Garfly

He would have been talking about his RV10 in that story (he'd asked his wife to come along). I'd say that'd be doable, one long day from Moruya to Alice with one refuelling stop. And then, the next day Alice to Broome in one hit.

These are the specs of the SubSonex from Wikipedia (I think this is the model in the story). Alice to Broome in one hit looks quite possible in the RV10 but you'd probably want a shorter book in the JSX-2. Maybe 2 books since you'd need to stop half way and find fuel. But what a blast! Specifications (JSX-2)[edit] Data from Sonex Aircraft[21] and AINonline[16] General characteristics Crew: 1 Length: 16 ft 6 in (5.03 m) Wingspan: 18 ft (5.5 m) Wing area: 60 sq ft (5.6 m2) Airfoil: 64-415 Empty weight: 500 lb (227 kg) average Gross weight: 1,000 lb (454 kg) utility configuration Fuel capacity: 40 U.S. gallons (150 L; 33 imp gal) Powerplant: 1 × PBS TJ100 turbojet, 290 lbf (1.3 kN) thrust Performance Cruise speed: 210 kn (240 mph, 390 km/h) TAS Stall speed: 50 kn (58 mph, 93 km/h) landing configuration Never exceed speed: 249 kn (287 mph, 462 km/h) Range: 420 nmi (480 mi, 770 km) with 30 minute reserve g limits: +4.4/-2.2 in utility configuration, +6/-3 in aerobatic configuration Rate of climb: 1,600 ft/min (8.1 m/s) initial at sea level Fuel consumption: 18 US gallons (68 L) per hour Avionics MGL Avionics Flight II instrument and the MGL V10 Com transceiver

I'm impressed by his relaxed attitude to long-haul (RV10?) flight planning (as he tells it to our reporter, anyway ;- ) "Sometimes I would say to my wife 'I'm going to go put my feet in the Indian Ocean this weekend. If you want to come along, you're welcome.'" "We would fly from here to Alice Springs and spend the night there. The next day we'd be in Broome riding a camel along the beach. "I would literally just dial in the unique airport code, climb to altitude, hit autopilot, and read a book. It's that simple."

Retired dentist's bird's-eye view of Australia from his homemade jet aircraft - ABC News WWW.ABC.NET.AU It started with model aeroplanes as a teenager. Then he piloted gliders. Now, retired dentist Andre Viljoen has built his own jet aircraft to see Australia's best sights.

There was also this ATSB report (several decades old now) that brought a lot of vision-science to bear on the issue. see_and_avoid_report_print.pdf

"Just imagine the Possible effect that might have on confusing other circuit traffic. and especially someone going around who got too close to preceding traffic on final.. Nev" Yes, well the reason this thread got started is that we have several of our own having recent near misses in the circuit when everyone involved thought they were doing things by the book. So there's plenty of room for confusion anyway as it stands.

And I see it's sometimes done on the 'dead side' waiting for a gap to open up in the flow.

Likewise, the training area "clearing turn" has always struck me as more of a Hail Mary than an effective "clearing" of the area. At best, it consists of maybe a half-minute look-see over that way then the same over the other side before launching into many minutes of often heads-down concentration on a given set of manoeuvres; instructor and student, both, happy in the knowledge that the sky is (by rite) theirs. And yet every mid-air threat I've ever witnessed has appeared from nowhere and flashed past in seconds countable on one hand. And that does seem to be the experience of most near-miss 'survivors'; there are dozens of videos on the Tube where you actually get to see frame by frame how difficult it is to see collision course traffic even fifty metres out. That's not to say that a 'clearing turn' might not, one day, save your bacon. It conceivably could. (Anyway, not 'doing the honours' on a test flight will surely get you excommunicated.) But, to convince yourself that you've 'cleared the area' just by going through the motions is irresponsible. Lately, in online aviation videos, you do see instructors backing up 'clearing' turns with EFB traffic displays which actually can be relied on to detect nearby threats. But, that's in the US where ADSB is now close to universal. Typical instruction in the customary method: https://www.youtube.com/watch?v=cZJXQpF5bcg

Yeah, that'd be old Capt. Straw-man and his mates; they say a lot of crazy stuff.

Which is comforting.

BTW, for any Avid Flyer fans who haven't caught it yet, this is a nice (24') video on it by Jonas Marcinko

I agree. The problem with AvTraffic's internet based "ADSB" targets in OzRwys is that they show up in the same dark blue that's used for direct ADSB traffic such as supplied by the SkyEcho2. OzRwys traffic (its own participating customers, via internet) is, of course, distinguished by showing as light blue. A couple of years back I had an email exchange with OzRwys support suggesting that direct ADSB targets might be better displayed as a different colour (as opposed to just a darker shade). I was told that they felt the distinction was clear enough and that since "traffic is traffic" it's better, for a consistent iconography, to keep the two types the same basic hue. But as you suggest, Glen, traffic ain't traffic when lag is involved. So I reckon it's time to move to a different colour for true ADSB (real time) traffic.

It might sow confusion if we throw around term "traffic display" without being clear that we're talking about cellular network based traffic systems and not about proper ADSB-IN displays. Sure, any internet lags become clear on your EFB screen if you're running proper ADSB-IN at the same time. The position delay seems, in my experience, to vary from zero to several seconds. But just to be clear, there is no latency issue with true ADSB-IN traffic displays (like SkyEcho2 or better). And usually, when we're discussing the use of traffic displays in the circuit - for or agin - we're talking proper ADSB-IN That being said, Area-51's story, a few posts up, shows that even laggy cell based traffic (like his AvTraffic/OzRwys integration) can sometimes work better than any amount of "managing separation visually" : "After one more recent near miss, have upgraded the situational awareness by taking out a paid subscription with AvTraffic ... it paid dividends. The first flight afterward saw almost the exact same scenario with the very same other aircraft, however this time was able to see the situation unfolding well in advance, so simply turned away." OzRwys is clear about the limitations of its cell-based display of traffic information. As they put it "OzRunways traffic is great but it's not the whole picture" before going on to urge customers to invest in a proper ADSB-IN solution. But short of one of those, an AvTraffic/OzRwys (cell based) set-up does have a few plusses of its own, combining OzRwys targets with all other traffic supplied by the 'ADSB-exchange' (most ADSB-OUT equipped aircraft - depending on local coverage) and presenting it all on the familiar (already in use) OzRwys main map page - without need of other devices. Plus AvTraffic has aural traffic alerts. And while those alerts are probably very useful enroute, I can't see how they'd help much in the circuit; wouldn't Bitchin' Betty be having constant conniptions even in a mildly crowded circuit area? I suppose time stamps could overcome lag issues in internet traffic displays (as long as pilots didn't have to do any maths in their heads, when only a glance may be spared) but wouldn't it just be putting lipstick on a pig? ADSB is here - it's an amazing aircraft-to-aircraft tech which just works, is user friendly and is heaps cheaper than it used to be. The problem remains that it's far from universal in VFR land. Too bad the proposal before government years ago for supplying devices free for all VFR aircraft wasn't taken up.

Port is fairly busy with quite a few RPT flights (including Bonza's 737 a couple of times a week). So good practice for busy circuitry. Camden Haven is a beautiful place and great strip. It's under new (private) management, so not sure of PPR status. However, it's quite isolated from nearby towns without a car. Old Bar, 35nm down the coast, is a great strip to visit. Easy walk to town, the beach, eateries etc. Caravan/cabin park adjacent. Strip is shortish grass (580m) but a well maintained strip. All circuits to the east. Might be a bit daunting if unfamiliar (crossing sea breeze; trees at north end; sports oval lighting along the western edge). Taree is just 5 minutes flying inland along the river from Old Bar. That's where you could get fuel and find a CFI - GA/RAAus - for a local area briefing (if desired). YTRE's main strip also handles some RPT but it's way less hectic than Port Macquarie. Plus, it's the home field of AAK (Australian Aircraft Kits) where the mighty Hornet bush plane is made. It's also the home of Taree Wing where our own Pylon500 is the RAAus instructor (also maintainer and designer/builder of various types). YTRE also has a caravan park a short walk away fro tie-down.

Speaking of which ... I just asked old mate "Student Pilot", who is currently in Turkey doing fire work in an AT8, to send some pics. In this one he's keeping an eye out for golf courses in the city of Adana. (But then, he is behind a turbine. ;- )

Yes, I mean it as the obverse of 'nothing succeeds like success'. You feel you're failing in something - which you might normally be able to easily correct - but the fog of failure disables your problem solving ability. Just another way of saying 'panic sets in', I guess.

Yeah, I think that 'stress-hormone' explanation is well illustrated is this video I've just seen of a bounced landing of a Citation in Oklahoma. The YT vid includes the pilot's own written narrative of what happened and he explains it in very similar terms. It also shows that it's not just us low-time pilots who face it; it's anyone who finds themselves suddenly outside their zone of feeling 'in control'. Once you slip into the 'yellow zone', as this pilot calls it, things tend towards red - because, after all, nothing fails like failure. https://www.youtube.com/watch?v=1C5QqAhYL50

On the other hand, the whole world got behind the Thai soccer lads in the cave. (Heck, even Elon wanted to help by having SpaceX design a rescue-sub, before he was (appropriately) told to butt out.) And this paper from the European Parliament puts a bit of meat on the bone regarding the Mediterranean tragedies. EPRS_BRI(2022)733712_EN.pdf

Thanks for keeping us up to date on this KR (and on PPRUNE) (under these circumstances there's not much point in the RAAus hoi polloi upgrading to a proper transponder) https://www.pprune.org/australia-new-zealand-pacific/653454-ml-fir-tiba-30-june-2023-a.html ML FIR TIBA 30 June 2023 - PPRuNe Forums WWW.PPRUNE.ORG Australia, New Zealand & the Pacific - ML FIR TIBA 30 June 2023 - And YMMM as well. C1097/23 TEMPO RESTRICTED AREA ACT IN CTA CLASS E AIRSPACE. ATS IN THE YMMM FIR SUBJECT TO...

We are so old!!!

But I guess the worst part is that you straddle the centre-line! ;- )

They can't be persuaded to at least go for Electronic Conspicuity (SE2) at $500 a pop (subsidised)?