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Everything posted by dsam

  1. Ok, to hell with thread drift... I’ve resisted as long as I can bear😬 I’m grateful I grew up in Alberta, Canada. Learner’s permit at 14, Driver’s licence at 16, no alcohol before 18. Driving at night through blizzards on black ice gave one an appreciation for driving “on the limits” (10/10) at 45 km/hr. “Skid school” was an everyday occurrence when I drove myself to High School before first light. Following school, I then got a job driving GMC Public Transit busses in Calgary, again a 3 month defensive driving course + more “Skid School” - this time in a big bus on ice! Somehow, I survived it all. I’ve driven the German Autobahns and appreciate the high speed skills and how Europeans actually DO stay out of the fast lanes unless overtaking at speed. Why are Aussies so inclined not to do this!! As for unlimited speed limits in NT, my biggest concern is Kangaroo strike, as unlike Europe, the roads in NT don’t stop incursions from wildlife. I’m not sure where I’m going with all of this except to support those who advocate for better driver training, and flexible speed limits that make sense in each specific circumstance (not “politically” too slow, and not recklessly too fast).
  2. Authorities claim speed cameras aren’t about revenue raising, but genuine safety. I will only truly believe that when their infringement notices allow recipients of the fine to nominate a registered charity to pay it to (ie. Red Cross, Salvos, etc). Fair enough, we can still accumulate demerit points that eventually stop recidivist speeders, but I’m convinced revenue is the prime motivator for speed cameras. (Sorry about contributing to thread drift)
  3. dsam

    Tell us about your last flight

    Thursday was a terrific flying day! Victoria’s southern coastline, and the Phillip Island racetrack were at their usual splendour.
  4. Post #106 above: no steam, just glass...
  5. dsam

    Jacobson Flair

    The U/L instructor should also cover off the value of sideslipping, especially when clearing obstacles near the threshold.
  6. And to help keep on-topic, this is my layout. 10” Dynon Skyview + Garmin Aera linked to the autopilot. Each display has its independent backup battery. My iPad (and backup iPad) provides weather, and traffic awareness via ADS-Pi.
  7. In supplement to my earlier posts (#33 & #38) I also support Mike Borgelts comments on the usefulness of audio alerts from glass panels. Getting an immediate audible alert that something is amiss ensures it isn’t ignored (while I’m inspecting my charts, or peering for landmarks, traffic etc.) If my oil pressure drops out of range, I want to know ASAP, not just the next time I happen to scan the analogue dials. Despite being an old grey haired guy, glass wins hands-down!
  8. Today I had a chat to my Tassie friend who was driving in the nearby general area that fateful day. In his opinion, airframe icing that day was unlikely - cool but not freezing. No doubt, BoM records will be more definitive about conditions at 4500 ft and the authorities will certainly be checking the facts on this in their investigations.
  9. Yes, human factors comes into play (remote stranded passengers), as does “airmanship” (perhaps an antiquated term these days) - but I’m an old guy with an appreciation of powerful modern tech + old lessons learned by other’s mistakes. Garfly, your last ATSB 1971 link may well be closest to the mark on such airmanship: “The probable cause of the accident was that the pilot persisted with such determination or confidence in his attempts to reach his destination in the face of deteriorating weather conditions, that he did not ensure he could safely discontinue the approach at any time and still maintain visual reference to the significant terrain.” May we all heed the lessons of those who have challenged avoidable disasters and paid the ultimate price.
  10. Excluding severe mountain wave factors, CFIT is a sad & puzzling outcome to me. These days, for the price of an iPad & EFB software, every aircraft & pilot in Australia has excellent terrain & weather awareness at their fingertips. With this modern equipment, and competent planning & airmanship, CFIT in mountainous areas should be a thing of the past. I can only imagine that other factors must be involved (eg. loss of engine thrust, or unseen airframe icing...).
  11. I did an enjoyable day visit as a passenger with Par Avion down to Melaleuka a couple years ago, travelling on a fine day. As a frequent Tassie visitor, I know very well how the weather down that way can become suddenly challenging. Condolences to the family, friends, and colleagues of the pilot - very sad.
  12. dsam

    Sideslipping again. . .

    I'm forever grateful that my (early 1970's) original flying experience was in a glider where spins, spiral dives, and sideslipping were a major part of my basic training, (along with rope & winch-break straight ahead forced landings that were somewhat common). All my glider final-approaches were set up somewhat too high, so sideslips on final were normal, then levelling the wings near flare, along with use of spoilers near touch-down. These days, I'm happy that my Eurofox (with its full-length hanging flaperons) makes an excellent platform for well-controlled sideslipped short landings. It is particularly helpful at unfamiliar aerodromes where there may be unseen wires, fences etc. on short final. My natural approach instinct has a steeper angle of decent on short final, so sideslips are second nature to me, and the steep angle keeps me well away from any unknown/unseen obstacles on my approach to the threshold. Yes, sideslips are always a natural option for me.
  13. If you ever wanted to know how a Lufthansa A350 crew enjoys their career, here is an edited multi-cam view of a flight from Munich to Tokyo. Yes, it's a longish video, but they've covered everything you might ever want to know (and perhaps a bit more...) You get an insight to the electronic capabilities of the aircraft, as well as the career path taken by the crew (front and back). More than the usual amount of hand-flying, I believe. Very informative for me...: https://youtu.be/jk-WClye4bw
  14. What an absolute cock-up! Who do we blame for this? CASA? Airservices? Who do we sue when there is a midair because of this bureaucratic cluster f#*k? Disgraceful!
  15. dsam

    Rotax 912

    Ok here is another data point: YLIL to YCBA, 4.2 hours wheels-off to landing, 70.52 litres at the pump to re-fill (16.79 litres per hour). It is rather consistent with the real time readout on the Dynon Skyview.
  16. dsam

    Rotax 912

    I get a wealth of data from the Dynon Skyview, but to be fair, the spreadsheet is merely a collection of (constantly updating) data points (from photos like the attached) over 2 flights on different days across a range of altitudes, temperatures, QNH etc etc. Lots of variables involved, but good enough for some fairly good predictability when flight planning future trips. The Auxiliary pump was mistakenly left on for the early part of that flight test (it is capable of being left on long-term). I tend to only turn it off after I’ve climbed past 2000 AGL to give me time to rectify any (unlikely) negative fuel-surge surprises necessitating re-starting. That’s never happened yet, but I usually notice a momentary fuel pressure drop in the gauge when I switch it off each time. Distance per litre is a quick visual reference for me, along with the Range readout (vs Distance to Go readout), and wind vector display. It helps me find the optimum altitude under actual MET conditions, all during climb out, and throughout a cross country trip. From this recent photo, I read a data point of 110 KTAS @ 17 lph, 5260 RPM, MAP 20.1, 9500 ft (DA 10492 ft) OAT 8 degrees, QNH 1024 I calibrated the k-factor for the Dynon fuel-flow by my record-keeping of actual fuel to fill at the pumps along my trips.
  17. dsam

    Rotax 912

    For anyone that is interested, here is a spreadsheet for my Eurofox 3K with a Rotax 912ULS and a 3 blade FITI ground adjustable propeller. It details my actual fuel flow data points at various altitudes, speeds (IAS & TAS) manifold pressure, and RPM. I've got my reported fuel flow calibration k-factor within 3% of actual refuelling quantities over a number of cross country trips. In nil wind conditions, I usually get 6 nautical miles per litre of premium unleaded petrol at 110 knots TAS at 5500 - 6500 feet. I tend to flight-plan conservatively for 105 knots TAS @ 19 litres per hour, and a 10% variable reserve on top of my fixed reserve. Eurofox fuel & speed performance vs Altitude.xls
  18. This was obviously a very heavy impact. Condolences to the families of the two occupants. Very sad.
  19. Bruce, I remember that Janus wing test-rig very well. I was in a technical media unit at RMIT filming that test-rig over many weeks. Your account matches my recollections too. We did a video called “Beyond 3000 Hours” as I recall... (probably still available at the RMIT library). We included some air to air footage (at Benalla) of another Janus doing loops to show natural flex, compared to the hydraulic test-rig. The airborne flex was similar, but less extreme compared to the test-rig load program.
  20. Yes, in fact I have. On a VFR navex to Broken Hill, entering circuit, an early version of Dynon firmware became frozen (this one and only time, thankfully) No PFD! I continued circuit & landing using secondary panel GPS moving map for groundspeed. Also had 2 iPads and iPhone for similar data. I remained confident I could complete the circuit for an uneventful arrival and re-boot of the Dynon. Notably, electrical failure wasn’t really the issue, - firmware was. The backup battery in the Dynon would have supplied 1 hour of frozen screen! The real lesson from this is redundancy of instrumentation, not electrical failure/backup power. Of course, having a good basic technique of VFR flying by attitude & power settings also comes into play - not ideal, but quite feasible when necessary. I love sophisticated instrumentation, but old fashioned airmanship is the primary fallback safety factor IMHO. Airmanship that dictates bringing redundant equipment where feasible.
  21. COUNCILLORS REJECT MOTION TO PROTECT AIRPORT ️️️ Horsham councillors have rejected a motion that could have scuppered the favoured route for the Horsham bypass. Councillor John Robinson's motion to limit development around the aerodrome so the runway could be extended south could have vetoed bypass option D, the only route that has been approved by VicRoads. Councillor David Grimble was one of two councillors who supported the motion, and said there needed to be a "no go zone" around the aerodrome. Councillor Mark Radford said it made more sense to extend the runway north. Mayor Pam Clarke used her deciding vote to quash the motion. Councillor Alethea Gulvin said she didn't know enough to make an informed vote and abstained. Councillors carried a motion to receive a report updating them on the progress of an aerodrome master plan. (Copied from ABC western Victoria)
  22. As an aviator that frequents this valuable aerodrome for training and maintenance purposes, I am astonished that Horsham council would jeopardise the viability and safety of this airport! What on earth is behind this detrimental reasoning? Why would the council deliberately insist on a bypass road that cuts across the end of RWY 17, thus preventing its extension to the south for future RPT and Air Ambulance use? As I understand it, there were other cheaper & more viable bypass road alignments that were well away from this airport, but the council consistently rejected them!
  23. My 2 cents worth... if your only signal connection with the flight sensor pod is wifi or Bluetooth to your display, that concerns me (wired is better IMHO). Also, in Australia’s hot sunny summer, iPads can “thermal shut-down”, and not show any display until cooled off. Again, not so ideal. Full disclosure: I am extremely satisfied with my Dynon Skyview. My iPads are for flight planning, OzRunways + AvPlan traffic info, maps etc. My only “steam gauge” is a magnetic compass.
  24. I sometimes wonder whether this smaller type of flat spin recovery parachute should be re-discovered for spin training/testing. https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19800011745.pdf Deployment doesn’t result in write-off the aircraft, nor occupant injury because the aircraft remains landable afterwards.
  25. It was suggested that one reason for the fewer number of under-wing tents was the ageing pilot population being less willing to sleep that way. Cessnock was, in part, chosen for that reason, since more and better accommodation was on offer in the hunter valley. The crappy wet weather on Thursday may well have put off a number of fly-in visitors too