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kgwilson

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  1. 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
  2. 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.
  3. kgwilson
    It will be interesting to find out what the problem is. I wonder why that information has not been released.
  4. 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.
  5. 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.
  6. 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.
  7. 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.
  8. 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.
  9. 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.
  10. 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.
  11. 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.
  12. 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.
  13. 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.
  14. 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.
  15. kgwilson
    "We appreciate your Professionalism". ATC to the Fedex pilot after the almost disaster was averted. Well ATC had none in this case.
  16. 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.
  17. 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/
  18. 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.
  19. 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.
  20. 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.
  21. kgwilson
    A survey done a year or so back regarding the then imminent release of GAMI Unleaded Avgas found that 86% (from memory) of all GA aircraft in the US could already run on unleaded fuel & it was just certification issues that were holding things up.
  22. kgwilson
    The 140 was underpowered for sure. Even the 160HP Warrior is marginal in my opinion. The Cherokee Archer 2 (PA28-181) 180HP I flew for 20 years was about right & I could get in & out of fairly short grass fields easily though not with 3 Pax, baggage & full tanks. The Dakota though with its O-540 235HP engine & CS prop was the best for sure but sucked about 48-52 lph of fuel
  23. kgwilson
    Not for 2022. China was by far the worst with the USA next. Have a look at the Global Energy Review from the International Energy Agency. Link below 2021 Energy Review
  24. kgwilson
    No issue if you push fuel to the engine rather than trying to suck it through. It was 38 deg on the ground on Friday. Started the 3300A without choke after 10 second electric pump. Pump off & no problems during the flight. Then again fuel from my main tank is gravity fed to the engine. Used the electric pump for TO & landing only. Altitude is the issue if you suck fuel through.
  25. kgwilson
    We are not reducing our dependence on fossil fuels fast enough. Last year emissions world wide actually went up to 58 Gigatons from 41 Gigatons in 2021, despite what businesses and governments are supposed to be doing to reduce them. Electric technologies and battery development is increasing at a massive rate but so is the human population (now over 8 billion) and the demand for everything is outstripping our ability to reduce emissions. The Weather extremes of the past few years are exactly as science has predicted but still there are climate deniers. Humanity may lose the battle to manage the planet despite all the efforts to reduce emissions. Electric with some other helpers like green hydrogen is certainly the way of the future and every effort to produce electricity storage and electrically driven transport, equipment, appliances and everything else is step in the right direction.
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