BurnieM

Just to stir the pot; the French call motorcyclists 'pilots'.

https://aviation-safety.net/wikibase/562837

It is a problem with the current version of the software in a Thales built box. The fix seems to be reverting to the previous version. If they have not updated to the current version then they do not have a problem.

Don't ask, don't tell.

So not a big job to fix it but a limited number of authorised maintenance staff who can do the job. This could end up taking months to get the whole fleet flying again.

That video of a helo doing a low pass to the right side of the runway and then a Cessna (?) comes in to land and spirals off to the right still freaks me out.

https://www.itnews.com.au/news/bom-never-planned-to-end-reliance-on-legacy-site-622130

There are two models of GTX45R. If it has an internal GPS it should have 2 antenna sockets on the rear and it needs both a ADS-B antenna and a GPS antenna.

If you have only a single antenna mount (for ADS-B) on the GTX then it sounds like you do not have an internal GPS. You need a GPS source for ABS-B otherwise the GTX45R will only work as a mode S transponder. An IFR navigator (like a GTN650Xi) or a GTX internal GPS or a standalone GPS (like a GPS20A) is needed with the GTX45R for ADS-B. The internal GPS on the G3X Touch cannot be used as an approved GPS source with a ADS-B transponder.

The GA35 is a good antenna and a little more robust than the dash mounts. Maybe you can get away without a G5 antenna. Comments from Vans forum; https://vansairforce.net/threads/garmin-g5-external-gps-antenna-needed.160538/ I'm a little confused on the GTX as the GTX45R is a transponder. Do you have the model with the internal GPS or are you using a GPS20A (seperate GPS receiver). Does this come with an a GPS antenna in the box ? Last time I looked you needed to purchase a GPS antenna and an ADS-B antenna separately (but this was a while ago).

The GA35 is designed for external mounting but dash mount antennas seem to work fine too. I believe you need 3 GPS antennas; G3X Touch G5 and GTX45R.

Not sure how you would couple them without a major redesign. Probably simpler to design a brand new engine.

I'm using this and it is still being updated, at least the aviation metars/tafs and radar pages that I use.

Actually that is not really that expensive. Pretty much every new factory built LSA is in the AU$300 to $350,000 range.

Everybody feels like that. It took me 23 months (including cross country). Did the paperwork for RPL and now I have run out of money. Need to get job so I can finish it then ...

Yeah, nah. Its pretty typical for an LSA.

We flight plan at 16 litres/hour in a Evektor Harmony with a Rotax 912is but cruise is only 110kt.

Just looking at that story again - "English language proficiency" Wonder if this means CASA AELP. Cost me $150 six months ago for mine for RPL. 20 minute conversation to tell me I can speak my native language. No way around it in the CASA world. Wonder what this means for RAAus ?

I vaguely remember class 5 medical being required for RAAus Controlled Airspace endorsement. Not a big deal; 1 hour online course then self declaration with $10 fee. Yeah same as what we already do but with a $10 fee. And you will need to get an ARN first. Found it; https://www.australianflying.com.au/latest/casa-grants-class-c-and-d-access-to-sport-and-recreational-pilots

Being in IT I understand your confusion. IT contractors do what the contract says. Who wrote the contract ? I have been involved in a contract were the company hiring us told us to remove a core conponent of the application. Several team members advised them in writing that it would cause several modules to fail and all others to have limited functionality. 2 weeks before it was due to go live they realised it was a massive c/f. Lots of meetings, lots of loud blame on us. 2 years of legal fights. The contracting company won and the application still does not work several years later. We CAN grow your food but if the manager running the project says 'water is not required' you do not have to be a rocket scientist to realise the end result.

The GNX 375 looks like a good option but not cheap. What mapping does it come with ? I see the GNX 375 annual subscription bundle is US$599 per annum and comes with; Garmin Navdata, Obstacles, Safetaxi, Airport directory, Terrain, Basemap and Frequency databases Garmin GNX 375 GPS Navigator with ADS-B in and out Bluetooth with flight plan transfer to/from your EFB and traffic to your EFB.

Have you looked at a Garmin GTX45R with builtin Gps, I believe this is a little cheaper than a GTX345R. You can get both of these without a GPS if you already have a Garmin IFR navigator. If you do not have a Garmin ADAHRS you will also need an altitude encoder. Having an audio warning "Traffic 2 oclock high less than 1 mile" is worth its weight in gold but almost as expensive 😀

Yep, a 916 when I win the Lotto next week. Oh, not talking to me ?

Some background on The Oaks mid air; I believe both aircraft had radios capable of monitoring 2 frequencies. It is unknown whether either of them were doing so. One aircraft was departing Camden and the other was in the circuit at The Oaks. In this circumstance I would be monitoring only the tower/CTAF frequency. I do not know what either of these pilots were monitoring. As it neared The Oaks it appears that the Cessna did not transmit on The Oaks CTAF. The reason is unknown. I do not believe that also monitoring the area frequency would have changed the outcome of this incident, mainly because neither aircraft were transmitting on this frequency. The Jabiru had a Skyecho and an iPad EFB. This would have given visual alerts of other ADS-B/Skyecho equipped aircraft. It is unknown whether it could also give audio alerts. I believe the Cessna had a mode C transponder. While it seems likely that ATC could electronically see both aircraft, neither aircraft could 'see' the other. Video recovered from a Gopro in the Jabiru showed the Cessna was visible at a low angle for 8 seconds prior to the collision. The Jabiru pilot did not seem aware of the other aircraft. If one aircraft had ADS-B in/out with audio alerts and the other aircraft had at least ADS-B out I believe this collision could have been avoided. I do not believe ADS-B displayed on a screen would have been adequate when both pilots had a number of other things that required their attention. I believe an ADS-B transponder had already been purchased for the Cessna and was to be fitted in the weeks after this incident.

Transponder mode A - 4 digit octal id code Mode C - 4 digit octal id code plus pressure altitude Mode S - 24 bit hex code plus pressure altitude plus callsign Mode S extended squitter (ADS-B) - 24 bit hex code plus pressure altitude plus callsign plus GPS position including GPS altitude plus a range of other data