Garfly

According to the Brisbane Times: "Three people have died near Brisbane after rough weather caused their light plane to fall from the sky."

If your SE2 does run out of puff (or you just don't have one) and you're flying within cell tower range, you can still fall back onto the poor man's ADSB-IN solution - internet based traffic. I believe AvPlan already displays ADSB-exchange traffic - as well as FLARM for gliders. But OzRwys can do the same if you run the independent AvTraffic app in the background. AvT is able to share its info with OzRwys (premium versions of each might be required). CLICK IMAGE FOR MAX REZ: P.S: This image shows the two apps together in Split View on the iPad which is why the sharing is happening even with AvT in Standby (as shown). To work in the background it needs to be in Active mode.

True, Mike, it could come in handy at times. However, if you're running a tablet and perhaps a phone as well - on top of all the installed electrics - might you not start to run out of the 912's willingness to give? (Although some seem to have no problem running two big Dynon screens these days.) Anyway, since the SE2 is an (approved) portable device, no installation is necessary, right?

Yeah ... if you print them to a size that's optimised for purpose, I suppose you could easily knock up a ruler to match.

Lee-wave, I'm not too sure about some of the conclusions you've drawn from your experiences with the SkyEcho2, so far. 1) The GPS engine is not the best . Frequent drop out while the Huawei cellphone stays locked on. Really? So far, I've found the SE2 GPS to be rock solid. What kind of testing brought you to this conclusion; were you able to differentiate between 'GPS engine' problems and issues with the SkyEcho talking to your tablet ? In any case, as you point out, the user manual stresses that mounting is important. Any GPS receiver (without an external aerial) needs a good clear view of the sky. 2) SE recommend it be mounted facing forward and upright. This means it will only transmit and receive in a roughly semicircular arc from SE forward. 3) This was confirmed by Farnborough radar when I asked if they could see my conspicuity squawk 7000 while I circled over my home strip. Primary radar showed a continuous return but SE 7000 transmit dropped out when the Jab was facing away from Farnborough. My thoughts are when two aircraft are equipped with fully operational SE , if one aircraft is coming up directly behind another neither will see each other on SE. To me, those mounting suggestions mean that the device will transmit and receive optimally in that way. I suppose a lot also depends on the aircraft type and build materials etc. Anyway, the primary idea of the SE2's OUT function is to create a medium-range, aircraft-to-aircraft bubble of conspicuity. And even if, with a sub-optimal set-up, say, that bubble is reduced to, say, 10 miles, it'll still probably be able to do its main job. It seems to me that your speculation that two SE equipped aircraft - one coming up directly behind the other - would be mutually invisible is unfounded and unlikely. However, if you manage to put your thoughts to the test, then I think we'd be all ears. Actually, your Farnborough radar experiment is interesting but it'd help to know, among other parameters, just how far your home strip is from the relevant receiver. In Australia, aviation officialdom has been reticent regarding how visible EC devices are - or will be - to ATC, even within range. I, for one, keep hanging out for clarification on that point. (By the way, 7000 is not the standard VFR code in Oz - it's 1200). Again, out here, EC devices are mainly seen as an aid to self-separation among and between aircraft of all types - independent of ATC, and, for that matter, of any ground based gear, including cell towers. 4) A USB charger on the aircraft will only slow down the rate of discharge. Sure, but with a 10-12 hour battery life, that's not going to be a problem for most amateur flyers. I think the idea is that you don't need to hook the thing up to anything, thus avoiding further clutter. Anyway, many tablet devices have the same issue. If you're flying around the world, though, you will definitely need to carry a few extra power bricks. 5) You set the aircraft stall speed...SE only becomes active when the aircraft has a groundspeed greater then the stall speed....but I think that 7000 continuously transmits even while stationery on the ground. What makes you think that? I kind of doubt it. Anyway, I sure hope not since I'm often messing around with mine at home. No knocks on the door, yet, from concerned and cranky SAR crews. ;- ) 6) Flying in my area I have only seen one aircraft tracking in the opposite direction well away from my track. SE say that the algorithm will only give a warning when two aircraft are quite close together and that if continuing on the same tracks a collision may occur. I still do not know if SE determines the difference in height. I really don't know what you mean by this. I can't find any information about warning algorithms incorporated into SkyEcho2. Could you point me to the relevant documentation? But as to whether the SE2 shows the relative altitudes (and trends) of ADSB targets it displays: yes it can, and does. 7) Still worth picking one up with the rebate scheme. I agree, even without a rebate. The more users, the more useful. ;- )

Midairs: No, They’re Not Getting Worse Paul Bertorelli August 21, 2022 https://www.avweb.com/insider/midairs-no-theyre-not-getting-worse/

Flying schools had a way around the regs before the factory built models were approved in 2020. From the Kemble Flying Club site: 20 October 2018 G-GRLS The Skyranger Swift is not for trial flights as this one is a kit built aircraft (although the rules may change for 2021). However, if you do want to learn to fly in this aircraft then for just £1 we can register you as a part-owner and you are good to go! This is the Chief Flying Instructors favourite aircraft and a great training aircraft (see the Kemble Flying Club Ben Atkinson YouTube channel for some training videos). Its microlight design heritage is more obvious than the Eurostar or C42, and G-GRLS was constructed over an 18 month period as a ‘build a plane project’ by girls at Beneden School in Kent - hence the registration! FLYING HER The Swift, or of course ‘girls’, as our aircraft has inevitably become called, will cruise very happily at 97mph but for training we fly mostly at 80mph. The visibility is fantastic for a high wing aircraft and the handling delightful although more rudder is required at different power settings - you soon get used to this. The aircraft does not require constant re-trimming like some others, the flaps work in the correct sense and have a limitation speed of 91mph which is much higher than the C42 or Eurostar. The aircraft is really stable and has a cross wind limit of 15kts which is as good as most light aircraft. In the case of aircraft overseen by the British Microlight Aircraft Association it is their Inspectors who monitor the build of amateur constructed aircraft and they are responsible for checking everything and signing the aircraft off for flight. It is these same inspectors who are responsible for signing off Type Approved manufactured aircraft for their first flight so it does seem like nonsense and the CAA are currently consulting on this matter.

