Pearo

Forgot to mention , back emf actually can contain a lot of enegy ( lenz's law ) this energy eventually disappates as heat eg forms a arc at a switch contact thus repeated concentrated heating at the contact melts the contact surface ..... hence burnt contacts. We have all seen them The back emf is formed due to the system attemping to maintain a steady state , ie keep current flowing in the solenoid coil . Additional LC snubbers were often used before solid state devices were rugged enough to do the job . Diodes do a good job but they must be fitted as close as physically possible to the solenoid which is the source generating the back emf. , any wiring to the diode must be as short a possible .

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.

Easy fixed mate call the omnbudsman and tell them the issue also tell them you have written to Telstra already and want them to followup on your behalf easy!

Ok, question about when you arrive in a new country:Or, say you are coming into Oz (not a resident) and not yet completed immigration.

 

My question is when are you "in" Australia?

 

I'm guessing after going through immigration.

 

Ok, so what is the area between the plane and the other side of immigration called?

 

Who's rules (country) apply?

 

Some bloke was yabbing on about it and how it is "wrong" that as you are not in Oz, that Oz rules are applied.

 

Who's rules should be applied?

 

Thanks in advance.

EDIT: Just did a bit of reading: The laws apply from the Contiguous zone (CG) which is 24nm from the TSB.

So you work on the basis that flying creates potential for a collision

rather than stick to the recommended broadcasts? Additional broadcasts would only be warranted should another aircraft make a routine broadcast and you determine their flight path could create a conflict. "It's not rocket science"

I don't think anyone here has suggested that planes that have radios ............... are not used ?

Making inbound and joining circuit calls are recommended, what is a position call? I can't seem to "position calls" in CAAP 166, AIP or the CARs.

Well with logic like that why not make it mandatory for all of us to have a tcas? That would be even more effective than just a radio and wouldn't have the hassle of doofus getting the wrong frequency.

Anyway that was just a sarcastic comment pointing out the fact that further regulation is not always the answer.

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.

Do you think all cars be required to be fitted with two way Comms and make calls approaching intersections or when changing lanes?

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.

It is the most repeated fatal, but there is precious little information supplied by CASA to learn from other than broad-based statements. I started a thread on this site hoping people could come forward with better ways to identify Met conditions which might trap a pilot, but very little information has come forward.We can certainly learn not to fly with less than the legal distance from cloud, but what happens when the weather closes in behind and around you?

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?

while on legalities .If I wanted to put my tools of trade into my RAA or GA experimental aeroplane , and fly out to old mate out back .

Do some plastering and not deduct the cost of the flight for tax purposes , would this be legal?

 

I believe that you cannot use the aircraft for reward , but can you use it to get you to a place where you get the "reward"

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.

Speaking of Restricted Areas, I see that the 'temporary' Romeo zones to the west of Willy have finally made it onto the charts.I think it's been a couple of years now that they've been in force but not indicated on any charts.

 

Whenever I've been listening to Area (125.7) the controllers seemed to be forever chasing errant aviators out of those spaces.

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...

Yes fly up. I'd recommend you plan to be taxing for your departure 15 minutes before 1500 hours as they will close of the runway and air for the air show; however confirm this with the marshalling people. If you can only visit for the day plan to fly up as early as possible. I'm certain you will not be disappointed with the visit, plenty to see and do. Its a premiere fly-in up this way. Cu there?? RegardsMike

Even if you can't stay for the show there is plenty to see & lots of flyers to catch up with. Last year by the time of the show we had over 200 aircraft on the ground, 70 of those were there Friday night.The timing of the show is really set around getting people to stay for the saturday night, that is what I would recommend if you can make that work.

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!!!

Am aware of reliability have thousands of hrs behind PT 6's & recip' it's just in a singular installation is simply not for me

1.  
   You are right there, mishandled is the key word. Every crash that has ever been is from human error of some kind. The latest Essendon crash still haunts me
    
    
   

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.