skybum

There is a very cheap interface with OziExplorer. Get onto UltraNav to do your flightplanning, export to OziExplorer, UltraNav already is compatible with Ozi. Ozi is extremely useful if you have the 1:250000 AusLig maps. The maps are downloadable to a PDA if you have the PDA program for Ozi but will only be trip specific for the maps.

 

GPS and a TabletPC and you have an outstanding moving map display. Add 3D view and Satellite images and you are showing a very strong navigation device for light GA or RAA use.

 

Personally, I use PocketFMS in my GPS PDA. My Magellin Explorist(route downloaded across from UltraNav) as a backup and trip logger and my TabletPC as a GPS moving map. Also have Command for my GA flightplanning. Goes great as a paperless cockpit for downloading the weather and uploading my plans to NAIPS.

 

In defence of PocketFMS, I have found them to be faster than either Jepp or AirNoServices for data updates and the relative height interface is quite exceptional. I already had my GPS PDA phone so it was easy to get into the subscription service as a donor. The way I see it ,PFMS is every bit as good as the the Garmin Q and when you compare $1300 pricetag and the Jepp subscription for a VFR only device and that 75Euro a year looks pretty good.

 

Back to the original question- OziExplorer plus PDA 1:250000AusLig maps and UltraNav all on a Tablet PC or GPS PDA will be quite effective for minimal software costs.:thumb_up:

 

 

My two cents worth. Any aeroplane will bite you if you aren't competent enough to fly it! I can guarantee that I could come to grief in a Lanc as easily as a Drifter if I do not receive training in or show the proper respect for the idiosyncrasies of either aeroplane.

 

 

Some many hours later, the little rooster knew that what Ian had told him was the only way out of his mess. He resolved himself to stand before the parliament and admit that......

 

 

I would gladly set up an experiment to prove this myth. If anyone would care to donate money to C Ash. I will happily apply my considerable skill in the final outcome to determine the correctness of this myth. I would envisage at least 100hrs in a Millenium Master type aircraft should be enough time to prove the existance of "The Step!"

 

 

Hey Ferret, just read your post for the first time.

 

Given OAT= 22C

 

Altititude=5000ft given QNH is set

 

CAS=55kts

 

Whizz Wheel says TAS=61kts and density alt of 7000ft

 

Make sure you read off +temps to left of 0 against the correct altitude, I think you had set -22C against 5000ft to get a TAS so close to CAS.

 

 

Decca,:thumb_up::thumb_up::thumb_up::thumb_up::thumb_up::thumb_up::thumb_up::thumb_up::thumb_up::thumb_up::thumb_up::thumb_up::thumb_up::thumb_up::thumb_up::thumb_up:

 

ONYA, Sunshine:cool:

 

Little buggers were all blinking out of time now they want to do it in unison

 

 

Hmmm, you are going to need a PPL and a GA craft to take more than one pax anyhow.

'bout sums it up!Lindsay, that is one of life's priceless moments. My kids were 5 and 6 (40kg wrining wet) and 10 and 11. My first trip as a full PPL pilot. Down to TYA from EN. The kids didn't know I was coming. Mum kept mum on what was about to happen. They thought they were just going out to the aerodrome to watch aeroplanes. I taxied up and the look on their faces...PRICELESS! Wish I had a camera.:thumb_up:

 

RAA should remain the way it is and allow only one pax. To go the route of more paxs means a guaranteed increase in regulation. Stay away from it guys.

 

 

Hmmm, you are going to need a PPL and a GA craft to take more than one pax anyhow.

 

With that over and done with. my kids didn't get to fly until they were well and truely above 5yo. That was not by choice, I just didn't have the licence to take them. Kids just take it in their stride. It is the older ones who have had time to develop preconceived ideas of danger that have a hard time with departing mother earth.

 

Take the proper precautions like baby capsules and booster seats as they get older to ensure a basic fit with belts in front seat. lapbelts in the back fit as per normal. However, kids like to see outside too! Another addition is small earmuffs or use plugs to help with ear protection.

 

Your GA examiner follows a simple principle when he signs off on your licence. Would he trust you to safely fly his own family? On that point, do not get hung up on issues. If you have the certificate/licence you have been deemed safe to operate under those limitations/freeedoms so get out there and enjoy your privelage at every chance.

 

If you have a large fam like me, do not wait too long otherwise you cannot use the reg that allows you to take two kids in the one seat belt under a certain age, Before the age I could take all four of my kids up. Now they have grown and I am up for a six seater to do the same deed. NOTE, the reg only allows you one extra person than seats available. So, in 4 seater, no more than 5!

 

As mentioned before, do not get pressured into doing something you are not comfortable with. You will know when you are confident enough to take your family up.

 

 

More like elevenses!

Captain, if you have access to Weatherzone and your aerodrome is close to a weather recording station, dew point goes hand in hand with fog. As soon as the temps start to separtate the fog will disperse.

