Pearo

I understand the implications, but there are better are far more effective ways to suppress arcing on switch contacts than a diode. Today I installed a very similar solenoid for an anchor winch in the yacht club boat. Also installed a solar regulator. Everytime I switch the solenoid on it resets the solar controller. Perhaps this is what is/was happening on the aircraft in question? Eitherway, a diode is not the correct fix, a proper snubber is. The snubber can include a diode, but the diode on its own serves no useful purpose unless is driven by a transistor. Oh, and BTW snubbers are still well utilised in modern electronics, especially where these is large instructors! Back to OP, when a diode fails, it almost always fails short circuit, so this explains a lot. IF you want to install a new one, then go for the highest voltage and decent current rating. From jacycar, a 1N5048 is what you want. When installing it, the band on the diode, the stripe or band goes to the positive side of the solenoid. Photo below shows silver band,

I need to ask a question here. Elec engineers used diodes on electromechanical devices such as solenoids to prevent back EMF destroying transistors and other sensitive electronics. If its just a plain old switch driving the solenoid then why the diode? You can't destroy a switch with back emf. If you are worried about switch arcing then a proper LC (inductor capacitor) snubber is far better solution.

I regularly fly through active mil airspace and its similar to Charlie airspace. Read ERSA for the finer details, but you call up clearance or what ever frequency is stated in ERSA to get your code (unless you have already have a code, in which case you will most likely be getting onward clearance organised by BNE or MEL Centre). You will either then get clearance or handed off to the approach/departure/tower controller for clearance depending on how busy they are or how the local procedures work. Worth noting, I am GA not RAAus, however I had an RPL with endorsements prior to my PPL. Also I dont fly RAAus aircraft, so perhaps someone can qualify the legalities of flying non VH registered aircraft in controlled airspace. The biggest gotcha for MIL airpsace is inactive becoming active. NOTAMS is useless for this and therefore you cant trust your EFB (Oz-Runways etc.). Always request the status from Brisbane Centre first. The key for transiting MIL airspace is the same as for Class C and D, that is refer to ERSA for details.

This is the only way to deal with it. They are scared of the ombudsman.

Between the plane and immigration you are still in Australia, and Australian laws apply. You are in Australia when you enter Australian airspace or Australian waters. There is a whole bunch of zones, and I am not sure what part it becomes our federal jurisdiction but our territorial waters are 12nm to sea from the Territorial Sea Baseline (TSB, not sure I got the words right). The Exclusive Economic Zone is 200nm from the TSB. EDIT: Just did a bit of reading: The laws apply from the Contiguous zone (CG) which is 24nm from the TSB.

Do you work on the basis that flying has no potential for a collision? Additional broadcasts are warranted when there is a potential risk of collision. For me personally, that is any area where aircraft converge, be that an airport, a lane of entry, a VFR route or any other area where there is frequent traffic be it in a CTAF area or not. Recommended broadcasts are exactly that, no where does it say "recommended but limited to", or if it does please point it out to me because I am unaware of it.

I am, because it happens. In fact one idiot once walked up to me and said "I dont bother using the radio" after he landed at Redcliffe. I walked away shaking my head. Positional Call, as per CAAP 166. Not also there that you should also make a call when there is a potential for a collision?? In fact it says if there is uncertainty, that you should make a call. This is not rocket science, its common sense and good airmanship.

People who refuse to use radios when they have them are half the reason we have over regulation. Society caters for idiots with law so they dont kill other people. Why is it so hard to make inbound and circuit calls? I often make position calls as well, only to have another aircraft pipe up in the same area on the radio. Its smart thing to do, and you can make short, concise broadcasts with out clogging up the radio (unlike a lot of idiots that I often hear at Caboolture who like to chat on CTAF about whats going on). If near misses keep happening, then don't be surprised if TCAS does eventually become regulation.

