skippydiesel

Thruster/Kyle, Recently at The Oaks; A many thousands of hours ex airline pilot/instructor, conducting a final (?) check ride for a CPL student (many hours/) in a C180, failed to broadcast/monitor our CTAF. This communication failure, for whatever reason, combined with them being within our circuit, opposite direction to Active runaway, resulted in a mid air with a Jab - All three pilots died needlessly. You may speculate to your hearts content, as to the failure to communicate (wrong frequency/radio failure/etc) the fact remains, communication failed with fatal consequence. I know nothing of Caboolture however(from the video) there are similarities with The Oaks & both incidence - Failure of; Airport management to establish published rules about when a runway direction is preferred . Camden bound/departing aircraft to respect/communicate with The Oaks CTAF. Of some Oaks pilots to use the Active, when its more convenient (shorter taxi) to Take-Off/Land down wind Good communication (in/out) is one of the cornerstones of air safety & pilot responsibility. IF?? the Caboolture Jab radio had a problem why did the pilot continue with the Take-Off. IF??? 06 was the "Active " runway why was the Jab pilot using runway 11?? IF??? 11 was the Active why was the Tug using 06?? While both the Jab & Tug pilots were within their rights to declare which runway they preferred to use, this privilege comes with the requirement for good communication, to minimise the chances of an incident. 😈

I find it extraordinary that; Its down to the airfield owner to "mandate departure calls" - This is as a result of the communication pendulum swinging to far from its earlier regulated call regime, to one that is at the pilots discretion. The Jab pilot may not have broken any rules/regulations, under the current discretionary communication regime but certainly displayed a failure of airmanship which was the primary (not only) cause of the incident. The authorities, are at fault here - need to wined back the relaxation of communication requirements to something not as regimented as the past but giving more guidance than it does today. The ATSB/CASA are removing references to the use of the term "active runway" Yea Gads WHY??? This is a useful term that departing/landing/inbound pilots use to describe the runway in use. A pilot disregarding the current active runway does so at considerable risk to one & all. While its the PIC's prerogative to decide on a TO/Landing direction, it behoves the PIC choosing not to conform to current traffic movement, to alert all active aircraft as to his/her intentions. It would seem, from the video, that CASA/ATSB are seeking to distance themselves from any responsibility in this communication failure.😈

Thanks Underwood, It took some reading and I probably only understood a fraction of what was being discussed back & forth. What I took away: Avoid charging my SE2 in the cockpit. If I must charge in cockpit, do so with SE2 OFF and then only from a USB-A source delivering more than 1 Amp, using the correct USB-A to C charge cable. The reason for my question is simple - I intend to tour in my Sonex. Opportunities to charge my SE2 from a 240V source may be limited. My Sonex is fitted with a Guardian Avionics, Panels mounted, Dual USB-A, 2.7 amps/5 VDC Output / For 9 - 48 VDC Systems - with my limited understanding, this should be able to charge the SE2, should no 240V system be available.😈

I am aware that the instructions for charging SE2's is via 240V transformer. Just wondering if I turn my SE2 off & plug it into ship power ( USB) will it : Charge satisfactorily Do no damage? 😈

I have a Trig - Works well BUT I don't like; Volume control is way too "light" - very easy to inadvertently turn down below audible. Just a finger brush, in turbulence, will do it. Selecting a new frequency automatically takes it out of monitor mode - need to press Monitor again for each change of frequency. 😈

In theory, possible. In practise, unlikly. The return, to -battery terminal, is connected to all major metal components (airframe in a metal aircraft, engine & subframes in composite). All electrical systems are connected to the return (various ways eg buss) & by default, airframe/subframes. Most home mechanics, working with 12V systems, are unaware of just how little corrosion can increase resistance or even completely interrupt a connection, making a system operate below optimum to not operate at all. They tend to pay more attention to +posative/power connections, not realising that for the current to flow (well)/ system to work, the -negative is just as important.😈

I am a long time advocate of running dedicated earth return/neutral wire rather than relying on the airframe/chassis. The added weight, cost & complexity is minimal and you are assured of a good low resistance return at all times. Improves the performance and service life, of all 12V systems.😈

I don't seem to be able to make email or phone contact. Email bounces back. Phone - I get a recorded message saying phone back within office hours 9-5 & 5 days/week. One guess when I am phoning?😈