 

A study of how the fog formed in the first place will give you an idea how quick it will disperse. TS events in the northern summer will result in huge amounts of radiation fog along the entire coastal plain. As soon as the TS dissipate and the sky clears. The ground starts cooling quicker than the very humid air above it. It doesn't take long for a layer of air to be cooled to saturation by convection and form a small inversion layer, enough to start forming fog. As the breeze increases , the fog will initially thicken under the inversion layer. The fog normally disperses after the wind has increased. General radiation fog as found under a high pressure system will tend to lift to form a layer of stratus under the rising inversion layer. Tends to hang around a bit until conditions improve. When it lifts , you may be able to get airbourne but you will still have a solid layer of crud between you and blue sky. Only time I flew to MIA we had fog north of Mt Macedon all the way to within sight of the Murray. As the morning went on I had to descend through a break in the stratus because it was lifting to my altitude. Once under the layer all was well again. The layer of fog stretched from west to east as far as the divide in the east and gawd knows where in the west. Initially was starting to worry if the forecast was correct for Mildura.

 

So, fog caused by TS activity will clear with the morning breeze. Fog by radiation and inversion way well hang around and still cause bother by lifting to a solid layer of stratus.

 

http://apollo.lsc.vsc.edu/classes/met130/notes/chapter5/fog_intro.html

 

Good little link:thumb_up:

 

 

Pete, unless the taildragger or more correctly CONVENTIONAL undercarriage aircraft has a very short coupling like an S1 Pitts or any of the shorter aerobats, they are no harder to fly than a trike undercarriage aircraft. Like all aircraft they have unique handling characteristics, if anything because of the old saying you keep flying a taildragger all the way to the tiedowns should be the same for a trike undercarriage aircraft.

 

The reason the likes of the Pitts is "interesting" is because it is so short it doesn't take too much inattention to result in a groundloop or at least lots of excursions across the runway to try and catch up again. Now, a good pilot displays good airmanship and is ALWAYS ahead of the aircraft and will allways use the correct technique in any wind conditions to result is a smooth controlled takeoff or landing. Seriously, Pete, learning on a conventional will make you a far better pilot.:thumb_up:

 

 

Downunder, I have found analog display a bit better for my flying. The brain doesn't take as long to register what it is looking at.

 

Have toyed around with an idea one of my instructors came up with. A digital kitchen timer, he used to have it mounted on his clip board. It comes in handy for that IFR stuff about doodling around NDB thingies by measuring the time to fly away from the silly thing so you can turn around again to head back to it. Apparantly, they get all excited when the needle thingy flips over really quickly as you go past the radio station. Heaven knows what for, all it does is play a terrible beat that even my son wouldn't find interesting to listen to. Still I guess you have to listen to something, after all there is nothing outside to look at. Who would want to fly around if you cannot enjoy the scenery, but then again , if they like listening to radio stations that keep playing the same thing over and over I guess it doesn't really bother them if they cannot see anything...oh sorry, watches Yes! My wife bought me this lovely little number with a E6B slide around the dial, Its pretty good if I wear my glasses.

 

 

I am not saying:rotary:

 

 

FP, are you refering to the square grid section on the bottom of one side of the wind slide?

 

If you are, that is used for plotting drift angle and ground speed from radar. Known is TAS HDG and time from start to finish. Putting grommet on zero note times and relative bearing to target mark point on centreline of grid in realtion to distance from grommet. After a series of plots draw a line joining the plots rotate the card until the lines are parrallel to the centreline and note the drift angle. Place the first plot on the zero line and measure down the scale to ascertain the distance travelled for the given time. GS is now known. Plot HDG drift TAS and GS to ascertain W/V:thumb_up:

 

 

Depending on how the HT lead has been manufactured, one alternative is to pull the rubber cover back far enough to present the actual connector. Push the connector onto the plug cap until click then push the protective cover back over the connector and plug. Sometimes the cover will go so far as to prevent the plug from mating with the connector. Another alternative is to source NGK propriatory connectors that will fit directly to the plug sans nipple. Very snazzy looking in black. 90 bend and in varying lengths to suit deep set plugs in motorcycle twin cam engines.

 

 

the poor instructor to be good because they know no different

And there lies the rub!

Ian, do not be fooled by the alloy skins on the wings. The original Ban-Bi was all metal. The latest MCRs are carbon fibre with Alloy wing skins glued over fibre set in a jig (much like the old grumman AA5s).

 

Talked to the owner of SIP she slips along at around 150kts. Extraordinary range. Just could not get an answer out of anyone on how much a kit would cost.

 

 

ARGHHH bugga! when that kiwi got the franchise I had all but given up on the MCR. The deal apeared if you wanted to kit build you had to go to Dijon to form up the wings on their jigs. Hp for hp the MCR is/was the hardest to beat for certified genuine actual cruise speeds behind a 912. I am awaiting the master to see if it can knock off the Gallic greyhound.

 

There is one already flying over in Perth on VH reg (VH-SIP) and fairly hauls A!

