6.6 amps after starting to replenish the capacity lost in starting. Most RA aircraft and motorbikes use AGM batteries & they seem to perform well in starting situations.
  5. kgwilson
    A lot of them don't have to use Avgas. During the debate in the US there was a study done & they found over 80% of the US fleet of piston powered aircraft could run on unleaded fuel. Most don't because of ignorance or availability. Now with the Gami approval hopefully that will change. It needs to here as well
  6. kgwilson
    I recently did my BFR. Got the aircraft out & the battery was dead & instructor waiting. I could not jump start it, wouldn't even turn over so I went to the local battery shop & asked for a replacement for what I brought in. I got a Ritar RT12220 22 AH general purpose battery designed for UPS/EPS high discharge and recharge use with a 6-8 year design life in float service for $130.00. Weighs 5.6KGs. Spins the 3300A over flat out. I have no idea how long it will last but it was better to part with $130.00 at the time than pay for a BFR twice. There is no quoted CCA value but it states the monthly self discharge rate is less than 3% at 25 deg C.
  7. kgwilson
    My battery was nearly 5 years old by the time I got the aircraft flying. I just stuck it on trickle charge every couple of months. It wasn't regular as I'd forget but it still lasted about 4 years or more once flying.
  8. kgwilson
    In that case if there is any space forward of the firewall, that is the best place for it. A simple fibreglass box attached to the firewall, foam padding on all sides with a top bungee strap to stop it moving. Best position for all heavy cables Solenoid, starter, engine earth, regulator, main fuse etc. Another good idea is to install an Anderson plug on the fuselage close to the battery so that you can easily jump start from any other vehicle if the battery is to flat to turn the engine over. This my battery installation on the firewall. The battery is 6KGs
  9. kgwilson
    There are a number of reasons why the seatbelt anchor was torn out including previous stresses from earlier issues with the aircraft. Back in 2016 I was one of the first on the scene when a J230 went in under power in a cow paddock just short of Runway 08 at South Grafton. There was extensive damage and the entire front of the aircraft was torn off and partially went under the fuselage. The pilot and passenger were left in their seats looking out at a bunch of startled cattle. Injuries were a cut on the head of one and a sore knee from the other. Jabirus are tough and the passenger compartment is amazingly strong. Photo of this one below In a lot of other aircraft GA & RA the occupants would not be here to tell the tale.
  10. kgwilson
    I couldn't give a rats if I can't be seen of FR24 or Flightaware. So long as I can see ADSB out aircraft in my vicinity when flying & any with ADSB In can see me that's all that matters.
  11. kgwilson
    Where is the report stating the seatbelt retention points failed?
  12. kgwilson
    It looks as though the plexiglass windscreen has popped out, probably when the person hit it which is a good thing in that would have slowed the ejection speed a bit & the person may very well have landed on it. Based on the description of the injuries "One patient has minor lacerations to the head and foot. The second patient, a male, has a suspected ankle fracture" the person got off very lightly.
  13. kgwilson
    It looks very much like the discombobulator has definitely discombobulated as it is nowhere to be seen. The cabin is still intact which likely contributed to the fact that the occupants suffered only moderate injuries with the impact absorbed by everything else that got smashed up. If one of those on board was thrown through the windscreen either the seatbelt was not fastened firmly and they slipped through it, they were not wearing it, it broke or became detached. It would be useful to find this out in addition to the cause.
  14. kgwilson
    The Gazelle was a great training aircraft. Very easy to fly & forgiving. No flaps but super easy to side slip. Pretty slow but good if you are new to RA stuff from GA. It was the first RA aircraft I ever flew. If the CA21 flys the same it will just be landing and ground handling that may be a handful in inexperienced hands
  15. kgwilson
    The callsign I am referring to is what is entered into the Skyecho 2 ADSB. The field has a maximum of 6 characters and R1234 is what CASA have specified should be entered. In GA they just want ABC even though VHABC could be entered. Radio callsigns for RA are generally aircraft type (same as GA) and paired numbers twenty forty one. I have found whatever you say when you call up they are OK with. For me it is Sierra eighty six sixty four when technically it should be Morgan eighty six sixty four. My aircraft is a Morgan Cheetah Sierra but as I built it with my mods and the only name displayed on the aircraft is Sierra, that's what I call it. Beechcraft and Tecnam Sierras always use the manufacturers name so there has never been any confusion.
