KRviator

Installation, simple as it is, likely wouldn't comply with Schedule 8, so it would require a LAME to install it each time, so the only ones to really benefit from the 'portable' systems would be aircraft operated under RAAus.

Wonder what the drag penalty is???

The best bit: Because it is approved by the FAA, you can install it on a certified aircraft down here! No messing around with CAR35 / Part 21 engineering to satisfy CAsA! And the ADS-B receiver accepts 1090ES replies, not just the US UAT.

So the Rex and Qantas and other cadet schemes don't count?Personally, I do not mind the various airline cadet schemes, despite the howls of protest among various pilot groups. There is stuff-all benefit to flogging around the territory at low level in a clapped-out 210 that can compare to piloting a 737 in the flight levels vs a properly trained cadet. One could argue there are many detriments to it, in terms of a willingness to bend the rules to keep the boss happy lest he give you the boot for writing up a bunch of gripes after each flight...The only operator likely to benefit from such experience is the RFDS...

And about 6 times as expensive...

Yep. Before the -2S was official, many builders did that off their own bat.IIRC this was first publicly recommended in the Neil Bingham article as a way to reduce pitch responsiveness. I didn't find mine overly twitchy, but then, I never flew with a passenger. I did experience PIO on my first few takeoffs but quickly learnt to adapt. A good armrest to fly by wrist, rather than arm, action would have solved that early on. The total stick movement for maneuvering in the KR's is very small.

There is nothing inherently wrong with a bog-stock KR2, but I agree the original retract undercarriage is a marvel of simplicity even if not ergonomic and particularly sturdy.The main difference between a -2 and the -2S is the tail moment, being further back in the -2S makes it more stable. If you mainly fly solo (keep MTOW under 900lbs) and install a good armrest to minimise PIO, a standard -2 is very pleasant to fly. Light, responsive and fast. Push the weight up, don't consider CG, and you'll notice it-for the worse. Also, bear in mind, with the stock header tank, CG moves aft during flight and can put you outside the envelope on landing. Not a nice place to be in an already short-coupled plane.

I bought an already-flying KR2 years ago. Brilliant little aircraft - emphasis on the little. Flew wonderfully. At 6'5" I flew with my head tilted inwards though. They are cheap to build & quite cheap to fly for the performance you get. But if I were building one now, I'd omit the factory retracts, install the Diehl fixed gear, and make it a KR1.5, a slightly narrowed KR-2 flown as a roomy single-seater. Two average Aussie blokes havent got much chance of fitting in a stock KR2.

So I found out what the problem is - and it isn't me or the Dynon. Discussions with the OzRunway guru's have found the way the code is written at present will not work with iOS9 - which is the best an old iPad2 can run. That's the bad news. The good news is they are aware of the problem, know exactly how to fix it and will rewrite that particular piece of code so it does work with iOS9 from the next software release, and the great news is it should be ready before I can go flying again, so expect it in less than 2 weeks or so. So thanks lads!

Performance Metals have 2.03mm sheet available in 914x1828mm sizes. Try their website

Next time I have a spare hour, I might nip back to the hangar and try rebooting the iPad and seeing if it'll connect from cold. Other than that, I can only leave it in the hands of the guru's at OzR...

To be honest, not really! :cheezy grin:That is exactly what I have been doing too, but for whatever reason, I cannot get the Dynon option to come up in the share menu, the only options I have are "Open Tracking Website", Share Tracking, Share Current Plan, Share Current Aircraft and Print. No Dynon. What IPad are you using? Mine is an iPad2 - not even an Air2, so I wonder if it is a limitation with iOS9, which is the latest iOS I can load. It does connect to SkyView and you can see it communicating when you initially press Share as the hamster wheel appears in the top left corner. But beyond that, nada...

A bit of a followup, with effect from OzRunways V6.2, you can now export your plan to SkyView V15.2+ using the Dynon WiFi dongle. I have not actually been able to do so myself yet and am in discussions with the folks at OzR as to why it isn't working for me, but apparently it can be done!

It depends on your planned use. I routinely fly an RV-9A out of a 700m strip with a 2% slope, use around 150-200m for takeoff downhill and around 350m for landing uphill, with a pretty crappy approach path. If you can get by with that, great. But if you plan on inviting some mates who may not be as familiar or have marginal performance with a strip that is adequate for you, then obviously longer than you need is better, and safer.

Not really no. The basics yes, but air law and met not really. I self-studied using the Bob Tait PPL books and passed the theory exam no worries, they're a much better resource for an Australian student, IMHO.

Should be relatively easy to connect your EKP IV to your TruTrak Gemini.You need one of THESE 2.5mm 4-pole male plugs, enough 24AWG or better cable, and a DB-9 connector relevant to your Gemini (I couldn't tell if it is male or female you need). And a female D-Sub crimp pin or two. EDIT: Just realised - there's no need for another connector, you can just install a new pin/wire in the existing plug, either by soldering or installing a new crimp pin. Connect Ring 3 of the 2.5mm plug to the Ground connection of the Gemini, and Ring 2 of the 2.5mm plug to Pin 6 of the Gemini DB-9 connection and that's it. Page 10 of the EKP IV installation manual covers the NMEA output & physical connections and the Gemini User Manual covers the DB-9 connections. The EKP IV outputs NMEA 0813 data at 4800-9600 baud rates, both of which are accepted by the Gemini. Should be a relatively easy project if you know your way around a soldering iron. If your Gemini has crimp-pins instead of the normal soldered DB-9 connections, Mendelssohn's has them available at OzPilot.com.au, as well as the crimper tool

I guess if some people can afford to drop a lazy $400M USD on a few wisps of paint, their idea of a $100 hamburger is the $100K hamburger...

