Lets bend the VFR a little!
Fhead - "that’s all well and good for you FTDK with the expensive fancy equipment"
Forget the "fancy equipment"! If you were contemplating using your mobile while in the air why would you not do what I used to do? Stick an earpiece in one ear under your headset earcup.
I still do not see how this in anyway compromises safety!
Dr
Forget the "fancy equipment"! If you were contemplating using your mobile while in the air why would you not do what I used to do? Stick an earpiece in one ear under your headset earcup.
I still do not see how this in anyway compromises safety!
Dr
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Diverging from the issue a little
Sounds like a ppl holder going to pick up someone or flying home to the south west.
Surely this person is more likely to have held, at some point, an instrument rating but couldn't be
renewing it, keeping his a/c maintained for IFR, or just lodging an IFR plan.Also, aren't transponders encoded individually so that the aircraft is identified?
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Also, aren't transponders encoded individually so that the aircraft is identified?
The code is the one set on the unit, probably 1200 in this case. The altitude is set at STD QNH and not variable (IE not dependant on the altimeter).
When given a discreet code the ATC computer has this code assigned to your flight for the one plan only, this will then show on the radar screen with the aircraft callsign or flight nbr. If no discreet code is given (such as VFR-1200) the radar return will show the code 1200 only. When you "squawk" an emergency code an alarm sounds for the controller and the code is displayed along side your aircraft. I am not sure with the TAATS system what else happens here, maybe an ATC can enlighten us?.
And for those unsure, the Ident feature doesn't put your callsign onto the screen, it puts out a signal which the ATC equipment recognises as "IDENT" and notifies as such to the controller. (the old days it put a circle around the radar dot, I think it still does the same).
Back to the original topic, could the guy have been headed somewhere to the NE of Bunbury and not Bunbury itself?? Possibly an IFR rated Pilot in a VFR Machine?
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I'd say he was operating under my favourite flight category, "Private IFR" Soooo private, that nobody knew he was doing it!
Whilst it sounds dangerous, if he was on area then you were in little danger as the genuine IFR guy. Be thankful that he/she was operating at the VFR levels and not IFR. With some of the patchy crap we've had here lately in Vic he could have quite easily been operating in VFR whilst only 2 miles away someone else is under full IFR.
Whilst it sounds dangerous, if he was on area then you were in little danger as the genuine IFR guy. Be thankful that he/she was operating at the VFR levels and not IFR. With some of the patchy crap we've had here lately in Vic he could have quite easily been operating in VFR whilst only 2 miles away someone else is under full IFR.
Dick
I must be missing something here cause I just don't see what you are on about.
I flew my Bonanza 150hrs for the 12 mths from July 2006 to June 2007.
95%+ of that was on an IFR plan and maybe 80% was in Class C, D and E airspace.
I reckon the Bo costs me $300/hr to operate - call it $45,000 for the 12 mths.
AirNav charges for the 12 mths were $688.
Landing fees were $701.
I always submit details whether VFR (rare) or IFR. Takes me maybe 10 min to get the weather, notams, knock up a plan and submit via the web, using NAIPS and Champagne Flight Planner. I do it before leaving home to drive to the aerodrome - and get immediate clearance on taxi or departure. I can also do it in the field using a tablet computer and mobile phone.
On the rare occassions that need to upgrade from VFR to IFR there is generally no delay in getting a clearance.
My AirNav charges are 1.5% of my total operating costs !!!
Why would I bother "popping up" (??) or "flying free in G" when I can get the level of service we used to get from Flightservice for 1.5 cents in my flying dollar.
I object to the landing fees ($13 a pop at YBTL) more than I do to the AirNav charges.
And don't get me started about some of the idiotic ADs propagated by Cretans Against Safe Aviation.
Dr
I must be missing something here cause I just don't see what you are on about.
I flew my Bonanza 150hrs for the 12 mths from July 2006 to June 2007.
95%+ of that was on an IFR plan and maybe 80% was in Class C, D and E airspace.
I reckon the Bo costs me $300/hr to operate - call it $45,000 for the 12 mths.
AirNav charges for the 12 mths were $688.
Landing fees were $701.
I always submit details whether VFR (rare) or IFR. Takes me maybe 10 min to get the weather, notams, knock up a plan and submit via the web, using NAIPS and Champagne Flight Planner. I do it before leaving home to drive to the aerodrome - and get immediate clearance on taxi or departure. I can also do it in the field using a tablet computer and mobile phone.
On the rare occassions that need to upgrade from VFR to IFR there is generally no delay in getting a clearance.
My AirNav charges are 1.5% of my total operating costs !!!
