jakej

Done !!!

Jake J

Bu99er! That will become the next sh!tfight.

Jake J

next it'll be your car trips ..

Don't laugh, there are airport owners charging some to have their aircraft in a hangar that they also pay rent for , just pray that councils don't get on the same bandwagon & charge you to have your car in your own garage

Jake J

There is another explanation to this accident, not nice or popular , but it is there

Which one ? All I see is a list of videos.

Jake J

How many RAAUS aircraft have fallen from the sky due bad maintenance? Are there any stats, or is this an imagined problem?I built my aircraft, and if there is something I'm not comfortable with, I seek help, or with the Rotax, send it away to be fixed.

Yet another hoop to jump through.

Jake J

I'm based at Aldinga so please make contact when you get here & we can discuss all things aviation .

Jake J

I should have qualified my statement as being for RAA aircraft only

I wouldn't be to critical of the Chinese instruments as a lot of the instruments are made in the same same factory these days but some have a special piece of paper attached.The problem with the cheaper variety is that if they are found to be faulty then it is cheaper to replace them than have them recalibrated. The small bearings and linkages that make up the instrument all wear and this is exasperated when the aircraft is mostly operated from grass or rough strips hence the reason to have them checked every two years. The electronic ones have their own set of problems that may be easier to recalibrate but I suspect will be more exspensive to do so. Testing is simple and really should be done at every hundred hourly

Jake J

Transponder not required for Class DCheers

 

John

Jake J

Sure is

Your right about ozrunways jake, I add info to nearly every strip I come into.

I believe it can be done with OzRunways on your iPad/Phone & everyone can see the info

Y

Hi Old K - you are mixing systems.Air services was going to give or heavily subsidize everybody new ADSB equipment rather than simply maintain -not upgrade- the NDB system. They offered a one time subsidy and along with the absolute statement that at some time in the near future the NDB system would be closed down and then all operators would have to go to ADSB (at their own cost if they don't take the offer now). In one of the admittedly few misjudgments that aviation consumer groups like AOPA have made along the way they bowed to pressure from the old grizzled pilots who loved their NDBs over new tangled gizmos the offer was rejected.

And now we are getting the first murmurings and official statements coming out of all aircraft having to have ADSB in the next couple of years - at our own cost just as predicted :-(

We'll be there minus plane, may be able to 'borrow' one - doing a 20 year rebuild & upgrade

Mrs learn't to fly there in the mid 70's.

These can be purchased from 'RS online'Cheers

Mike

Where are you in Mackay, I'm there at moment at Snap On doing a wiring job - maybe we can 'catch up' ?

Ok, phone call made, here are the definitive results --

ALL aircraft, VFR or IFR if registered (for the first time) on or after 6th Feb 2014 HAVE to have a MODE S Transponder fitted for ops in airspaces as mentioned in #37 above. Below E, the level varies so our 'limit' of 9500' is impacted in places, & in G (where most fly) below 10,000ft you DO NOT need a transponder fitted.

Also for VFR only & considering airspace as previous , your existing transponder can be used for a very long time providing it continues to pass the requirements of AD/RAD/47.

Hopefully this is clear enough, if not I'll post more if the need is there.

IF there was more reporting of SDR' s ( service difficulty reports) or defects then we could all be better informed & see any trends that develop. Anecdotally there are a huge numbers of problems with aircraft defects that go unreported IMO - years ago a Lame told me he wouldn't report a problem with my plane because his opinion was that they wouldn't do anything about it.

Again, IMO, this culture of not reporting issues has to change otherwise we'll continue to have the status quo. We need to know of potential problems so that we & the manufacturers can fix them, not find out through word of mouth.

It beggars belief that the aviation industry will put up with problems but the same people won't accept defects in their cars, at least there are consumer laws involved there. I believe manufacturers, of all sorts of things, will protest their innocence & try to escape the need to make good defects to save money - look at the apparent recent history where a car manufacturer denied strenuously that certain models only had problems overseas, then they got found out & surprise, surprise the problem is also in Oz too.

