skippydiesel

Wow!! I guess SkyShop isn't making a financial killing on this product. Is there no long distance flier out there, with experince in this/similar product/system???? It may be better, from a handling/weight perspective, to go with the 20L foldable bladders: At $149.50 they are cheaper/liter capacity, than the bladder/ferry tank.. Are they safe to carry fuel in cockpit or are they just for getting fuel to the aircraft from service station?😈

Hi All, Anyone have any experience with this recently advertised SkyShop fuel bladder:   Fuel Bladder 65 Litre Specially designed for temporary storage fuel, Diesel, avgas, Petrol, chemicals and other liquids. $265 Click here for info or to order Probably made by TurtlePac, Qld. In my case it would have to sit on the passenger seat, but wondering how its filled ??- 65L of fuel is awful heavy to pick up & filling in situ may result in a fuel spill in the cockpit😈

All good choices/strategy, perhaps with the exception of the overpriced battery. I have used motorcycle batteries for years. Found them to be reliable, cost effective and often more CCA's per kg (better starting) than the Odyssey range.SSB is my favorite brand for automotive batteries.

Moneybox, I fitted my last aircraft, an ATEC Zephyr, with small, highway tread trailer tyres (rated, to I think, 120kph), from memory 6 ply, about the size of a wheelbarrow tyre. I know you already have the tyres, I am using the above as an example. I never found a substitute for the nose wheel tyre. I did find an Australian tyre importer, who was a lot cheaper than purchasing the same tyre from the aircraft factory. Do your research and use the abundances of experince/common sense you have developed over a lifetime. Go OM where safety is critical, the rest can be what you are able to find in Au.

Its like this; I am trying to keep up with all you LOADED $$$$ BIG BOYS, with very deep pockets, on a fixed income. Besides that, I get satisfaction from finding the best bang for the buck and passing my finding/experience on, to you lucky devils, in The Forum.😈

Being an electronic neophyte, I shouldn't comment however even I understand that the signals generated and appearing, on whatever electronic device you have, are not in real time. Those who rely on these sorts of systems for separation, may get into real trouble (The Oaks incident?). In small VFR aircraft, you can't beat the radio for situational awareness, followed by the dodgy MK1 eyeball. In my mind, there is a real danger that pilots will get sucked in by the computer screen ,not communicate & look outside the cockpit.

I read this, to say BrendAn has the information. Not an observation on how it may be derived.

What information have you got? I think the investigators were still on site Wednesday possibly also yesterday.

There is a witness, a child (age?) who supposedly saw a wing tip to wing tip contact, between the two aircraft. The relative location of the two crash sites, would suggest, if the child is correct, the aircraft may have been traveling in opposite directions.

AND as far as we know, at this time , in contact with The Oaks/Camden/Sydney

Contemplating purchasing a SkyEcho BUT have Mode S (OUT) would have to disable the SE OUT according to UAvionix; "In addition, they must not be allowed to transmit when (a) in VFR flight at or above FL290; or (b) concurrently with a Mode S transponder that is also transmitting ADS‑B. An EC device may be operated in Australia concurrently with a Mode A/C, or a Mode S transponder (other than one that is transmitting ADS-B). UAT is NOT used nor permitted in Australia". I would be financially better off with a "Ping" (IN) - the question is - will I get as good/much information from the Ping???

It would seem likly that the Jab was fitted with a SkyEcho (or similar) system (ADSB IN/OUT) - hence the availability of a track.

Thanks for that Roscoe, It's about two years since I flew at Camden & only remembered the inbound height. The observation regarding the proximity of the two airfields and the potential for traffic inbound to Camden to conflict with The Oaks activity remains. The "not below 2500ft" is insufficient - it should be not below 3000ft. Reason - aircraft inbound to The Oaks are often at 2500 ft, giving a 600ft circuit safety margin, to overfly prior to descending to enter the pattern. Added to the above is the not so infrequent Camden bound aircraft at or below Oaks circuit height. There is no excuse for this as it's perfectly easy for most small aircraft to descent to 1800 ft by Mt Hunter

Forgot to mention Camden & The Oaks on diffrent frequencies.

Of possible interest - The Oaks is a Camden airfield inbound reporting point. Camden's circuit height is 1800 ft. Descent to circuit height is usually required some distance to the east of The Oaks (MT Hunter). On occasion aircraft overflying The Oaks, inbound to Camden, are well and truly on descent (low) over The Oaks.

The crashed Jab (A), in company with another Jab (B), departed The Oaks at around 11.30, for Cessnock. Jab B had a fuel problem in the vicinity of Badgerys Creek & decided to return to The Oaks. Jab A also decided to return. On return Jab A made a balked/missed landing. Jab B landed very shortly after. Jab A appeared to be going around for another landing attempt, when the accident occured. There was some turbulence in the area. To the best of my recollection there were no calls from the C182 and I have no idea why they would have been so low and likly in or very close, to the circuit pattern. The Oaks Circuit is 1900 ft. The 18 & 36 circuits are both to the west side. Inbound aircraft will usually be at 2500 ft prior to descent.

Yes it's my area . Thanks for the thought, alive & well. I will leave the speculation to others but will report the death of two possibly three people. One of the aircraft, RAA Jab, was from The Oaks. The other appears to be VH registered, I do not know from where. The incident appears to have occurred at or about circuit height.

"I believe a factory built LSA cannot be converted to run on condition, it must remain running on the manufacturers service schedule. Upon inspection of the relevant documents for my plane, an early Evektor Sportstar, is not an LSA but a Type-Certified aircraft so I dodge that rule. It's not done yet but after RAAus looked into it they sent me the paper work to convert my 24- rego plane to run on condition." It would seem from the above statement, that your belief "factory built LSA cannot be converted to run on condition" is not supported by RAA - "RAAus looked into it they sent me the paper work to convert my 24- rego plane to run on condition." It seems to me that you will be able to fly your Sportstar "on condition" . The only other option, is to replace the engine, with one still within TBO (new?) and sell the old engine (which is probably worth a pretty penny) so that the aircraft can meet the factory approved standard.

"I did a few landings in 12 to 15kt cross winds but they were untidy and he wants me to land and keep it within 1.5m of the centre line." This may come as a surprise to you & your instructor - humans can not see the wind. The practical result of this disability (for pilots) is that cross winds, particularly of the blustery variety, will always be a challenge, no matter the skill/experince level. Sure, the experienced pilot will generally make a better fist of the situaton, but "keep it within 1.5m of the centre line." is an aspiration we all strive for and all too often have to accept an untidy but safe alternative.

THE LIST may have been updated, in the 2-3 years since I tried to use it.

Yeah! Last time I tried to use THE LIST a large percentage of the names had retired, even died, no longer "on the job" etc - gave up after many phone calls.

Thanks Gents - will take your suggestions on board 😈

Thank Onetrack. I should have included the Dart River in my question. I knew a small part of the Dart . In my very early twenties, I skinny dipped, with my then Devonshire girlfriend in the Dart. Great girl! - Tourist in a steam train passing along the bank, got a lovely glimpse of some Devon charm, when she stood in the shallows and waved.

Is term "The Old Dart" derived from naval slang for Dartmouth ??😈

Thanks Neil for all the trouble you have gone to. I am a tad dim on what the transponder actually does (something about being interrogated/responds with ID/Alt/Location/Heading)- Trig TT22 (ModeS) new (like aircraft), been professionally set up/certified, so all should be okay. I just turn it on before TO and assume all will be well.. I have three GPS systems, operating in the aircraft . As far as I know, none certified. In my current aircraft I have only had one instance when ATC contacted me (had to SQUAWK CODE given) . In my last, I had several instances where ATC either contacted me or more often, contacted other aircraft (usually IFR) to warn them of my presence. I have a panel mounted iPad Mini with OzRunways & extra GPS antenna, so have some traffic displayed. If I understand you correctly; The Skyecho could be configured to work on ADSB IN (only) & "paint" onto my iPad, any ADSB OUT aircraft, within a 20 NM radius of my position. Without ADSB OUT I would not appear on other aircrafts systems. I am confused about using Skyecho IN/ OUT with TT22 also operating - is this functionally okay or not? I could just get a PingUSB from UAvionix. This will display ADSB IN on my iPad but as no OUT capability, would be as for Skyecho above. Seems to me that if Skyecho & Trig TT22 can both be active at the same time , this would be the way to go.