skippydiesel

Hi CT900, One of the many benefits in flying a composite aircraft is, as you attest, an inherently quiet cockpit. In my last aircraft, an ATEC Zephyr , it was perfectly possible to hold a conversation with my passenger, without yelling. Headset, mostly for external communication and also helped with noise fatigue minimisation on a long trip - never needed noise cancelling. My Sonex on the other hand, certainly benefits from noise canceling.😈

I am a relative newcomer to noise canceling headsets - current set DC H 10's, inherited with last aircraft that did not need the ANC capability, so rarely used. New aircraft, much noisier cockpit, so used all the time. The DC's went on the blink, Sydney repairs shop took months to get the parts and two goes at getting it right. Peltor (now 3m) used to make the most comfortable, effective, passive, noise reduction headsets - sadly do not seem to be still in production - I have one.😈

YWBN - This coming weekend. Chance to check out a community dedicated to private aviation of all sorts.😈

Rotax Owners Forum - suggestion it may be due to fuel vaporisation ?😈

Thanks Thruster - The difference in indication between your RV & my Sonex is - Boost pump on, fuel flow reduces/goes down. The opposite of your indication.😈

I am a big believer in having dedicated earth (-) return lines on all 12V systems. I think I should revisit the earth return buss and make sure all connections are clean & tight. The Sonex is almost all metal - earth return lines installed and connected to airframe. I confess I did not do this for the wing tank level sensors - something to fix in the future,😈

There were quite few examples that I am sure would have excited the knowledgeable. I think its an annual event - some attendees were comparing today's excellent weather with previous years more "challenging" systems😈

I agree with your logic but unfortunately not with its application. Fuel flow data is from two Red Cubes (fuel flow sensors). One on the main delivery line between mechanical pump & carburettors and one on the return to tank line. The return line Cube data is subtracted from the main line Cubes data to give fuel used/fuel remain information to the pilot. There is also a fuel flow readout, that helps in engine power setting. Fuel pressure is registered by a sensor, located at the end of dedicated line, coming of the fuel distributor. The distributer, takes fuel from the pump, delivers fuel to each carburettor, the tank return and the deadened (no flow) pressure sensor line. The return line has a fixed restrictor jet. As far as I can see there is no opportunity for an increased flow, other than opening the carburettor throttles (higher consumption).😈

Yes! I think they must breed them at Holbrook - to be honest I would not know one from another.😈

Almost certainly false readings - but how & why? Yes its the Dynon Skyview ADAHRS (Air Data/Attitude/Heading Reference System) system that has been playing up. The fuel pressure is part of the EMS (Engine Management System). Mind you both systems are "read"/displayed by the SE SV/D600 screen.😈

Sonex aircraft, Rotax 912 ULS, plumed fairly conventionally. Rotax mechanical diaphragm pump 150 hrs. Facet Boost pump with bypass circuit (includes non return valve) This might test out the brains trust. Usually in Cruise, sometimes on Descent I get a low fuel pressure warning. On occasion, indication as low as 1.5 psi. No change in engine note/performance. Sometimes it corrects itself over a few minutes , other times I switch on the Boost pump for immediate fix. Note: I have already mounted the fuel sensor as high as I can within the engine bay, removed the silicon seal to facilitate changes in atmospheric pressure and drained the fuel pressure line. On the way home from Holbrook, the low fuel pressure warning sounded and pressure dropped to 1.5 psi, well below the Rotax 912 ULS minimum of 2 psi and the usually 4-5 psi. I then noticed, the Fuel Flow had risen from 15 L/hr to 25 L/hr. At this point I switched on my fuel Boost pump - immediate rise to 5 psi AND the Fuel Flow dropped back to 15L/hr - switched off the pump and pressure/flow remained where expected. The same scenario happened again a little later. To me drop in pressure combined with a rise in flow is counterintuitive. This may happen with a garden hose but not a closed fuel system. What might the Brains Trust think is happening.

Sorry I don't follow -When would I have lower voltage? Just back from Holbrook Fly-In - with the exception of an odd random fuel pressure drop, on the way home, Dynon/aircraft worked flawlessly😈

Great day at Holbrook. Fantastic flying weather. The members & Committee have a wonderful set up, everything neat & well maintained. Met a Forum member or two. One with a stunning yellow Sonex. Not a big show but what was there was quality all the way - very nice range of aircraft eg Mooney, Pipistrel Virus SW tail dragger, RV's well represented by a lovely 3 & I think a 7, Some Jabs, 2 Sonex & a Onex, 2 Cirris (one from OzRunways), etc etc😈

Update: With Dynon /Horsham on phone (not all the time) have disconnected/reconnected modules & engine sensors, checked V in all configurations - everything checked out with the correct voltage System going down in same circumstances as before - now just turn off system. Go do something else for a few minutes. Turn back on - all good. So far system has worked flawlessly in the air. Have downloaded Diagnostic Export & sent to Dynon USA. Hope to have something back from the experts next week😈

Found this- https://aerocircus.com.au/anr-upgrade-part-1/ https://aerocircus.com.au/anr-upgrade-part-2/ https://www.aircraftspruce.com.au/catalog/avpages/anrkit11-12165.php https://www.aircraftspruce.com.au/catalog/avpages/retrofit_kit.php