That is the dumbest argument I have heard in a long time. Aircraft dont fly on fixed 2d routes where you can expect traffic, and they generally fly a lot faster than your average vehicle as well. Also, what is wrong with the added safety of radio? I think it should be mandatory approaching and in the circuit. It helps paint a good picture of where people are. If I am flying into an airport where people are making the correct calls, I have a mental picture of what is going on, and how many aircraft are in the circuit. This also helps me decide on the best and safest way to join the circuit. For those of us who have the luxury of visual traffic information systems, you will know that even when you have the exact location of an aircraft getting a visual on them is sometimes near on impossible. You would also know that quite often the first warning you get is from the TIS, not from your own flawed vision. I can speak to anyone I know who flies with TIS and they all say the same thing, its amazing what you miss.

Planning. I was in that situation last Sunday, but I knew what was coming, I was constantly watching TAF's/ARFOR's and every move I made I had a back up plan. Each time I punched into the crap I had an out pre-planned, and I never pursed an option unless I was comfortable that I could get out. In this day an age there is no excuse for it, we are spoiled with technology such as iPads, naips online and ozrunways/avplan. And there is always a fall back and that is ATC. People seem scared to ask for assistance from ATC, yet it is my first call when I have issues. If you cant access the forecasts, they can.

I am going to Cambodia in January. I would love to catch up with this bloke if at all possible. Maybe we could sponsor a trip here to Aus and take him up in a light aircraft?

Its legal in GA, not sure about RAA though. From memory, you can also be in a paid position and fly a company aircraft on your PPL, however you cannot carry pax not employed by the company, nor can you carry fare paying pax or cargo. To confirm this I would have to go re-read the regs, but I recall it from Bob Taits classes.

Spewing, the plane I wanted to fly was booked out both Saturday and Sunday. Neither pilot that had it booked opted to fly, so it sat in the hanger all weekend. I can understand people bailing due to poor weather, but the weather was perfect on the weekend... So annoying.

That is what the AIP/SUP's are for Aeronautical Information Package (AIP) | Airservices (hope that link works, its from my account). I have always been taught to check them when flight planning.

What has made you a better pilot? Making mistakes but being diligent enough to learn from it, and being honest enough to talk about it with others.

The plane I was intending to fly up has been booked :( Next year...

Thanks. If I head up, I will depart first light and probably depart old station at 1400hrs.

Unfortunately I cant stay the Saturday night, wish I could. Next year I will lock it in though.

Is this worth going for the Saturday alone? I would have to depart before the airshow to get home before last light.

FWIW, I dont charge a single cent when anyone comes flying with me. Sometimes people buy me lunch, sometime people shout me a beer at the pub afterward, I don't expect anything. I am only going flying when I want too, not when someone else wants me too. What goes around comes around, Compensation may come in seeing someone enjoy flying, it may come in seeing someone else accomplish their dream of flying, I don't really care.

Wow, a person wants to go flying and all of a sudden it turns into a debate about if they can contribute to cost.... Those of us are licenced know the laws, how about we just encourage people into flying? If you dont know the laws then you should not be accepting payment period.

Happy to take you up anytime. I am based at YRED. Flick me a PM with mobile phone number and/or email.

Not a fan of AQ given some incidents I have witnessed there, but nonetheless given an RAA licence doing MPPC and RU in GA planes is going require getting checked in the GA aircraft first which will require additional training. BTW, is there any common RAA aircraft that have retractable gear? Hey Graham, how do I get involved in that 182 you fly!!!

For an owner/pilot the SE is probably safer than a twin anyway. You cant do I think for owner/pilots that don't fly frequently and don't train regularly than something like a pc12 or caravan is probably the safest option. The bonus is I think both are the only two singles that are charter IFR legal? Too many stories of Vmc stalls from very capable turboprop twins let along piston twins. How do the bis jets with engines on the fuselage handle during asymmetric operations? I am guessing there would still be considerable yaw? I am about to embark on the world of IMC in piston single, and to be honest I am not all that thrilled by the idea. I just want to be able to fly IFR, not interested in IMC...

The current 182 I am flying with Lycoming IO-540 was at about 2380 hours (on condition) when I took it up last week. Its running great. How many jabs and rotax's do that? But how many jabs and rotax's cost upward of $40k for a replacement engine? I have seen the lycoming 360 variants up there too. Horses for courses, this really is a silly debate. I love seeing personal opinion get in the way of solid facts.