  16. kgwilson
    The recommended callsign for recreational aircraft is R followed by the 4 digit aircraft registration number & for VH the 3 characters of the registration number. This will be displayed on the device of the other aircraft that has ADSB IN and is useful to know if either aircraft believes there may be a conflict as either can make a radio call quoting the others callsign. You can enter any 6 Character code as the callsign but you cannot use any special characters. The only thing that will uniquely identify your aircraft is the registered number. If there were 2 or more aircraft in the vicinity with the same callsign then if there was a conflict you would not know which one it was. While it is possible to use some sort of 6 character nickname it is not helpful or in the spirit of identification and could be dangerous. If you are in range of ATC, they will see this as well and will be able to ascertain the hexadecimal code and could inform CASA so you may get a call from them.
  17. kgwilson
    These are still sold. There is an advert in every edition of Aviation Trader for red plastic balls to put on power lines or other wires as required.
  18. kgwilson
    When I did my PPL we had a designated low flying area with lots of fences and tree rows and there were a number of paddocks long enough to put down in at pinch if necessary. Precautionary landing practice was all simulated here and then put in to practice back at the airport. Essential in my opinion. I didn't know it is not taught any more.
  19. kgwilson
    The one you put a link to in your earlier post
  20. kgwilson
    I had to replace all of my radio wiring because I initially didn't used shielded cable. I used single core shielded cable for all wiring. If the frame is metal you must make sure there are no earths anywhere except back at the radio and a main earth bus that goes directly to the battery. For the aerial the cable is also shielded with BNC connectors either end or the cable may be part of the aerial & with a BNC connector at the radio end when the cable is cut to length. If the aerial you install is not tuned then cut it to an optimum length for the middle of the Aviation frequency band. If the aircraft skin is metal you won't have a ground plane issue. If it is fabric or plastic then making a good ground plane and positioning becomes important for good reception & transmission. This should all be in the wiring best practices book.
  21. kgwilson
    I got an aliexpress email the other day selling 2 Tb SD cards for $6. These don't even exist yet. And today 18650 batteries 9900 mAh for $2.19 and a fake Samsung S23 Ultra phone for $160.00. All absolute rubbish. There are good CO monitors that don't cost that much. I paid around $30.00 for one that works really well. I have it on the panel & it takes 3 AAA batteries. Came with a test certificate and I have checked that it works properly. The RAA one is far too sensitive & starts alarming at normal background CO. An 8 hour safe level is 50ppm though 30ppm is the recommended safe level in the workplace. Background CO in the home varies between 5 & 12 ppm & the RA one starts alarming at 9ppm. There are a multitude of different standards around the world as well. If you are buying one just do some research first.
  22. kgwilson
    That is great but it cannot apply to GA factory built aircraft as the Skyview is not certified for such installations. It is only certified for Recreational and Experimental built aircraft & the Mode S ADSB Out module costs about 2K US plus installation.
  23. kgwilson
    As a member you are effectively a shareholder and have the same control over the company as in an incorporated association, i.e none. You can complain and you can stand for election to the board. You have the same voting rights in either type of body so if you want to see change you have to get active and advocate.
  24. kgwilson
    The cost to get the ADSB Out module installed with your mode S transponder is typically $5-7000.00 so I don't see that many when out flying. Most GA who have ADSB out are Flight Training School aircraft.
  25. kgwilson
    You only save 1.9% by paying 2 years in advance & only 1.75% for 3 years. That is not an incentive at all when you can now get up to 5% on a 12 month fixed deposit and with interest rates on the rise that will increase.
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