RFguy

seems there has been continuous change of this chapter in the AIPs in 2017 there was a section descibed as "Limitation" .. - and it implied NO to my question - IE that you cannot cruise at FL110 if the upper boundary was FL110 for the day. BUT !!! but not in the 2022/- This has been replaced with TABLE 5 - B Table 5 indicates that FL115 is available unless QNH < 997 So this is different - ish

I have emailed CASA . We'll see what I get back. Generally, a 2D defined medium has boundaries to define it and these are not necessarily inclusive.

But if you are flying at the 10k' TA, you have altimeter QNH = 1013. (temp effects aside) If an aircraft was flying with altimeter set for 1013 and QNH = 1013 , at an indicated 9500' for they are flying at 9500 PA. If the aircraft was flying with altimeter set for 1013 and QNH actual = 997, (IE reads higher than you really are because air pressure is lower) at an indicated 9500' they are flying at ~ 9500-440'. = ~9060' PA If the aircraft was flying with altimeter set for 1013 and QNH actual = 1030, (IE reads lower than you really are) at an indicated 9500' they are flying at ~ 9500+467'. = ~ 9967' PA umm is that right ?

I was reading this . So if the upper level of the transition layer is FL115 on the day , can I fly at FL115? Because, by the definition I am not flying inside the transition layer at FL115 . (FL100 to FL115 in this example) about as good as it gets with the Archer is about a DA of 11500.

Skippy, do you REALLY need this? IE the SIMULTANEOUS probability of flattening the battery AND not having any vehicles nearby to jump start ? You'd be MUCH better off putting an Anderson SB50 connector somewhere pluggable connected to the battery and make a jumper lead that is that connector to a set of jumper lead crocodle clips. For say a 5 meter length, you will need a copper size of 17mm2. easy ! weight of total 10 meters of cable (5m run) will be 1.523kg. you can buy some 4 B&S 20mm2 high strand count battery cable around the place.

Mark Kyle will know when he pops up

When we flew with one in Thruster's RV, I made sure I could reach it and drop it over the side . Stuart we probably need a proceedure for this, to ensure it doesnt end up colliding with the empanage components. Any suggestions ? ANy suggested failsafe manouvers for this sort of thing ? I really wonder what manourver for a low wing would be best in this case.

I was just looking at the map display with the GPS output . The GPS output labels overwrote the presented data with my text sizing at maximum.

The Skyecho is not a high accuracy device. That's the problem. I am surprised that SkyEchoes are even permitted given they can transmit bogus positions. WHAT THAT DISCUSSION you point to is about- Is the question of whether a TSO Transponder can be substituted by a Skyecho - and the answer is NO. The TSO transponder is still the gold standard, and required for working with industry facilities like TCAS etc. SKyecho, being a non ship power item, with a variable fix performance is not an acceptable substitute.

SO Reading through the rules again, there isnt any requirement for TSO grade ADS-B OUT in Class E airspace. So SkyEcho is fine as a 'tail light' . There is , as I interpret it, a requirement for at least Class C transponder (transmits altitude). Class E is buzzing with IFR flights. You are expected to maintain your altitude like a tiger. (and observe Axxx / FL region changes of course) , keep an eagle ear on the radio, and steer clear of IFR routes and it is polite to advise center of your intentions if no flight plan or otherwise. (AIP 3.2) Be sure to understand how the transition layer varies with area QNH (CASR Part91 MOS 11.02) -glen

OK, OZ RUNWAYS have fixed the bugs I complained about (so far) in the past New is 5.3.7 apparently.. 5.3.6 is on the play store, so a fix is in the pipeline. Well , that was pretty good. I have forwarded another few bugs to them....

ahh there's no transistors in a Jab system- they are impulse... just that you dont get much impulse at slow RPM (voltage somewhat proportional to rotation) . (assumes no cold start kit). Not sure what is in the cold start kit.

the "super capacitor " battery backups are actually a lithium cell and a large super cap in paralle- the ones I have seen. mostly marketing fluff. BS To start the rotax takes about, for a 5 second crank, about 6kJ capacitors are not all that useful because the energy stored is proportional to the voltage, this means that you can only use the top 50% or so and thus makes a poor utilization Example- 100 Farad (huge) super cap charged up to 14.4 V = 10.3kJ. 100 Farad cap at 10V (lowest useful starter cable source voltage ) 5kJ So, difference of 5.3kJ is available. Here are some super capacitors- you'd to 6 in series to be safe to use for a 12V system. BUT the law of capacitors in series is C total = 1 / (1/C1 + 1/C2 + 1/Cn) https://www.mouser.com/ProductDetail/Maxwell-Technologies/BCAP0100-P300-S17?qs=W%2FMpXkg%2BdQ6IrVZMho%2FgPw%3D%3D If its full of low grade super caps, it iwll be useless due to internal resistance. So the capacitance of 6 in series is only 1/6 of a single only 16.6 F. so you now need 6 in series, and 6 banks of those in parallel. and this puts the screws on the permissable internal series resistance- you you got to use expensive ones ! Or 36 capacitors.... The stored energy is quite dangerous. If there was any fault condition - at all, this could easy generate an instant fire and set fire to anything Why is it so dangerous ? because the energy can be released essentially instantaneously. total energy stored would be 36 x 10kJ = 360kJ. and with a very low series impedance . peak current is likely to be > 2800 amps (calculated) this could set fire to a PVC insulated copper starter cable, or explode a solenoid etc . you take it.... 360kJ is the same as ~ 100 grams of TNT so, a good old healthy battery is fine.

Well, I tried AVPLAN on android. lots of DIFFERENT problems. not bugs or not-working features (like RWYS Android buggy) - --, very much confusing and irritating user interface problems. Like text sizes resizing when you dont want them to, screen things being masked in portrait/landscape mode but it doesnt tell you. Non responsive GUI when some function not applicable to the mode, generally less intuitive user interface than RWYS. Seems to be stronger on flight planning, and MUCH LESS fluff than RWYS. I was unimpressed- I uninstalled it.

it's piss poor. the flight plan lodgement stuff is flakey. it's terrible. will try Avplan.

has anyone been able to LODGE a flight plan with the Android version ? I get some weird hex code and ' unknown error' FFS.

mmmmmm. avplan. yeah if the documentation for RWYS Android app was separate and up to date, it wouldnt be as much of a cluster-firetruck.... Simple stuff is wrong or doesnt work, like editing the altitude in a flight plan, and you must click "Discard changes" to have the altitude numbers take hold- that sort of problem, from my point of view as a professional software developer means I should doubt ANYTHING that OZ runways presents to me that has that sort of bug. IE I can't trust the information being presented if those sorts of problems are in there. That and numerous error messages and faults when trying things described in the documentation - faulting because they're not supported is unacceptable.

SO I've loaded Ozrunways onto a Samsung A8 64GB wifi tablet. good tablet. But the Ozrunways Android seems very much half baked. bugs everywhere. unsupported features documentation unsuitable same price. this is a bit piss poor. Is a Ipad the only descent option ? glen.

Yes. direct. shotgun line .... I reckon the region between Capertee and Putty is the worst, as between Putty and Cessnock, there is SOME clearing. Given that Maitland could be fogged in , and Cessnock also fogged, need to carefully consider the TAF for the region before travelling. yesterday well it was beautiful. IE IF the TAF says PROB 30 for fog, that's a bit of a red flag. Need to get my NVFR rating , since fog in the morning (like yesterday) delays starts and the day runs late and behind schedule.. But yesterday I was concerned about a fog moving in early in the evening at Cowra , on the way back, I could see fogs forming in regions around 30 minutes out of CWR in the distance.....and I realised that arriving at sunset without an alternate option (no NVFR) wasn't the best planning. Had 2h fuel remaining on landing . Yeah I can land and nav the dark but I am not permitted to, and GA is not like driving on the road where you can flout rules. I got on the radio and found humidity was low at YCWR , and so that was OK- no fog.... Cowra never has evening fog, and there are cross RWYs and lights and NDB so shouldn't need one. But never say never ....

yep, that is my understand precisely. if you are going to mix it with IFR then you must have a TSO-C199 (or higher spec like a TSO 146) .

Not sure the SE2 cuts the mustard. I have a GTX335 ADSB-OUT to go in. I'll find out. That region / area is filled with IFR traffic. The other thing is, going much higher than 11,000 feet, there might be diminishing returns to just flying around the tiger country. Probably would depend on weather, many things . If the there was ANY cloud, I'd likely fly around the north of the tigers, (25nm ?) since if you want to even further reduce your survival probabilities, add a cloud near the ground to the mix. And at the Maitland etc, itd be a quick decent..... there is CTA just east of Cessnock en route (4500 step), and to get into Maitland, I was at 4500 as I was overhead Cessnock, and 4000 at the step. and I'd likely need to use a VFR approach point in to WIlliamtown CTA. dunno have to check that.

skippy said : "200% agree!!! Air flow/cooling is , for those without a wind tunnel and all sorts of sensors, a dark art." Skippy how can you 200% agree on something ? Surely this means you never properly measured your agreement correctly in the past if this is a 200% agreement ?

dunno if I'd fly DIRECT like that with my kids on board. That first picture, 7500' eastbound (went 8500 west bound) there is NOWHERE to go, I mean NOWHERE. Probably go around it to the north (extra 25nm) or get a clearance to 12.5k feet or something.

YCWR Cowra to YMND Maitland. (and back) . 158nm each way. The folks at Royal Newcastle Aero Club at Maitland were very nice and helpful and welcoming...recommended ! now....despite excellent flying condix, up high right under the class E step, ***This tiger country looks MUCH worse from the air than it ever did on the ground or on a map ! LOL I admit, I didnt like the look of it too much and richened the engine up one notch (25F) just to make me feel better. Pretty though....

Nev's talking about the oil cooler to operation under tension conditions instead of pressure being a mechanical consideration Like whether a hose is designed to resist pressure or suction and not suck and and damage itself etc etc. Coolers may be stressed for only pressure and not tension (due to a design assumption). The Setrab people said "good either way" for their product when I asked. since Dry Sump and suction is a regular thing in other industry.