skippydiesel

Have just "paired" my SkyEcho 2 with my iPad mini - almost no problems. Almost: Initially the two devices would not communicate. Found the 'FIX" on another Forum - Switch iPad to Aeroplane Mode. All good after this. Dont forget to switch off Airplane Mode. This Forum conversation has been very informative - my thanks to all. May be a few days before I can "test" in aircraft - weather not the greatest.😈

Thanks for the "heads up" Bosi72. I fly a Sonex - pretty tight. Only cockpit ventilation, two eyeball vents.😈

My big plan is to tour in my aircraft - having a device that may require a 240V wall charger, to bring it up to speed, may be problematic from time to time. All my other electronic gizmos, can be charged in the aircraft. Wish I had known this before I made the purchase - such is life!😈

My aircraft USB ports (x2) claim to have 2.7 amp output. No mention of QC3 Hmmm! Not a great feature for a device that by definition, must be in sunlight.

Hi kgwilson, Yes , I had planned to use Velcro (my glare shield has a looped pile carpet like covering). "......as the antenna is at the top." I understand that the antenna is at one end (lights) of the SkyView "box" - but I would have thought an uninterrupted "view" of sky above, aproximately 240 degree horizontal and probably similar side to side view would have delivered a more panoramic surveillance of aircraft direction of travel & on each side.

Just acquired a SkyView. Reading Mounting instructions - "SkyEcho 2 should be placed vertically orientated on an aircraft window with the optional suction cup mount with line of sight and visibility in the direction of travel and to the sky for the internal GPS. Installation location can significantly impact the receive and transmit range of the device." I have a Sonex, all metal aircraft, including glare shield, which could "shield" the "view" of the SkyView, if mounted as per above instructions. I would like to mount the SkyView unit; On its back (horizontal) - to minimise interruption of pilot view forward Central on my "glare shield - nice & symmetrical This will give the unit an uninterrupted view of the sky up, forward, fair back & both sides. Anyone tried this? If so what if any was the impact on the units IN/Out performance?

You are possibly correct, in your assumption of little/nil change tank full/empty BUT in this case (aircraft W&B) you should not assume, it could be dangerous. The data on your aircraft should be in your Pilot's Operating Handbook (POH). If not, could be on the maker's web site, or contact the manufacturer for the info, or Google its specifications. If you have OzRunways, there is a section (Settings-Aircraft- W&B) where you can load all your W&B data. Then in flight planning , you go to W&B, put in your load weight & its distribution - the attached chart will then show you in/out of balance. If out of balance (or overloeded) you can then adjust location/quantities to get back in W&B.

Rarely! It's just human nature - the very experince that, say an ATPL holder has (lots of very specific training in type(s)/systems/crew resourcing/etc) the more likly they are to have difficulty undoing strongly established/ingrained reactions/expectations.😈

Should be good for an easy 3 .5 hrs endurance plus .5 hr reserve. Dont know what your cruise speed is however at 100 knots, thats 350 NM (648 km) in still air. In general, the outboard motor tanks, I have seen, are the wrong shape and are relativly heavy. If your existing duration/range is not enough, I think it likly that an aluminium auxiliary tank could be fitted behind the seat, subject to W&B. Shape of tank can be used to bring weight close to back of seats or as a raised floor in baggage area. Easy to rig up an inflight fuel transfer system (had one on my last aircraft)

I can't imagine carrying extra fuel, in cans/bladder, is illegal, unwise? perhapes. Aircraft have been flown across the Pacific with ferry tanks/bladders many times. Of course there may be negative insurance implications if a claim is lodged.

Transitioning from Commercial (ATPL), Military & GA to RAA may take, even the most experienced pilot, more than the 5 hrs allotted.

