jakej

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:

OK,OK I'll bite & hopefully give some more informed detail to dispel some of the myths & misconceptions re Mode S & ADS- B. my input is only to help, not inflame so please don't take offence Mode S is needed for ADS-B - can't have one without the other The easier one first - ADS-B (out) - unless the plane is going IFR AND has a Navigator like Garmin 430W, GTN (ie TSO 146) etc , AND HAS a Mode S (with ES = Extended Squitter) Transponder, this requirement WILL NOT apply. End of story Mode S Transponder - in the case of VFR only aircraft. This document says it all http://www.comlaw.gov.au/Details/F2012L01739/Download however Para 9 has more relevant detail. Basically, as I read it (I will contact the 'man' at Airservices on Monday to clarify), this is the situation - If you replace your existing Transponder, on or after 6th Feb next year, or your aircraft is first registered after that date you will ned a Mode S type BUT only if operating, for our purposes, in C or E airspace or above 10,000 ft in Class G. To simplify - if you go into C airspace eg SY or ML etc, then you will need Mode S. However if you go into Class D ie Bankstown, Parafield or Moorabbin etc then you DO NOT need Mode S. to recap - forget about ADS-B for VFR aircraft, there is no requirement despite the input from some well meaning 'experts' on forums. Also ADS-B is totally different to Traffic aareness from products like Zaon, it picks up ome Transponder output from other aircraft only. From my experience I'd rather 'look out the window' as there are too many not bothering to turn on their transponders, mark one eyeball is safer IMO - like radio calls, how do you really know if the message is getting out - better to look as well IMO:cheers:. Mode S Transponder - if you want one or have to install one as per above then please -- 1. Do not connect a non TSO'd 145/146 Gps to it - it won't work and creates issues that you don't want to know about. 2. Buy the ES version to future proof the install, do not buy any other type 3. Get the Hex Code, in the case of RA Aus from the Registrar of Aircraft (CASA) or from the RA Aus office ( I think they organise this now but I could be wrong) the Hex code has to be entered into the Transponder menu for it to work. 4. The Transponder installation will have to be tested IAW AD/RAD/47 (this applies to ALL Transponders fitted) by a professional with the correct test equipment. 5. Do Not turn the power on or use the Mode S unit until it has been tested. For those that are not aware there is a possible penalty by CASA of 100 points for aircraft that don't have the AD complied with, just saying as I'm figuring that some surveillance may be done after the new reg comes int effect. If you are buying a new Mode S Transponder then a cost effective option for Dynon Skyview owners is the Dynon unit, made by Trig for approx $us1800 (even better value than a Mode C type) or the Trig TT21 panel mount at approx $us2200 however the Garmin GTX330 is approx $us3900, go figure. Hopefully this is useful to you & if I find that I've written something incorrect I'll fix that mistake. Jake J

I I'd check the facts before making a blanket statement like that Jake J

Ballpoint Not quite correct CASA issue binary codes with all GA aircraft which you then covert to a Hexidecimal combination of numbers & letters, total of 6 !! RA aircraft have the Hexidecimal code issued on request. FYI The Dynon & Trig mode S transponders are approx the same cost as a mode C unit & will ' future proof' the aircraft. Interesting to note that all the transponders I've installed in the last 18 months, GA & RA, are mode S. Jake J

OME We're talking RAA & experimental here -the Altimeter topic was bought up ages ago, no one seems to care as long as they're cheap many will continue to buy them & whinge when they prematurely fail

Rick You conveniently missed my point ....... I agree with airport charges if appropriate, for ALL users - I had asked the question in the past about why isn't a landing fee applied (for everyone) instead of 'hitting up' the captive few.

You won't close ADG because the people who have a vested interest need somewhere to park their twins and hired aircraft, interesting to see the number of vacant hangar (ie no aircraft in them) spots. I have no issue with paying a landing fee, actually prefer that - I personally built & owned the 2nd largest hangar at YSCB so don't lecture me about costs as I had to pay solicitors & valuers every 2 years (rent review) to 'put a lid' on the exhorbitant rates they wanted. I'm led to believe the hangar cost is around $1000 per month now .When the airport was privatised the rates went up 100% overnight. My 'whinge' is the inequitable way it's done at ADG because they are too lazy to collect landing fees so they make aircraft owner tenants pay & everyone else gets off scott free. Hangar owners pay half that amount. Charge what you think you need to but it's unfair to charge a minority & the majority pay nothing as they can come & go as often as they like without paying a cent.

P500 Gee that's cheap, at Aldinga they charge $803 per year now for an "airfield maintenance fee" - cleverly not called a landing fee, so if you want somewhere to land FREE you can there. It's only 'captive' aircraft that pay. Interestingly boats, heaps of cars, motorbikes, caravans & those wanting to store anything don't pay - must be a consumer law being busted here, will have to check it out.

I was there What a great event, in addition to catching up with friends the Sat evening dinner was on our 'not to be missed' list, we weren't disappointed. We have been to many Fly In events over the years however this one had a real good friendly 'feel' to it, you guys at Loxton rock !! Jake Jansen

An observation - I wonder how many 'qualified professionals' would pass the MPC ? & why aren't they now required to do it too ? Maybe the uproar would make CASA re evaluate, on second thoughts I must be dreaming:im stupid:

Didn't they have a few gear up issues partly because of the gear switch being located near the flap switch ?

I believe it's being considered like the FAA is doing, we can only hope. Reminds me of the ADSB discussions years ago when it was mooted that handheld units would/could be approved but then it became political I think. Now with the Ipad & Ozrunways situation & FAA's draft TSO 199 document, there could be a much better chance of other units (handheld/portable etc) being approved too hopefully.

"CASA has no interest in it, not being TSO approved." David, Are you sure ?? There are some there talking about TSO 199 http://www.faa.gov/aircraft/draft_docs/tso/ Jake J

Yeah, you had me worried for a minute, I do this work for a living & thought something had changed yet again

here we go from the document I have "carriage of a Transponder (Mode s or Mode A/C for flight in Class D airspace from February 2014" underline is my emphasis NO specific reference to RA Aus registered or GA aircraft (just indicated all aircraft) and further info -- " existing exemptions for aircraft that cannot power a transponder will continue to apply". If you have any other definitive info then I'd like to hear it because that would indicate confusion within the regulatory ranks, then all bets are off - that situation wouldn't surprise me PM me if you like.

A 'heads up' - CASA had notified of an NPRM (was mooted for fitment by Feb 2014) for fitment of Transponders (mode S or C ) for Class D airspace - this may now be later than that IMO however it's better to be forewarned in case your panel needs space for one. There are some remote mount units on the market too if panel space is an issue.

Andy, look at it another way - tires are shock absorbers too, the 10 ply have buggar all 'give'.

FWIW - 6 ply tires work good IF the tread rubber thickness is substantial enough. The factory supplied 6 ply tyres in our plane wore out early however changing to Flight Custom III (6 ply) has resulted in only 1 other replacement in 1950 hrs & no punctures despite going to places like Pinnaroo with all the 3 cornered jacks there. Someone can correct me here but I think the 'plies' are only referenced to sidewalls (you don't normally get punctures there) & tread depth & rubber quality has much more effect at preventing them. My guess is 10 ply is way overkill & probably makes the touchdown much harder than necessary on the airframe.

Phil aarh yes, but we have a 'test schedule' to follow which allows you to find out the 'performance of your plane. IMO the LAA has TOO MUCH control over what you guys do & they have prevented IFR in homebuilts as well & charge heaps of fees etc & you have to go through their approval process anytime you want to do a mod. An example of how much out of control they are was the case of an RV owner who was required to get engineering justification from DYNON re the Auto Pilot install brackets. Talking of IFR, my Glasair was built under 101.28 (certified, but I was not allowed to sign off the maintenace release annually) & flew for 10 + years (including 2 'big' trips over water to NZ etc). Then I changed it to Experimental category, plane doesn't know the difference & is still IFR. Why is is so difficult for the LAA to allow IFR there especially given the high numbers of VFR aircraft having CFIT fatalities ? With regards to test flights as NEV said earlier, it IS about ATTITUDE which covers just about everything. We don't need more regulation but just for pilots to think seriously of whether they are really up to the task of flying a generally high performance, low inertia, extremely responsive (adepending on aircraft type) aircraft that they haven't flown before. From my observation most pilots are too emotionally (& financially) involved with their plane to be able to make cool calculated decisions on their first flight. From what I've heard in the USA a lot of builders conider it much smarter for someone else to do the first flight, whereas some here probably think they'd be called a wuss if they didn't test fly. Go figure. We don't need more regulation & just use our head more rather than our heart . Off soapbox now

Yenn You have the right attitude however you are also probably better prepared/capable given that you fly the Corby - what worries me are those who haven't flown anything other than GA or airlines, IMO they are, generally, not ready for the handling & performance characteristics of a 'sport' aircraft.

some info -- most 'experimental' (I hate that word BTW) aircraft are not 101.28 & both categories are VH registered. There are only approx 320 aircraft built & flying under the 101.28 rules. Mine was 1 of them but after 10+ years I changed it to 'experimental' - plane doesn't know the difference & after 1954 hrs it's still good without owner/pilot induced issues. As Nev says (I think) it's more to do with recency/experience IMO too. Then there are some who insist they do the test flight although they don't have any experience on type, why ?

Ian, I don't see the need portable Gps's disappearing for a while despite iPad use & Gps 'pucks' as used by Dynon. 1. Portable is useful for other purposes, is a backup for an onboard EFIS & if OZRunways or iPad fails then you have another Gps source & 2. A Gps is needed for all aftermarket Autopilots & Fuel flow systems like the JPI FS450. Jake

and . look more weather beaten too:roflmao: