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kgwilson

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Everything posted by kgwilson

  1. kgwilson
    I remember reading somewhere that the US built no new cars after entering the war and aircraft production was delegated to most of the car companies where their mass production techniques were put in to devastating effect allowing huge numbers to be produced. This did have on going problems with quality control with many mistakes made causing numerous accidents in testing and training. Around 15,000 US airmen died in accidents before they got a chance to have a go at the enemy.
  2. kgwilson
    The engine is worth nothing, UV has destroyed the top fabric so it's a complete new fabric job, then there is the possible Gazelle wooden hangers issue. The prop looks OK though. I'd take it away for free for nostalgic reasons only. The Gazelle was the first RA aircraft I flew at Skyfox training in Caloundra. Slow & very easy to fly.
  3. kgwilson
    So the question remains Why? The answer is We will never know.
  4. kgwilson
    The problem lies with the fact that we are stuck with the crappy VHF band where everywhere else it is UHF and digitally encoded now. The trouble is there are not enough frequencies available for a complete Aviation shift. The GRN/ PSN (Government radio network/ Public Service network) is now fully digital with absolutely crystal clear transmission and with the VAN (vehicle as a node) system utilising satellites where required there is nowhere that communication fails. That is of course dependent upon perfect human operation and that absolutely never happens.
  5. kgwilson
    Correct, I have a D6 as well. That's why I mentioned the firmware glitch. A firmware re-image or upgrade would most likely fix it.
  6. kgwilson
    Firmware is often written for the top of the range hardware and lines of code edited out for lower specified gear. From the screenshot of that D6, there is a heap of information missing. The display is quite customisable to lessen clutter if required. There is usually a ribbon compass on the top of the screen, ASI, VSI, digital readouts & trends, turn co-ordinator, pitch & roll indicators & a voltmeter where the G meter info is. It is 3 lines exactly the same but lableled M for master voltage, E for External backup power input and I for internal battery. Almost all of these things can be toggled on or off in the Cluttr menu. There is also an AoA meter if the AoA probe has been installed.
  7. kgwilson
    Also not likely in a Jabiru/Rotax. Seems more likely to be a firmware glitch to me. A complete re-image of the firmware or an upgrade would probably resolve this. The latest Dynon firmware is 1.1.4. I am currently using version 1.1.2. The D6 is no longer manufactured.
  8. kgwilson
    The EU has just introduced new laws that require all new cars to have speed limiters. How these are implemented will be interesting. Many new cars already have built in GPS and traffic sign recognition (mine has) and a backlash is expected. My car is already speed limited by software. It will not exceed 160 kmh, but that is hardly a disincentive to speed. I always set the ACC to the speed limit & have never taken it to 160kmh anyway. The rule will eventually filter down to Australia but given that we still do not even have any fuel standards (20 years behind the EU) I wouldn't hold my breath. https://www.autoweek.com/news/a61532276/mandatory-speed-limiters-europe-cars/
  9. kgwilson
    I want to die peacefully in my sleep like my grandfather, not screaming in agony like the passengers in his car.
  10. kgwilson
    I was first at a head on collision back in the early 80s. Both drivers and a passenger in 1 vehicle were killed. 1 backseat passenger survived. The driver of the car that was on the correct side of the road died instantly from the steering column penetrating his skull. We had kids in our car & tried to stop them looking at the horrific scene. I've tried to forget it but have not been able to. The modifications and safety processes that have been added to cars since then have made motoring way more safe. The thing is you still can't legislate stupid. When I hear of hoons having races on busy suburban roads and people caught speeding at 190kmh or more I realise there are people out there who just don't care what about happens to them or innocent parties.
  11. kgwilson
    Modern cars don't rust easily. In the 70s cars rusted out quickly which is why there was an industry for rustproofing with stuff like fisholene. My Holden HQ Ute & my Datsun 180B from those days rusted really quickly. Cars I've owned in the last 30 years have not rusted at all. I had lots of stone chips on the bonnet of My 2012 Mitsubishi which I never touched up in the 11 years I owned it. Never rusted at all. Also Bumpers are now made to give way and crumple zones of the engine bay are designed to direct the engine downwards to reduce the injuries both to those who you hit and the occupants. The passenger compartment is the strong part for good reason.
