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About Garfly

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  • Birthday 04/12/1948


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  1. Thanks RF, that's a key bit of information that I've found hard to get. Will, in practice, the RPT guys be able to see us buzzing around the terminal area, sporting our SkyEchos? (Whether via TCAS or some other ADSB-in display in front of them.) What about Qantas Link, et al?
  2. I'm guessing that the reported gap between the stratus and stratocumulus layer (each with holes) suckered him in. He might have felt that he needed to descend quick to pick up the "not above 1000" clearance on the south west side of Coffs and might have been over-nervous about clipping the (forbidden) steps again. But in any case, if those layers converged quickly then he was in trouble (and no last seconds declaration of emergency would have helped.) It's a life lesson for us all; we do well to distinguish between existential threats and imaginary ones. (Between rocks, say, and mere con
  3. I really wouldn't know, RF ... but the passage you quote above seems to explain it well enough: AC 91-23 v1.0 - ADS-B for enhancing situational awareness "SIL means Source Integrity Limit. SIL is a numeric value between 0 and 3 that indicates the GNSS position source’s probability of exceeding the reported integrity value. It is one of the components of a standard ADS-B position message. A SIL number of 2 or 3 indicates that the GNSS position source information is suitable for ATC separation, while a SIL number of 1 indicates that the GNSS position source informa
  4. What 'low end' GPS would that be, RF? From UAvionix website: "SkyEcho2 is the world’s first commercially available portable ADS-B IN and OUT system. Complete with an integrated TSO certified SBAS GPS and barometric altimeter, SkyEcho2 transmits your aircraft location, altitude, and identification via 1090MHz ADS-B, enabling you to be seen by nearby aircraft equipped with an ADS-B receiver"
  5. Well, it seems that its SIL level is an acceptable one already, for our purposes, at least, in Class E. And if your 'other' aircraft is also already in the database with its own Hex ID then it would only take seconds to change over the device ID for that one. I believe it can even be done within OzRunways and probably other EFBs.
  6. They say that a thousand years ago, when the compass was new, mariners who were early adopters were mocked by all the old salts of the day. "Look at those guys, just pressing GoTo on their loadstones and heading off, heedless of the seafaring lore of a hundred generations. Crazy young fools!"
  7. Bosi, I guess some think that way - professionals and planners, say - but I think the burning issue for us rec. pilots will be whether (and on what conditions) we'll be allowed to climb above 1500' AGL in these vast swathes of sky. (And, as someone said, what particular ground level might that be? Above yonder [10nm] peak? ;- ) Most flyers have flown in Class G for yonks without hitting anything so I doubt they'd be hanging out for the extra safety of surveillance. (Although, as it is, those with transponders do get handy alerts from friendly controllers.)
  8. https://engage.airservicesaustralia.com/lower-base-class-e-east-coast In their paper CASA attempts to calm the horses with this soothing line: Class E does not restrict access for VFR aircraft. But they mean VFR aircraft with transponders (or, in detail, if you must, those poor-folk's EC thingies).
  9. Yeah, I have a SE2, as well, but haven't had a chance to use it properly yet. So it's good to hear other user's impressions. And yes, while VFR is VFR, I think what's worrying peeps here is more that Class E is Class E ... and if that descends upon our heads will SE2 into E be A-OK. 😉
  10. Well, Mark Kyle put us all at rest on this subject last year, right. I take it that the SkyEcho is indeed an EC device but an Integrated TABS type.
  11. I believe that you are misreading the table. To me, it means that in Class E one of those four things is required. I understand that SkyEcho is an Integrated Tabs. Anyway, you can just go by the plain language statement: "Apart from an integrated TABS device able to substitute for a transponder in Class E & G airspace,"
  12. Yes, I believe so. (Or, in CASA's terms the former's simply 'more detailed' than the latter'. 😉 It seems now clear that CASA had their reasons for cooperating with device manufacturers to facilitate all this. But a down side for the professional industry is that if all recreational aircraft start transmitting their ADSB data then the airwaves are going to get cluttered. This would be less of a problem in Oz, of course, than in the UK or the US. Anyway all this has been well covered in previous threads on this site. (Luckily we have, among us,
  13. CASA ADVISORY CIRCULAR AC 91-23 v1.0 ADS-B for enhancing situational awareness 5.3 VFR aircraft – a rule of thumb 5.3.1 For aircraft operated to the VFR, a general rule of thumb is that a Mode A/C or Mode S transponder is required for operations in Class C airspace, Class E airspace and above 10 000 ft AMSL in Class G airspace. 5.4 VFR aircraft – in more detail 5.4.1 Table 2 provides more detail about ADS-B OUT and transponder requirements for each airspace class as we
  14. However, SkyEcho is an approved device for Class E operations in Australia. But it must be registered and set up to transmit your unique Hex code. From the UAvionix Aust. website: The SkyEcho2 portable ADS-B transceiver has been accepted by CASA as an approved Electronic Conspicuity (EC) Device as an enhancement to "See and Be Seen" from 16th July, 2020. SkyEcho2 is the world’s first commercially available portable ADS-B IN and OUT system. Complete with an integrated TSO certified SBAS GPS and barometric altimeter, SkyEcho2 transmits your aircraft location, al
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