RFguy

but when you are up in the sky, another SE2 is all you need. (that and something to display it) There are quite a few applications that will display the SE2 data (GDL90 ) onto a map, not just Ozrunways. also onto EFIS screens via a wifi converter.

flight radar24 or flight aware flightaware has better server - system software. FLight radar24 has been presentation but more troublesome server systems, I have found anyway. Generally, you will upload to both from the one Raspberry Pi or PC. You need an internet connection you can use- the data usage will be bugger all, especially if you reduce the seensitivity so it can only see 20nm etc instead of 100 nm.

Do you have a local receiver for ADSB ?

HI OK, but the pulses are extremely narrow- IE the energy per second is miniscule. At 1m away, the SE2 will produce a peak level of about 1.6W/sqM, and a time averaged value of no more than 2.4mW/sqM For the record- let's look up the peak level for 1090 MHz in the latest ARPANSA STD Rev 1 Page 6 section 2.3 Table 5 Peak spatial 24W/sqM. We have peak of 1.6W/sqM . General public : Local Head and Torso - 2 W/kg. averaged over 6 minutes. Peak level cannot exceed 0.72kJ/kg Another way - Table 6 : 8.5kJ/m2 . The peak spatial is 1.6W/m2 (150uS) = 240uJ , a long way below the 8.5kJ Suggestion - keep it > 30cm away anyway- why - any less and your presence be affecting its performance. The head will soak it up. Permitted peak level will be exceeded at about 20cm. Levels fall with square of distance, so at 1m, there isnt much left.

Additionally- while the antenna may have its "ground plane" elements , anything conductive in the near field - that the antenna can see - anything conductive between the antenna elements - essentially bounded by the dimensions of the antenna- will become part of the antenna. Your only option is to move the antenna or choke or shields the cables. You could stop the antenna seeing the cables by providing the continuous conductive region (aluminium sarking 0.1mm is good) ABOVE the cables. The 'radiating element' of the antenna - in this case a whip - all the return currents will flow to the continuous ground plane as preference. gross example - a whip on top of a factory roof and feed through the roof- all the return current sflow between the whip and the top of the roof in the region of the antenna, no space currents are present under the roof.

Hi Geoff apologies, I should have written ' this is not always correct', rather than ' this is not correct' . My point is that it isnt a rule. In most control signal cases, like RS232, 485, CAN, earth or negative reference will be carried by its own conductor in a multicore, or on the shield. It MUST BE to ensure the common mode voltage is within limits- IE the voltage from either A or B side to ground or negative. or 'return'. Otherwise things blow up because the input circuitry is generally not galvanically isolated (layman : no DC path) . An example of galvanically isolated is across a transformer. There is no DC path . Shields can be connected to various things at each end. Shields are often connected to the same point the negative is. But not always There are some cases where the neg might be a separate ground in the device. Here are some examples : - the power supply pairs might go through a common mode choke or filtering, and the shield is connected to the metal box and not circuit ground , IE the negative is connected to the case via a choke, or via a high impedance- so that the AC impedance of the negative connection to case is >> zero. This is done in industrial settings to prevent UNINTENTIONAL return currents flowing through sensitive signal shields. IE a shield is usually a large conductor, and due to its lower resistance, a portion of heavy currents to a DC motor (or imbalance in a 3 phase system) might flow in the shield. In this case, only connect one end- as long as the multicore does have a negative return /reference assuming is DC referenced. For problematic systems, transformer isolation virtually eliminates ground. earth loop issues because a negative return does not need to be connected- the signals are purely referenced to each other and never to ground . All this is relative to the signal levels encountered. For dealing with moving coil microphones with signals ~ 20mV, small parasitic currents in shields and grounds can generate a few mV of interference. But so say, an RS232 signal - +9, -9V, , that few mV of interference wont matter at all. That's fine for DC and low frequency AC When it comes to HF/ VHF RF AC, its a difference ballgame. In high RF environments, shields on multicore signals at both ends are a must , and generally the cable shield must connect to a device shield of the device, whether a metal box, or a PCB ground. When an shield is connected at one end, the RF will run on the outside, then back on the inside of the shield and couple to the internal cores. Long cables- the RF that gets on one end of the cable, say where the cable shield is device shield, the RF energy that gets on the outside of the cable , if long, may be substantially diminished by the time it gets to the end that does not have the shield connected, and not matter- this might be several wavelengths. There are some corner cases - If the shield is connected at one end and the shield is an odd multiple of a quarter wave at the frequency of interest, it will become part of the antenna system , but it may not if both ends are connected ! - multiples of quarter waves and half waves come into play here and the equivalent circuit becomes complex. So best method is to connect shields at both ends to stop the RF on the outside of the shield getting back on the inside. If the cable shield is connected at both device shielding ends, no RF can get into the devices -glen

