On Tue, 04 Apr 2017 05:30:10 +0000, Charlie Gibbs wrote:

> It's the amount of paperwork required for a seemingly simple
> modification that's the main stumbling block.
>
Tell me about it: we've had much the same since EASA was let loose on us.
Where formerly the annual inspection report was a single sheet checklist
that got signed and stapled into the aircraft log book, now its a multi-
page documentation package complete with a signed and sealed
authorisation, issued by the owner, to carry out the inspection. In the 9
years since EASA take-on I've almost filled a box file with non-expiring
documentation and, as a consequence, I now fully understand the old
American joke about the documentation weight and new aircraft types.

> I think your typical glass cockpit (again, for the well-heeled)
>
and those with the engine-powered generators to run them ....

> Interesting thought: on powered planes over there with constant-speed
> props, are the manifold pressure gauges marked in inches of mercury?
> They are here - as well as the appropriate places in the POH.
>
Good point. I'd guess bar in more recent types because metrication and
because aircraft tyre pressures are often in bar, but I've never
knowingly sat in the cockpit of anything with constant speed props.

The most complex cockpit I've ridden in was on one of those six seat
Piper PA-32 Navaho variants. There were seven of us needing to ride and I
got offered the right-hand seat. Fun. It had an auto-pilot but I don't
remember anything about the engine management. Would it be usual to find
constant speed props on a PA-31?

>> I know there are other things I'd expect to differ too, e.g. almost all
>> non-US airliners will be doing Mode S with 1090ES extended squitters
>> and I wouldn't expect any of them to have UAT systems fitted.
>
> As of 2020, ADS-B (either Mode S with 1090ES or UAT) will be mandatory
> for all aircraft operating in U.S. airspace classes A, B, and C, plus
> class E above 10,000 feet.
>
It seems likely that gliders will get some sort of exemption, along with
older powered aircraft that don't have electrical systems. There's a lot
of talk on r.a.s about what will count as the TABS-qualified position
source. Current the best bet looks like being a Trig TT-21 or TT-22
transponder with the new TN-72 position source.

>> In fact, I find it harder to fly a familiar glider type in the US
>> because your ASIs are upside down.
>
> :-)  I wonder what Australians have...
>
Same as NZ - ASI's read in knots and have zero at the bottom just like
the UK and Europe.


--
martin@   | Martin Gregorie
gregorie. | Essex, UK
org       |

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