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KRviator

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Everything posted by KRviator

  1. KRviator
    Awesome, thanks for clarifying that Nathan. Not confused anymore!
  2. KRviator
    I'm confused now (must be one of those Aldo is referring too...). I understand a flightplan as something I compile and then use inflight. A Flight Notification is what I submit using NAIPS, with departure point & time, routing, alternate, cruising level and Comm/SSR status etc, which, I've always understood is what I need to do to get flight following or better access to CTA without upsetting ATC by not having "a plan in the system" and then them needing to get the details via radio.If that is not the case, what is the difference between a 'plan' and a 'notification' so far as ATC are concerned?
  3. KRviator
    Group format comes from the AIP, not RAAus. "RV Eighty-Five Nineteen" is my callsign for example.
  4. KRviator
    I specifically quoted and queried the notice RAAus has put out regarding the Rxxxx, and he had never heard of such a request from AirServices, and IIRC, he said he was pretty close to the top of the tree for this kind of stuff.The only thing I can think of as to why he advised against it, was if you have a 19, 10 and 24 registered aircraft with 1234 as their rego, the system will get confused with two R1234's airborne at the same time - in the same vein as you must go to SBY on your transponder prior to changing the code lest you briefly return a code assigned to Air Canada climbing out of Warnervale!
  5. KRviator
    I have bought a GoPro, Bose QC15's, and a few other doodads with my QF points, but for me, upgrades are much more enjoyable most of the time. For 200,000 points, that is a lot of upgrades! Besides, I just bought a new set of AKG AV100's!
  6. KRviator
    When I was programming my new transponder late last year, I spoke to the Airservices ADS-B guru regarding the R8519 vs 198519 and his advice was to use the full registration - exactly as would appear on your flight notification. Thats what I have now and have not had an issue so far.
  7. KRviator
    From the RAAus Ops Manual section 2.07:
  8. KRviator
    To use your Holden analogy, I am not a mechanic. But if I buy a Commodore and it needs work, I then take it to a bloke who has been trained by Holden in their vehicles. IF he makes a mistake that disables the brakes under certain conditions and kills my missus & kids, why should he not be liable for it? IT isn't that old mate misused the seat, but even if he had to use it in anger, it would have been rendered useless, as shown in the following paragraph...MB knew there was a risk of the pilot's parachute failing to deploy if a particular nut & bolt combination were too tight, and they knew this 20 years ago, but apparently failed to warn the RAF, so not only did the seat malfunction (with the safety pin being described as "effectively useless" by the Coroner), but, having been inadvertently ejected, a survivable accident was rendered a fatal one by the failure of a piece of equipment that MB knew could be defective.
  9. KRviator
    Just to clarify the above, the GPS position source must* be TSO'd to C145/146 standards. Most all TSO C129 GPS' such as the non-WAAS G430/G530, KLN89/90/94 series and others are not good enough for ADS-B out down here. So we need at least a G430W if you want a screen, or a FreeFlight1201 if you want a blind ADS-B position source. *'Some' C129 GPS' are apparently OK but I havent been able to find exactly which ones they are.
  10. KRviator
    ASA have come out and say the Dynon transponder is fine for ADS-B/Mode-S so I wouldn't worry too much about that. I have one in my RV and don't have th slightest concern about some overzealous CAsA muppet making an issue of it during a ramp check.
  11. KRviator
    Why go down this path? Because Dynon have a $700 solution to getting true 1090 ADS-B in a lot of aircraft, using a GPS that has been tested and proven (by the British CAA, IIRC) to provide better performance than an uber-expensive Garmin that is TSO'd. Because the U.S. FAA have decreed that so long as the GPS position source meets the performance standards of the relevant TSO, than it is acceptable to use it for ADS-B out in experimental aircraft. And this from the country that invented the bloody TSO's! Yet CAsA, as always, are 20 years behind. If they were really serious about us wanting ADS-B, they would permit the Dynon GPS-2020 and Garmin GPS-20A in experimental aircraft - under the VFR initially, for testing if necessary - but nooooo, they mandate we have to spend the better part of $5,000 for a FreeFlight 1201 or $10K+ if we want a TSO-145/6 position source with a screen on it! Look at the ADS-B vs the SSR coverage maps and then consider how much further you have the safety net of flight following, or directed safety alerts because you are transmitting your call sign and position to ATC. EDIT: HERE is a link to th UK official testing of Dynon/Garmin non-certified GPS's with the comment essentially being "they should be permitted and installation encourages forthwith".
  12. KRviator
    I was up there Monday and someone did the same thing - with no one else in the circuit! By comparison, my calls were 10NM East inbound, Joining crosswind behind a Mooney on downwind, and turning base behind the Mooney. I don't get these "Every leg, every time" calls, or the teaching behind them...
  13. KRviator
    I reckon it could be done in a -9. Seems to be a bit of room in mine, especually if you remove one of the seat backs.
  14. KRviator
    I carry an escape hammer in my RV-9A for exactly this reason. You can't always rely on a friendly cow cocky passing by to get you out of the wreckage of your pride and joy. The loss of 1lb payload, I can bear!
  15. KRviator
    There's a catch with most RV's out there whereby your outboard seatbelt can be tangled around the rudder cable causing restricted travel. An again with the rudder cable, if you're not careful during installation and install the flap pushrods bolt backwards with the nut on the outboard end, it can snag The cable so when you drop the flaps, you get full rudder too!