Hi Mike OK so CANbus to the servo. In this case. and considering you have other CANBUS items, then just brute force shield everything IE all items in shielded cables. foil is fine at this frequency although broaded is preferred (or partial briad and foil) . What is probably happening (I do know a bit about CAN) is that the driver is self locking out when it detects that condition- its used on CANBUS to avoid a sick controller jamming up the whole network. If brute force shielding is too hard , Alternatives if you have access to rear of connector : Now another option for you , and which one somewhat depends on the precise mechanism : 1) two x 100pF disk ceramic capacitors from CANBUS A and B line to the ground / take it to the neg of the connector or servo body. That should kill the induced energy, take it to ground 2) It's possible that you could end up with alot of energy in those caps. check if the VSWR changes after you have done this mod. non intrusive ALTERNATIVES 3) Additional benefit would be an RF choke ---- this would be feed the CANBUS feed through a few ferrite beads, or split beads. you'll probably need at least 3 to 5 to make a dent, close to the servo. and put them on the other devices, also. and also put a coupl eon the MGL controller end. and put a couple on the COAX of the radio antenna. https://www.ebay.com.au/itm/354863733597?mkcid=16&mkevt=1&mkrid=705-154756-20017-0&ssspo=cjibypsiq0a&sssrc=2047675&ssuid=&widget_ver=artemis&media=COPY https://www.ebay.com.au/itm/124994863518?mkcid=16&mkevt=1&mkrid=705-154756-20017-0&ssspo=SHweELfzT1y&sssrc=2047675&ssuid=&widget_ver=artemis&media=COPY that 9mm ID and 5mm ID. use smallest that will clamp easily. also available in large IDs. You might need three in series to make the difference you need. works betwen with the caps in (1) you can use the chokes every 60cm or so and should prevent the antenna getting any energy into the wiring... (inserts a high impedance in series with the cable) . I gather this : https://www.mglavionics.co.za/Docs/Servo user manual.pdf so not so easy to put the capacitors (caps) in. Suggest some split bead ferrite cores, in that case. when used with (1) , the beads will work more effectively. -glen

" A cable shield MUST be only earthed at one end or the conductor inside can get all sorts of funny voltages appearing. " This is not correct.

mmmmmm. what is going on here is that the motor servo driver is getting RF into it and likely causing a cross conduction and thus a fail. the pitch servo sounds like it is in the near field of the antenna . From memory most of those servos - the motor driver is in the main unit, so only motor currents are on cables. The antenna is injecting current into the servo system because it is part of the antenna. What you need to do here is run the cable to the AP servo in a shielded cable. Attach the shield of the cable to the body of the servo motor. I'd suggest not connecting the other (AP controller) cable shield end at least to start. If you wrap the existing cable in copper or aluminium tape (again, connect shield to servo body) , you can acheive the same thing. The shield needs to extend at least two x the antenna dimension. What though may also happen is that this might affect the antenna . Avoid shield lengths that are an odd multiple of 60cm +/- 15% . IE make the shield 120cm or 240cm. What AP servo / AP system is it ? Glen.

Hi Nev. accordingtto the spcs, carries 101t of fuel...... 787-900 : MTOW 254t . max landing weight : 193t. max zero fuel weight : 181t ... fuel : 101t .....

mmmmm looks short on cooling surface area.-- but might be OK is the aluminium is the right type and cooling airflow done right. wonder how many bearings. nice big pots. (Lycoming) flywheel and prop together I like. (Lycoming) carb attached to sump etc and inlets I like (a la Lycoming) single carb I like. (Lycoming) maybe a hot upgrade for 2200 jabiru powered beasts ? HOWEVER not competitive with a 912..... so.... ?????

