Garfly

This 30 minute piece by John Oliver (from 6 months ago) is a seriously funny take on the whole Boeing fiasco. He brings it all together in an entertaining, but super well researched, package. There's nothing especially new in it for anyone who's followed the story closely, however, the parody of the Boeing corporate ad at the end (from around 25:00) is definitely worth a watch IMHO.

Generally (with exceptions) the not-below-500' rule applies in Australia (over sparsely populated areas). See VFRG pp. 44-49 https://www.casa.gov.au/sites/default/files/2022-02/visual-flight-rules-guide.pdf Whereas flight below 500' is generally allowed in the US (the exceptions are outlined by Trent Palmer in the video.) According to the FAA AIM: "While 14 CFR Part 91.119 allows flight below 500 AGL when over sparsely populated areas or open water, such operations are very dangerous."

ABC's Four Corners on the complicated failure of Rex Airlines. Screening tonight 30 Sep. 24 Flight Club - ABC News WWW.ABC.NET.AU Four Corners is the home of Australian investigative journalism. Meanwhile, a kind of preview in this radio program:

Trent Palmer's take on this issue is interesting, given his own run-ins with the FAA https://www.youtube.com/watch?v=wCwj9iKVUF4 (Obviously, in Oz, we don't have the same freedoms they do in the US around low level ops.)

"All the world is queer save thee and me, and even thou art a little queer." Robert Owen (1771 -1858) ;- )

BTW, this video gives some insight into what's involved in such testing - at least in the US. https://www.youtube.com/watch?v=tj5F1FFPYb8&t=781s At 24 mins it's longer than it needs to be but for peeps with enough interest, it might be worth the slog.

Yeah, yours is a Mode A/C transponder, Moneybox. advisory-circular-91-23-ads-b-enhancing-situational-awareness.pdf This CASA Advisory Circular (updated a year back) is pretty informative and shows the regulator's current thinking about ADSB gear for the VFR mob. A possibly relevant bit: "4.4 About Mode A/C Transponders Mode A/C transponders are obsolete technology that have been replaced or are in the process of being replaced in most parts of the world by Mode S transponder technology. Australia already requires IFR aircraft to have a Mode S transponder as an essential component of ADS-B OUT equipment. For VFR aircraft, there are circumstances where a Mode S transponder is required, specifically: for operations at major capital city aerodromes for aircraft manufactured on or after 6 February 2014 where a VFR aircraft is modified by having its transponder installation replaced. Aircraft owners who continue to use an older Mode A/C transponder should be aware that older transponders may appear to function correctly and be able to pass routine pressure altitude encoder testing, yet be unserviceable because no longer meets the full performance requirements. For example, CAO 100.5 and airworthiness directive (AD) AD/RAD/47 identifies that transponders using electron tube technology (such as cavity oscillators) may suffer from reply pulse anomalies as the components age. The CAO or AD (as applicable) requires periodic testing for such anomalies and, if detected, requires repair or replacement. Since the cost of repairing a transponder by replacing its cavity oscillator is significant, the cost-effective solution is likely to be replacement transponder. In this case, a Mode S transponder is the logical choice. " Also, a search of this site will turn up heaps of (locally oriented) discussion on transponders and "conspicuity devices" such as SkyEcho2s

Absolutely. No tool covers all the angles, including (and maybe in the case above, especially) the Mk2 eyeball. But then, the ATSB has been warning for decades against excessive faith in the human eye, in the sky (even in the absence of aerial cowboys) : see_and_avoid_report_print copy 2.pdf But sure, fixating on any one SA source (inside or out) isn't good; we have to learn to use new awareness tools intelligently. As has been said before, safe driving calls for skilfully splitting one's attention between three mirrors and the view out front. You'd come to grief quick-smart fixating on just one of your mirrors. But who'd willingly go out on the highway without those multi-view gadgets attached? Anyway, it'd be illegal and I reckon soon it'll be the same to fly any flying machine without ADSB (for similar reasons).

Yes, Juan explains (c. 04:40) that the Cessna PIC told him they'd tried to find the Swift on the ADSB-IN screen when they couldn't locate it by looking outside. Juan's hypothesis involves the classic high-wing/low-wing mutual occlusion scenario.

Skippy, below are a few random screenshots. OzRwys uses the light blue symbols for its own in-house traffic system. The dark blue are the ADSB derived targets (whether direct , say from the SE2 or indirect, from, say the AvTraffic app.) The local (Southport Qld) 'AvTraffic' app is able to communicate with OzRwys (full version) and display its ADSB targets on the map page. Of course,, this info is sourced from the online ADSB-exchange and so it's not as reliable as the direct air-to-air ADSB info from the SE2. But AvTraffic does have a built-in audio traffic alert system which can be blue-toothed to headsets and even used in conjunction with the SE2. AvTraffic AVTRAFFIC.COM It's interesting to see how the number of aircraft with ADSB-OUT of some kind is on the increase. It seems it's only a matter of time before it'll become mandatory. Some of the screenshots below show ADSB targets (dark blue) fed from the SE2 and some of them show info from AvTraffic. For example I was interested in 'seeing' the traffic at Port Macquarie from Taree (27 NM away). This was only possible using the AvTraffic feed (or switching to another app.) The SE2, of course, has a limited (line-of-sight) range, whereas the ADSB exchange apps are only limited by the number of participating receivers in a given area. Anyway, these pics all happen to have been captured while on the ground. All the altitudes displayed are in hundreds relative to the level of the device/own-ship. CLICK ON PICS FOR FULL REZ

Skippy, if you want to fly above 8,500, say between The Oaks and Cowra, that's already controlled airspace (Class E) right? So you'd need a proper transponder, even if you don't need a clearance. No portable IN/OUT solution is able to provide that (legal) capability. So I'd have thought that getting your installed ES/ADSB transponder working properly would be worth it for that privilege, alone. Given that you really want that altitude, at times. In any case, if your Trig is transmitting as an ES/ADSB you can't have any dongle/SE2 going at the same time (other than for their IN function.)

Yes, Terone Park is top-right in this pic, whereas the ARFF WORLD video had zoomed in to the little green patch at the lower left. Interesting that they'd sourced the Mayday call, though.

Lets Go Aviate has a go at that: https://www.youtube.com/watch?v=X2_orSNXGWk

I like Let's Go Aviate's series of video essays. In this one he looks into the history of inline-fours for aeroplanes, finishing up with the recent offerings from Viking, Aeromomentum and Edge.

Many Aussie Rangers have the 90L tank installed behind the seat without CG problems. Some with a BRS installed as well. Without the BRS the hammock can still sit on top - albeit with a somewhat smaller capacity. But others, like Blueadventures' Nynja carry the same amount, or more, in specially designed (by Greg Robertson) wing tanks. The 60L tanks were usually seen as inadequate for the distances commonly encountered flying in Oz. Flylight, in the UK, have done their own mods on the GR wing tanks and, I believe, Mr. Dewhurst has them in his own Nynja now.

That's exactly the info I was looking for A-51, thanks a lot for that. Sounds like a very productive conversation is already underway. I reckon whatever gets worked out for VFR coastal transit it will be applied to the very similar Coffs Harbour Class D situation - and maybe others. In any case, there seemed to me to be hints in the Airspace Review language regarding changes to the RAAus into controlled airspace arrangements.

Hey Hopey, good to hear you're happy with your aircraft. Could you send us some pictures?

