KRviator

I replied to this a while back didn't I? Where's my post gone? Did someone report it?!? I'm not so old that I am that technologically illiterate yet...

Then there's 'securite' used to denote an all-stations call to other vessels about a marine hazard or navigational warning but you yourself aren't in harms way.

PAN = Possible Assistance Needed. Not "I need to get my asre on the ground right now!" In this case, there's no urgency to land, and it's prudent to reduce fuel and landing weight so much as possible while also giving the fitters as much time to come up with alternate means to get the wheels down. And anyway - you might as well log as much twin-time as you can before you bend the aeroplane... I've no doubt if they became an emergency, rather than just a non-normal, arrival, that Tower would've told everyone else to bugger off.

Indeed it is strange. No human could fly a holding pattern so accurately! And more to the point, I want to know what STC is installed that gives this particular Baron the ability to dump fuel... Bet the people of Currumbin Water's don't know they had an Avgas shower last night.😆

I have an Icom IC-A16 and the powerpack for that takes 240VAC and outputs 12VDC for the plug to the charging dock. Easiest solution I see is go buy another dock - in my case an Icom BC-213 - and cut the cable from the transformer to the plug and install a 12VDC male plug on it to suit your panel socket. If you're really paranoid about feeding your "12V radio" from a 13.8V system, you can get a LM7812 regulator that'll give you a pure & regulated 12VDC and install that in the circuit for less than a schooner during happy hour. For your Uniden, have a look at what the powerpack outputs before doing the same. It may be 5V, 12V or something else. But the beauty of that is the LM78xx series of regulators come in a half-dozen different varieties so you can install one of them in the Uniden charging circuit too.

Click on the person's name in the thread you want to PM, then click the Message button. It'll open up a Compose window and Bobs ya ma's brother.

Gotta fill the tanks first....

There was a Rotax-powered Jab out of Warnervale a few years back. James Stewart is the CFT there for Cloud-9 and might be able to help if you give him a call. Andrew Smith is the CFI of the CCAC and may be able to let you know if it was one of his members' planes if James can't help you out. EDIT: So just to confirm, this is a swap from a Jab 2200 to a Rotax in a 24- reg, not a Rotax installed in a new-from-the-factory Jab kit (hich would qualify for 19- reg)? If it was 19- originally, why does MARAP apply if it was Experimental originally anyway?

I dun geddit... So they're going to replace it with a slightly newer version of the same shitbox. Polish a turd it's still a turd... They have the KC30 for long range overseas junkets and the Falcon's for regional pork-barreling. Why do we need the BBJ as well? How often do they take the full 30 pax?

SO why the drop from 10 straight years of 300,000 movements in the early 90's? Look at '89 - did they get to 400K that year? Seems like the last time Morabbin made it over 300K was 15 years ago - and I'd actually question how many of these movements recently had numbers on the side when back in the day, AUF was verboten from CTA/CTR, so everything you'd see 'back then' had to be VH-. And I think your trend line is broken. There's no trend, it looks to be static at around 290,000 movements.

And when you look at the [latest figures, it's dropped yet again. For the first 6 months of FY23/24, Archerfield had 110,000, of which half were fling-wing. Bankstown had 109,000, though 15% were helicopters here. Morabbin is the most popular at 134,000 for 6 months, with similar helo percentages to Bankstown. Extrapolate those figures for the full FY and you're looking at 220,000 movements for Bankstown, still 10% lower than a decade ago. And that's the key takeaway from these latest figures - they continue to show the decline in GA movements at our largest airports, and by extension, airports across the country.

Not that new students are aware of this, but if enough of us keep saying it, maybe the word'll go out. DO NOT keep your logbooks at your school. They are your personal property. If the school collapses, you'll have to deal with an Administrator to try to get them back and good luck with that. Keep them in your flight bag and nowhere else - if your instructor says "You need to store it here!", politely decline and say "While I'm sure it won't happen here, I've heard enough horror stories of school's going under and student's losing access to their logbooks, and that would severely disrupt my training. So I'd prefer to keep it at home in in my flight bag, and bring it to each lesson same as my headset".

In the RV with the push/pull tubes, I ran a bit of string through the tube and tied a small sponge to it. Poured etch primer in at the sponge end, then pulled it through, "painting" the inside with the sponge. Repeat as often as needed till you're comfortable 'enough' has been painted to coat the interior.

I've long held the opposite view. Granted those of us in flying, or other industries that make us a target could make things easier for your average psycho, but there's enough information out there for any dedicated nutjob to do significant damage without assistance from those of us on the inside of whatever industry. And a lot of it is available from the likes of the NTSB/ATSB or scientific articles & datasheets. If you're a truly dedicated terrorist group, you're going to have people doing significant research on the pros and cons of each method of martyrdom to get the best bang for your body and there's enough information out there for almost any industry to let you do so - it'll just take a little more time to collate than if we were to discuss it here.

