dsam

Hi Yenn, yes, I like the Dynon very much.... one can never have too much visual/audible situational awareness IMHO. My AoA info is via differential pressure measurement on a purpose-designed Dynon AoA pitot head, mounted to the right wing. AoA is calculated via the Dynon electronics (not sure of algorithm). AoA calibration is done in-flight via a special set-up routine (this was done by my LAME). Yes, Yenn, wings were level, as I was measuring/calibrating other parameters for my performance testing (fuel flow & TAS vs. IAS with different Density Altitudes). I wasn't trying to check AoA performance, so I've got no photos at different flight attitudes, just my recollection of audible alerts & visual displays during stall practice (and landings). Dave

Here is a screenshot of my Dynon Skyview display during some slow speed performance testing I did. I've labeled the AoA indicator and an "Airspeed Low" alert that also generates a verbal (audible) warning in my headset. Under these conditions (9900 density altitude, no flaps, TAS 69 knots, IAS 60 knots) I was cruising rather close to a stall, and control inputs were naturally a bit mushy. I don't have a photo of the AoA during a full stall (understandably, I'm a bit busy to take photos), but rest assured the AoA indicator loses all the green and yellow range, and red remains. Audible alerts (voice and beeps) continue until stall recovery. At a TAS of 110 knots in the cruise, all green bars are displayed, as one would expect. Despite all this technology, In practice, I rarely give the AoA much visual attention, because with my aircraft, the stick & rudder feedback gives me ample "feel" when I'm getting slow, well before I get the audible warnings. Other pilots unfamiliar with the Eurofox might not be as perceptive, I suppose, and be more reliant on such electronic warnings.

I know a LAME that runs a bead of high temperature flexible silicone down each side of each Rotax spring to dampen vibration flexing. Voila! No more broken exhaust springs, regardless of type/source.

Yes, they do "drone" on endlessly, don't they...

I wonder if a Drone rigged with a loud air-horn might do the trick?

Let's not forget some of those airborne "paints" might be REX RPT aircraft, now that they have OzRunways EFB enterprise systems aboard

I couldn't see any barriers from above, and I haven't driven down that way recently. I'd say it is a bit early yet, and with all the major roadworks going on elsewhere, they probably left well enough alone for now...

Melbourne turned on a wonderful summer day today, so I did an orbit of the bay to see the sights on offer!

We arranged to have BTV6 there, and share BVU footage with one another - our ground based content for some of their airborne content. I was with an RMIT media unit producing content for Civil & Aero Engineering, doing research on the long-term usable life of composite wing structures. Our camera was an Ikegami HL79 - top quality when the University bought it in 1980. Pathetic by today's standards:gleam:

BTW Kaz, I'm in Shep at present with friends. One of them tells me that a new airport site has been proposed just off the Old Dookie road near Pine Lodge. Any tips when that might eventuate? Dave

Just tested mine and Area or GIRB enter in the plan sheet fine, depending on which I choose. Any chance the MET data needs to re-download on the plan sheet? Perhaps zero winds, dismiss the app from memory, reboot the iPad and see if that sorts it out??

Perhaps not as riveting as a 5 day test match ending in a draw I would think it is worthy of a 30 minute doco, or perhaps a 90 second piece on the local news, once or twice during competition... I'm showing my age here, but in 1987 I assisted with some TV coverage from the BTV6 helicopter at their earlier world championships.

It would be nice if media covered the World Gliding Championships from Benalla. Perhaps only the ABC will have the money and wisdom to give this some coverage

I'm thinking I might meet a friend who is travelling by land eastbound through YNUB, and air-tour the Head of Bight area with them in January. Does anyone have experience of this strip? Is Premium Unleaded available, or just Avgas? I've read the ERSA, AOPA, and Pilots touring Guide. Just wondering if anyone who has been there has specific recommendations prior to arrival. I've read the Fly Neighbourly 4 info from AIP. Anyone with advice? Thanks.

Looks like the pilot is ok and the aircraft will be repairable.

Top Stories: Pilot makes emergency landing on Tasmanian beach http://ab.co/2hy84rN

G'day Bush Pilot! Welcome to this forum, from a Canadian that has lived in Australia since 1980. I have no input regarding the Bush Caddy unfortunately, but no doubt other forum members have something to contribute. Welcome, and happy flying

Probably the quickest way to a PPL was an intensive program I underwent in 1974 as an Air Cadet living on the base at CFB Penhold in Alberta, Canada, using the old training resources of the Commonwealth Air training program (where in WWII many ANZAC & UK pilots trained). It was a 4 week program in mid-summer. Each weekday had at least 3 hours of ground school (Theory of flight, Airframes & designs, Aero Engines, Meteorology, Air Regulations, Radio, Cross Country Navigation, etc. etc.). Weather permitting, each weekday also had a pre-flight training plan, followed by an airborne component. In poor weather it was more ground school, or exams. For me, this flying was done in a Cessna 150, and I went solo at 10.5 hours. Including the dual hours, my logbook shows a total of 36 airborne hours to complete my PPL with a cross-country endorsement. I probably had an advantage, since 2 years earlier I did much the same process to get my Canadian Glider Pilot’s License at the same venue, so I had plenty of prior experience in the local area, and with pre-existing stick & rudder skills (both with aerotow & winch launches). I’m glad I did it early in life, as those early lessons stick with me at all times when airborne. Had I tried to learn it all later in life, around family commitments & working life, it would have much different, and much slower overall, I’m sure. My advice… Just be patient and keep the training work as frequent as possible, so you retain your experience into each subsequent lesson.