 

Ian, why did you have to make my choice harder?:hittinghead:

 

 

Watching Euro exchange rate. Ian, any more news on how things are going?

 

 

Bang for your buck? What you fly is your own choice.

 

My parameters are simple. Cost per hour. I want to fly as much as I can. The skillset gets rusty if not used regularly. The skillset cannot tell if I am flying a 172 or a Jabiru.

 

When you wish to own your beast then you need to take a long hard look at what you intend to do and look long and hard at what type of flying you have done previously. I like to go places, I rarely take more than one passenger and the average length of trip is about 200nm out at about 105kts TAS. I would love to see this wide brown land from the air so that dictates a reasonable fuel range. That hard bit is carrying capacity. I liken it to motorcycle touring. A couple of changes of clothes each and the survival equipment and a very empty credit card. These are the problems I see if I try to make my flying fit into an aeroplane with AUW of 544kg. (I hope I can convince my wife what 15kg for two really looks like.)

 

If it doesn't fit then I have to go Experimental and stay with my GA licence. Simple!

 

It matters not who was here first and what aeroplane should be catered for. What matters is looking after the people who keep the activity alive and to keep them coming and happy to stay and feel welcome. Like the motorcycle fraternity, it always appears that the only ones with an attitude problem are those who buy a yank tractor for the image. Everyone else I ever come across were only interested in the journey not what was between your legs. RAA appears to me to be more like the journey rather than the image. I hope it is like that in reality.

 

I agree with what Farri said about school costs. My fear in GA is the amount of people who take 20hrs plus to go solo. Flying hasn't changed. When I learnt to fly in the seventies, it took about 10hrs to get kicked out on your own. A lot of RPPL and PPL licences were done right on the minimum stipulated requirments. AND WERE PASSED BY DCA/DOT EXAMINERS! (Very hard to please with no vested interest if you passed or failed) Now, things have changed considerably. What has changed to make flying so difficult to master.

 

 

Ultralights,

 

Running OziExplorer on a MAC

 

OziExplorer can run on a Mac using a PC emulator. For older Macs use Virtual PC or for new Macs with the Intel CPU use software called Parallel.

 

Using Virtual PC Version 6.1 or later.

 

 

 

However Virtual PC on the Macintosh needs an option enabled before running.

 

 

Before the code of an application is executed Virtual PC for the Macintosh pre-translates the blocks of i386 code to PowerPC code to achieve higher performance, this is not compatible with the code security method OziExplorer uses so it will not run.

 

 

 

To use OziExplorer within Virtual PC on a Mac, you need to disable this pre-translation. This is can be done on Virtual PC 6.1 and later versions.

 

Instructions to disable pre-translation

 

• Start the Virtual PC session as normal
   
   
  
• In the Mac Finder, navigate to the Documents folder in your Home folder. Open the Virtual PC Scripts folder.
   
   
  
• Open the Toggle Compatibility Mode script by double clicking it.
   
   
  
• The script opens in Script Editor.
   
   
  
• Click the Run button at the top of the script window.
   
   
  
• Click OK to the informational dialog that appears.
   
   
  
• Click Enable in the next dialog.
   
   
  
• Return to the PC session, which is now running in compatibility mode, and start OziExplorer.
   
   
  

 

 

 

 

Jim Wickam's (hope name is right) Yak would have to be the most photoed ship there. Beautiful wx for a show.

 

Wish I could have flown instead of drove. Maybe next time if the gods are smiling on me. 0.9 in a 172 is way more fun than 3.5 in the family battlestar.:thumb_up:

 

 

Good thread. From my limited exerience, was taught to crab or lay off on finals and at the point of flare cross control to upwind wing down. Now this little maneuver caused me some consternation and my attemt to get into the upwind wing down position at late finals at about 100ft , so I could get this sucker worked out. rudder to keep the aeroplane aligned with the strip and aileron to keep tracking for the runway, taught me a very real lesson about sideslipping close to the ground. You see, that is what we do when we go upwind wing down. We enter a sideslip. My beautifully crafted approach literally fell apart, increased rate of descent made me undershoot that quick it caught me out....lesson learned. Now, even after many years away from it, the action is mechanical. lay off drift then cross control to align with the runway. You know you have got it when you start co-ordinating smoothly to adjust for gusty conditions. It is truely one of those alien moments when you start to learn it!

 

As for landing the big machines, understand that there is very little clearance to the bottom of outboard engine nacelles to the ground in 747s and the like to cross control into wind. The method apears to be a rudder kick at exactly the right time to result in a touchdown, wings level before the cross wind starts moving you sideways again.

 

 

My two cents worth. in favour of right stick left throttle. Having said that, I have found that a stick between your legs is THE most natural way to fly. "How do I stear this thing?" "Just lean into the corner" even rudder useage feels natural as you lean.

 

 

Oh yeh, I'll have mine with RH stick LH throttle and we can work on the toe brakes later.:thumb_up: