kgwilson

Once you set up an ADSB ground station and register it with FR24 &/or Flightaware you become one of hundreds of thousands of ground stations updating the global network. The Raspberry Pi system is easy to build and operate and cheap. It used to only cost $40-$60 to get going but prices have increased quite a bit but $1-200 is still pretty cheap.

Five point harnesses are the best and most secure. You can't slide out under them. However all harnesses should be adjusted so that they hold you firmly in place without discomfort. Any slack will cause some damage to your body in the event of a crash, the very least being severe bruising. I have 4 point harnesses in my aircraft and can easily adjust the shoulder straps in flight by grabbing the tab and pulling it up to loosen that side and the same for the other side in order to reach over to get something etc. Tightening is just as easy by pulling the main adjustment strap down. I always fly with my harness firm as unexpected turbulence then doesn't throw you around. Tightening harness straps for landing is part of my forced landing procedure, immediately following unlatching the canopy.

SE2 will connect to Ozrunways automatically when the SE2 is connected to the device via WiFi. OzRunways will pick up other OzRunways traffic with or without ADSB, as well as direct ADSB out equipped aircraft. As far as I know they have different background colours. You may see the aircraft twice as the Ozrunways equipped aircraft data has some latency given it has to transmit through the mobile data network whereas ADSB direct is virtually instant. Direct ADSB in traffic is shown as green in most systems. Depending on the software this can change to yellow where there is a possible conflict & then red when the conflict and distance reaches a specified threshold. Again depending on the Navigation software traffic can be filtered out to avoid clutter. In Enroute FP only ADSB out enabled traffic less than 20NM horizontally and less than 1500 metres vertically will be displayed so you won't see all the RPT flying overhead at 35,000 feet.

Lap belts don't restrain your torso and head from being propelled in to the control column and panel.

Flying Milk Crate.

America didn't lose 3500 ships during the battle of the Atlantic, the Allies as a whole did and they sank 783 U boats and 47 surface ships including 4 Battleships, the first of which was the Bismark. The great majority of merchant ships were British and escorting warships were mainly from the Royal Navy and Canadian Navy.

Everything is made in China these days. Pay a good price and you get exceptional quality. iPhones are all made in China now. My car was made in China & has a 10 year warranty. Construction quality and materials are excellent. Even motoring critics said the fit & finish was better than some Mercedes Benz products.

Jabiru Gen 3 uses Honda transistorised coils. They are not pulse magnetos in the traditional sense so you can't hand prop a Jabiru engine as they require 300RPM to activate. Jabiru has these in stock. I replaced both coils on My gen 3 when I found the originals which were Honda copies began misfiring at different times. This manifested in me thinking I had a crook plug or HT lead. With the correct coils the engine runs very sweetly. See photo of the correct part attached. I tried to source these elsewhere but with freight etc it was cheaper from Jabiru. Note these are for the 3300 6 cylinder engine but I think the coils are the same for the 2200.

It is definitely You. AF 447 was an A330.

Best & cheapest option is to leave your Transponder alone & get a SE2. With rebate, total cost is $520.00 direct from Uavionix and it interfaces with numerous EFBs including Ozrunways, Avplan and free ones like Enroute Flight Navigation. I use Enroute & see plenty of aircraft around. Most can't see me as they don't have ADSB-IN but as most of the training aircraft around here have Chinese students with poor English skills and the propensity to mix up YGFN (Grafton) with YSGR (South Grafton) with runways 18/36 & 08/26 respectively, it is good to know where they are.

If you are concerned about seeing other ADSB equipped aircraft in your vicinity up to about 20 NM radius, then you need ADSB-IN. If you want those same aircraft to see you then you need ADSB-OUT. If you want access to controlled airspace then you need a Transponder Mode C or S. When you call ATC and are provided with a squawk code & press ident your rego will be registered on the radar to that code & ATC will see your every move. If you have a conspicuity device like Skyecho2 Air services cannot interrogate you but can see you so long as you are in range. They are provided with the GPS location, barometric altitude & aircraft Rego No. For RA aircraft this is the last 4 numbers prefixed with "R". This data is continually broadcast at 1090 Mhz ES (extended squitter) & if you are within line of sight range of Airservices receiver they will see you on the screen without having to do anything. They cannot interrogate you anyway if you do not have a transponder. It is possible for ATC to filter out Conspicuity device transmissions as they have a different downlink code but they don't. I tested this with Coffs ATC 18 months ago when I installed my SE2. Initially I called up the Tower when I was a couple of NM North of Coramba about 11 NM at 2000 feet away but I could not see the airport as there were hills in the way. They could not see me. A couple of minutes later ATC called to say they had me on the radar but it was intermittent. I altered course to fly about 500 metres outside the flat part of the CTR & began climbing to 4000 feet to go through the Mt Moombil saddle to Bellingen. ATC tracked me with perfect accuracy the whole way once full line of sight was gained. I don't know where their receiver is located & initially when I had line of sight their reception was intermittent. The main point was to demonstrate that ATC could see SE2 equipped aircraft as there were lots of rumours and even information published that this was not the case. So in conclusion if you want to fly in CTR make sure your aircraft if fitted with a Mode C or S transponder. If you just want to be able to see other aircraft with ADSB-Out & want them to see you (if they have ADSB-IN) get a SE2. This is a whole lot cheaper than adding ADSB to your transponder & works just as well but with a bit less range.

