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KRviator

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Everything posted by KRviator

  1. KRviator
    I noticed it in the latest ERSA - Warnervale on the NSW Central Coast is now PPR only. No doubt in an attempt to catch out those pesky ultralight pilots that Council can't charge their exorbitant landing fees too. Coming back to Somersby today, I heard someone calling themselves "Warnervale Base" request the contact details of a Gyro pilot who didn't contact them for permission beforehand on the CTAF, so if you aren't based there, get ready for a $27.50 landing fee for each movement - and there's no daily rate like you get elsewhere; even Bankstown has a daily charge, FFS! It'd be cheaper for me to fly to Brisbane Archerfield, do an hour of circuits there, refuel and then fly back to Somersby than it would be to fly the <5 minutes to Warnervale for an hour of circuits there and buy fuel from the aero club - By the way, that's another $110 just for the 'privilege' of refuelling on council land. FML... Another nail in the coffin for local GA, notwithstanding the flashy new website of the local aero club, unfortunately.
  2. KRviator
    If he's anything like me, he's done it inadvertently using an ipad and trying to scroll down. The 'Caution' is bloody easy to tap by accident.
  3. KRviator
    I wouldn't say "all" manufacturers pad out their performance claims... Vans is well-known for being accurate with their claims. For example, in my -9, I cruise at 2400RPM which works out to around 55% TAS'ing 143-145 KTAS. Vans does use SMPH for their performance figures, but after converting to knots, I am exactly where they say I should be for a lightweight RV-9 at 55%.166SMPH / 144.2KTAS. IF, however, you are looking at a brand-new/new-ish manufacturer, then yes, I would be somewhat sceptical. The internet is a wonderful tool for calling out BS claims, and when you get interested in a particular plane, a night or two with Google will usually produce enough meaningful performance data to show whether or not the manufacturers claims can be trusted. Ignore the 38LPH indicated fuel flow. This was during a fuel-flow sensor validation flight after installing the new Rotec TBI. After 2 hours flying laps around the Hunter, it was 24.5LPH, measured.
  4. KRviator
    You could always try booking under "B. O'neal" and if it's delayed, trot out the Don't you know who I am?!?!? line?
  5. KRviator
    Bugger...Well, it was worth a try. Thanks anyway John,until I hear back from the G3xpert's over on the VAF forums, looks like all an owner can add is an identifier, altitude and description. Better than nothing I suppose. Here's the plotted location of the waypoints in the test file, for posterity!
  6. KRviator
    AIUI, this is only if acting beyond the scope of any training received, or not otherwise acting in good faith. Ie: I only have a Senior First Aid certificate, so I'd be comfortable doing CPR. If, while doing so, I broke old mates ribs, I would still be held harmless. On the other hand, if I attempted to do a tracheostomy on some bloke choking in a restaurant and nicked his artery, I am a goner. You covered so long as you don't go above and beyond what a reasonable person, with your training and experience, would be expected to do in the circumstances. By the same token, if you fail to act even though you have some training/experience in first aid or rescue, you can't be held accountable for someone subsequently dying, with the exception of in the NT - the only state to have such legislation, IIRC.
  7. KRviator
    Why is a go-around seen as a bad thing among pilots? I average one go around for every 4 landings I do at Somersby because it has very little margin for error and I'm not prepared to push the boundaries. The aim is to get down in one piece, not get down off the first approach - that is a bonus.
  8. KRviator
    Just in the interim, could a kindly passing G3X owner try this file out to see what icons it displays? I am not sure if the Apt/NDB/VOR's are permanently saved to the G3X as User Waypoints are. As before, rename it from *.TXT to *.FPL and load the flightplan in your system as normal. There is no route data associated with the plan. IT contains 3 x fictitious way-points, all located offshore of Sydney/Wollongong area, way-point G3XT1 should display as an Airport icon, G3XT2 should display as a VOR, and G3XT3 should display as an NDB. The idea behind this is if these three waypoints do in fact display the respective icons, then I can include a G3X Navaid file for Garmin owners in the same manner as for Dynon owners, and also update the ALA/Certified airport files to show as airports instead of User Waypoints. g3x_icontest.txt g3x_icontest.txt g3x_icontest.txt
  9. KRviator
    Thanks John, I don't know anyone with a G3X so had to wait until one of the VAF guys tested them for me. I have an email in to G3Xpert at the Vans Forums to see if there is anything else I can include in the XML file, for example hollow icons for uncertified airports or VOR/Tower icons for the aids, as Dynon allows. Unfortunately, the G3X manual is lacking somewhat in the ability to manually create user-waypoint databases.
  10. KRviator
    Canada seems to have it right, with their owner-maintenance scheme for GA, though sadly the M20C and on and Beech Bonanza's aren't included...
  11. KRviator
    The only caveat I would offer, is if you make a glide approach your regular approach, and don't announce it as such, you may not be where someone is actually looking for you, prompting them to think they have more time to get away than is really the case, ie, thinking you're still on base when you're rolling out on a 1/4 mile final.
  12. KRviator
    Then you get the "fly-neighbourly" areas that frown upon you turning crosswind at 500AGL before the departure end of the airstrip and downwind just outside the boundary fence so you have to fly upwind a mile or so before turning crosswind... party-poopers.
  13. KRviator
    You need XC hours for the PPL, so you can either do it as part of your RPC, then port it over to the RPL (with 2 hours IF) in a cheaper aircraft, or you can do your XC hours in a VH- aircraft, but either way they need to be done. From your description, you do not currently meet the requirements for a PPL.
  14. KRviator
    If you're genuinely interested in purchasing it, the registration certificate should be easily available, but RAAus themselves caution that this does not prove ownership.
  15. KRviator
    By all reports, there are some gaps in what is available in the Garmin Australia VFR databases. Truthfully, it doesn't worry me as I have a SkyView system, but in saying that, I wondered if I could narrow those gaps somewhat, given I have made a series of files available that list every Australian ALA and Certified airport for those of us running the Dynon SkyView system. After a little r search and playing around with Excel today, I think I have manag d to produce similar files for the Garmin crowd, which I've somewhat cheekily uploaded over at the Dynon forums. Hopefully they won't mind too much. So if you have a Garmin G3X system,p and you would like a listing of the airports in Australia as sourced from the May 2018 DAH, nip over to my post at the Dynon forums, and follow the directions. Hopefully the files will work for you. No promises made either way, good luck!
  16. KRviator
    The new DAH goes live tomorrow, so as ASA haven't tried to pineapple me yet, I've updated the files to reflect the data in the MAy 24 reivison of the DAH and uploaded the new files over at the Dynon Forum for those that want to update their systems.
  17. KRviator
    2012 completion and only 45 hours? Something must be (or was...) seriously amiss with that aircraft...
  18. KRviator
    Ask ASA... they're the ones who turned off most of the ground-based navaids...
  19. KRviator
    Not in Australia anyway. Traditional radio navigation systems are no longer a requirement for an IFR aircraft. If you have a TSO-146 GNSS, that's all you need to file and fly IFR. Which is what surprised me about the drone guns at the comm. games, that jammed the GPS signal.
  20. KRviator
    Knock off a jar of your wife's nail lacquer. That'll work just about as well.
  21. KRviator
    FWIW, HERE's the accident report from the BA accident. And yes, the Captain did have his belt on, though had loosened it during the climb.
  22. KRviator
    Pity it'd cost $20,000 to keep the cows away from it and look after the access road to the base of the turbine.
  23. KRviator
    Reports from passengers on board suggest she was in fact wearing her belt, but when you have several hundred cubic meters of air at 8PSID trying to force you out an opening a foot square it's not going to end well if you're in close proximity to the opening.I'd also suggest consideration be paid to the captain of BA5390 who had the cockpit window fail and was drawn outside the aircraft, though in this case, he survived. I dare say the skipper had his belt on too....
  24. KRviator
    Ain't that the truth. When you can install a 20kW solar system for around $25K and be assured of being paid for power, it makes an awful lot of sense. Even a 10kW system with a battery seems to be enough to get you off-grid in a suburban system if you are smart with your energy use. No it isn't, IMHO. Sure, it provides steady power, but then you have to store the used fuel for centuries. The Roman empire lasted around 2,000 years. Does anyone really believe we can safely cool and store high-level radioactive waste for 50 times that?If you want to consider base-load power, solar on every house, and gas-fueled gas turbines for night would seem to be the more environmentally-friendly option.
  25. KRviator
    In this case, there doesn't appear to be much structural damage to the aircraft. The engine - certainly, but not the aircraft. And consider Boeing design their aircraft with fuse pins in the pylon so a catastrophic engine failure that threatens to endanger the aircraft will fail the plugs and the engine will fall away from the wing. Hopefully...Now, Aloha 243 was another story...that was impressive!
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