I think I read somewhere, that a part full closed petrol container, will vaporise just enough fuel to fill the available space. If it then heats up, the pressure within will rise & it will bulge a (plastic) container.😈

So far, I think we all agree that carrying fuel, in 20L fuel bladders, in the aircraft, is not a first choice idea. I guess fetching just the right amount of fuel, from the servo, is always the goal, however I would rather err on the side of full tanks on TO, than under estimate. So as I pointed out, it's conceivable that when on an away from base/home trip, the bladders used to fetch/refuel the aircraft, may not be completely emptied into the aircraft tanks. Your practical options are limited: Donate the remaining fuel to some deserving individual. Carry the remaining fuel in the cockpit (most small aircraft do not have a separate baggage locker). Waste the fuel (don't much go for this). On plastic "jerry" cans: My experince with Bunnings Aerospace plastic "jerry" cans, now about 8 years old, is good. So far; no splits, they don't leak and I don't carry/store them where fuel smells may impact on me. I do not store them in direct sunlight but they must get pretty hot at times in the back of my covered ute. Full containers, do not distort as much as part full, under the influence of diurnal temperature change. When I empty a container, I try to remember to press in the sides and tighten the cap at the same time , creating a small vacuum. This seems to help maintain the original shape, as opposed to the bulging/distortion which can occur 😈

Hi FV, May is still a long way off. Any chance you may repeat this notice a few times?? .😈

" I can recall seeing a video of a full bladder being drop tested onto concrete from something like 30m from memory, so they are pretty tough. " I know that TurtlePac, Qld, were testing a lot of their bladders this way. I had a conducted tour of their facility some years back - very impressed! Dont know who the manufacturer, of the two I have is. They look the same as the ones from SkyShop and I may have purchased them from the same about 10 years ago.😈

Hi rgmwa, Like you, I have no intention to carry fuel, in the aircraft, in the foldable bladder style BUT am interested in your experince/observations when you, on occasion, did; My interest is on the effect of reducing atmospheric pressure on a FULL & Part FULL bladder. The reason for the question is, if I carry say 40 litres (2x bladders) from the servo and say use only 10 L out of one, leaving a full & 1/2 full. Then stow the two bladders in the aircraft and climb to 9500 ft - will all be okay or will one/both bladder(s) be affected to the point of rupturing???? 😈

Wow!! I guess SkyShop isn't making a financial killing on this product. Is there no long distance flier out there, with experince in this/similar product/system???? It may be better, from a handling/weight perspective, to go with the 20L foldable bladders: At $149.50 they are cheaper/liter capacity, than the bladder/ferry tank.. Are they safe to carry fuel in cockpit or are they just for getting fuel to the aircraft from service station?😈

Hi All, Anyone have any experience with this recently advertised SkyShop fuel bladder:   Fuel Bladder 65 Litre Specially designed for temporary storage fuel, Diesel, avgas, Petrol, chemicals and other liquids. $265 Click here for info or to order Probably made by TurtlePac, Qld. In my case it would have to sit on the passenger seat, but wondering how its filled ??- 65L of fuel is awful heavy to pick up & filling in situ may result in a fuel spill in the cockpit😈

All good choices/strategy, perhaps with the exception of the overpriced battery. I have used motorcycle batteries for years. Found them to be reliable, cost effective and often more CCA's per kg (better starting) than the Odyssey range.SSB is my favorite brand for automotive batteries.

Moneybox, I fitted my last aircraft, an ATEC Zephyr, with small, highway tread trailer tyres (rated, to I think, 120kph), from memory 6 ply, about the size of a wheelbarrow tyre. I know you already have the tyres, I am using the above as an example. I never found a substitute for the nose wheel tyre. I did find an Australian tyre importer, who was a lot cheaper than purchasing the same tyre from the aircraft factory. Do your research and use the abundances of experince/common sense you have developed over a lifetime. Go OM where safety is critical, the rest can be what you are able to find in Au.

Its like this; I am trying to keep up with all you LOADED $$$$ BIG BOYS, with very deep pockets, on a fixed income. Besides that, I get satisfaction from finding the best bang for the buck and passing my finding/experience on, to you lucky devils, in The Forum.😈

Being an electronic neophyte, I shouldn't comment however even I understand that the signals generated and appearing, on whatever electronic device you have, are not in real time. Those who rely on these sorts of systems for separation, may get into real trouble (The Oaks incident?). In small VFR aircraft, you can't beat the radio for situational awareness, followed by the dodgy MK1 eyeball. In my mind, there is a real danger that pilots will get sucked in by the computer screen ,not communicate & look outside the cockpit.

I read this, to say BrendAn has the information. Not an observation on how it may be derived.

What information have you got? I think the investigators were still on site Wednesday possibly also yesterday.

There is a witness, a child (age?) who supposedly saw a wing tip to wing tip contact, between the two aircraft. The relative location of the two crash sites, would suggest, if the child is correct, the aircraft may have been traveling in opposite directions.