$315 for an unserviced block in an airpark? Flamin' eck... Two blocks available with through-the-fence access to Scone Airport went for a little under $350 last year - and they're, fully serviced. And with no body corporate fees either. A third was sold for $900 with private taxiway access, a nice house & big hangar already on it a couple years prior while a 4th fully serviced block with private taxiway access to Scone went for under $300 about the same time.

I did, and I'd forgotten! Appreciate the correction. I simply compared it to the two earlier laps from a few hours previously, I didn't think to get the QNH's and cross-check the baro-corrected altitudes.

The 1500 Camden AWIS a few minutes prior to the accident was out of the northwest at 9 gusting 13, so almost direct crosswind (Though the BoM records now show it as 8 knots, not a meaningful change really, but I note it on the grounds of accuracy). That being the case, GS would be almost identical to IAS on the downwind leg, if not slightly lower than indicated. Given there's no reduction of GS to anything resembling stall speed for a lightweight 172, I'm going to go out on a limb and say he didn't stall it or spin in. Compare the ADS-B data here with that from the Gundaroo prang, they're markedly different. It's a weird one, it almost looks like the beginning of a spiral dive, but I can't begin to fathom what would cause that at the base turn. ADS-B Exchange shows it to be within 150m or so of two previous circuits conducted by the same plane earlier that morning. Not sure if it was the same student or not, but I'm wondering if they turn Crosswind early due to a noise abatement restriction on overflying Wivenhoe Village, so rather than 500' upwind, turn, climb to 1,000, turn, they turn early causing a longer-than-normal crosswind leg, pushing the downwind leg further away from the runway than would normally be the case. Any Camden-based folks able to comment? One thing I did note was he was 200' high throughout his downwind leg. ERSA says 1,300' but he flew downwind at 1,500.

Something's not adding up for me... The reported wind at the time (1500L)was out of the northwest at 9G13, so almost direct crosswind for the runway (and downwind leg...) meaning GS is almost equal to KIAS. The last ADS-B return on the downwind had him doing 80Kts GS, before it increased to a reported 90 and beyond in a 3000FPM descent and entering a slight left turn. 80KIAS is way above the S&L stall speed of a light 172 - even cranking a load of bank you're going to need near 60* and about 2G to get close to stalling it at 80KIAS - and that kind of turn isn't reflective of the ADS-B track - especially when you compare that to the track of that Cirrus at Gundaroo you'll find they don't marry up insofar as a stall/spin accident. It looks more like that 172S prang out of Melbourne where the student lost the fight with the autopilot ALT HOLD mode - though why you'd be using the AP on a downwind leg on your first solo in a 172 I cannot fathom...

PPrune reports he had his RPC - or at least, 40 hours RAAus...) and this was his first solo in a VH registered aircraft.

No, it can't. Under S.27 of the Transport Safety Investigation Act, you cannot use an ATSB report as evidence in any criminal or civil proceedings. While it'll certainly help direct other investigators, I've always been under the impression they, along with things like NTSB reports, cannot be used in legal proceedings, simply for the fact that if they could be, people wouldn't be as open to what happened, to the detriment of overall safety. Coroners courts, yes, but that's it. Civil claims or if CAsA want to try to hang you from the yardarm for a violation? Nope.

I won't speculate on possible causes, but I will wholeheartedly agree with your comment above about Dave's patience and - I want to use the term ability, but that just suggests skill at a thing and doesn't quite cover it so I'm gonna invent the term instructorness to combine friendliness, ability, patience, knowledge and being a nice bloke to boot, made him an asset to learn from when I flew with him 15 years back. The first flight the KRviatrix made in a light plane was in Dave's Tecnam around the scenic rim too. With a little luck, there'll be a G3X or SkyView fitted from which some data may be extracted. Whether or not the police or RAAus will release that data to improve flight safety for the rest of us is the million dollar question.

That name rings a bell. I've a feeling I did a flight review with him several years back out of Boonah.

Best I can tell he is. And to top it off, he's revised his audio panel design as recently as 2022. Here's his 2022 article. Here's the link to his 2002 DIY audio panel one. And you'll need THIS PDF of the schematic too. Reading the article, it looks to be a multi-part series, but I cannot find the other sections. I think I still have some hardcopy KP magazines that far back, so if anyone wants to delve a little deeper into actually doing it, I can go have a look-see to find out if I have P2 / P3.

Jim Weir of Kitplanes fame did an article maaaaaaaaannnnnnnnnnnnyyyyyyyyy moons ago about DIY'ing your own audio panel, with any number of inputs you wanted. Damned if I can find it, but it was online as a PDF for eons, and it wouldn't take too much to import that into one of the PCB manufaturers online websites and have them spit out your very own PCB audio panel. I use JLC PCB for my prototypes and they've been reasonably priced and have a quick turnaround. I'll keep digging for the Kitplanes PDF in the meantime.

Except PS will block you from viewing their FB profile (and their for-sale posts they do) if you dare to ask too many curly questions about their listings...It may well be the vendor's who are supplying such info, but PS don't appear to be too proactive in vetting such info, or like being questioned. That being said, they do have a good and easy to use website!