Jump to content

skippydiesel

Members
 View Profile  See their activity

  • Posts

    7,058

  • Joined

  • Last visited

  • Days Won

    70

 Content Type 

Everything posted by skippydiesel

  1. skippydiesel
    Thanks gents. I will investigate acquiring a USB-A to USB A volt/amp meter (any recommendations?) 😈
  2. skippydiesel

    Sonex Forum

    skippydiesel posted a topic in Sonex

    For existing & aspiring Sonex owners ,there is a new Sonex Forum https://sonexpilots.org/ 😈
      • 1
      • Like
  3. skippydiesel
    Econamy Cruise is 130 knots True. My understanding is one charge is good for about 12 hrs. I will want the SE2 to be operational/ charged when approaching more congested airspace. I am trying to come up with a strategy to keep my SE2 charged, in the unlikly event that I need to resort to camping - no 240V wall socket to charge the SE2 overnight. Pmccarthy's strategy will address my concern, as long as no damage to the SE2 😈
  4. skippydiesel
    What is a " 2.4 outlet" - V, amps? No problem with the SE2? Does it get to full charge? OR just maintain charge OR slowly loose charge?? Does the SE2 get hot? 😈
  5. skippydiesel
    Further: It would seem some people do charge their SE2 from aircraft power. Its not clear to me that they do this (or not), while the unit is being used ie transmit/receive. I suspect my SE2 will not operate while being charged - circuit protection? My UCB-A charge ports do not remain on, when the aircraft is shut down , so there is no way to charge the SE2 overnight. If my Guardian Avionics delivers what it claims (above) it should have enough power to charge the SE2 I have written to Guardian Avionics asking - do both USB A outlets deliver 2.7 amps/5 VDC Output OR is the 2.7 amps/5VDC the total delivery - as seem to be common, with USA supplier's, these days - no response. Helpful comments welcome😈
  6. skippydiesel
    Underwood, Skyecho is rather odd in its charging requirements. There is a very full thread on Charging in the Flyer Forum here: https://forums.flyer.co.uk/viewtopic.php?f=1&t=119153&hilit=sky+echo+Charging It's long but don't skip this post in particular: https://forums.flyer.co.uk/viewtopic.php?p=1864496#p1864496 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.
  7. skippydiesel
    Further: It would seem some people do charge their SE2 from aircraft power. Its not clear to me that they do this (or not), while the unit is being used ie transmit/receive. I suspect my SE2 will not operate while being charged - circuit protection? My UCB-A charge ports do not remain on, when the aircraft is shut down , so there is no way to charge the SE2 overnight. If my Guardian Avionics delivers what it claims (above) it should have enough power to charge the SE2 I have written to Guardian Avionics asking - do both USB A outlets deliver 2.7 amps/5 VDC Output OR is the 2.7 amps/5VDC the total delivery - as seem to be common, with USA supplier's, these days - no response. Helpful comments welcome😈
  8. skippydiesel
    Probably a temporary effect, due to hydrocarbon damaging the surface of the "rubber". If you want to extend the life of "rubber" like materials use a good quality silicon. Note: There are a lot of poor quality silicon sprays on the market.😈
  9. skippydiesel
    It would seem the AC-50 believers l are unwilling to critically examine the validity of their faith. Of course that is what faith is all about, the suspension of critical examination. Blueadventures thinks I am the sick one Note: I have nothing for/against AC-50 or for that matter WD40, another supernormal product (or so the marketing department would have us believe).😈
  10. skippydiesel
    I rest my case - bad design/flight testing. Should never have come to lumps of metal on the engine to correct the problem. Half descent aircraft manufacturer would have supplied new extended engine frame & cowling to suit😈
  11. skippydiesel
    Adding ballast, seems to me , to be a cheap & nasty cop out for bad design. Carrying weight, that does nothing other than correct W&B, impacts negatively on TO/Climb performance and fuel consumption. Other than a whole of airframe redesign, why not move the engine forward.??😈
  12. skippydiesel
    "CONTAINS NO WATER,SILICON,TEFLON OR WAX" Sound like a BS statement. Cant speak for free water but emulsions & suspensions in water (the water is the carrier/transporter) have been around for ever and in general have a good reputation, where appropriately used. Silicon is a known and usually durable water/moisture replant. Teflon ?? Wax - A number of corrosion inhibiting wax products are available. For the most part they are excellent long lasting corrosion inhibitors. They do this by excluding water and air (O2). Dry to a soft finish are "self healing" ie scratch it and it will "flow" back to cover the scratch. I have used Tectyl 506 for about 30 years (not yet in an aircraft) - Exposed to weather will last may be 2-3 years, in cavities at least 20++ years. 😈
  13. skippydiesel
    With reference to: It pays to wash your plane occasionally! "do not let some lubricants get between two surfaces like sheets of aluminium / skins and ribs etc because the reduction in friction may cause the two surfaces to start moving slightly and wear.." Given the aforementioned enthusiastic testimonials to the lubricating efficacy of AC-50. What comments would you make??😈
  14. skippydiesel