Nowadays you can buy a factory built Skyranger/Nynja in Britain (for a cool AUD100K, odd) but, as far as I know, in Oz, they're all homebuilt jobs so couldn't be put on-line in a flying school anyway. They're popular ultralight trainers in UK/Europe, though.

In my experience the wind shifts around quite a bit, by the hour, day and season. Often it favours the grass (30/12 • 564m) - sea breezes as well as plenty out of the west. And the grass, of course, favours one's tyres. Too bad, as often as not, it's closed due soft/wet surface. But it's a nice airport; good social atmosphere and surrounded by great coastal/mountain scenery. CLICK FOR HIGHER REZ.

Mike, that'll be another buck! ;- ) Herewith our own Pylon500 at Taree not floating in the A22 he likes to teach in. IMG_2047.m4v

image source: https://www.aeros.com.ua/structure/skr/compl_en.php The Ski version can be seen here (between 02:00 and 03:00)

https://www.flyingmag.com/the-spin-doctor-and-the-art-of-the-spin/ PILOT PROFICIENCY The ‘Spin Doctor’ and the Art of the Spin By Meg Godlewski August 12, 2022 Excerpt: ' Sadly this information did not reach a flight instructor and learner in Australia, who on June 23, 2021, were flying a Cessna A150 Aerobat with the intent of practicing two methods of spin recovery. The airplane crashed, killing both occupants. The accident was investigated by the Australian Transport Safety Bureau (ATSB). According to the report, “While experienced in other aerobatic aircraft, the instructor likely had no experience conducting spinning and/or spin instruction in the accident aircraft type or similar variants. ATSB has issued a Safety Advisory Notice alerting aerobatic pilots and instructors of the limitations of the Meuller/Beggs spin recovery method for some aircraft types.” '

Hey, Officer Brandolini, that ain't no excuse for leaving the guy's charge-sheet blank. ;- )

"Nobody thinks it will happen to them. But before you know it, there you are. Low, slow, and approaching a stall. And how well you react in those few seconds makes all the difference in the world. Often times, it's the difference between a safe recovery and a fatal crash." "So who are these stall-spin accidents happening to? According to the ASF study, student pilots and ATPs were the least likely pilots to have a stall-spin accident. That leaves the majority of stall-spin accidents to private and commercial pilots." Source: https://www.boldmethod.com/learn-to-fly/maneuvers/here-is-where-stall-spin-accidents-happen-the-most-often-in-flight-phase/

At 14:50 in this vid Perdue teaches Beggs/Mueller recovery, among other methods, in the Bonanza (and mentions that it doesn't work in the C150)

I imagine that if upset recovery training could imprint on pilots' reflexes nothing more than "In fear and doubt, don't pull back!" then lives might be saved. Maybe even in the circuit. After all, can we not assume that most of those stall/spin fatals began with a wobble - that was somehow saveable? Hard to know for sure. The evidence of Air France 447 is not encouraging. https://www.youtube.com/watch?v=Jsch6vFlcE4

Actually I just got back to OzRwys Support asking if they'd heard of any progress on that and I received this reply: " I don't have any news unfortunately. I tried to find information on review online but didn't have any luck. Interestingly I did find this article from CASA's Flight Safety Australia magazine: https://www.flightsafetyaustralia.com/2020/07/missing-the-message/ This article was written in 2020, but to me it suggests our Australian authorities may be waiting on recommendations from ICAO that will fix the NOTAM problems. Big wheels turn slowly, but it sounds like progress! " I hadn't seen that article before, it's called Missing the Message. It's a good read but disappointing to see so little improvement since.

Can you be more specific?

Can you be more specific? PenName's argument seems more pedagogical in nature than aeronautical - per se. Is that what you're disagreeing with?

As the Sharkcallers of Kontu (PNG) well knew. They also knew a thing or two about propellers. (Action from 01:45 )

Here are some interesting posts from the YT Comments: danofzanzibar 9 months ago So true. I issue NOTAMs and train others on issuing NOTAMs. There are NOTAMs that may be technically required, but really serve no useful role other than cluttering up the NOTAM retrieval pages and hiding the NOTAM's that actually are important. So I'm left trying to figure out ways to creatively minimize the NOTAM's I issue and then make the decision between doing what is the right and useful course of action and the action prescribed by regulation. Craig Good 3 years ago First thing is that NOTAMs and weather should be in plain English. This dense code is stupid in an age when we aren't using 30 BAUD teletypes. Matthew Butler 3 years ago I think the issue is that in order to pick out and determine which are applicable to you, you still have to read each in its entirety. For example the one they read regarding taxiway barred, it didn't say who it all applied to until the very end (aircraft with wingspan larger than...) Andrew Truax 1 year ago Realistically, if every airline pilot went over every relevant NOTAM for every flight in a single day, they would have literally no time for other tasks. Tom Nguyen 2 weeks ago (edited) NOTAMS need to be prioritized and filtered so that the important ones aren't lost in the layers of more insignificant NOTAMS. Plus the raw text is awful to read.