RFguy

OK, is a lead acid battery, not any sort of ltihium battery ? anyway, the DCDC converter needs to be found and removed (it will run avionics so it wil need ot be bypassed) Be sure to look in the log maintenance books to find out WHY it was installed, is a good idea first. But it is absolutely NOT required.

Pretty sure you have a DCDC converter in there, that does not need to be in there... could be some of the trouble, Highly unusual to have the voltage fixed like that, if the voltage aint varying, you have a DCDC conv in there and it should be removed, the system does NOT need it. Where did this aircraft come from ? IE non direct from factory I guess

Mike said - "Have you worked through this section of the Jabiru manual 'Radio Frequency (RF) Noise Reduction'?" footnote- I dont think that's useful at this point, but a good point for folk without access to me.

AND.... further more- where is your voltage monitor source from- that sounds like it is connected to a DCDC converter somewhere !!! The DCDC converter will usually take varying voltage and convert to a constant voltage. I smell a rat !! I smell a noisy DCDC converter rat !!

1000 rpm 14.4 is suspect high. a Jabiru does not charge below 1200-1500 RPM. I would expect < 13.2 unless it has been on charge. A rat is smelt. With all avionics on and 1000 RPM, I would expect < 13.5. New engine- remind me , what engine ? what sort of battery ??? Was 14.4 with avionics on , landing light on ? Doesnt seem usual behaviour,

and when you say , new regulator- new since new radio ?

A few good ideas by others, but Jabiru engines norrmally dont have too many problems.... hence I'm looking for a fault, or something specific to your installation. A DC DC convertor is not a noise suppressor. DCDC converters are more are noise generators... I do not think your problem has anything to do with the 12V bus noise UNLESS you have a sick alternator regulator... (which I have seen and do the same thing) Still need this info : WHAT is the 12V bus voltage at 1000RPM, 1500 , 2000, and 2300RPM ????

and a fire in a composite plane is no good... I'm surprised if a well maintained aircraft would catch fire in flight. (not really saying much, I think we'd all be surprised if our aircraft caught fire). The 120 kts to the ground though isnt all that fast in controlled flight for that aircraft . So I dunno about a fire.....would have though pilot would adopt the inflight fire suggestion in the POH. (which is get down as fast as possible) . So I am discounting a fire in probability. and that the aircraft looks like it was in one piece when it 'landed' vertically.

mini is a bit small I think (and also there is a minimum size permitted by CASA) FWIW : I find the Galaxy TAB A8 is entirely sufficient (performance) and 64GB built in is plenty for all maps etc

I'd buy a Cirrus if I could....(except for lack of payload/baggage ) - the BRS - Would solve the flight at night over in hospitable terrain issue without needing a twin and all the complications that go with a twin.... But.. engine kill needs to be mandatory with chute deployment. Maybe it already does that. A few 182s have BRS installed. Not a bad fit.... The Cirrus SR20 is a inexpensive plane per mile (after you've paid for it) - backed off, 238mL/nm at 135TAS... (My Archer is 260mL/nm at 120TAS @ 11k') But, baggage capacity, for me is a bit of a not starter. 130lbs max. and a puny baggage door. My Archer is a load hauler , 200 lbs in the back...plus what I can fit when rear seats are removed (another 300 lbs) . (cant easily do either in the Cirrus) . My next plane is an Arrow4.

yeah, all my cross country work a couple of years ago (Rob Glenn) I had to establish and verify outbound track within a few nm, (which I would have from map track) then establish a short time later , determine drift - what the actual wind was compared to the forecast wind , and then update my wizz wheel wind vector calc , rub out that wind dot, , and then do that again 30 min later.. again and again, and over that time, updating my ground speed and heading from time speed distance en route. It was quite a busy time. (and then a diversion would be thrown in) I think all 'old school' people did it this way, it is how I was taught. I think this only happens when taught private, rather than mass flying schools these days.

Mine is a Galaxy Tab A8. WIFI. For the most part, I am satisfied with the app on Android. It's not perfect. but Ozrunways is cheap. (I have the IFR version) . There are a few bugs, for sure, but on reporting them, that get ironed out fairly quickly- they're responsive. I have my tablet talk to my skyecho on the wifi. If you want continuous cellular access (which I dont use), you need the 4G version. (because you cant wifi to your mobile hotspot phone + Skyecho at the same time) I just download everything that is possible and leave it on it. I hotspot the tablet from the mobile phone to get TAF and METAR updates on the tablet if I need them, but for the most part I use NAIPS directly for my flying data, and I talk to ATC en route... I do submit flight plans from the Ozrunways on the tablet while I am hotspotting from my phone. that all works fine. .

