Garfly

Another fatal wherein high DA, low perf and downdrafts are seen as suspects. (It seems that the aircraft was a Comanche not a Cherokee as stated in this video.) And below is a video made by a local flyer in a bid to better educate visitor aviators about local conditions. http://www.kathrynsreport.com/2019/10/fatal-accident-occurred-october-20-2019.html

These excerpts from the YT Comments go to the main theme of FC's recent video: Pinned by FlightChops Scott Hunziker 6 days ago Oh gosh, please don't call the tail motion "flutter"! For the last 40 years my job has been the prevention of flutter (that is, aeroelastic instability) for military and commercial aircraft, using sophisticated analysis, ground test, and flight test. If you got that Cub going fast enough, the tail would inevitably flutter and come off. But that's not what you're seeing in these videos. It does seem like a lot of motion, but it's a dynamic response to unsteady loads. Flutter is a very different phenomenon, involving self-excitation. FlightChops 5 days ago Thanks for the insights here. I think it is safe to say a lot of GA pilots, myself included could stand to learn more about what “flutter” really is.

Well, the US attitude towards Europe's getting hooked on Russian energy is complicated; often with the US gas and oil industry vigorously opposing the foreign policy establishment. It seems to have gotten a head of steam with Reagan: How Europe Got Hooked on Russian Gas Despite Reagan’s Warnings "A Soviet-era pipeline, opposed by the president but supported by the oil and gas industry, set up the dependency that today helps fund the Russian assault on Ukraine." https://www.nytimes.com/2022/03/23/climate/europe-russia-gas-reagan.html?searchResultPosition=3 But by 2021, parts of the oil industry had switched from supporting the new gas pipeline (for their own reasons) to opposing it (ditto the reasoning): In Deal With Germany, U.S. Drops Threat to Block Russian Gas Pipelines The agreement infuriated both Republicans and Democrats in Congress, who accused the Biden administration of being soft on Russia. https://www.nytimes.com/2021/07/21/us/politics/nord-stream-2.html?searchResultPosition=2 Which brings us to Trump's supposedly prescient opposition to the idea - for reasons very different to Reagan's - and also, more latterly, Biden's. Anyway, had Putin not been so obviously emboldened by his adoring Trump, to launch the disastrous Ukraine war, Germany's position on the pipeline might have worked out for them, at least as far as cheap energy goes. So the potentate of Mar-a-Lago's foresight is better seen as his blundering into a bloody self-fulfilling prophecy. Anyway, it's not him who's laughing about all that now. If anyone, it'd be Greta Thunberg - and her cohort, which stands to benefit from the eventual (unintended and otherwise tragic) outcome.

At least in Melbourne you have lots of suitable airfields ringing the city - albeit at some distance. Sydney is far worse off in this respect. WX, of course, is the big bugbear if you've gotta be there. But with forecasting so good these days, at least you can plan to go by air when it's fair. I guess it won't be that much quicker in the end, but it'll be a lot more satisfying.

Matt, I suppose you'd go for Riddells Creek over Penfield since at the latter you'd need to get into Sunbury before getting a train into the city. But if you did choose the standby-car option, YPEN would have its attractions, no? Presumably you'll be able to pick your days to do the 'commute'. Anyway, it must be great living and flying at YMBT.

If it's Boeing, I'm not going! (until they get a Gazza).

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.” '