  12. kgwilson
    In the so called good old days many people drove home from the Pub after a night out drinking. I know people who shut one eye to make sure they could only see one white centre line. Some stopped to have a rest and woke up the next morning & then drove home, probably still drunk. Some got home OK but couldn't remember how, others crashed & didn't get hurt, others were injured or died. It was as stupid then as it is now but in the good old days cars were nowhere near as powerful or fast as they are now. Their brakes weren't that flash either & ABS, EBD & other features didn't exist, neither did crumple zones or the latest automatic features that will brake for you or stop. They (as my EV does) watch you via a camera and detect your blinking patterns to show when you have lost concentration and make sure your grip on the steering wheel is right. These feature cost money and are not present in all modern cars and in some cases can be turned off or disabled. Then again most can all be over-ridden by the driver. The good old days were not good at all. It is just a nostalgic look at the past to when things were simpler and of course there were a lot fewer cars on the road.
  13. kgwilson
    Ethanol doesn't affect glass reinforced vinylester fuel tanks which is the only resin to use. This can not be said of glass reinforced polyester tanks. These are not recommended for any fuel type.
  14. kgwilson
    You can argue all you like about range distortion and busy airports and clearances but that was just TOO CLOSE.
  15. kgwilson
    My Gen 3 has run Mogas since new. The plugs are always black after taxying back to the hangar. The insulator inside the plug is a lighter brownish colour. If you shut down after applying plenty of power they are probably a much lighter colour but that is virtually impossible to do so by the time you shut down they will be black. It isn't a problem, it is normal. The time to look at issues is when fuel consumption increases for no apparent reason.. The consumption of my Gen 3 3300A engine varies from 18 lph at about 95-100 knots low level at 2750-2800 rpm to 24 lph at 120 knots (130 knots TAS) at 8000 feet 2850-2900 rpm.
  16. kgwilson
    You can die falling out of bed and statistically a much higher percentage of people die in bed and while asleep than die in light aircraft crashes. So if you want to live go flying and don't go to bed & if you do don't go to sleep.
  17. kgwilson
    Never flew in a VC10 but was always impressed by their steep climb out. The Trident was excellent too. I flew in one of those
  18. kgwilson
    So when arriving at an uncontrolled aerodrome how do you determine the wind direction and runway to use if you do not hear any other radio transmissions? Arriving 500 feet above the circuit height allows you to check these plus other things like objects & animals, runway closed cross etc. yesterday I'd been away, flew overhead and noticed 2 large black objects on the runway. They were cows that had escaped from the neighbours farm. There was no other traffic so I buzzed them & they took off.
  19. kgwilson
    The term Overhead join refers to the whole process. Call flying overhead at 500" above circuit height check for wind direction, traffic, obstacles etc, descend to the non active side and then call joining crosswind so you are correct. It is just semantics
  20. kgwilson
    Joining overhead or overhead join/re-join has been a commonly known and documented procedure since I first flew in the mid 1970s
  21. kgwilson
    I know and that is partly responsible for the poor radio use by many pilots both GA & RA.
  22. kgwilson
    When I trained for my PPL back in NZ in the 80s the uncontrolled procedure was the same there as it is now. I learned that the "Non Traffic side" is called the "Dead side" here and joining crosswind was pretty much above the takeoff threshold, where as "midfield crosswind" is the procedure I have adopted here.
  23. kgwilson
    Radios are not mandatory in uncontrolled airspace so calls can not be mandatory either. It is up to the aerodrome operator to determine if radios must be carried and used within their 10 mile radius CTAF and published in ERSA. This is the case at South Grafton.
  24. kgwilson
    At an uncontrolled airfield after the 10 mile call with height, intentions and ETA, you should always join overhead at 1500 for reasons stated in previous posts, unless the circuit direction is known from other traffic already there. Let down on the dead and join midfield crosswind. If there are other aircraft around that have failed to make themselves known, this is the safest place to cross the runway at 1000 as those aircraft will be either landing or taking off 1000 below you. I mentioned in another post that some (many) instructors have poor radio technique and this is passed on to students. No-one has to get a FRTO licence these days. A mistake in my opinion. Every airfield operator should ring CASA & get some copies of "Be Heard, Be Seen, Be Safe". They give them out free. I have given a copy to all aircraft owners and pilots at our airfield and surprisingly a lot of them were not aware of some of the procedures and protocols. They are now.
  25. kgwilson
    The quality of radio transmissions has been discussed here before and there are some who can't even cope with CTAF transmissions let alone talking to ATC. I put a lot of this on to the poor training in radio etiquette by instructors, some of whom are pretty poor themselves. Back in the day you had to be issued with a FRTO (Flight Radio Telephone Operator) licence and know all of the correct pro-words and the phonetic NATO alphabet and be competent in communicating with ATC and getting read backs correct. I can't even understand what some of the foreign student pilots are saying at all and they are supposed to have been tested for their English comprehension and dialogue.
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