skippydiesel

Stick back/elevator authority??😈

21 minutes ago, BurnieM said:

Is this grossly excessive costly approval process part of all certified avionics ?

 

I believe the answer is yes.

So you want to replace an engine oil hose.

• You contact the engine/aircraft agent/dealership (OM) - that will be $k/cm thanks.
• Hose will come with certification document(s) which you are expected to diligently file away so that you can demonstrate, to any enquiring authority, that you followed the rule book to the letter. In effect transferring lability to he hose supplier. All of this cost $$$$$ - add to that the relative (to the automotive/industrial world) slow moving item and further $$$ added.
• You find the maker of the hose and they publish specifications for it.
• You use those specifications, to find a similar (automotive/industrial) hose, that meets or exceeds the OM standard. That hose will be $k/cm divided by 10.

Note: all figures for illustration purpose only.

1 hour ago, madhatter said:

It was designed for fuel to be used on Jabiru but l never got used to it. I'm used to certified. 

Certified parts are fine for certified aircraft.

I am one of those owner/maintainers who like to find automotive replacement parts (mainly hoses, occasionally other stuff) that meets or exceeds the OM aircraft part specifications, for a fraction of the OM cost. 

It should be recognised that the standards required to meet certification (parts) labours under a huge weight of history, that does not always reflect changes in technology but you will pay dearly for it anyhow.

Being able to find & substitute such parts, is one of the benefits/plesures that comes with owning a home built aircraft.😈

18 minutes ago, madhatter said:

Yes. Factory original for my 230. Couldn't wait to get rid of them. Not firewall fwd of coarse but though the cabin.

 

Wow! The only vinyl hose I know of is the transparent stuff you might use on a temporary water supply system - never fuel or oil😈

Awsome!!!

Women make excellent pilots - far less likly to try and reinvent the wheel (systems/proceedures)😈

"......original vinyl hoses."

Vinyl?????😈

On again . 15 16 17 May 2026

The Fly in information link is listed here: https://frogshollow.org/

😈

Anyone have a copy of the "Maintenance Handbook for Van's RV Aircraft by Vic Syracuse", that they would like to-pass on???😈

12 hours ago, coljones said:

Is it an SK2 or SE2?

 

SE2 - my dyslexia coming out😈

12 hours ago, coljones said:

I was of the understanding that Skip has a working (?) Mode S Trig transponder with an ADSB-Out capability as well as an SE2. There is some ADSB reception and some MLAT but we dont know the source - Trig or SE2. There is also a callsigns of 1200, 19-2041 and 2041 in the mix. The only way to remove this is to turn off the transmit function of SE2 so that there is only one source of ADSB info being captured.

Corrcet!

However, the Trig,  I understand(?) that the ADSB (extended squitter/GPS) capability has not been activated so just Mode S OUT.😈

Thanks Coljones,

As far as I can work out/understand,my SK2 has been programed & is being operated as per instructions. The question still remains, is it functioning as expected?

PapaFox (above) seems to think so.

"2. If your mode S transponder is transmitting ADSB (ADSB-Out) you need to disable the SE2 transmit function."

I am advised (by CASA) that there is no conflict between my Trig ADSB Mode S OUT transponder operation & the SK2.

😈

4 hours ago, Garfly said:

 

Yes.  7000 is common in Europe.

I quoted (7000) from the SE2 instructions for initialising the unite😈

A shade cloth curtain:

• Can be cut to conform to any shape eg an arc, horizontal beam/ track, etc
• Is permeable, so presents less of a barrier to wind gusts.
• Does not require a frame or batton stiffeners .
• Could have a series of vertical "posts" that follow a track and are secured at the bottom.
• Can be secured at the bottom by variose methods eg anchor points, cable across floor, etc.

😈

Checking SE2 setting for the umteenth time;

SE2 Installation Instruction

"8.3.8 VFR Squawk The SkyEcho 2 transmits a squawk code. Enter the standard VFR squawk code (7000)."

Should that be VFR Squawk code 1200 for Australia?😈

25 minutes ago, onetrack said:

In rural and remote regions in the interior of Australia, savage, sudden wind gusts from willy-willies or mini-tornadoes, would be a major threat to hangar doors, that weren't substantially secured and reinforced.

You need doors that can resist a minimum of 150kmh or 42m/s wind speeds in these regions, as these wind events can be very sudden, very destructive, and appear with virtually no warning.

I've had caravan annexes in mining camps totally destroyed by these events, and even seen caravans overturned with willy-willies or mini-tornado events. 

That's why you have a shade cloth "door" instead of an expensive bearly usable (without constant maintenance) sold door. KISS😈

3 hours ago, pmccarthy said:

The bird thing is important. I put rubber seal strips on the edges of the doors.

I have seen hanger "doors" made out of shade cloth curtain - seemed to do the job.

Reality check:

• Position hanger so into prevailing wind ie closed/gable end facing wind..
• Trying to bird proof a hanger will result in a life time effort ie loosing battle.
• Control (not total elimination) more likly . Make roosting points inhospitable - "Hot foot" or similar a likly cost effective solution.
• Few if any hangers are dust proof. If dust a concern, cover aircraft is something like cotton sheeting.
• In most of rural/semi rural Australia, the biggest threat to your aircraft is weather, especially hail & high wind gust.
• A door will assist but is likly not to be cost effective.
• Most doors will have a significant purchase cost & on going maintenance effort & cost.
• Without added security (patrols/cameras/etc) unlikly to be a significant hindrance to determined unwelcome visitor(s)

😈

For a Rotax I would NOT use the aircraft grade throttle cables. Way too heavy & expensive.

Light weight motorcycle cables, much much better. Fraction of the cost- Last time I checked about 1/10th.

The aircraft grade, when they get warn & start to stick, may respond to lubrication. A short lived solution.

Motorcycle style - do not lubricate - replace.😈

39 minutes ago, PapaFox said:

Skip, looking at the flight track log on FlightAware, the data points listed are flagged for their source. Your flights are recorded with a  mix of both ADS-B (therefore SkyEcho is working) and MLAT triangulation (therefore mode S is working). All appears good. Just remember that these web-based sites (Flight Radar24 and Flight Aware) rely on a network of ground based private receivers without complete coverage, and the Sky Echo transmission distance is short and very susceptible to position shadow from your own aircraft, hence some gaps and errors in the recorded logs.

Wow!

Thanks for that PapaFox - I have been worried that my conspicuity  systems are just for show.

Now just have to work out why I don't seem to  be transmitting an aircraft ID😈

11 hours ago, Moneybox said:

While driving around Perth I've been thinking of this door. I decided the best option might be like shown in the video KRviator put up but constructed from freezer panel. I think it might even come in full length 12m sheets. It'd be light weight and rigid, well insulated and easily installed.

Why do you need a door?

Doors are for cold climates and/or the illusion of security.😈

I have no problem with your argument/preference. I do urge caution - your aircraft is a factory build. Non factory changes may have implications for insurance, etc😈 

Hi Truster99,

I think you may have worked out by now that I am having difficulty understanding the issues/terminology being used.

In my mind I have three conspicuity devises;

• ADSB Mode S Transponder OUT
• Sky Echo 2 -  short range transponder ADSB IN/OUT
• OzRunways - some sort of  tie up between telecommunications system & GPS

The latter, on an iPad display, gives visual report on Ozrunway & SE2 targets.

I have acquired an enhancement, AVTraffic, a supposed aural warning system tied in with SE2, that should allow me to spend more time with my eyes outside the cockpit- yet to see/hear it do anything.

"......mere mortals with adsb in will not be able to see your transponder." Do you mean ADSB Out?

"We will be able to see your SkyEcho2". On OzRunway or similar?

"If FR24 was seeing your transponder then the call sign in that box is not set correctly. Still 1200 today."

IF you are referring to my ADSB Mode S Out - this was set up by a professional service provider ie other than turning on/off ,checking that code correct (1200), doing the occasional Squawk Ident, I have had no input to it's setup/calibration.

😈

14 hours ago, coljones said:

Was that you hanging around on the cross strip at about 9:30ish this morning.

I'll make a point of bringing my SE2 next time.

 

Not me - may have been a blue/white Technam.

I fly a white Sonex tail wheel. Being a lazy sod, don't usually get down to the field until late morning.😈

Todays Test Flight

Sydney Radar had no problem picking up my ADSB Mode S,  3500 ft over Mittagong Airfield.

No "bogies" to play with, so still don't know if AvTraffic /Bluetooth adapter/SK 2 all working as hoped.

Have checked my SK 2 settings, all seem to be in order. 

How do I actually know my SK 2 is working? - Lights indicate all well. WiFi indicates connection.😈

3 hours ago, turboplanner said:

 

With petrol engines, reading the plug(s) to get that light brown colour is everything.

 

I don't disagree with the intent of this advice/comment however next to impossible with aircraft engines.

Rotax 912's run slightly rich at taxi RPM/shut down. This coupled with ignition, rather than fuel shut off, for engine stop,  leaves plugs with a covering of loose black soot when removed

I would also question if this advice works for Ly/Cons with inflight adjustable mixture control. When I did my GA training a squilian years ago (memory may be dodgy) I would take off with Full Rich (subject to airfield  pressure altitude). Make adjustments in Cruise Climb and in Cruise, go to lean of peak EGT and back (rich) a small turn.

On Shut Down, fuel cut off  to stop engine = few moments of extreme lean running

The above changes in fuel air ratio, would change the colour of the plug insulation at each adjustment ie nothing to be gained by "reading" the plug colour.😈

10 hours ago, BrendAn said:

great idea. good way to experiment without drilling holes

One Sonex owner uses velcro to do temporary instals of trim systems.

When deciding on an appropriate size for my fixed rudder trim, I used double sided tape to attache diffrent lengths of curved aluminium. In fact the double sided tape is so secure, my last test piece is still in position two years later.😈