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kgwilson

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Everything posted by kgwilson

  1. kgwilson
    As a member you are effectively a shareholder and have the same control over the company as in an incorporated association, i.e none. You can complain and you can stand for election to the board. You have the same voting rights in either type of body so if you want to see change you have to get active and advocate.
  2. kgwilson
    The cost to get the ADSB Out module installed with your mode S transponder is typically $5-7000.00 so I don't see that many when out flying. Most GA who have ADSB out are Flight Training School aircraft.
  3. kgwilson
    You only save 1.9% by paying 2 years in advance & only 1.75% for 3 years. That is not an incentive at all when you can now get up to 5% on a 12 month fixed deposit and with interest rates on the rise that will increase.
  4. kgwilson
    Each of the controls has a different tactile shape and feel & they require gate locks to be pulled up to move them to prevent inadvertent change. If you are in the right seat when you are normally in the left seat you are also using a different hand. In this case the wrong control was moved by mistake. How such high hours pilots made this mistake is difficult to fathom. The thing is one of them realised the flaps were not down to the 30deg position and moved them to 30 deg. The most unfathomable part of this tragic error is how neither pilot noticed that the prop pitch levers were at feather position but both noticed they were getting no power.
  5. kgwilson
    If your dipstick top is just under the proposed hatch cover you don't need to get your hand in, just a thumb and forefinger to undo the dipstick & remove/replace it. I can't remember exactly how big mine is but it is a bit less than 100 x 100. I epoxied a doubler underneath with a wide end to accommodate the camloc keeper. Works a treat. When I painted it all in situ it was hard to even see it.
  6. kgwilson
    Both pilots were very experienced and knew very well how to fly and land this aircraft. Mitigating factors of the change of runway, new airport, checkride process and the mistake of feathering both engines in the landing configuration and then not recognising what had been done by both had the holes in the proverbial Swiss Cheese well and truly aligned.
  7. kgwilson
    Flap was lowered to 30 deg, 23 seconds after both props were feathered and both pilots noticed there was no power coming from the engines (presumably from the CVR data) but it seems neither realised the props had been feathered which seems from the photo of the controls, blindingly obvious. 20,000 and 16,000 hours of experience and it is human factors that raises its head. Everyone makes mistakes and this was the one that created this tragedy.
  8. kgwilson
    I only had 1 to make for my build which was the flap to get to the dipstick. Same as you Marty. I used a leftover bit of aluminium piano hinge after doing the ailerons & flaps. I used a wingnut style Camloc fastener. Great product & easy to open/close. During installation I somehow lost the fastener lock split ring that keeps the fastener attached when the flap is opened. I was going to get another one or make one but didn't & it is still like that 8 years later.
  9. kgwilson
    If you already have ADSB Out enabled with a Mode S transponder you must disable ADSB Out as per the manual instruction below.. 8.3.2 1090ES Transmit This setting configures SkyEcho for transmission. Select the checkbox to enable transmission if allowed in your operating location. Deselect the checkbox to disable transmission. Transmission must be deactivated when used on an aircraft with an Air Traffic Control Radar Beacon System (ATCRBS) Mode-S transponder which has ADS-B OUT enabled.
  10. kgwilson
    "Large" can mean anything. It could be one or two hundred metres if the impact was at a low angle of attack rather than all the wreckage being in one place.
  11. kgwilson
    Enroute displays the actual altitude transmitted from the ADSB Out of the other aircraft. The algorithms of the software will not display any ADSB data if vertical separation is greater than 1,500 metres (4924 feet) or horizontal distance is greater than 20 NM. This avoids clutter on the screen and filters out all the RPT that you see on Flight Radar unless of course it falls within those parameters.
  12. kgwilson
    The SE2 has a TSO certified barometric altimeter to determine altitude so not exactly AMSL but pretty close. It provides only GPS location and altitude plus the aircraft callsign. This data is transmitted continuously probably every second or 2. Speed direction and other factors are determined by the system used in your aircraft that receives those details via wifi from the SE2.
  13. kgwilson
    No the SE2 (Skecho2) is ADSB in and out and is a portable battery powered device that you stick on a side window with a suction cup. It interfaces with Oz runways and any other app that uses the Garmin GDL 90 protocol over WiFi. It will broadcast your Rego number and height AMSL to any aircraft equipped with ADSL In within about 40 NM and it receives the height and Rego of any aircraft within about the same distance that has ADSL Out. Oz runways will then display the direction of travel of broadcasting aircraft and ground speed as well I think. It is about the same size as a pack of cigarettes. Costs $1095.00 from Uavionix & you get half that back with the government subsidy. Picture below.
