Garfly

26 minutes ago, skippydiesel said:

Speculation ; Where VH do experimentals fit in  "state regfistered" (VH in Oz) aircraft meet design standards that are acceptable to ICAO,"?

Maybe here?

https://www.casa.gov.au/sites/default/files/2021-11/experimental-certificates-coa-02-protocol.pdf

22 minutes ago, skippydiesel said:

...  the common-sense requirement for clearance in the worst case scenario "...flat front tyre, and the suspension fully compressed" is, to my opinion, the only sensible way to go. It is  just a matter of deciding how much more clearance (mm) is advisable, should you encounter the worst case.

This recent video from France offers timely evidence for that.

The relevant bit is the minute or so after 03:00 

Rough auto-translate is available but hardly necessary. The guy beats himself up, saying it's his habit to taxi away parallel to the hangar doors to avoid blasting prop wash inside, but then clumps of ice, I gather, have made the grassy ground unusually uneven.  Ouch.

Spin Training - Deadlier than Not?

BLOG.COMMUNITYAVIATION.COM

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Rich Stowell's specialty has always been spin, emergency maneuver, and aerobatic training. He doesn't provide primary flight instruction but has seen the result of our flight training system in pilots who have...

https://www.communityaviation.com/hubfs/Rich Stowell/Blog/Post 004 Spin Training Myth/Link 3 - 12 Stall Spin Myths with Bonus Myth.pdf

As a further line of defence (back-up for your PLB) recent iPhones

come with their own Sat-based SOS system which now works in Oz.

But with so much international attention,

all seems to have been forgiven!

As long as you pass under the LL2000 shelf of the WLM C2 (southern half of the Lane) you shouldn't need any clearances.

So it's pretty much as it was for VFR transit, except for another 400' of headroom in the lower part of the route.

And, if you are able (a/c rego and licence) to request clearances, you might be better off asking for the coastal route.

7 hours ago, danny_galaga said:

Sorry to hijack, but I am entertaining the idea (My original plan actually) of getting a part 103 ultralight. While I'll just be pootling around in it and probably not navigating, would a sky echo still be worthwhile? I assume if I have that and nothing else, then at least it makes ME more visible?

And obviously, with that sort of ultralight, I'd best be making a mount similar to bluesadventures, else it just winds up in the landscape below 😄

Adding just a Phone sized EFB would provide an ADSB-IN display for use as and if needed. 

Not to mention up-to-date local maps, etc.  (Minimalism plus peace of mind ;- )

Things have changed with the Williamtown Inland Lane.

As I understand it, the south half of the Lane from Dungog

to East Greta/YMND no longer penetrates a Restricted Area

but lies underneath a new Class C space WLM C2  LL2000

The northern half still does (D589 'tunnels' through R584B - UL2500)

Effectively the main change for VFR flights on the south half

seems to be an extra 400' headroom. (up from 1600')

Also, there's a new 2,500 LL above YMND (Maitland).

CLICK FOR FULL REZ:

Williamtown (YWLM) FAC.pdf

a23-h45 (1).pdf

On 09/01/2024 at 12:07 PM, facthunter said:

They should have known about scale effect (Reynold's number).    A dragonfly can hover beautifully but it's wings go fore and aft and it still can't work when it's BIG.   Nev

20 hours ago, facthunter said:

For decompressions the crew have to don  demand oxymasks and check oxygen flow and Mics working and doing PA's in that situation is not high fidelity. They also have to declare the descent to ATC so other traffic can be dealt with. EMERGENCY items are MEMORY. There's no time to read from checklists. The fog is from adiabatic cooling and would be much worse at higher levels where the pressure change is larger. Fog can be simulated in SOME simulators for things like Elecrical Smoke or fire 2which also requires Masks be donned.  Nev