    Interesting that the person applying, what looks to be an aerosol mist of ACF-50, into the aircraft wing, is not wearing PPE. A future damaged health claim against this employer and the maker/supplier of ACF-50 perhaps?😈
  15. skippydiesel
    One of the great things about this Forum is what you learn - aviation, non aviation & the quality of the debate (for the most part)😈
  16. skippydiesel
    From the above comments, I am starting to think that underground transmission is in fact a viable option; Farmers would be less likly to appose well berried cables. The attrition rate on Ag pilots would be reduced. Safer for all above ground critters, including homo sapiens No blight on the scenery No sparking of fires No lightening/wind/sunspot outages Likly reduced maintenance costs and increased service life of cables Just have to get over that slow return on capital mindset.😈
  17. skippydiesel
    "......do not let some lubricants get between two surfaces like sheets of aluminium / skins and ribs etc because the reduction in friction may cause the two surfaces to start moving slightly and wear...? Interesting observation. Seems to me that most, if not all, spray on corrosion inhibitors, specifically for aviation and others used, have lubricating qualities. Some even claim to benefit from good penetrating /wicking ability. I got all excited about applying some sort of corrosion inhibiter to my Sonex , before its first flight. Didn't do it, largely as a result of this Forums advice😈
  18. skippydiesel
    I don't doubt the generation of heat - its a question of; How much heat? Could the heat be mitigated/contained, such that it would not impact on underground power? Could the heat be used in some way? From distant memory & recent Google, I saw very few aerial power lines in the City Of London. I assume this is likly to be the case in most large (western?) cities. If they can do it (large power demand) why cant it be done elsewhere - or is it just about the quick return on capitol?😈
  19. skippydiesel
    Interesting - I hadnt considered that possibility. I wonder what heat is generated - I have lived in countries where ice can accumulate on power lines and in some cases cause both the lines &/or the towers to fall. One would think if heat is a significant operational issue, the ice would not have been able to "stick" & accumulate.😈
  20. skippydiesel
    Would the subterranean power lines have the (a) same (b) lower (c) higher maintenance cost ? While putting the power lines underground may be "to appease local voters" , there is no doubt in my mind that it its better for the visual amenity, unlikly to suffer from wind/fire/electrical storm damage and will not injure/kill fauna or unlucky persons. I suspect that the service life of underground cables is significantly longer than for aerial. The upfront investment may be higher (as you suggest) however once established , the pipelines carrying the cables would have a very long service life. "...............transmission lines are expensive enough that you've zero hope of getting the capital back." This is one of the biggest problems of a capitalist society - the obsessive need to have a (quick) return on capitol. All too often Government makes short term decisions - leaving the down stream costs/impacts to future governments/generations to deal with. I am not convinced that underground power reticulation, would not be cost effective in the long run.😈
  21. skippydiesel
    Remarkably Hi/Low?😈
  22. skippydiesel
    Thanks for that. Recalibration(FYI its a Dynon Skyview) has been tried & made no difference - the right tank sensor/read out performs with reasonable accuracy, when the tank gets down to about 25L (from full/30L). A swap L-R has not been tried - This would be quite a demanding exercise . I think I would rather change to the RED Avionics type sensors, rather than swap sides. In telling my story, I guess I was hoping someone out there had discovered a quick/easy fix. 😈
  23. skippydiesel
    As regulars will know, my Sonex has, in addition to a large in fuselage header (40L), wing tanks (30L). The in fuselage, uses a RED Avionics, resistor type fuel sensor - excellent! The wing tanks use the old style mechanical float on arm. The left tank sensor is pretty good from empty to full. The right tank sensor does not seem to work above 25L capacity. Its not bad from 0-25L, which is ok, as I always know what I have put in BUT it annoys me in such a new aircraft. Both L&R will indicate empty when 4 L remain - good for 16min/4L - not that I want to test this out. In the vain hope that the problem somehow related to a bad connection, I have checked all & found them to be good. My feeling are; Live with/manage as is. No added cost, least effort and no pilot should rely on fuel gauges. Replace both wing tanks with RED Avionics type. Big job& costly, so would appreciate any less demanding suggestions 😈
  24. skippydiesel
    Bird Strike. Not sure why - have always been concerned about the possibility. Tend to think about this on descent, climb out & in circuit. Just heard that Wedgetail Eagles have been GPS tracked to 5000M (16,500ft) - No Transponder / Transceiver!! Scary! 😈
  25. skippydiesel
    Much may depend on the voters (rate payers) opinions on the matter. In the case of Goulburn, the continued exitance of the airfield, as an asset for the communities response to emergencies, may influence the Local Councils decision making. This assumes the community are aware of proposed changes and that they give a "rats rectum".😈
×
×
  • Create New...