Yes, something has been needed for ages and working out just what was the job of CASA's Ballina Airspace Review which published its findings in late 2022. It was back in Nov 2020 that a Jabiru and an Airbus A320 managed to miss each other by a mere 600'. https://www.atsb.gov.au/media/news-items/2022/ballina-airspace That incident would have set the cat among the pigeons on the vexed issue of Jet airliners mixing it up with GA/Sports types in Class G. Anyway, it sparked the establishment of the Ballina SFIS (Surveillance Flight Information Service) a kind of poor man's control zone - as an interim measure, at least. But then, in Sep. 2021, and on SFIS's watch, a C208 took-off headlong into the path of a landing Boeing 737. https://www.atsb.gov.au/media/news-items/2023/ballina-separation-incident-highlights-importance-pilots-communicating-directly-other-aircraft-ctaf-where-sfis-place So, in Nov. 23 CASA announced its plan for a proper control zone at Ballina: https://www.casa.gov.au/about-us/news-media-releases-and-speeches/improvements-ballina-airspace-come-effect-2025 So, as it stands, I'm wondering what the general aviation community around this region is thinking about the proposal, now that its details are out. What I find a bit encouraging is that the language of the Airspace Review seems to envisage some kind of regulatory accommodation with non-IFR craft; that they should not be excluded as a matter of course; that they should, by some means, be authorised to operate within it. That's why I'm interested in just what is passing between RAAus and CASA/AA on this issue right now. Can we expect some movement on the 'access to controlled airspace' issue, maybe before this new zone becomes a reality? Also it bears, I think, on how CASA judges its ADSB-in/out for the masses program has fared so far and what other plans it has up its sleeve in that regard. Including, I'd imagine thoughts about mandating ADSB-IN cockpit displays in all IFR aircraft. Anyway, below is the relevant part of the Review, as re-published by ATSB. I emphasise (in red) the bits I think are of special interest to us. Regulatory oversight The Airspace Act 2007 assigned the administration and regulation of Australian administered airspace to the Civil Aviation Safety Authority (CASA). As part of this function, CASA was required to undertake regular reviews of airspace to determine if existing classifications were appropriate, air navigation services and facilities were suitable, there was safe, efficient, and equitable use of airspace, and identify any associated risk factors. On 15 December 2022, CASA publicly released a final Ballina airspace review. The review identified 3 areas of concern: Frequency congestion Heightened risk of separation incidents Situational awareness As a result, the review made 9 recommendations (Table 1). Table 1: Ballina airspace review recommendations No. Recommendation 1 CASA should prepare a Request For Change (RFC) to separate the Lismore and Casino Common Traffic Advisory Frequency (CTAF) from the Ballina CTAF by 16 June 2022. 2 Evans Head Airport should be allocated the common CTAF (126.7 MHz) by 16 June 2022. 3 CASA should direct AA to install an Automatic Dependent Surveillance - Broadcast (ADS-B) ground station in the vicinity of Ballina to improve surveillance as soon as practicable but no later than April 2023. The ground station should, as far as is practical, provide ADS-B surveillance capability to the runway surface. 4 CASA should explore a suitable regulatory framework that can safely authorise sport and recreational aircraft and pilot certificate holders to operate in the controlled airspace associated with Ballina where pilot certificate holders meet CASA specified competency standards and the aircraft are appropriately equipped. 5 CASA’s Stakeholder Engagement Division (SED) should conduct additional safety promotion programs in relation to Ballina operations as soon as practicable. The programs should include, but are not limited to the following key elements: a. reinforce the mandatory radio calls required when operating within the Ballina MBA in the interim, pending the establishment of controlled airspace, and b. later, provide guidance as to how a Sport Aviation Body might develop a suitable scheme and make application to CASA for approval, under the regulatory framework identified in recommendation 4. 6 Uncertified aerodromes and flight training areas around Ballina should be promulgated in aeronautical publications to increase pilot situational awareness. 7 As an interim action pending the completion of Recommendation 8, CASA should make a determination to establish a control area around Ballina Byron Gateway Airport with a base which is as low as possible, and direct AA to provide services within the control area. The services should be provided during all periods of scheduled Air Transport Operations and include an Approach Control Service to aircraft operating under the Instrument Flight Rules (IFR), separation between IFR aircraft, VFR traffic information to all aircraft, and sequencing of all aircraft to and from the runway. CASA and AA should jointly explore opportunities to detect non-cooperative aircraft or vehicles in the immediate vicinity of the runway. The services should be established as soon as practicable but no later than 30 November 2023. 8 CASA should make a determination that Ballina Byron Gateway Airport will become a controlled aerodrome with an associated control zone and control area, and direct Airservices Australia (AA) to provide an Aerodrome Control Service1 to the aerodrome. That service should be established as soon as practicable but no later than 13 June 2024. 9 CASA should prepare and finalise an Airspace Change Proposal (ACP) for a control zone and control area steps in preparation for the implementation of Recommendations 7 and 8. Source: Airspace Review of Ballina – 2022 with minor amendments by the ATSB

Yeah, I reckon it's a great pity that the government didn't see fit, way back then, to assist our budding light aircraft industry. The New Zealanders took on the design and made a good fist of it with the CT-4. I wonder what happened to the idea of Brumby Aircraft in Cowra picking up the traces of the 4 place Victa. Anyway, the chap who owned MVR in the recent past was larger-than-life Bega-Frogs Hollow character, Des Heffernan. He also kept a Victa Airtourer in his hangar/barn on his property/airfield at Buckajo. (I hear that he's recently sold the AirCruiser.) Des Heffernan — National Road Transport Museum WWW.ROADTRANSPORTHALL.COM Sapphire Stories (@sapphire_stories) • Instagram photos and videos WWW.INSTAGRAM.COM 49 likes, 3 comments - sapphire_stories on February 15, 2024: "Brothers Frank, Des and Vin Heffernan flew together in the 1960s from Merimbula, Frogs Hollow and Buckajo, working, taking people on joy... These snaps are from a few years back. CLICK FOR FULL SIZE:

This looks like it will put a big dampener on recreational flying in the area. I wonder what the local aviation mob is thinking about this. And I wonder how RAAus is going with those negotiations regarding controlled airspace entry. Ballina airspace design - introduction of controlled airspace - Civil Aviation Safety Authority - Citizen Space CONSULTATION.CASA.GOV.AU Find and participate in consultations run by the Civil Aviation Safety Authority

Came across this well made trip-video uploaded a year ago by Adam Surplice. (AFAIK, it hasn't been posted here before.) For more cross-country inspiration there are lots of great aerial road movies (also ex-Heck) here: https://www.youtube.com/user/TheCscotthendry