norman

Yes, a good point but this is the 21st century.

Insistence and coercion are difficult things to support and I don't, but I also find it difficult to understand aircraft operators who refuse to install and use a radio whilst at the same time insisting on access to a wide variety of airfields where their non-radio presence would inconvenience others. That is called dogma in my book. Think Redhill Aero Club V's Gatwick some years back.

Stoopid in my view.

Thanks Dave, 'been looking at comms quality for some time. It is an interesting area. Headsets and aerials seem to play a hefty part. A decent radio goes without saying, poor quality comms screws any attempt to draw value from airband.

Yea Rob, hit the keys.Would love to hear how you get on.

Thanks Dan, yes it is and thanks for the input.

Well, I asked the question of GA guys to elicit the kind of response you have produced Dan. Your angle hopefully illuminates the experience from someone who has come through the system comparatively recently. I know from my own experience as a GA instructor what the initial response from trainees to the radio is like - just as you describe.

But more importantly I suppose, what I am looking for is the perspective that our PPG mates bring along. What, given the misgivings that people have when they lift a mic, do they think about the business of tackling an RT licensee or become familiar with the dark art?

Like you so clearly described, the value is definitely there. Do people even want to think about having a go?

I have talked to 'the system' and am considering applying to becoming an RT Examiner (for any candidates but slanted towards PPG), unfortunately the process does involve a little investment as a bunch of kit does need to be bought. If there is no demand and PPG pilots don't give a stuff about chatting to ATC units on their travels, what is the point? You and I can see the value but they need to really. I am hoping to start a conversation going with this thread.

There is only one RT license exam (LASORS 2008 - FRTOL). It qualifies you to operate VHF (HF if you sit the theory paper) right across the spectrum of aircraft operations. There are both theory and practical elements to the study and test. They are not difficult and equips you reasonably well to get out there and use the system. I am still thinking about it.

Just to be clear, I am not suggesting PPG starts to move towards GA with radio usage. I will probably spend most of my airborne time with the thing switched off. However, when I am flying in the vicinity of airfields, controlled airspace or over remote regions, I will definitely use it in the way I have done for many years. I can see the value.

I don't know who the dickhead holding onto my flippers is but I smiled for the camera.

I think the central point here is HABITS leoib. I can count on a couple of hands the number of times my bacon has been saved by developed habits. It is spooky when it happens - I suppose that is why I bang on about them.

As has been illustrated here, there doesn't seem to be a Plan B if you leave your leg straps undone. Your arms go dead and you follow them unless you are a courageous contortionist.

I get the funniest looks from other pilots when PPG or free flying because I go through everything in a set routine every time. Even when ground handling.

I do a preflight exactly the same way I do for a fixed wing aircraft. I start at 1 wingtip and work my way around 360 degrees back to the same wing tip checking every line, cell, maillon, nut and bolt, straps etc etc. You get the picture.

Glenn,

You use a tried and tested set of habits. They do work don't they? Who gives a toss what anyone thinks.

Airband comms make some people uneasy, they believe that the facility is expensive, intrusive and unnecessary.

Two of those are true and one partly at the moment. They needn't be that expensive, they can be intrusive but your choice of route and the off switch provide options. Unneceasary is debateable I think.

I believe that with a little training PPG pilots will be able to extract value from the ATC system where they need it and stay silent where they don't. Talking to airfields en-route can enhance everyone safety, gather important information and occasionally summon help and save lives.

I don't want to suggest to those who want to putter around their home field that they need an airband radio, they probably don't (unless they live on the fringe of a MATZ or ATZ). I would offer that if you consider yourself to be a serious cross country pilot it is a facility you could well use to great effect.

We have a bunch of GA qualified people here - what do they think?

$Dollars Simon.

There may be some wiggle room there as I am sure they would love to open up a new market. I have dropped Eddie a line to see if it would suit the PPG market.

How much is your hearing and really good, boom-less mic comms worth? I don't think it would suit everyone but once you have tried an ACTIVE noise cancelling headset your perspectives begin to change. Perhaps the same will be true of the innovations within this tbone device. I think when we start to get people able to use radios effectively and realise the value of good comms then innovations like this and noise cancelling will really come to the fore.