IMO it's all about money, how much they can make.

Problem is... every person has a different opinion on what is wrong with the Jab engine? So, what can we/they do to fix that? Start again?

In GA any serious airworthiness issues HAD to be reported & could result in an AD therefore requiring a fix - does this happen in RA Aus aircraft ? if not, why not ?

I'm really confused here re what has to be reported whether owner built or factory built, it seems to be 'muddy'.

Mark

Thought the repeater was out - at least I hoped it wasn't my radios. I'll add my thanks to you for setting up the system, keep up the good work

VERY loosley stated; Ferrite beads are used too smooth current fluctuations and capacitors smooth voltage fluctuations, the latter being more hazardous to radios etc. As an apprentice I was often installing car radios and we would use a capacitor across the points to limit the voltage spikes and often wind the radios power lead around a ferrite rod to stop hash (alternator whine) getting into the radio. (through the power lead). Each has its place. It can make interesting reading on those days when the weather is rubbish for flying and you are barred from the pub.

Hi Jake,Your observations are correct, however seeing as the whole point of having a transponder is to unlock airspace, a mode c installation post 6th Feb 14 will not be eligible for the places you would most likely use it (like class e). Also to note is that my radio LAME even mentioned that the avionics workshop he uses even questions whether they will be allowed to legally repair existing installations. I would be surprised if any radio LAME's would certify any mode c txpr installs post feb 14. It appears to be designed as a mode s upgrade by attrition. When your mode c unit fails a rad47 chk you may be faced with little choice but to upgrade to mode s. For someone with a gtx327 or similar the chances are it will run for many years however this rule will probably flush out all the older units that use an internal cavity to set the frequency as they are prone to drifting off frequency over time. Given all this I still stand by my original statement which when amplified says all new aircraft and transponder installs post 6 Feb 2014 must be mode s.

Note also that my post here is meant for most of our fellow RA licenced pilots with RA Registered aircraft - most pilots will be VFR anyway & will not be affected by the new rules IF they don't go into the designated airspaces as I've mentioned.

There have been new Tranponder testing requirements for a while now with the 'specs' for testing tightened up with avionics shops, by default, having to buy new equipment to meet the standards. Many mode C type transponders (fitted with cavity oscillators) ie early Garmin GTX 320, Narco, King etc may/will/have not passed the more rigorous tests which will result in replacement BUT the digital units eg Garmin GTX 327, Apollo SL70 etc (basically any made using surface mount technology) will most likely keep going for a few years yet so will be available at a cheap price on the used market for those owners mentioned in the para above. Just thought I'd add all this to spell it out for the benefit of others.

As stated previously I'll contact the right guy in CASA & Airservices, probably tomorrow, & advise the results - good to be 100% sure on this

JakeI like the rotax manual it says we recommend a 22,000 uf cap put there but they dont supply it. I have seen quite a few rotax installs without it...it also protects the regulator if you turn off the master before the mags...apparently you can take out the regulator easily if you dont have the cap there

The 'cap' is an item I use on every permanent magnet alternator for the reasons explained earlier, gets rid of the patchwork of ferrites that some people use as some don't understand the 'issues'

On another topic - did you have some issues with the radio re transmission unit a couple of weeks or so ago, I tried to use it but the reception back was poor? However I was just west of Gympie at the time but as I don't know the exact location of your system I wasn't sure if I was too far away.

Probably means an Electrolytic Capacitor which should be on the bus output wire from the regulator, that will clean up the dirty ripple current fromm the alternator & make life better for radio ops - all the Rotax engines have them ,usually but it's probably about penny pinching in some cases:oops:

I believe some have known about that for a while but would not say anything for fear of being howled down or maybe losing factory support - only a supposition & guess on my part

Mark,

Spot on

What surprises me also is that most of the RA aircraft do not have any spike protection on the starter solenoid (only needs a simple 1N 5400 diode), & in the case of Jabbys especially, do not have a battery master solenoid as well:scratching head: