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kgwilson

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  1. 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.
  2. 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.
  3. 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.
  4. 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.
  5. 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.
  6. 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
  7. 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.
  8. kgwilson
    It will be interesting to find out what the problem is. I wonder why that information has not been released.
  9. 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.
  10. 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.
  11. 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.
  12. 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.
  13. 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.
  14. 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.
  15. 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.
  16. 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.
  17. 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.
  18. kgwilson
    The ATR 72 doesn't have a particularly draggy airframe when in the dirty configuration as the wheels are contained in the blister under the fuselage & just poke out the bottom, less that single aisle jets like the A320 or 737.
  19. kgwilson
    The ATR 72 doesn't have a particularly draggy airframe when in the dirty configuration as the wheels are contained in the blister under the fuselage & just poke out the bottom, less that single aisle jets like the A320 or 737.
  20. kgwilson
    "We appreciate your Professionalism". ATC to the Fedex pilot after the almost disaster was averted. Well ATC had none in this case.
  21. kgwilson
    There are no 19 230s. But you could buy a 430 which is GA experimental & you get a couple of kids seats in the back if you want them.
  22. kgwilson
    I was wrong. The wing spar AD affects quite a few PA28 models (some 5400 aircraft) that have more than 5,000 airframe hours. It was prompted by an inflight failure of the wingspar of an Arrow that killed the Instructor & student. https://www.avweb.com/aviation-news/new-piper-wing-spar-ad-affects-5400-aircraft/
  23. kgwilson
    I am sure that there was an AD on certain Pipers regarding corrosion somewhere in the main spar. It required a full strip and inspection. I am fairly sure but not certain that this did not affect any of the PA28 models.
  24. kgwilson
    Servo fuel pumps are supposed to be calibrated and checked regularly so if you suspect one is crook you should make a complaint to 1, the Srvo and 2,the government agency who carries out calibration and compliance checks. First check the jerrycan to make sure it is correct. 1 litre is 1 cubic decimetre. 1 litre of water weighs 1 kilogram at 4 degrees celsius.
  25. kgwilson
    My 20 litre Jerrycans hold 24 litres. I doubt whether the 9.6 litre mark is very accurate on a plastic Jerrycan. If you leave one with some fuel in it & plenty of air with the caps tightly sealed it will blow up like a balloon in the Summer heat. It will eventually return to more or less its original shape but it will still hold a bit more.
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