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About Flyingfish

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  • Birthday 12/03/1971

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  1. Flyingfish

    Aviation ID data hack

    How does a person recover their personal identity after a breach like this? Imagine if Biometrics such as fingerprints and iris scans are included in the stolen data? Airport security card company reveals data hack as AFP investigates - ABC News (Australian Broadcasting Corporation)
  2. Flyingfish

    Curious call sign

    Saw a curious call sign in RWY app this morning... WH-OPPER... wonder if this was deliberate or a practical joke? Aircraft flying west near Mittagong (see screenshot).
  3. Flyingfish

    Ozrunways - iPad mini or iPad Air?

    I use the iPad mini which is just the right size to strap on the leg using a knee board. Using the knee board strapped on allows you to keep the iPad in the same place during the whole flight, including take off and landing. If the iPad is not fixed to the dash or knee, you must stow it for take off and landing. The only issue I have had occasionally is overheating if the sun has been shining directly onto it for a long time. Overheating causes the iPad to shut down.
  4. A strong steady crosswind can be a much more manageable situation than when the crosswind is very turbulent. I am normally comfortable in crosswinds up to about 16 kts (with aircraft max 18 kts), but gave myself a scare landing at Coffs with crosswind 10 - 15 kts and turbulent - felt like I was in a washing machine - and used much more of the runway than normal before I could land under control. At Coffs a southeasterly wind comes off the sea and tumbles over a row of trees, like waves breaking on the runway... at least that's how it felt!
  5. Thanks for the interesting comments. The Microair receiver selectivity is quoted as -70 dB in their M760 rev Q data sheet. http://www.microair.com.au/pages/233/Manuals I've searched the xcom site but could not find a specification for receiver selectivity. Do you know this figure Kyle or anyone? Am considering radio choice for a new aircraft.
  6. Thanks, will look into it.
  7. I have had it at Coffs, in two different aircraft types, both with Microair radio. Are there any better radios for this issue?
  8. Nice, clear summary. Thanks for posting it.
  9. Which incident reports? The same ones that are on the RAA website? Only those?
  10. Have had the chance read this through in detail now, and just had a couple of observations: At Bankstown airport the run up bays are near the departure holding points. For departing flights (not circuits), I was taught to: start the engine and then contact Bankstown Ground for taxi clearance proceed to the run up bays on the way to the designated holding point do the engine run up checks in the run up bays then proceed to the holding point and contact Bankstown tower. I guess it depends on the layout of the particular airport which sequence would make sense. In Canberra I observed aircraft doing run up tests in the GA apron area, then contacting Canberra Ground and advising "run ups complete" in their taxi clearance call. Secondly, the altitude at which to enter CTR when inbound can be different depending on the runways in use. When inbound to Bankstown, if RWY 29 is in use, you are instructed to maintain 1,500' until you report downwind, then it's a quick descent to 1000' before turning base. If RWY 11 is in use, you enter the CTR at 1,000' and you are cleared for a straight-in approach. I liked your suggested shorthand for writing down the taxi instructions, and will be using those. Will you be producing a similar description of operations in class C airspace? (Hope so...)
  11. Great learning resource thanks Mutley. I just completed the airspace and aerodrome endorsements and like you, found scant info on 'why', just a lot of examples of what to do. wish I had been able to read this a few weeks ago! Good on you...
  12. ======================== Thanks for your summary Dafydd. I would like to know exactly what RAA communicated to CASA to provoke the over-reaction. Can anyone find out where the idea came from that there is a recent increase in engine failures? (Help us out, you board members!) The only stats publically available from RAA are a single point in time, no evidence of increasing rate of failures. Was there an RAA board meeting with minutes agreeing on a resolution to request CASA to intervene? Surely there has to be some documentation of the request - how do members of RAA get access to this to evaluate it? I checked the 19 October board meeting minutes on the RAA website and there is no hint of this Jabiru issue. Ironically there is a motion requesting the CEO to pursue greater privileges for RAA members including controlled airspace endorsements. Can't see us getting that step up any time soon in this climate... I did find the incident reports page which shows 38 Jabiru incidents occurred so far in 2014, which I have broken down as follows: Engine failure = 18 (includes 5 x through bolt failures, 2 x case failure, 1 x valve failure, 10 x not identified yet) Pilot error in technique/judgement = 14 Landing gear failure = 3 Wiring/instrumentation = 2 Propellor delamination = 1 The 54 incidents in 2013 have much less information about the nature and cause of the incidents, but here is the break-down: No information = 37 Engine failure = 7 Pilot error in technique/judgement = 7 Wiring/instrumentation = 1 Landing gear = 0 Propellor = 1 Other aircraft = 1 There are fewer incident reports in 2014 so far (38) than in 2013 (54), and the "No information" category in 2013 reports swamps the other categories which means based on this information, we do not know if there has been any increase in engine failures from 2013 to 2014. I hope someone in RAA or CASA has much better evidence than this for the proposed restrictions on Jabiru aircraft! See attached spreadsheet if you want to re-categorise or re-anyalyse these. Appreciate any comments. Jabiru incidents in 2013-2014.xlsx