Why would I bother "popping up" (??) or "flying free in G" when I can get the level of service we used to get from Flightservice for 1.5 cents in my flying dollar.
I object to the landing fees ($13 a pop at YBTL) more than I do to the AirNav charges.
And don't get me started about some of the idiotic ADs propagated by Cretans Against Safe Aviation.
Dr
Last edited by ForkTailedDrKiller; 20th Aug 2007 at 10:55.
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transponders
yeah disregard my last....thought one of our company aircraft was pulled up for using a tranny swapped from another bus. I've given myself a long hard talking to. It'll never happen again
Well don't be too hard on yourself Smoking Hole. When I registered my new aircraft the rego documentation told me that if my aircraft was fitted with a Transponder of the SSO kind, to input the value 1110001010001110 or similar which was the binary code for my rego. However whilst I write that and search Google I find little or no reference to an SSO transponder, however one can only assume it's what you're referring to.
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hmmmmm Mode S springs to mind. So does ADSB, and with a MANDATED ADSB this cowboy would be identifiable, even if he switched to "private mode" because the encrypted mode S code would still be sent. Only decrypted by ASA in ADSB land.
So all you knockers of ADSB out there, shut the F up, this is a classic case of how the new will eventually replace the old and do it better.
J
PS Dont even think or arguing this one, its not worth it!
So all you knockers of ADSB out there, shut the F
up, this is a classic case of how the new will eventually replace the old and do it better.J
PS Dont even think or arguing this one, its not worth it!
I'm not afraid to post my rego 6969.. are you?
VH-L**
!!!
says 6969!
VH-L**
!!!
says 6969!
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not really, but thats why your code was carefully edited so not to disclose anything.......knowing you I expect binary is something you can decode in your head
I can't do it in my head, but I do employ a guy who can......now thats a true geek!
SQ
I can't do it in my head, but I do employ a guy who can......now thats a true geek!
SQ
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Didn't we have a free in G experiment here a few years ago, using a national CTAF frequency of 127.7 or something? Seem to recall it went REALLY well and the RPT boys and girls were particularly impressed, especially near class G airfields!
Hey Dr, $300'hour??? You really should come back to Cessna.
Hey Dr, $300'hour??? You really should come back to Cessna.
Last edited by Wheeler; 20th Aug 2007 at 14:47. Reason: Forgot to include something.
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So does ADSB, and with a MANDATED ADSB this cowboy would be identifiable, even if he switched to "private mode" because the encrypted mode S code would still be sent. Only decrypted by ASA in ADSB land.
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How can we be so sure this 'cowboy' was actually in IMC? - just because you are in a cloud does not mean everyone else nearby has not found a few holes and flying VFR legally. I've been in the 'in and out' stuff, thinking its mostly in, many times to find all sorts of folk flying in the holes, even a very smart looking helicopter once.
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How can we be so sure this 'cowboy' was actually in IMC?
The system which crossed the south west corner on sunday was quite widespread with showers. Actually had a delay on the ground waiting to depart due to a heavy shower (moving east) reducing cloud base and visibility. We were flying through some heavy showers at the time of the incident with the wx radar full of green and yellow. Pretty sure there must be cloud above in order for there to be showers below (when I did met last anyway). It is highly unlikely this guy was maintaining 1000' vertically and 1500m horizontally from cloud with 5000m viz. I know. I was there.
Touch a nerve did I Wheeler?
Touch a nerve did I Wheeler?
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'Touch a nerve did I Wheeler?'
Nah, not me Smokey, I stay in cloud as much as I can. Like the Dr, I seem to be one of the few who believe that filing an IFR plan is not actually a bad deal (for the time being!) As I say, I've had a few 'encounters'. One where I've been in a missed approach in clould and fairly heavy showers with no apparent holes between me and 10.000, only to hear a VFR parachute plane very nearby climbing up to unload his cargo, claiming to be in 'scattered'. Who was I to say that was unlikely?
'Free in g' can work. In the UK, not a country renowned for adventurous experiments with aviation rules, they just fly the rules applicable to whatever conditions they are in...
Nah, not me Smokey, I stay in cloud as much as I can. Like the Dr, I seem to be one of the few who believe that filing an IFR plan is not actually a bad deal (for the time being!) As I say, I've had a few 'encounters'. One where I've been in a missed approach in clould and fairly heavy showers with no apparent holes between me and 10.000, only to hear a VFR parachute plane very nearby climbing up to unload his cargo, claiming to be in 'scattered'. Who was I to say that was unlikely?
'Free in g' can work. In the UK, not a country renowned for adventurous experiments with aviation rules, they just fly the rules applicable to whatever conditions they are in...