kgwilson

For us non bombers what does a bunnytail look like? Presumably short and fluffy.

5 hours ago, Bruce Tuncks said:

I didn't know there are different versions of mogas 98.

Each of the Mogas Brands have their own recipe of aromatics added to the standard fuel to boost the octane rating to 98 RON and they give them names to entice you to buy them. Shell calls it V-Power, BP calls it Ultimate, Caltex calls it Vortex. Aromatics include Toluene, Benzene and Xylene. There are lots of others like naphthalene which is normally solid but dissolves when mixed with other aromatics and then there are polyaromatic and hydroaromatic compounds.

Avgas is different as it is based on Paraffin which is the flammable compound used in candle wax and requires TEL (tetraethyl lead) to be added to achieve its octane rating. It is more stable and lasts longer and has a higher Reid Vapour Pressure (higher boiling point) making it less susceptible to vapour lock at altitude.

At 1500 you will have to be in direct line of sight to the radar scanner dish for you to register at all. RAF Tornados & Typhoons are potent aircraft but they are not stealth aircraft, they just fly low under the radar, just like the Mosquitos used to do in WW2 but that was over water at 50 feet with no obstructions like hills and trees. Scared the crap out of the German coastal defence mob when they screamed overhead at 400mph & were gone before they could even get to their AA guns.

As Maps are set quarterly with all airspace changes it is just not possible so each area would have to be set at a specific height AMSL which if they get their way will have to be at least 1500 feet above the highest point in that designated Class E area.

1 hour ago, Garfly said:

Regarding the HAG (height above ground) data in OZRWYs (et al), yes, I guess it's calculated by subtracting the current WGS84 elevation from GPS 'altitude'. But, for what it's worth (not much), they could, equally, use pressure altitude since iThings now have precision baro-sensors and can even access QNH.

How would you display this on a map?

It is all very well to have instruments in your aircraft based on what the various GPS systems are telling you or what primary/secondary radar is telling ASA. The backup has to be something that you have in your aircraft that does not rely on such things.

When there is a massive solar flare it has the capacity to completely disrupt all GPS (among many) systems so that erroneous information or none at all is provided. The last big solar flare happened in 1859 & another of the same magnitude has the capacity to knock out electrical grids, satellites, communications and the internet instantly. 

It could affect magnetic compasses to a degree but won't have any effect on pressure based ASIs, VSIs or Altimeters so keeping a few steam instruments is not a silly idea.  

With over 1000 submissions there will be some considerable change to the proposal and then the next round of submissions.

AGL cannot be legislated as no-one has the ability to determine this with current equipment. It will have to be expressed and specified on the VTC & VNC as AMSL.

They have determined it is to be implemented in the medium & high density areas & the next round they are going to provide proposed maps with these areas drawn in (so they say).

They have stated it is to enhance safety without providing any safety concerns at all or any historical safety related incidents and one of the latest fatals was very much an Airservices failure suitably swept under the carpet in the final ATSB report.

CASA is the authority that will have to legislate and implement any change and they found out about the proposal the same way that GA & RA pilots found out.

I could go on for another 3 or 4 pages but there is no point until the revised proposal is released with hopefully more detailed and sensible changes and a longer industry consultation period.

Well here is the latest 2021 version of the form that can be completed on line.

https://www.pdffiller.com/en/forms.htm?projectId=659098342&blank=1&transactionId=7579773b7f0c8d39b3e47be6d6025a04&requestHash=907eb05a9ec17b016168c16bf2a6382a4350c457f35f2f4773d9d4d7b60f4025

On page 2 the only reasons for requiring a medical certificate is 1. over age 75, 2. applying for a truck licence, 3. have a medical condition that has affected your ability to drive safely in the past 5 years.

On page 4 it states "You must prove your eyesight is up to standard, You can

• pass an eyesight screening check at a driver licencing agent, or
• present a satisfactory eyesight certificate or medical certificate (no more than 60 days old)

The form is multi use and if you have done everything it can be saved and emailed to NZTA or you can print it off & take it there & do your eyesight test there at the same time.

The eyesight test in NZ is more specific than in NSW. At NZTA they have a binocular tester on the counter & each eye is tested to different levels. I did my last one there in 2004. I did one last week at Service NSW.  I stood at the counter & the girl at reception put a 3 line chart on the TV screen behind her & asked me if I could read the middle line. I read it & she said no worries you don't need glasses to drive. Actually as far as I am concerned I do need glasses to drive and also to fly as I like to be able to read signs and number plates from a long way off not when I am almost on top of them. Flying without my glasses & I can't read the instruments clearly or see clear detail at long distance like other aircraft or eagles.

