RFguy
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Everything posted by RFguy
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it's piss poor. the flight plan lodgement stuff is flakey. it's terrible. will try Avplan.
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has anyone been able to LODGE a flight plan with the Android version ? I get some weird hex code and ' unknown error' FFS.
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mmmmmm. avplan. yeah if the documentation for RWYS Android app was separate and up to date, it wouldnt be as much of a cluster-firetruck.... Simple stuff is wrong or doesnt work, like editing the altitude in a flight plan, and you must click "Discard changes" to have the altitude numbers take hold- that sort of problem, from my point of view as a professional software developer means I should doubt ANYTHING that OZ runways presents to me that has that sort of bug. IE I can't trust the information being presented if those sorts of problems are in there. That and numerous error messages and faults when trying things described in the documentation - faulting because they're not supported is unacceptable.
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SO I've loaded Ozrunways onto a Samsung A8 64GB wifi tablet. good tablet. But the Ozrunways Android seems very much half baked. bugs everywhere. unsupported features documentation unsuitable same price. this is a bit piss poor. Is a Ipad the only descent option ? glen.
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Yes. direct. shotgun line .... I reckon the region between Capertee and Putty is the worst, as between Putty and Cessnock, there is SOME clearing. Given that Maitland could be fogged in , and Cessnock also fogged, need to carefully consider the TAF for the region before travelling. yesterday well it was beautiful. IE IF the TAF says PROB 30 for fog, that's a bit of a red flag. Need to get my NVFR rating , since fog in the morning (like yesterday) delays starts and the day runs late and behind schedule.. But yesterday I was concerned about a fog moving in early in the evening at Cowra , on the way back, I could see fogs forming in regions around 30 minutes out of CWR in the distance.....and I realised that arriving at sunset without an alternate option (no NVFR) wasn't the best planning. Had 2h fuel remaining on landing . Yeah I can land and nav the dark but I am not permitted to, and GA is not like driving on the road where you can flout rules. I got on the radio and found humidity was low at YCWR , and so that was OK- no fog.... Cowra never has evening fog, and there are cross RWYs and lights and NDB so shouldn't need one. But never say never ....
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yep, that is my understand precisely. if you are going to mix it with IFR then you must have a TSO-C199 (or higher spec like a TSO 146) .
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Not sure the SE2 cuts the mustard. I have a GTX335 ADSB-OUT to go in. I'll find out. That region / area is filled with IFR traffic. The other thing is, going much higher than 11,000 feet, there might be diminishing returns to just flying around the tiger country. Probably would depend on weather, many things . If the there was ANY cloud, I'd likely fly around the north of the tigers, (25nm ?) since if you want to even further reduce your survival probabilities, add a cloud near the ground to the mix. And at the Maitland etc, itd be a quick decent..... there is CTA just east of Cessnock en route (4500 step), and to get into Maitland, I was at 4500 as I was overhead Cessnock, and 4000 at the step. and I'd likely need to use a VFR approach point in to WIlliamtown CTA. dunno have to check that.
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skippy said : "200% agree!!! Air flow/cooling is , for those without a wind tunnel and all sorts of sensors, a dark art." Skippy how can you 200% agree on something ? Surely this means you never properly measured your agreement correctly in the past if this is a 200% agreement ?
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dunno if I'd fly DIRECT like that with my kids on board. That first picture, 7500' eastbound (went 8500 west bound) there is NOWHERE to go, I mean NOWHERE. Probably go around it to the north (extra 25nm) or get a clearance to 12.5k feet or something.
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YCWR Cowra to YMND Maitland. (and back) . 158nm each way. The folks at Royal Newcastle Aero Club at Maitland were very nice and helpful and welcoming...recommended ! now....despite excellent flying condix, up high right under the class E step, ***This tiger country looks MUCH worse from the air than it ever did on the ground or on a map ! LOL I admit, I didnt like the look of it too much and richened the engine up one notch (25F) just to make me feel better. Pretty though....
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Nev's talking about the oil cooler to operation under tension conditions instead of pressure being a mechanical consideration Like whether a hose is designed to resist pressure or suction and not suck and and damage itself etc etc. Coolers may be stressed for only pressure and not tension (due to a design assumption). The Setrab people said "good either way" for their product when I asked. since Dry Sump and suction is a regular thing in other industry.
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well pressure drop is about flow, so, except at the margins, there is little / no difference with suck or blow , spits or swallows. use the pressure drop/flow number.
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Rotax specific : just be careful when choosing an oil cooler to not go too long and skinny (long in tube length) 'cause the suction tension gets too high (pressure drop) . With a new install, be sure to check the suction tension PER ROTAX MANUAL to be sure you are inside the max suck, otherwise your engine will starve.
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One is in our hangar , will copy for you. although I think it is a /2 (smaller fuel tank) . just remmeber , legal requirement is the PoH for THAT airplane. (IE PoH is serial numbered) but reality might be different. have other doco- (maninenance and construction manual)
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what does a 582 weigh with ALL accessories ? 100 lbs ? so this with all accessories is 125 lbs... too much. they call it a 582 replacement but that's alot of extra weight options ? https://www.aeromarine-lsa.com/vtwin/ https://bydanjohnson.com/four-stroke-power-for-light-sport-aircraft-aircraft-yes-a-modern-rotax-582-replacement/
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yep. have messaged you, whole aircraft
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I am going to have a look at it... just up the road
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I made and printed this little placard for the Archer1. It lives on the back of the checklist A5 card. And knowing and speaking out the TO and landing weight ..and the TOSS is part of the start checklist. ...could miniaturize it and find a spot on the instrument panel I guess
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AGreed. I have recommended the simple thing is just to charge at night and leave on all day.
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That's really good point, and a real energy exchange equation that, if near the ground, you'd need to evaluate in milliseconds. IE nose down, get airspeed up, fly out of stall (altitude loss?) , or nose down (as required), instantaneous flap out , exchange some airspeed to operate 6 to 8 knots slower, perhaps ends up with less altitude lost? mmmmm sounds possible but critical... I will have to try this in the simulator...
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but then it runs flat. The idea came from the need to have it in the club plane and it turn on and off, without adding to the checklist to turn it on and off . That aint usual checklist fodder. ALSO Very useful for instructors to look at the data of their solo pilots. (in addition to being visible in a busy environment)
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https://en.wikipedia.org/wiki/British_European_Airways_Flight_548 wow that is quite a read. golly gosh !!!!
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no, not unless you remove the power supply to the unit, then you have 15 minutes OTHERWISE the tiny PCB now gets bigger and needs some sort of flying sensor. Probably another wire off the board to a GPS data line. But now, the mods are increasing. Could put a chip accelerometer on the PCB I guess (3 x 3 mm) , and detect flight..... REMEMBER the SE2 is a poor man's transponder/ and conspicuity device. If you want the world, go buy a proper ADSB transponder.
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I think the point I am trying to make is - the taught - " FULL POWER, FLY S&L, STOW FLAP, TRIM , , THEN CLIMB" --- sequence needs to have the STOW FLAP step NUANCED and discussed by the instructor. If a pilot just dumps all the flap on rote and the aircraft is barely flying - relying on ground effect to be flying, that will surely result in a LOC accident,.
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I was thinking some more of this Nev Say..... HOT, WINDY, HEAVY that's a situation where airspeed is your friend and likely to better gain airspeed straight and level and gradually reduce flap until T.O.S.S for the situation is reached before climbing. comment ?
