RFguy

RA, and not for profit.

Cowra is about $230/hour with instructor.

mmmm wont be 4 amps what does it say next to the connector on the plastic housing ?

yeah, topic well covered. With the fatal nearby here last yeat at Gundaroo of the grandfather and a bunch of children, assuming the pilot DID brief the pax on how to pull the chute, it's possible the 22kg pull force wasnt able to be mustered by young children, especially if the aircraft was in a spin. Some hydraulics there might assist.... (or provide some cable length/gearing / mechanical advantage.)

usually a fuse. What ICOM radio is it ? this will have a voltage input on the side connector

but a CP23 is just a cig light plug and a 2.1 or 2.5mm DC jack -- so a plug from jaycar for $2 you can do the job ???

agreed and good points. Certainly the combination of radio, eyes and ADSB (all three) is an enhancement on radios and eyes alone . In this case above, might have been a very close pass. I might have seen their lights (I fly with my landing light and strobes ON) I might have seen them if at the split second I wasnt gazing out at something on the ground. We all know how hopeless eyes are trying to see an aircraft against terrain unless u know where to look . and Radio provides knowledge that they are out there somewhere and can be defensive or at least proactive with traffic. The two of those (radio plus eyes) pretty much deals with 99% of it. I find ADSB doesnt really give me more information except it is useful to plan / coordinate circuit entry/departure and circuit vicinity contentions. It's excellent for enhancing proactive steps for that.

I had 130 hours TT when I got my RPL... (now 210h TT) .... I think what I learned after flying the Piper was that 1) it takes a bit of room / time to pull the aircraft out of a 1500 fpm slip so dont do that too near the ground without experience, ( vertical inertia of 2.5x the weight aircraft) and 2) aircraft easier to land actually, (holds more energy (inertia) ) but takes longer to react it is going wrong and you need to do something about it (Inertia again ) . Brendan have you started your XC quals yet ? get that done. it'll be cheaper to do in RA. especially at $2 a litre instead of $3 a litre. XC is when the real utility of flying arrives.

There are minimums to get an RPL. 5 hours in command. You'd want to have your navs done, also, which will mean you certainly have 5 hours in command. https://www.casa.gov.au/licences-and-certificates/pilots/pilot-licences/getting-recreational-pilot-licence-rpl

ADSB rocks. But - The other day I was on a 'air highway' and on my ADSB-IN on the tablet, I saw another aircraft flying right down my throat at same altitude 10nm ahead, they were flying the wrong hemispherical, I called them on centre (where they should have been) , no response, so I called them on the last CTAF I guessed they'd been on, contact established, and they descended . System works. HOWEVER, after the electronics did the job for me , as I was patting myself on the back for that, and thinking I just had to land in these windy condix, nothing else to worry about, I remarked,. to myself, as I joined circuit not to forget that there are plenty of aircraft still without ADSB, so not to get too fixated on the tablet for traffic. Sure enough, two aircraft coming into circuit just behind me , neither with ADSB. But, more and more aircraft are joining the club daily, it seems.

What are the device model numbers?

so if VH-KER comes up for sale, beware ! S/N 32-7640035

yes, you are right, the topic has to be read in full, there are all sorts of if that not if this but that type of things apply. IE my quote is not the full story.

actually, in my above post, I said it was 30 minutes after departure that the weather at the departure aerodrome needs to be good for after you depart to be able to return. Casually revising through the VFR rulebook- ,I am in error It's in the event of no destinatiuon forecast being available, you must be able to return for up to 60 minutes "Flights unable to obtain an authorised weather forecast before departure (CASR 91 MOS 7.03) ---If a weather forecast or report is not available, you may depart, provided you reasonably consider that the weather conditions at the departure aerodrome will allow you to return and land safely within one hour after take-off; however, you must return to the departure aerodrome if you do not obtain a weather forecast within 30 minutes after take-off.

it's still minimum VFR equipment Day VFR equipment Aeroplane – VFR flight by day (CASR 91 MOS 26.06 and 26.10) An aeroplane flying under day VFR must be fitted with the equipment for measuring and displaying the flight information as shown in the following Table. VFRG version 7.1

I dunno.... I'd be looking for bad-luck particles still attached to the cover. If you can, find out of the cover was put on the aircraft after the incident. If so, you'll need to soak the cover for 48 hours in LL100, then another 48 hours in a strong detergent, agitating from time to time. When you can apply a match to the cover and it doesnt burn, you're done.

A nudist beach ? sounds like a setup to me.

ROC (gross) falls from 630fpm to 450 fpm.

35 deg C at Goulburn.... 998 hpa ... not unusual for summer. altitude 2139 ft. std temp = 15-4 = 11C 35 deg above 11 = +24 above std temp x118.8 = 2851 1013-998 = 25hpa x 30 =750' total DA = 2139+750+2851 = 5740' . quite alot eh my 50' altitude T.O. distance increases from 579m at 11degC & std pressure to 854m. (at gross). quite a bit. about 50% increase.

You are right about luck/skill... The other day I encountered prop wake turb landing right behind a cessna 206 that had done a short fielder (dragging it in at probbaly high thrust) and then go around (all thrust) . There was nil wind, and when, in the flare with power off, I got tossed around--- right at the time I was the most vulnerable (low control authority, low speed) . I was like 'WTF ?! I was tossed around in roll and yaw. was quite a surprise. I applied a little bit of power to stabilize, and almost not quite enough as I got lifted up 10 feet in some wierd turb gust and then almost ran out of airspeed . I should have applied full power and turned it into a go around, or at least got airspeed all the way back up and had another go at the landing (there is 1600m of runway ) . I used up a bit of luck..... I've only encountered such turb once before a couple of years ago with some mech turb from a line of hangers downwind somewhere else next to the runway ..... Which brings me to this- that it's important to fly regularly- because the more often you fly , the more often you encounter adverse conditions, and the more likely you will have recency - to competently handle whatever has been thrown at you. That is to say, if you fly not often enough, you might encounter that prop wake turb once every year, which is not often enough that your brain has recency to deal with it competently / instinctively. Fly once or twice a week, and you are more likely to encounter that type of adverse condition often enough that it has not been too long since you last dealt with something like that... if that makes sense.

the history books are replete with people loading up their airplane at high aerodromes with high DA and crashing into the opposite mountain.... It's easy enough to make a laminated table on the back of your checklist. I can and do-do DA in my head before takeoff (ability to depart on intended path) and landing (in order to consider the go around scenarios) . On the back of my checklist is a table of weights, DAs driving that points to climb rates, runway rolls, stall speeds, TOSS and bank speeds. I have a postit note I stick on my instrument panel that I write the above for planned TO and landing.

eh I'm in Canberra skip,. My planes are all over the place.

some practice is required. but its not that hard.

I have a professonal balancing instrument skip, you want to borrow it ? One person has it right now.

I was working on a plane recently , without a working voltmeter, and a USB car voltmeter plugged into the "cigarette lighter" is what we used ..... It's showing master bus voltage of course, not battery. Could be maybe half a volt different from battery voltage depending how it is wired However it does work to tell you if you are charging, or in discharge . > 13V probably charging. <13V. probably discharging. . ==13V ? wait another minute .