KRviator

FOLKS - Do not use the above files - I got the +/- N/S integers reversed. Here are the correct ones. Sorry for any inconvenience. DynonALAMay2020v2.txt DynonCertMay2020v2.txt GarminALAMay2020v2.txt GarminCERTMay2020v2.txt

Just a bit of an update - in another of my less-than-stellar moments, I got the E/W & N/S intergers reversed. so..... DO NOT USE THE ABOVE DATASETS. You'll wind up halfway to Seattle. These versions (V2) correct the NS/EW error, and cover the following: For Certified Aerodromes, every aerodrome listed in Section 17 of the May 2020 DAH For ALA's, every ALA listed in Section 20 of the DAH as well as those not listed in ERSA FAC, but with verified contact details of an ARO or responsible person. That works out to 615 ALA's nationwide. Here's the corrected versions - but as above, I still haven't tested them with my SkyView. I'll upload them to the Resources section of the website shortly. As above, for Dynon owners, rename the file to *.CSV, button, copy it to a USB stick, Button 7+8 on your Skyview then "Load Files". For Garmin Owners, rename to *.FPL, copy to a SD card and do whatever you need to do to import them. If you strike trouble, leave a message here and we'll work to getting them sorted. DynonALAMay2020v2.txt DynonCertMay2020v2.txt GarminALAMay2020v2.txt GarminCERTMay2020v2.txt

Will do, Ian. I'll update the ALA dataset to include the 'verified but not in ERSA" ones to give the most complete ALA listing and add them later tonight.

I got asked in the Garmin thread about these files as Dynon changed their forum software and broke my links -so as I had a bit of time this morning, I updated the files for the May 2020 DAH revision. Here's the Dynon ALA & Certified files. Of note, there is now a section in the DAH for "Not in ERSA, but with verified info" - these listings are not contained in this dataset, I need to replace the alternator in the RV and that's today's' priority, so I'll look at getting around to including those ones this evening. To use the files: open the files in a text editor, then re-save them as *.CSV files, copy them to a USB stick, and insert it into your display. You can then press buttons 7+8 and select "Load Files". That should copy them to your display as User Waypoints. A Certified airport has an "Airport Filled" icon, an ALA has an "Airport Unfilled" icon. I have not tested these files with my own system to confirm they work yet. If you use them and you get lost, it's your own fault. You shouldn't be relying on a dataset some random anonymous bloke created anyway. DynonCERTMay2020.txt DynonALAMay2020.TXT

And because I'm a nice bloke - no matter what the KRviatrix says - here are the latest files updated for the May 2020 revision of the DAH. I have not done the Garmin Certified ones, as they sound like they're now available. OF note, there is a new section in the DAH for "ALA's not in ERSA, but with verified info". Those ALA's are not contained in these databases yet. To do that, I'd have to do a bit more work in Excel than I have time for this morning - I need to install a new alternator and regulator in the RV-9 before the AP inspection next weekend and that takes precedence! I'll try to get around to incorporating those ALA's into the database this evening if I remember. To use the files: Dynon owners open the Dynon files in a text editor, then re-save them as *.CSV files, copy them to a USB stick, and insert it into your display. You can then press buttons 7+8 and select "Load Files". That should copy them toyour display as User Waypoints. A Certified airport has an "Airport Filled" icon, an ALA has an "Airport Unfilled" icon. I have not tested these files with my own system to confirm they work yet. If you use them and you get lost, it's your own fault. You shouldn't be relying on a dataset some random anonymous bloke created anyway. Garmin Owners, Open the Garmin file in a text editor, then re-save it as a *.FPL file, copy the files to an SD card, and open them using whatever means the G3X has to import user waypoints. The G3X uses an XML format and I don't know anyone that has a G3X to test it works, but they appear to be in the same format as online references, if they don't work, please let me know and I'll see if I can find what is broken.

G'day Peter, First question, no, I haven't updated it for a year or so. Second question, yes, it is still available. It was hosted on the Dynon forums, but they migrated their forum software away from their original platform and that broke everyones original external hyperlinks. IF you go to this post you'll find the G3X ones. Copy the text files, then change the file extension from TXT to FPL and you should be able to upload them to your G3X as User Waypoints.

Good to see they're still doing it, if you haven't seen their attempted takeoff - well, they did actually takeoff, so it wasn't an attempt - at Cant-ber-her 15 years ago you've gotta love the ATCO's humour!

What's the largest (tallest) pilot that'll comfortably fit in a Sapphire? I've always liked the look of them - and the Marco J5 too - but have always thought they aren't really geared for above-average pilots.

PPL theory is easy to self-study. I got the two Bob Tait books and read them in my downtime at work, and passed the exam with flying colours. A dedicated theory course isn't required IMHO.

It wasn't an overly complicated accident, from what I can find, it was Aires 8520 that you're referring to, and it is commonly known as a "Black hole approach" that gives the illusion you are much higher on approach than you actually are, and you increase the descent rate to compensate. IF they were on autopilot then use of VS in pitch to correct the "above GP" sensation would be a normal reaction as you can vary the rate with the automatics until you're happy. Unfortunately, that doesn't always mean you're on profile...

When I put the RV on the market in a couple months, I'll lose around $40K on the total cost, yet alone shipping for parts etc, even though it's only got 130-odd hours since brand-new-everything. The way the dollar has gone, its' replacement cost is well over $160,000, but realistically, I can't see a buyer paying that. And it would free up the fixed costs for something more family friendly...

I don't think it is just RAA that have fewer ads of late. I've noticed a downturn in heavier sport aircraft too, the RV's and the like. Whether that's due to those owners thinking "Well, I was going to sell it to buy a -10, but look at the dollar!" or seeing the same aircraft listed for months (years in a few examples) and not selling, so why bother putting their pride and joy up for sale unless they have to? Given the state of the worldwide economy, a private aircraft is now rapidly becoming a luxury only a few are likely to have the confidence to stump up the $$ for, at least, until things settle down.

So said Bushcat is now for sale on FB. Click HERE for the details.

I still have a kneeboard immediately available, though not always strapped on, for noting things like multiple regos inbound, or other tidbits I can't easily do with an iPad. A4 is far too big, mine is A5. Apologies for the stonkin' huge photo but I can't find a smaller version of it, though the timer isn't typically included. I acquired mine with Defence years ago, but you can still buy them from the likes of Sporty's, Spruce, et al, for about 0.1AMU, heck, they're even on eBay shipped from Brisbane for $60AUD shipped.

Do they give a list or source for their info? I wouldn't have thought it'd be anywhere near that high a figure....

There was also the mid-air near Bankstown around a decade ago, HERE's the report for that one...

Or HERE for those that don't have an RAAus login.

IF I had someone interested in the -9A while it is on the RAAus register, I'd sell it tomorrow with the numbers on the side, but it is a very niche mission (ie, high-speed single seat, or medium-range 1+1) that I think it makes more sense to swap it to VH-, particularly now the RPL is here to capture a broader market. As for renting, I have flown an EFIS/ADS-B/Autopilot equipped aircraft that gets along at 145KTAS, whereas the closest 4 seater available to hire is the CCAC's Arrow, which will match the speed, but has an antiquated cockpit - for $335 an hour. Assuming similar costs for a certified aircraft as my RV, plus $3,000 for a 100-hourly, it makes more sense to buy a 4 seater than hire one, and I can retrofit Electronic ignition and the Garmin G3X or Dynon Skyview to it, fly it when I want, and know how well it is maintained. To that end, I'd love a 177RG, but I'm concerned about a couple of aspects, it's carry-through spar issue, reported gear issues and primarily, how well it would cope at Somersby, where my -9 is based. Even a 182P would be on the good side of suitable as you can get a gross weight STC, and a Mogas STC, even if I'd be lucky to see 130KTAS from one of them, but if it has the LR tanks, that more than offsets the lower speed - and the Dynon Autopilot is already certified for it! I'd forgotten about the poor -12! An almost unforgivable sin overlooking that one!

It can be done. But you have make a concious effort to keep your MTOW legal if you're on the portly side. My -9A was 445Kg empty (probably 450 now with the autopilot & 2nd seat cushions), which leaves juuust under full tanks + me, or half tanks + me and Mini-Me. Unless that suits your mission, RAAus isn't ideal for a two seat RV - though it has been adequate for me for 3 years, but to be able to take 2 adults, I'm going to have another go at putting it on VH next month.

I have a RV-9A (for now, selling it soon to get a 4-seater ?) and it is $6,000 in fixed costs before I spin the prop. $3,600/yr hangarage and airport usage fees at a private airstrip. $2,300/yr Insurance for $100K hull coverage $200 RAAus registration - cant remember exact $$ figure, but not that much. After that, I fly for the cost of fuel and oil, which works out to around $50/hour. I don't put $$ aside for the engine or avionics, the engine was brand new and I have a Dynon EFIS. If I need to upgrade, I'll redraw the extra $$ from my mortgage, the money works harder there for us at present...

IIRC, you have to log in to the CAsA MRS to get to the questionnaire, as it becomes pre-filled with your personal details to take to your GP. The Basic Class 2. That's (same kind of flying) all I'll be doing initially, then stepping up to the standard Class 2 for the PIFR.

I did mine not long back, and it's basically an online thing. You go online, put your and your quacks details in, print the form, take it to your GP & get signed off, go back online to say you've been signed off, pay your $10, and then print the PDF medical certificate that the website will generate.

Only strip I know of on the banks of the Hawkesbury is at The Missions 1937. Their strip could take a leaf from Lake Macquarie's pilot notes on EFATO, stop if able, otherwise prepare for moisture in the cockpit!

My personal opinion is it all starts with a single trigger and builds from there. Consider this: You're flying from A-B and the weather's a bit iffy, you might be scud-running or not quite have the 3 miles. But you make it to B ok. That event sows the seed, not necessarily for outright rule-breaking, but the "she'll be right" mentality for the next time, where you might need to pop through a thin payer of stratus or be ducking and weaving through some low cumulus, "I did it last time, and it worked out OK". And the more times you do it - and survive, subconsciously you're building a "I know what I'm doing" culture where a junior you years ago, would take one look at it and say "Yeah, Nah, I'll wait it out". Sometimes, sadly, this is the final outcome. He made the right choice to turn back in the first instance and was only 15 minutes out from Casino when he hit the terrain in a high-speed, high rate descent. Turning back a 2nd time for a 30 minute delay won't kill you, but not doing so might. Let's try to remember this lesson.

UUhh, what?