Interestingly, there's a similar sequence of transmissions from this 737-800 crew from an incident in May 2023.  Flight AAL329 out of Miami also had a rapid decompression.  Their comms are, naturally, incoherent at first but soon come good, presumably after they've donned their masks and taken a few seconds to understand WTF just happened. Even then, their only communications priority is "On descent 10,000"    (After that, most of the discombobulation is back on earth. ;- )

https://www.youtube.com/watch?v=RtptbpDd_FU

Chinchilla pilot Cameron Obst's flying for RFDS Fundraiser | Queensland Country Life | QLD

WWW.QUEENSLANDCOUNTRYLIFE.COM.AU

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Chinchilla pilot Cameron Obst's $500,000 RFDS fundraiser.

https://www.youtube.com/channel/UC-XYZHucRPLyLZRWWpy0YoA

52 minutes ago, facthunter said:

It only had to descend 4,000 ft in the USA. You practice this stuff in  the simulator so why would it be difficult?   There would be some concern about structural integrity and whether anyone had been injured Nev

Apparently it was difficult due to headsets, checklist folders etc. etc. being blown clean away in the explosive decompression followed by the scramble to don masks amid the chaos (presumably SOP, even from 16,000'),  So this would explain the first incoherent words on frequency but then it seems only seconds after that big (dusty, foggy) bang (hard to emulate in the sim, I guess) that they'd settled into clear professional comms and did what they had to do.  I'd imagine it was not easy.

Who, I wonder, would have expected otherwise?

On 07/01/2024 at 12:18 PM, Garfly said:

This is a tech explanation of the various 737 mid-cabin doors/plugs configs.

The Alaskan incident is referred to near the end (21:45).

 

 

 

This is another educated guess coming from the Comments Section of this Capt. Brady video. :

And then, Northrop gave the Flying Wing a go ... (another incredible story, very well told by Mustard, methinks)

38 minutes ago, turboplanner said:

What the fuss? The door was found in a garden. 

Inspections turn up more loose bolts:

Well now we all KNOW!   ;- )

19 minutes ago, facthunter said:

That's the most UNLIKELY proposition I've ever seen, Structurally and aerodynamically.   Nev

Well, except, perhaps, for this one  ;- )

10 hours ago, pmccarthy said:

Memory is cheap and easy these days. A CVR could record ten or twenty hours, or a thousand, on a cheap memory stick!

 I think that the time limit has, historically, been more about pilots' privacy concerns than about technical constraints.

EASA already mandates 24 hours at least and the FAA is trying to match it, at least for new aircraft. 

https://www.faa.gov/newsroom/media/25-Hr-CVR_NPRM_Issuance.pdf

EXCERPT:

"C. Privacy Concerns

The FAA acknowledges that pilot-focused organizations may have concerns regarding how the NTSB or the FAA would use the CVR data collected for investigative purposes. This issue previously arose when the FAA increased the CVR recording duration from 30 minutes to 2 hours. At that time, the FAA determined that the investigative need and benefit of this information outweighed these privacy concerns. The FAA maintains this stance. The proposed increase to a 25-hour CVR recording duration would further improve current investigative capabilities. It would also provide investigating bodies, such as the NTSB, with more complete context surrounding the accidents and incidents under investigation and support their safety analyses. Importantly, this proposed increase is designed to provide more context for any flight deck activity that might be pertinent to an investigation. Specifically, this increase expands the possible range of data available to investigators. This proposal does not alter or modify the existing processes for requesting or use of this data. Sections 91.609(g), 121.359(h), 121.227(f), and 135.151(c) specify that the information obtained from the CVR recording is to be used for investigation purposes and that the FAA will not use the CVR record in any civil penalty or certificate action. This proposal does not modify these regulations."

26 minutes ago, kgwilson said:

I did some initial tests & while not in any way scientific I made various turns to see when the aircraft I picked up disappeared. I had visibility from about 185 deg through 360 to about 130 deg so only the right rear quadrant I got no signal.

I was wondering to what extent the lump of metal up-front puts traffic just below and ahead into an ADSB shadow.  (Like it does to the pilot's eyesight).