I can't really see how a few hours running Mogas is going to get rid of the deposits already there from hundreds of hours running on Avgas which are pretty hard from all accounts. I've only ever used Avgas when away somewhere & I couldn't get Mogas so my engine has never really had the opportunity to get lead based deposits.

The RPL was introduced in NZ in 2005 largely to allow ageing pilots to continue to fly without a Class 2 medical so is completely different to the RPL introduced in Australia 10 years later. There are actually only 195 RPL licence holders in NZ. With this DL9 drivers licence medical introduction the RPL is being revoked and all holders are being issued with a PPL with a few privileges removed as per the table link above. The DL9 medical is a simple medical to ensure (mostly older) drivers are OK to drive a car. It is used as an endorsement for forklifts, dangerous goods tracked vehicles etc as well. It is largely a self declaration of medical fitness but requires an eyesight test that you can do for free at any NZTA office. Basically it is the same as the RPC self declaration medical with an eyesight test. If you are older than 75 then you have to get it signed off by a doctor, same as for the RPC here.

So it means in effect if you have a car drivers licence, fill in the form on line, take it to NZTA, get your eyes tested, (if over 75 get your GP to sign it) pay the fee & you are good to go GA PPL flying.

On 03/03/2021 at 6:59 PM, RFguy said:

and I got a communication from ASA/CASA , A standard  Mode S transponder (without ADSB OUT - that is  plain vanilla Mode S  not Mode S-ES)  is OK with Skyecho on same hex code.

(DO-260B says 'no' but in practice its has been found to be fine by CASA). 

 

Need to have a transponder so that the TCAS systems that do not have  ADSB IN  see you.... (although I have asked what the percentage  of TCAS systems out there that do not recognize ADSB-OUT and there is no knowledge ). I talked with the RAAus chief at the RAAus AGM about it , also, mentioned this need to understand just how many TCAS systems only see transponders.

The issue with TCAS is that it is now superseded technology just like Radar based Transponders it needs for it to work but as the cost of installation is between $US25,000 and $US125,000 airlines would not be keen to get rid of it even though its range is poor compared to ADSB.

They could always stick a Skyecho2 on the window & interface it with their phone for a better performing traffic alert system for a bit of loose change. A TIC option but it would work.

Giving in straight away is not what happens. The revised proposal supposedly will detail the specific areas within the J curve that they want to lower Class E but there are numerous issues that they now realise must be considered including getting agreement out of CASA. I`m betting the next round of industry consultation will have just as many responses in the negative and for valid reasons as the first.

Removing the Mode A,C, transponder requirement up to 10,000 feet and encouraging the GA fleet to install subsidised ADSB in/out will get my vote. As already stated surveillance/communication through transponder use is poor at under 5000 feet on the East Coast. Only ADSB aircraft to aircraft data will work IMHO.

You will be able to get an antenna length chart for VHF on the web Then cut the antenna to the length in the middle of the frequencies you use most of the time. Measure from the ground plane to the tip. Worked for me.

Thin swept wings work better the faster you go. Look at the original 1958 English Electric Lightning. Wings as thin as structural integrity would allow and swept back at 60 degrees so much so that the ailerons are on the squared off wing tips. Performance of Mach 2 was astonishing even by todays standards. If they could have fitted barn doors to it that were strong enough it probably would have had the same performance.

Where did the numbers come from? No explanation there. Most light aircraft are 10 to 12 to 1 L/D.  No mention of chord or aspect ratio which is how gliders get their 40 to 50 or even 60 to 1 L/Ds (combined with a low drag airframe).

Then there are those who just don't care They just know that when the stick is pulled back the houses get smaller and when it is pushed forwards they get bigger and when it is pulled all the way back they get smaller quickly but then get bigger really fast and that is the end.

Pickles are dreaming or they think they are selling to gullible idiots but sometimes these exist. I've been to real auctions for cars where a couple of bidders raise the price well beyond what they originally wanted to pay by getting caught up in the process. I've bought stuff at live auctions including 2 houses and also sold houses by auction & the bidding process works fairly much the same as described by OT except that when you are the highest and the reserve has not been met they halt the auction & have a yarn to the seller then come back to you to try to get you to increase your offer if the seller won't budge. If you say no then they will then restart the auction and call for more bids. If none come it is passed in & negotiations begin between you & the seller & their auctioneer.

They can also be unscrupulous and say there is another bid higher than yours and begin the auction with an auctioneers bid (but not announcing it as such which is not legal) to try & get you to go up. This happened to me when bidding on a house but I didn't take the bait & walked out only to be chased down the road by one of the auctioneers staff to ask if I'd be interested in negotiating. I really liked the property but had set my price so said no & as I drove home kept kicking myself for not going that little bit extra to secure it. A few hours later I got a call from the agent saying the owner had agreed to my price. All they were thinking of was their commission & browbeat the seller into accepting. Make no mistake Auctioneers are interested in only one thing, themselves.

I have never had to pay a buyers premium even on line but that seems to be an increasing trend so you have to factor that in when bidding. It's an absolute ripoff in my opinion & I won't even participate if that is part of the process. We recently needed a mower for the airfield & there were several offered through Grays Online & gave them a miss due to the high sellers and buyers commissions plus GST on the whole lot. Bought one privately from another airfield and I reckon we saved heaps. 

I  think that the continued used of leaded fuel will cause deposits to form no matter what you do. The tolerances in Continental & Lycoming big bore engines appear to me to be considerably greater than those in Jabiru and Rotax engines.

When you shut down a Jabiru or Rotax the prop stops within 1 revolution or thereabouts. A Lycoming continues to wind down for a few RPM. I know the technique is different with no mixture control on Jab/Rotax to pull so it is just an ignition shutoff. Flywheel weight will also have an effect but the Lycoming/Continental just seem a bit more sloppy..

Perhaps engine tolerances are one of the reasons the Jab engine is more prone to lead oxide build up. 

The US company Zipline started using these drones in Rwanda in 2016 delivering blood plasma & in Ghana in 2019 delivering vaccinations. A fantastic way to get essential medical supplies to places very quickly where the transport infrastructure is poor.

Impressive. Back in this part of the world a drone operator has been convicted for hitting a Paraglider  getting tangled in the brake lines at a beach in NZ. Luckily the Paraglider pilot was able to land and was not hurt. https://www.stuff.co.nz/national/crime/300234577/man-convicted-over-crash-between-drone-and-paraglider-in-a-new-zealand-first 

1 hour ago, facthunter said:

I really don't think avgas will GUM up the engine. It doesn't have that sort of ingredient in it. Certainly avgas is not a good idea with a Rotax. The worst engines I've ever seen for gumming up internally were mogas fed Croppies  like Ag Kats with larger Radials in them. .  Your plane goes fast so has few cooling problems. Nev

I agree poor choice of words. What I should have said was running on Mogas 98 will result in an engine with fewer piston head and valve deposits. A side effect is it is better for the environment as well and cheaper.

It's easy. I keep a 20 jerrycan in the car & fill it on my way to the aerodrome. I top up when I get below 40 litres and only fill the wing tanks plus main when going away. That's 170 litres so its a couple of trips with my 3  x 20 litre cans. The 230 has 135 litres & requires a step ladder or something but with either a syphon or battery pump not hard. All the Jabber wockys around here don't have a problem though a few are blinkered AVgas users so have to fly 40 minutes to get it & 40 minutes back just to get fuel that gums up their engines. I think they've all been brainwashed by the AVgas advocates and the Jabiru manual that says 95 & above is OK but recommend Avgas to ward off possible litigation.

We don't fly high enough to have vapor lock problems especially if you have gravity feed and a supplement electric pump and if the engine is correctly timed detonation is also not an issue

The CASA rep I spoke to is dead against the class E lowering. Transponders below 5000 feet are 30% or less visible, 2-3000 aircraft without transponders will have to fly at dangerous levels. The safety aspect alone blows this out of the water. Recent GA fatalities are partly attributable to failings at Airservices. I will only accept class E at 1500feet (how do they implement this anyway when the base must specify AMSL) IF the requirement for Transponders is raised to 10,000 feet as it is in the US for a good reason. That is that they are not seen by radar at low level so legislate them where they can be seen, always.

Continue the CASA initiative for installation of ADSB in/out for GA/RA with the approval of SE2. I would probably cost less for ASA to provide a UK style cashback for SE2 purchases by the GA/RA community than all the costs to try and make these inane airspace mods.

They haven't done anything except receive all the submissions and formulate this response which says nothing. CASA makes the rules as they have said and after discussing this with a CASA representative today they were as surprised us the rest of us when this was proposed on 20 January & they found out about it the same way as we did..

Just use 98 Mogas - problem solved.