I will let you know after I have used it. For the airline world it looks really promising.

There is quite a bit of planning to do. The French like their airspace to be.... extensive. Plenty of le Ducking & Diving 'ere and zere.

Ian .... Ahhhhh!

Hi Pete,

This is a bit different I think. Not made by Jawbone of course, tbone. It is reported to work really very well but we'll see.

Forget the ASI question Poz, you don't need one. 20 kts flat out and the things don't stop flying until they are moving quite slowly. Wind the window down in your car and stuff your head overboard at 23 mph- gentle breeze on face. If the breeze slows to a whisper, you stick your hands up 'cause you iz probably inputting a little inadvertent brake.

Not quite as simple as that due trimmer settings and bar etc but... not far off.

This might work but there isn't anywhere to put it where position error wouldn't screw it up. LOL

How topical, I have just heard (today) that I am to evaluate this headset (for big tin and paramotoring) for the manufacturer., tbone. I am writing up the report for The Log (BALPA), The Digital Aviator and Paramotor Magazine.

It will take a while as they make custom ear inserts. No microphone required as you will see from the website, the audio comes off your skull and jawbone.

They are not cheap by any means but if you need your ears, live with noise and require high quality comms - they are the dogs.

A scientist! Fab. Research is seldom wasted eh?

'Scuse the input Alan, I don't want to make judgements or cast 'desertions', just pass a perspective from my corner. As I say, I am no radio technician, airborne radar was my trade years ago.

Guys,

Please don't mess with modifying radios to work from one band/freq group to another. If you wanna' use air band, get a radio licence and use an airband transceiver. You don't know what is happening to the signal you are slinging out or where the possible harmonics might be going.

If you start blaring across dedicated ATC or Emergency Service frequencies the authorities will look to the the source with some urgency, then you don't know what the next game will cost you in legal fees alone.

I am not a comms expert but I do suffer as do my colleagues in some countries where this kind of interference happens. Not so much of a problem with low power hand-held devices but who wants to take the risk. Your ability to argue your case will be severely hampered when they discover what it is you have been doing... Try convincing them you have been a responsible citizen?

Just another opinion.

It's probably me Mark, I have been running - I can either do exercise or think, seldom both which explains my unique launch characteristics. LOL

Interesting one isn't it Mark?

I believe that part of Jeff Goin's 'Downwind Demon' is the groundspeed at which you hit the obstruction. The other bit is wholly visual surely. Your rate of descent doesn't change, it just appears to be shallow because it is visually elongated by the tailwind. Think in terms of a stretched graph, height against distance.

If you were to turn at low level back into a strongish wind the visual effect is quite startling. You appear to be flying sideways and slowing rapidly as you come into wind. Plenty of Demons there!

Have I got that right? ... the other Demon is drink of course.... nuffink to tadoo with wind, that's Curry.

A form of sand yachting then?

Paul,

You might have been impressed listening to the accolades spoken for the Revolution during T2T.

On reflection and after doing a lot of thinking and listening, I don't think it is putting to finer point on it to say that some of them are still here (very skilled handling assumed) courtesy of MCJ - the design of that wing. I hope they can comment from the hot seat. No sales pitch - it is impressive work.

Decision making always has its part to play as well of course...

This IS turning into quite a party! Glad you are coming Paul.

Very handy Morgy, particularly the options available on the RHS.

Nice to see where the bumps are eh?

Below. Not quite as graphic as XC weather but interesting.

It would seem to me that takeoff trim recommendations will have their source in the designers concept and test pilots input when they sort out the Manual for the wing.

As you say Doc, different wings, different shape, different concept at the design stage and different target pilot.

I wouldn't have thought that calibrations on one wing necessarily equate to the same setting on another - setting to wing configuration.

Like a number of things, never get too much and the practice is essential.

This piece comes with a health warning Doc, I am no expert when it comes to wings, just surmising.