  14. kgwilson
    Found it. An expert explanation of FLARM as used in Australia from member Plantain. https://www.recreationalflying.com/topic/38667-apparently-midair-at-gympie-at-3pm-today-91122/page/6/#comment-535885
  15. kgwilson
    The SE2 is configured for the Flarm frequency in Europe but not here. Why would CASA do anything remotely logical? They probably don't have anyone who understands Flarm & it was easier to not have to deal with it. There was some discussion around this on another Thread.
  16. kgwilson
    It will be interesting to find out what the problem is. I wonder why that information has not been released.
  17. kgwilson
    Returning home from Palmers Island on Aust day I( noticed an aircraft pop up on the screen of my phone (didn't have my tablet that day) & it was on a converging track & we were cruising at about the same speed. I couldn't read the small print on the phone screen so asked my passenger to check the rego & altitude. After fumbling around, locating his glasses & checking it had got quite close & we were nearing the 10 NM lines for both Grafton & South Grafton. It was a C172 & was at 1200 feet. We were at 2500 feet. My passenger looked & looked & I took plently of glances & then we finally spotted it way below. I made my 10 NM call & the 172 made one a minute or so later, tracking to Grafton at 1200. He flew almost directly under us. If I'd been on my own I doubt that I would have seen it at all. So far at YSGR there are only 4 of us with SE2s. A Mooney owner here spent $5-6k on ADSB out from his mode S but has No ADSB in so is also getting a SE2 as it is the least expensive ADSB in option even without the subsidy.
  18. kgwilson
    The book was a Flying school training manual. The "Real" book is the POH & the performance charts do not specify soft field TO criteria. It only has data for a paved, level, dry runway with full throttle before brake release. OAT, Pressure altitude, headwind & gross weight all need to be taken in to account along with the type/state of the surface with 25 deg of flap.
  19. kgwilson
    To be honest I never looked at the instruments. When it felt right I progressively applied back pressure to rotate. The book says The procedure used for a short field takeoff with an obstacle clearance or a soft field takeoff differs slightly from the normal technique. The flaps should be lowered to 25 degrees (second notch). Allow the aircraft to accelerate to 41 to 49 KIAS depending on the aircraft weight and rotate the aircraft to climb attitude. After breaking ground, accelerate to 45 to 54 KIAS, depending on the aircraft weight. Continue to climb while accelerating to the flaps-up rate of climb speed, 76 KIAS if no obstacle is present or 64 KIAS if obstacle clearance is a consideration. Slowly retract the flaps while climbing out.
  20. kgwilson
    600 in Stock! I wonder how the 5.5 million or whatever it was in subsidies is going. Uavionix must be laughing all the way to the bank. Fantastic device though.
  21. kgwilson
    You won't get the hex code without the serial number of the SE2 which is on a tiny barcode on the SE2 so you will need to send that when it arrives.
  22. kgwilson
    In my old Archer 2 if the grass was long 2 notches of flap and virtually no back pressure got me off best. I had to do this at Stratford, NZ (there was a Sonex Waiex fatality there 2 days ago) back in the 90s on the short runway (about 550 metres) with 2 pax. I got off and missed the fence at the end......just. Had a decent headwind so that helped.
  23. kgwilson
    Wow, the heat must have been really intense. The early fire photo showed the fuselage completely intact and fire free from the nose to the wing root. Those pilots were really lucky to be able to get out quickly. The empenage is all that is left. Just amazing.
  24. kgwilson
    Assuming that you can roll onto the runway I agree. When you must stop for whatever reason including being told to by the instructor then this does not apply. From a standing start I have tried to accelerate with neutral elevator or just a smidgen applied and increase it as speed builds & found I am off a bit earlier with the latter option. I want the mains to unstick as quickly as possible & can get this at about 35 knots (1 up), then reduce AoA, quickly build to about 70 knots & then go for best angle of climb.
  25. kgwilson
    A maximum performance takeoff is still taught in GA & I was requested to do one in my last RA BFR. Brakes on, 10 deg flap, full power, release brakes, keep the weight off the nosewheel & get off the ground at pretty much stall, lower the nose slightly to pick up speed then climb at best angle till clear. Getting rid of friction with the ground is the No 1 priority, then its all power and aerodynamics.
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