I have never advocated for ASIC to be "repealed". I would like it adjusted, so as not to be required by private pilots, wishing to access small rural airports , usually infrequently used by RPT aircraft,. Its not just about fuel, its also about access to amenities - bed for the night, food, etc. The fatalistic approach to having ineffective, illogical, legislation imposed on Australian private pilots, achieves absolutely nothing. Instead of passively giving in to this badly applied legislation (as is)- why not write to RAA formally requesting that ASIC modification be placed "on the books" and remain there until archived?.😈

Holbrook this weekend. Weather looks promising. All the signs are for a great fly-in.😈

I apologise if my frustration has been a tad obvious. One BIG POINT this is not "my complaint" it affects all private pilots, particularly those who wish to tour (as I do) in Australia. AND as an infringement, for no good reason, on all our civil liberties - the right not to be burdened/subject to unreasonably restriction is part of our law (constitution ? common law?). The impact of the unreasonable/ineffective ASIC, is on a very small percentage of the population, so will garner little interest from the politicians, media and the public at large. Of the latter, there is a common misconception, that people who fly for fun, are the rich elite, so little sympathy will come from that direction. The only hope is that RAA and similar organisation, will take up the good fight and have this stupid law rescinded.😈

You could go and get checked out in a similar aircraft - do a couple of extra hrs, some circuits/landings/stalls and give RAA another go😈

From limited experince - two aircraft. Unless you are unable or want someone else to do the test flying, you can do it yourself. It sounds like yout pilot has done the initial test - you can now take over (make sure you are listed on the RAA forms as one of the test pilots). RAA provide a detailed test schedule (download from website) that you can work through. My first test aircraft was one that I did a complete internal/external refurbishment on over 12 months. Unaware of the potential for disaster, I went ahead and did all the necessary flying to prove airworthiness and conformity with type performance (turned out to be a little better). Second & current aircraft - I purchased a well advanced plans built Sonex Legacy project. As the completer (took another 18 months) I am listed as the builder/manufacturer. I engaged a suitably RAA qualified Inspector, who saw the aircraft once, at near final assembly time. About this time I started looking for a test pilot. I had no idea it would be so difficult to find one. Lots of GA pilots willing to do the job but without an RAA Certificate (bureaucracy!) any test they performed would be invalid. Thinking I may get some help from the Inspector chappy , I contacted him, told him of my difficulty - he did not know of any RAA test pilots in the greater Sydney Basin area. At this, I said if I couldn't find anyone I would do the job myself - he immediately "dumped" me saying I would be stupid to do such a thing and he wanted no part of it. Great help! All's well that ends well - Not only did I find another Inspector, he would be happy to do the initial test flight. Other than issues with engine overheating he conducted the first successful 60 minute test including high speed taxi/hops & several landings and handed the aircraft back to me, with some rigging suggestions and the need to explore better cooling. My Son & I flew off the remaining test hours, adjusted control surfaces for straight & level and spent a long time trying to get engine oil/coolant temperatures under control, eventually succeeding.😈

The only correct answer to a forced landing, is one you survive. You were acting as PIC, made your decision, based on prior knowledge/experince (perhaps not of that beach) & chose what you felt was the best option - hope you got a pat on the back for that one😈

Congratulations. Looks like your green track was having a lot of fun. Dont know much about Jab engines however you may find that your 912 will idle faster in winter. You can live with that or adjust down. I do my winter/summer adjustment at the throttle quadrant (adjusts both carbs at the same time). If you forget to adjust up for summer, you may encounters the occasional engine stop, at or shortly after landing.😈

Coljones, Those of us who are financial members of RAA, have a reasonable expectation, that the organisation will represent the memberships aspirations and concerns, to whatever authority is deemed appropriate. RAA has done this with the aircraft Max weight increase and are in the process of achieving entry to CTA - good stuff for those who wish to take advantage of these changes.. If we expect this sort of representation, what is so hard/unreasonable about taking on ASIC, as it applies to private pilots wishing to access Security Controlled small regional airports? As for individuals approaching their parliamentary representative - "Snowflake's Chance in Hell" of getting any action through this mechanism -I didnt even get a reply to my letter to my member. Ennui reigns supreme 😈

I acknowledge that your can't be bothered approach, is in the majority - thats why nothing will be done! I am sad that neither you or your majority friends, care to even try to correct this wrong. All you have to do is put pressure on our representative body (RAA) to put this matter "in the book" & keep it there, until is satisfactorily resolved.😈

BurnieM, "They can of course then implement the bastard factor and refuse you permission to land and try to 'fine' you if you do." If the PIC declares an emergency, they can land whoever they choose - may be bit of a problem if the emergency found to be bogus. I agree with you - the market will decide what fees are acceptable. Unfortunatly there are owners who will try to extort as high a fee as possible, rather than what's reasonable, for the service provided and the ware/tare of their asset. A fee per ton with minimum charge, is not realy reflective of the ware/tare generated by a 600 kg RAA aircraft.😈