As far as I know there are many Transponders that are ADSB Out capable but must be fitted with an extended squitter and have a TSOed GPS and antenna installed, usually another box connected to the transponder. A bloke at our airfield had his aircraft fitted. Cost was about 6k from memory & that is without ADSB IN.

Why is it that the phone & tech gadget industry quote power capacity in mAh and not Ah which is what the standard is and has always been for larger batteries. 8000 mAh is 8 Ah. I have a power bank and its quoted capacity is 30,000 mAh. Why not 30 Ah. My personal opinion is that it is marketing strategy as they know most people are ignorant and think the bigger the number the better it is.

Not surprising. The Editor, Nic Heath responded to my comment regarding SE2 the ability of Airservices to see aircraft fitted with conspicuity devices and got it wrong. His comment was that his advice was blah blah. Nothing about I'll check that out etc. I was going to respond & put him right with contacts etc but gave up. He iust just another lackey of the system & not concerned with real issues relating to RA pilots. He doesn't even fly an RA aircraft.

There have been plenty of cases of cork gaskets disintegrating and blocking fuel supply causing engine failure. This happened to a friend of mine several years ago when cork particles reduced the fuel flow stopping the engine in his Tiger Moth. The engine was still wind milling and the engine fired again about 200 feet above the tree tops after the reduced flow filled the carb bowl up again. This gave him just enough time to get down on a clear area. He got rid of the blockage & took off again & got back to the aerodrome.

So is the RPL. The US, Canada, UK & NZ have their RPLs recognised in each others territory. But CASA know best, not.

Why does it need to be lock wired? Bolly normally supply AN nylocs. That way all prop bolts can be torqued exactly the same.

And there are precedents everywhere else in the world. I was really surprised this was the case when I came across the ditch in 05. I was GA then but there were RA aircraft flying in to get Avgas at our Aero Club Bowser back in the 90s. And it was an International airport to boot. Another thing I think they did right there as well was to have GA & RA aircraft all on the same ZK register. It also took only 90 days from promulgation of rule making to RPL availability also in 2005. Will CASA ever change? In my lifetime I doubt it.

Or PPL and the aircraft has to be fitted with a transponder which is silly given balloons & gliders don't.

Rukuhia airfield, now Hamilton Airport in NZ was home to several hundred aircraft from B17s, Corsairs, P51s etc after WW2. Rukuhia was turned in to a refit and repair depot in 1942 for aircraft damaged while in service in the Pacific. Most were American of course. They were offered for sale in the late 40s but only a handful were ever sold. Most got sold for scrap & ended up as pots & pans. There was a scrap merchant there who got heaps of them for next to nothing and was still selling aircraft parts right up till the 1970s. There is nothing left now of course. I read a story written by the son of the caretaker there when he and his mates used to run around jumping from wing to wing. They still had fuel in the tanks and some of them had guns that still worked. He recalled when they fired the guns once and the police were called. Eventually the ammo was removed from them. He remembered that his fathers Humber Snipe was always fuelled with aviation fuel & went like the clappers.

I don't know why SE2 is unacceptable given that they can see you at about 20NM. The argument is that the SE2 cannot be interrogated which may be correct but it is transmitting your rego, altitude and position so as it is with a transponder your direction and ground speed is also calculated. I have checked this with ATC at Coffs Harbour. With a transponder broadcasting at squawk 1200 you have to contact ATC by radio to establish your rego & then squawk the provided code, press Ident & then key that into the system so it follows you. With the SE2 that is already there.

Coastal transit won't require much time in CTR with the North/South boundaries clipped. I suspect like it is at Coffs just call and request transit & usually it will be approved with or without Xponder or ADSB. 500 feet over the beach is fairly normal at Coffs. I'm not sure how this will work if there are no eyes in Ballina other than Brisbane knowing where everything else is when deciding on transit approval. A victor lane would be a better idea.

My first ever flight was in a Tiger Moth that a friend of my father bought after the war for a few quid. I was 8 or 9 & got to sit in the front seat of course so I almost thought it was me flying it. It all happened from a farm paddock near Timaru in NZ in the 50s. This got me hooked on flying & I've never looked back.

They have put plenty of faulty aircraft in to service as well but then so have other manufacturers, most not knowingly. Boeing has done so knowing there are faults and is the reason a number of whistleblower engineers resigned and have publicly stated they will not fly on a 787 as their concerns regarding sub standard parts from 3rd party suppliers were ignored by Boeing management.

There is no doubt that news reports should be greeted with a level of scepticism given the poor and depleted numbers of real investigative journalists around now. Many news outlets don't give a flying fig about whether a report is true or not so long as there is a provocative headline. Some even get their information from social media and that is where the majority of young people get their news from. In the US that is acceptable and even expected given half of them believe what Trump says even though he lied over 30,000 times while in office. Boeings woes have continued to build despite their lip service announcements of quality systems training etc. The outgoing CEO Calhoun should have been gone at the time of the Max 8 crashes and MCAS disaster, but no, he has handed everything over to yet another bean counter. The real problem is that Boeing has massive US government defence projects keeping it afloat and like GM from a US patriotic perspective it is too big to fail and will not be allowed to.