Hi Geoff - from one electronically blind pilot to another :- The Ground Plane on a metal aircraft is usually the fuselage. On a composite aircraft, one must be installed. For best transmit/receive, the composite GP will have dimensions compatible with the system wave length. Sometimes the GP dimensions are compromised by the physical limitations of the aircraft shape/dimensions. A GP can be made of almost any metal eg aluminium/copper foil./sheet. Can be arranged in a cross shape ie not a solid plate. The shield, as in co-axial cable, is to prevent stray current (from any source) effecting the quality of the reception/transmission. 😈

Anyone else; receiving a request to participate in this survey? unable to fill out on line form? unable to make contact with requesting office Bureau of Infrastructure and Transport Research Economics (BITRE)? 😈

Thanks Mate - the only one who answered my question😈

What no suggestions ???????😈

Thanks for that IBob. I belatedly Googled for this information and got quite a few ideas - bit less technical (as befits the asker) than your excellent 😈

David Clark HS - Needs new "Dome"/ear cup - ordered. Cant believe how thin/flimsy the cup is where the mike boom is attached - like an egg shell only not so strong. Need to come up with absolutely safe way of removing the silver/metal retainers on wiring (see photo). Suggestions, preferably from those with experince, welcome.😈

One of my two EGTs has become slower than the other to indicate (from cold) and remains consistently lower, during all phases of operation. Its not by much but is irritating. Before you respond with advise about carburettor balance, exhaust blockage, electrical connection integrity, swopping leads/positions. etc - all of this has been checked/double checked - the difference remains. It seems to me that the thermocouples are not equal in their reaction to EG temperature - one or both should be replaced. If possible I would like to determine which EGT sensor is reading high or low - Anyone got a test for this?😈

I stand to be corrected: I am sure I read an article, many many years ago, about this aircraft type being developed specifically for flying over the Amazon jungle. Open areas for forced or deliberate landing few & far between. They are purely for low level, warm climate, observation (wildlife?) patrols.😈

I hope its a fresh water sport - Can you imagine what salt spray will do to electrical connections/metal airframes. AND Think what a impact an, almost impossible to see, swell might have on this activity - scary!😈

I agree with this policy. Its a shame that poor behaviour has led to this. There was a time, long long ago, when passengers left the aircraft by the row/seat they were in, AFTER the aircraft had come to a stop and the door opened. this was done without voluntarily, as a curtesy ie without instruction. This boorish behaviour, that has become the norm, benefits no one, likly slows the departure process, certainly does not speed it😈

I am a big believer in good grounding for 12 V systems. Sure CARMO make no mention of the need however it cant do any harm & may help. Connected to battery - through 25 amp fuse as per Rotax recommended practise. I only have one circuit not protected by either a fuse or a circuit breaker. The one is my external battery charge / jump/ supply port😈

Hi Danny, Good idea to raise the VR off the mounting surface - just be sure that its making a very good earth contact.😈

"I was one of six Bathurst Soaring Club members in four aircraft (C182, Maule M4, Hornet Cub & Corby Starlet), who enjoyed an 808nm five day trip around NSW (& briefly VIC) last week. ........................................................ All together a most enjoyable trip. Both aviation Museums are well worth the visit and comprehensively detail the importance of these aerodromes / lake during WW2." Next time you go on a airborne tour, perhaps you would promote it on this Forum, so that others may join in😈

Bits & pieces from here & there. Sonex are still new to Rotax installations, so no ideas from this direction The idea came from VR problems/solutions in RV12's The cap was made to order/design, by my Son on his 3D printer. The fresh air supply is through SCAT tube from a T piece, to the cooling cap, in the cabin left hand fresh air vent. Down side with the above - in winter there is a nasty draft from it onto my ankles. I have reduced this discomfort by putting a short piece of hose (a choke) in the air duct (SCAT tube) thereby reducing the air flow. The choke will be removed for summer flying. 😈

The following would seem to be an attempt to revive the Sonex Forum: https://www.sonexpilots.org

No the wiring is straight forward - just be sure that connections are good & tight. There is a excellent diagram + specifications on the web site. NOTE: The CARMO has (from memory) mounting holes at 65mm centres and the Rotax 92 mm. You will need to drill an extra hole or make up an adapter as I did: Black top, with spout, secured in place with safety wire, is part of the dedicated cooling system. Rectangular aluminium tube (drilled for air flow) is the adapter . Black wire, (TOP) with yellow connector is to ensure good negative contact - I also cleaned of the black paint around the mounting holes & used a smear of dialectic grease. 😈

CARMO CARR5005 MOSFET working like a charm. 14.5V - amps vary according to demand, from 12 down to 1 amp Temperature up to 38C Happy pilot 😈