No.

It doesn't particularly concern me, but the comment was made you cannot use GNSS or other radio nav aids under the VFR unless you hold an endorsement of some kind. This is incorrect, and doesn't increase safety one iota.By using GNSS or other approved aids, you can extend the positive-fix time from 30 mins to 2 hours, whether you fly RAAus or not.

Certainly ian, I think you need some kind training to be able to use a radio navigation system - I have no quarrel with you on that point. But, apart from the 'general competency' requirements of the CASR's, no one has been able to demonstrate the need for any kind of endorsement, rating, or otherwise to be able to plan, and use, a VOR or TSO'd GNSS unit for meeting the navigation & position fixing requirements under the VFR, so long as you can competently use the systems on board.However, the single biggest problem I have with the general competency rule is it is aircraft- and systems- specific. And it doesn't seem to apply to RAAus operations. By that I mean the primary GPS in my RAAus-registered RV-9 is a KLN-90B, a unit that meets TSO C129A for area navigation. But it is also a relatively old unit and nowhere near as popular as, say a GNS-430, as well as being interfaced with my SkyView panel. Try finding a flight instructor who would know that combination sufficiently to be able to teach me to use it, when, because installed it myself and was able to spend hours reading the manual during downtime at work, I'd likely be teaching them. I can demonstrate competency to use the system, but I can't be taught it.

My EFIS does that for me too, but it needs IAS to do that computation. Just how do you plan on doing it yourself without IAS? So, tell us how to work out which segments of the display are near-real-time and which have a 10 minute delay? Bear in mind that the images released are an average 10 minutes apart. You've just highlighted the very issue you're rebutting. 'Some' parts may be nearly current, but there is no way to tell, and given the 6-per-hour release rate, in a fast-moving storm the cell could be 10 miles away from where the radar tells you it is.This is nowhere near 'real time', and in no way can it be construed as suitable for weather avoidance. As an aid to inflight decision making when en-route, certainly it is useful. But that's taking a strategic view and going around it from 100+ NM away, rather than a tactical approach and using the BOM EFB feed to pick your way through it. That's the second time I've seen that comment recently, and be damned if I can find a reference for it. What endorsement are you referring to? As best I can tell, I can install a VOR in my RAAus RV, and so long as I can demonstrate competence with it, can legally use it for position fixing and enroute navigation in flight.

No, but multiple GPS' can suffer simultaneous, independent failures. The Garmin GA35 active antenna has a well-known failure mode that causes it to oscillate in the GPS band, thus effectively jamming any oth nearby GPS units until you turn off the GPS using the offending GA35. My KLN-90B does not provide terrain warning, nor any ASI functions. I think you misunderstand exactly what you can get. I do get Synthetic Vision with my SkyView system, but that is not TSO'd and this is advisory only. 747's and their ilk are provided with automated position source monitoring and will flag an EICAS/ECAM message if there's a disagreement. We don't have that. That can, and have been, jammed simultaneously by a failed antenna. If you have a second TSO'd GPS, carry on as normal using that as your primary. If you only now have an EFB, you're down to VFR map-to-ground. I use my KLN for position checks primarily, as it is TSO'd for Area Nav, IAW the AIP. It's only when low level I use the map. No, no no. Please do not be lulled into this false sense of security about 'real time' weather, the BOM overlays while pretty good, can be delayed by 10-15 minutes and this has been proven to have caused accidents overseas before, with pilots relying on NEXRAD returns to avoid weather and unintentionally flying into a rapidly developing storm because it 'looked clear' on the EFB. Because while it does indeed do most of those things, it also has some very significant limitations that you need to be aware of, and a brand-spanking new pilot is not likely to fully grasp them until he has had time to understand that concept, something unlikely in the early stages of flying.Don't get me wrong, I am all for sole-means GPS Nav for VFR vs DR, but and it is a huge BUT, a pilot need to understand the limitations of the system he is using in order to keep themselves and their passengers safe. Using OzR/AvPlan for maps only during a PPL test, I have no problem with. If the ATO simulates a failure and you have a backup EFB, no problems, continue using that. But a lot of the functionality built into EFB's can provide a false sense of security that needs to be understood.

One thing to be wary of, if you get the Council ARO out to 'escort' you out of the sterile area...Oftentimes the bastards they work for charge like a wounded bull. Port Macquarie, for example, is $61.00, per hour or part thereof. Coffs Harbour seems more reasonable $12.50 if an ARO is on duty, but $231 if they are called out! Your best bet would be to Google the respective airport's 'fees and charges' website to see if you're likely to be stung.

I got my KR2's Hoop Pine from Rupert Goodall's WoodWorld down the Gold Coast if that's any help. They are able to do most machining for timber.

WTF? That's not what ENR 4.1.2.1 states at all...AIP ENR 4.1.2.1 (f) states, in effect, that you must only indicate systems on your flight plan that you have been deemed competent to use, IAW CASR 61.385. Read it again. Then go read ENR 4.1.2.1 (a). If you are not planning on lodging a flight plan, AIP ENR 4.1.2.1(f) does not apply. And as you have already stated, CASR 61.385 does not apply as, under RAAus, we are not exercising the privileges of a Licence.