I am pretty happy , on balance, with my new $370 Samsung + Oz runways

I used to fly regularly in a mate's SR20. He told me that no matter who the passenger or age, he made sure they knew when to and how to deploy the CAPS (chute) . If they were too small to pull it, then they didnt fly...

ferrous objects or magnetic field generators (DC carrying wires() influence the local magnetic field, and give it a different shape. In absence of interference, the earth's magnetic field look appears homogonous and without deviation in the local region. Consider the fields around a bar magnet in a bath of iron filings in suspension. In absence of the bar magnet, they will all line themselves up inside the tank identically. the whole tank will be same. If you introduce a tiny bar magnet into the solution, it will introduce the shaped fields and reorientate the particles in the classic bar magnetic shape. The bar magnetic field will vectorially add to the static (earth) field. Pick a 3d spot in the tank. Now, if you rotate the tank 90 degrees, you'll find the point you chose in the tank , the vectors of the earth's field are now 90 deg to the previous influence, and the new resultant vector will be different. If you had two vectors 1< 0 (earth's magnetic field) and 0.707<45 (bar nagnet) , the vector result is 1.58 < 18...... now if we rotate the tank 90 deg CCW so that we have 1< 90 and still 0.707<45 (bar magnet) , the new vector result is 1.58< 71deg . quite different angles ! IE the earths field was at 0 deg to start with. we introduced the magnet to the tank . now it reads 18 degrees. OK, so if you 'simply' subtract 18 from the compass, you get 0 deg OK, but rotate the tank and now the compass reads 71 degrees. if you are still subtracting 18 degrees, now the compass reads (71-18 = 53deg) instead of what it should read (=90 because you rotated the tank and compass 90) . so single point corrections do not work.

It's not the calibration of the magnetometer that is required. Just like a (wet) compass doesnt need calibration- It is COMPENSATION that is required - due to iron, electrical currents, ferrous metal etc. A wet comipass and solid state magnetometer are affected precisely the same way.

I think the only thing that will come out of this in wreckage is whether the rocket in the BRS got triggered, or not. Air services might also have access to might higher time resolution data than presented on flightradar / flightaware.

mmmm. I was involved in the compass swinging for my GA plane a couple of weeks ago, 8 points, couple of times, all within 2 deg, generally 1, there are compensation screws for this to pull it in. Was done on the grass region since pipes, reo etc are all trouble. however! The magnetometer devices in the EFIS etc can be compensated / calibrated with a curve fit, or an interpolated look up table , pretty damn well. However they do need at least 8 points to be on the money if they are to work in any aircraft. And they'll still be sensitive to current flowing in wires in the instrument panel. Most certified EFIS systems required 12 points, which ensures they get plenty of datapoints. The mags in most of the EFIS both internal and external magnetometers are 3D, ((three magnetometers XYZ) so they can work in any orientation. Skippy, if your EFIS only requires 4 points for cal, then the performance is likely bollocks and wouldn't meet a Part91 certified aircraft requirement. But probably, in these days of GPS, PLENTY good enough en-route nav IF it is NOT your primary heading means.

I always get my info from NAIPS directly. Why - ?- because oz runways (android , anyway) sometimes doesn't show updates. It absolutely cannot be relied upon... They are aware of this and are fixing it at the moment. From a software developer perspective, the sorts of bugs I see, means it is not to be trusted. Anyway, it is a very sad outcome for an aircraft with a parachute.

any idea how to access the GAF and NOTAM archives ? You dont depart canberra without talking to ATC on several occassions , would they have had something to say ?

good catch that Chris on the 3600' decent, --but given the reported speed was a long way below the Va, a sudden and extreme control input would only cause a stall. The weak point in the data we have here is that 1) we only have ground speed, 2) The data is sparse in the time domain, relative the the rate of the events. Maybe he was flying 140 indicated and only 110 ish ground.

Hi Mark, I would think unlikely to be structural failure, at least not the first cause, Va is 133 kts and Vchute is 133 kts. Maybe icingand or flight into IMC, then LOC, and too fast for the chute to be pulled. It was very moist at altitude in that region. yesterday, there were thick and dark cumulus allover that region. But given 3 kids lost their lives in an aircraft that should have been very safe, I am hesitant to speculate much further. We'll need to read about it.... As a parent I can only just imagine what the nightmare must be for others....\ Coming back- RAAUS go on about 'flying is so safe , a pilot in everyhouse' which I think is bollocks, flying is inherently hazardous.

https://www.flightaware.com/live/flight/VHMSF/history/20231006/0330Z/YSCB/YARM/tracklog Many permutations and combinations : Pilot incapacitation ? Flight into IMC and rated / IMC current ? (they all have autopilots) In flight fire ? Parachute not successfully deployed (too fast?) Structural breakup (flying over Va in severe turb) ? Va is 133 kts for at least one SR22 I POHed. at 3400 lbs. That's ~ 127kts at my estimated weight. Stall clean is about 70 kts. autopilot disengages in severe turb.... so if you are in IMC AND severe turbulence, that's a non autopilot combo. https://jasonblair.net/wp-content/uploads/2015/06/Cirrus-SR22-POH.pdf

I think MGL is always a good option, they do listen to their customers, also. Maybe can take a look but we're along way from that yet, lots of things still to check. My guess is vibration related. Oh, BTW though WHAT is the 12V bus voltage at 1000RPM, 1500 , 2000, and 2300RPM ???? I've seen a regulator putting out excessive voltages causing voltage spike protectors start to act and putting lots of noise on the 12V...

Nice airport, good tiedown points (lots of them), nice aero club people. Did my usual 120KTAS each way@ 31.5 lph.... Rex was changing a turbine in a saab in the hot sun.....