  16. KRviator
    Primary radar is what people usually think of when you mention 'radar'. The antenna sends out a radio wave and the metal structure of the aircraft reflects some of this energy back to the antenna that is then available for display on the scope of the controller. No altitude info, not very useful. Following on fromthis, we have "SSR" or Secondary Surveillance Radar, that sends out a pulse that is recieved by your teansponder that then replies with a radio message containing your code and altitude, and if you've pressed it, the Ident beacon. This SSR has much longer range and as it has your code and altitude is what controllers predominantly use.
  17. KRviator
    Still down for me a moment ago...I can't recall ever having this problem with AvTrader or the RAAus or SAAA classifieds. And I'm actually shopping too...
  18. KRviator
    And, for those that haven't seen it yet, what happens when you get it wrong trying to take off again!
  19. KRviator
    So far as I am aware (always happy to be proven wrong, of course) there is no separation standard on the ground, other than what is written in CAR 166: "(a) the pilot must maintain a lookout for other aircraft that are being operated on the manoeuvring area of, or in the vicinity of, the aerodrome to avoid collision; (b) the pilot must ensure that the aircraft does not cause a danger to other aircraft that are being operated on the manoeuvring area of, or in the vicinity of, the aerodrome" and CAR 168 (8): An aircraft that is about to take-off shall not attempt to do so until there is no apparent risk of collision with other aircraft.
  20. KRviator
    A brand new ECI OX-340S with: 7.2:1 Pistons Dynafocal 1 mount 14mm plug bosses & automotive plugs all round Dual P-Mags Low-pressure, engine-driven fuel pump 2 hours break-in on their test cell But without a carb (Used a Rotec TBI instead) cost me $25,604 USD, a few years ago, including crating but excluding shipping when the $$ was at parity, or close enough. Shipping was another $1,000-1500, IIRC, airfreight. Then another $3,000 GST and freight forwarder charges on top of that, for close enough to $30,000 AUD. Given you're considering both a -320 and -360, don't overlook the -340 too. The weight of an O-320, but if you go standard (or high) compression pistons, throw in EI as well, you'll have the more power than your average O-360. I have 20 hours on mine now in an RV-9 and can't fault it.
  21. KRviator
    In regards to Flight Following, what is the best, or preferred time, to cancel it on descent to your destination, or intermediate airport? Can we hang on to it right up to the circuit area if surveillance coverage is available?
  22. KRviator
    Yes, in a 582-powered Drifter during a low-power descent that caused an engine failure and landing in a paddock. When I went back to look at the charts, I couldn't have been any more in the middle of the "Severe Icing - Any Power" regime, but until then had been told "It's a two-stroke, it can't ice"....yeeeaahhhh, right...
  23. KRviator
    Because I have nothing better to do (and get bored easily), I plugged the remaining VOR coordinates into GPSVisualizer's calculator, with the range set to give the theoretical range of the BNN VOR's at 5,000 and 10,000'. Here's the result... Red are your typical ASA-owned VOR's, Oakey is green as it is DoD downed, and Avalon, Hamilton Is and Christmas Is are blue, privately-owned VOR's. Oh, and I take no responsibility if you get yourself lost using these. They're worth what you paid for it! The country-wide coverage at 5,000. And at 10,000. Victorian coverage at 5,000. And 10,000. NSW Coverage at 5,000. And at 10,000. Qld/NT Coverage at 5,000. And at 10,000.
  24. KRviator
    Under the VFR (Except NVFR) GNSS can only be used to supplement other Nav techniques. Under the NVFR, you can use VFR as primary navigation for Area Navigation. CAsA instruction 80/14 chapter 5 refers. Although I have just noticed this particular instrument - though it is listed as "in force", actually expired at the end of March 2016... So you have your flight plan and nav log, with times and headings which would correspond to DR techniques and must use your ultra-precise GNSS box to supplement these techniques. You also have to positively fix your position every 30 mins when nagvigating visually. But then, AIP ENR 19.2.1 says you can use radio navigation systems (ie, TSO C129-GNSS units that meet RNAV performance requirements) or VORs, except when below 2000, when you must navigate visually, and when using radio nav aids, the position fixing times extend to 2 hours... Clear as mud?
  25. KRviator
    If an instructor ever turned off the ignition (note, NOT magnetos) during a BFR in my RV he would be sporting a bloody and probably broken nose once we landed. Not every engine has magnetos, not every engine will restart when you advance the mixture - and that is assuming the student completes the activity correctly to actually get to that point without having fluffed something along the way. The PMags I installed in the -9 have an internal alternator that doesn't require ships power above approximately 900RPM, however below that speed they require an external electrical source. The Sensenich prop likewise will probably stop somewhere around best glide speed, especially with a high-compression engine (one day I'll actually test it overhead somewhere suitable). The Rotec TBI manual contains a caution that if you lean-cut the engine, it won't restart by simply readvancing the mixture. Put that together and if you fall short, or overshoot and you have an issue with the starter, or its contactor (happens often enough that it would form part of a risk assessment for the activity) and you will be having a very bad day, very quickly. There is no excuse for shutting down a perfectly good engine in the name of "training". Not at our level, anyway. Far too many pilots have died during training as compared to the real thing.
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