On way back from Oshkosh + Dayton Air museum on Friday - 787 turnback. groan ...... WX RADAR is on the M.E.L. list for a night-flight across the pacific... an expensive night for United me thinks....dump fuel etc. (50 tons ?) https://www.faa.gov/sites/faa.gov/files/MMEL_B-787_Rev_18_Draft.pdf In Section 34, Navigation. Geez the MEL is longer than my PA28....

It's the battery that causes the compass swing.... I have mine a few inches away. So the ticking- that is the device sending ADSB bursts. If it is giving you a ticking in your audio, you are probably missing an earth or a shield on your microphone/headset/speaker/ intercom wiring. The other possibilities is, could be getting into fancy NC headphones if that's what you are using.

Yup. .same problem at Cowra. At the centre of 5 CTAFs within 60 nm ! I have put that problem- solution into my ATSB report on my near hit last month. I found out the way to a get the ball rolling with addressing the need for a CTAF change is via a certain committee. : Moruya just got a CTAF change. I got this from Air Services : "The responsibility for the approval to change a CTAF falls to CASA. The process is to create a consultation on the Aviation State Engagement Forum (AvSEF). New South Wales | Aviation State Engagement Forum (avsef.gov.au) "" You can also get in touch with the NSW AvSEF Convenor . (or QLD for you guys) ....---Glen at Oshkosh.

I was doing crosswind practice on the weekend at a variety of different ADs (Young >> cootmundra >> , temora into a medley to keep me on my toes) ) wing down method, abotu 7-10 kts pure Xwind,, not much but I need practice. The first 6 were pretty good. . remarkably easy, and I did a left wheel down, right wheel down, left wheel down and my coordination is much better with wind on my right. One the last I did at Temora, getting a bit tired AND I had a bunch of glider people standing at the threshold watching me, I let it get too slow in the wing down flare and it dropped the high wing. oops . which caused a bounce and on 2nd bounce where airspeed got too low for positive control, triggered an immediate go around. nosewheel never touched the ground. plenty of elevator still left. Looked terrible I guess. fortunately the wing that was into the wind was only a foot off the ground....... The telltale of it coming was that the aeleron control started to disappear and the rudder started to dominate. anyway, now I know the limits and not to reduce power too much (I reduced power too much and didnt arrest the falling airspeed) . ... How do people stay current on this stuff and only fly once a month in perfect condix ?

Balazs "It this could cause the seals to deform and be ejected, which I also wanted to avoid." No, this will not occur . too much oil and it will simply be ejected out the dipstick crankcase breather. It is suspected (no proof) that high oil levels can contribute to oil foaming and loss of oil flow and higher temps, but you dont have this problem. 100-115kmh. (57kts) This is too slow. The manual specifies a minimum of 2.4 inches of water (600 Pascals) at 25 deg C across the inlet plenum and the cowling inside . JEM3302 . see section 11.9. 2.4" of water across the plenum requires about 3.4" of water ram air pressure - depending on cowling exit size. so the minimum airspeed that this can be acheived is 65 knots (120 km/h) and that's at 25 deg C Use of a negative p[ressure cowl lip to increase the pressure differential is likely required. It really is just too slow for a Jabiru eninge with standard plenums I highly recommend you read chapter 11 " cooling system " of the JEM3302 manual (engine installation) ! https://jabiru.net.au/wp-content/uploads/2020/04/JEM3302-9-_Inst-03_04-20.pdf

I wonder , can you get your (poor) fuel economy (IE thrust/kg fuel input) back going high ish, say 18k?. have not done the sums.

I wonder how much the compressor has in hand with altitude ? I guess alot of performance is left on the table without a heated flight suit and oxygen ! IAS at sea level 150 kts, TAS at 12k 180kts TAS at 17500 200kts..... I've realised easiest way to go fast and economically is go high...

In a high cross wind, wing down, when you put one wheel down, you will approximate that type of slip anyway. In fact at full rudder, max Xwind, it would be similar. Nev I do agree with a general 'warning symbol' - a potentially hazardous manouver if performed without correct technique. WHen I was practicing EPs in the PA28, I could get > 2000 fpm . However- dont try that too close to the ground, there is a fair chunk of DOWN inertia with a 1 ton airplane descending at >2000 fpm at 75 kts. takes a while to stop going down once the slip is removed. I was made aware of this before doing it .

There is probably still a bucket of thrust at 2200 RPM. Probably 1/7th the thrust compared to when at TO rotation. descent - How about full flap and a slip ? I have , in a Vixxen, found that very effective. The rudder is quite big.

ARO said : " The idea is to work out where other aircraft are before you try to be in the same place. " love it. yes. so true. As for the Xair, I think you are over worried about any issue. The Xair wont be any different from any other problem unless you are threading yourself into a circuits full of planes. and then everybody is on their toes anyway. If your circuits are tight 500 footers, and your timing is right, radio calling is good, that should work just fine. I would have thought in an Xair you wouldnt be spending hours in the circuit either. The problem with congestion might occur if you fly too deep on downwind, or too wide etc. But that also goes for aircraft flying 1000' circuits. The other thing, is, if uncomfortable , there a strip you can TO and fly to for bulk circuit work? like a croppers dirt strip somewhere ? The Xair wont need much strip...

again, need the above information - 1) what airspeed and OAT are you climbing at ? 2) What is the cross sectional area of the oil cooler ? What is the cross sectional area of the air intake to the oil cooler duct ? What angle is the oil cooler to horizontal ? 3) What are the CHTs during the WOT climb ? assumption is you are climbing always at WOT . you should be unless you are S&L. WOT is full rich (or should be if the carb is set up correctly), that is how a Jab engine needs to be run. Operating the engine in a cruise climb is a recipe for overheating due to simultaneous reduced airspeed, high power output and leaner micture.

SkyEcho generates position data on the wifi interface. then you must have a program that takes the GDL90 info and puts it onto a display or record. Or, Skyecho transmits its (approximate) position to an ADSB base sation which then receives the data and displays it somewhere.

That does look like an oil cooler I have seen on many 2200 jabirus. Likely most likely issue is that there are leaks around, or the oil cooler is not acheiving enough pressure differential across it. Using some silicone tube, make up a water manometer and measure what the pressure difference is between say, in the cabin, and the engine cowling. Other 'likely' is that the oil cooler has a blockage in it ! I HAVE seen that.... WHen you are climbing in the Storch, what airspeed are you climbing at? It's unlikely the cooling will be adaquite with less than 70 kts of airspeed. There are a few other maybes like too much oil frothing the oil maybe, leading to low flow rate. Is the oil filter good ? oil pressure - what is it ? what temperatures is the oil getting to ?

I do like that suggestion : "Deciding on some easy map points as lead ins to the airport area gives your mind some time to orient." Orientation - awareness so true !!!! IE pick a lake etc at 90 deg to the RWY out a few miles to fly overhead and fix yoruself on the map (map on your lap or map in your head). Now, you have oriented yoruself. when I went into Maitland for the first time, I flew over a large electricity substation 4nm out to orientate myself. It's almost like having a VFR approach point. When I came back to cowra the other day after a long day, I arrived without thinking of my orientation and then suddenly had lots to do. I knew the wind, that was about it. IE ask the question in my head, what is going to be the approach path I will take for the last 5 miles that will result in the least chance of conflict and confusion and fitting in? talking about awareness and FUs .... The other day I radio announced at YCBB that " I would be taking off on 29, and then departing off the downwind leg to the south." I took off on 29, and then I flew west after my 500' turn.. because......because I thought that was south. It looked like south ! WTF did I do ? Fortunately no one around. Distractions is what did it. It was because I didnt do my usual thing of mouthing out loud to myself my departure proceedure. ("I will depart of 29, climb at 80 kts until 500', and then left turn onto a bearing of 181 degrees. "... and I didnt set my DG on the runway before TO. tut tut !!!!! FFS Glen.....) distractions. ***Whilst we remember most things, checklists are necessary when there are distractions.