I'm not sure whether the story is apocryphal, but I've heard that during WWII, Russian aircraft designers were routinely mandated to be aboard all "maiden" flights along with the test pilot. When those designers knew at the outset that their backsides were airborne & at risk in their new designs, it tended to focus the propeller-head's minds on reliability and safety first & foremost (rather than avant-garde brainwaves). Perhaps the designers of pilot-less airliners need this same "motivation" To my mind, pilot-less RPT is a possibility, provided nobody else (without such equipment) is up there with them (ie. no Rec & GA), and the entire worldwide ATC, Radar & TCAS legacy system is dumped wholesale, in favor of a (yet undeveloped) fully engineered "greenfields" solution to navigation & landing for a pilot-less worldwide system. I'm not holding my breath waiting for THAT to happen any time soon... Dave

Nev, again, we seem to agree... somewhat differently At Broken Hill I elected to keep flying and resolve the instrument issue on the ground later (even though a 30 second re-boot is all it took to solve it). Regardless, there was no need for that distraction at a critical time in the flight. It all comes down to proper airmanship. Luckily, my Eurofox is nowhere near a complex as a 747, so my audible alerts are very minimal, and mostly triggered by my own actions (eg. setting & reaching altitude bugs, approaching waypoints, my disabling of the autopilot etc.). Not distracting at all IMHO. As for GPS getting "switched off at will", perhaps I should have more correctly said GNSS. Most of my devices respond to both the American & Russian Glonass constellations of satellites. Three of my devices also position themselves via mobile phone network triangulation (OK for much of my Oz regional flying). And in the unlikely event that the Americans AND Russians agreed to switch them all off, I'll know it immediately when the maps stop tracking. At that point I'll know exactly where I am, and use my magnetic compass (yes I still have one...) to land safely at the nearest airport (along with all the rest of the world's RPT aircraft I would think - heaven forbid!) Your reference to cheap gadgets & proper turn & slip indications is spot-on. Not all flight-attitude "gadgets" can be relied upon & a few of them are little better than a spirit-level glued atop the instrument panel! That is why I am happy with the Dynon, as it has all the flight-parameter sensor data to keep it correct. Now I've really caused thread drift.... sorry

I think we are in agreement, but just with different emphasis. When I fly, I actually have 5 independently powered GPS moving-map devices on board. Two are on the panel. Years ago, a (now corrected) software glitch "froze" my Dynon upon circuit entry to (a fairly busy) Broken Hill. That left me with 4 sources of ground speed (not as good as IAS, admittedly). It was a fine VMC day and I simply continued the circuit to land there uneventfully, all by "feel" and an occasional glance at ground speed from the secondary GPS on the panel. I've flown rudimentary gliders in the 1970's and appreciate the tuft of wool "instrument" as much as anyone. Regardless, I'm a BIG fan of technology WITH redundancy. Keeping my head out of the cockpit is just as natural as it always was, but the modern audible technology now helps me keep it there (not on an old e6b wheel with paper maps & scribbles).

G'day Kaz. I've often wondered why that big shed was allowed to be built just off the north threshold of 18! Is the Shepparton council just begging for an unfortunate incident there, so they'll have an excuse to sell off the aerodrome? I've also encountered tall prime movers intentionally loitering slowly on the alley/road close underneath me on short final to 18. They should be told not to linger on the runway alignment if aircraft are on final... Have you encountered this, or was I just unlucky?

Head down flying could be a concern, except that I know I can keep by eyes outside where they belong, and rely on Dynon's numerous verbal alerts. That way my visual attention is only drawn inside when something is amiss (eg. various pressure & temperature warnings when out of safe range, airspeed, g forces, etc..). That doesn't mean I don't regularly scan my instrumentation, but knowing I get verbal warnings from the system allows me to maintain normal vigilance outside the cockpit. I also have a cheap ADS-Pi device delivering ADS-B & Oz Runways traffic to my iPad, alerting me to traffic far sooner than the best eyes can pick them up, so my iPad deserves a glance every now and then for conflicting traffic. Sorry if this is a bit of thread drift...

Any Dynon Skyview equipped aircraft (when using their pitot tube) shows AoA on the display at all times. It also gives an audible & verbal warning of imminent stall (and excessive airspeed too, BTW). Excellent situational awareness is made much easier with modern instrumentation, but there is no substitute for basic stick & rudder skills, and a natural "seat of the pants" awareness of flight parameters (in VMC). IMC is another story, but not part of RA-Aus aircraft operations.

It seems he's hit a snag with CASA