Bosi72

BUMHOF on Downwind PUFT on Final

https://www.atsb.gov.au/publications/investigation_reports/2024/report/ao-2024-054 The report says APN had a Mode A+C transponder, which does not transmit GPS data, hence not visible to ADSB IN receivers; however, Mode A+C is visible to ATC. Transponder is mandatory for controlled airspaces (A,C,D,E).

SE2 is a radio transmitter. Any wire(s) in your aicraft can act as a receiving antenna. The catch is to find which wire (or wires) are causing interference. The video below is showing a demonstration of transmitting RF energy wirelessly. ps: suggest talking to avionics guy.

I suggest seeking professional help. However, if not available, you might want to try with RF Ferrite chokes. As mentioned, the troubleshooting takes time as wiring in every aircraft is different, and RF is "unpredictable". The ferrites can be of different material, sizes, hence effective on different frequencies. I would start from the headsets, wrap the cable that goes into the earcup and see if any better, then try at the intercom, put a ferrite around every cable/wire that goes in and out, including power, and see if that helps. Then try radio(s). The video below is one successful example, but I wouldn't call it "Easy way". Good luck !

I would say it is expected behaviour when introducing any new RF transmitting equipment. It is not the issue with SE2, it is rather the receiving system: radio, intercom, headsets, connecting wires, cables, antenna, etc.. RF can be unpredictable and difficult to trace, e.g. it doesn't need direct wire contact to manifest, any piece of wire can become an antenna. Solution is to use RF chokes, wire shielding, but troubleshooting can be time-consuming. Since SE2 is light and portable, try moving it around until the interference is minimised, but it may never go completely away.

This worked for me before got in a hangar..

The legislations related to taxi and centerline tracking are in Part 61 Tolerances which stipulates that taxi have to be within +/-1.5m from the centerline, and when landing be within +/-2m from the centerline. https://www.legislation.gov.au/F2014L01102/2021-05-18/2021-05-18/text/1/epub/OEBPS/document_4/document_4.html#_Toc524084086 However, there are several situations when taxi can be done away from centerline. For example Formation takeoffs/landings/taxi, or situation when taxing/backtracking on a non-active runway. Also, give way aircraft to the right, landing aircraft, keep right, etc..: https://classic.austlii.edu.au/au/legis/cth/consol_reg/casr1998333/s91.365.html#:~:text=(d) the aircraft and any,head on or approximately so. In all cases establish the comms and communicate intentions.

If RPL is the obstacle, what stops you from doing it ? Don't underestimate the power of your will. ps: I soloed at 48yo.

The benefits of Moorabbin are that a pilots get exposure to Controlled airspace/aerodrome, improve situational awareness, practice radio procedures, which is the main hurdle for many RAAus pilots. Learning tailwheel teaches how to fly an aeroplane.

Yes you have contacted them before they responded. You can do the same by clicking the links below and providing the same information you've given to FlightRadar24. https://www.flightaware.com/adsb/flightfeeder/ https://www.adsbexchange.com/become-a-feeder/

Good job! Consider also contacting: FlightAware - as a feeder for AvPlan, and AdsbExchange - as a non-blocking/non-filtering data provider. Cheers

There are many designs where device stops working when the battery is fully depleted regardless of being connected to the wall chargers. Some phones (if not all) when the battery is completely discharged won't start until the battery reaches some minimum (a couple of %) so it can start working. I understand desire of all aircraft owners (including me) to save the costs and keep the $1000 device permanently in the aircraft doing the same job of $5000 transponder, however the reality is the SkyEcho2 is still a portable device. I am sure electronic gurus can improve device and bypass the battery, add better antenna, which can bring it closer to $5000 transponder, but it still won't be the full Mode-s. Also, the portability will be lost, which is in my opinion of much greater value than keeping SE2 permanently attached to the aircraft. For example I also fly gliders and aircrafts without adsb-in-out. By carrying SE2 with me, adds an extra layer of safety to be able to "see" other aircrafts, and being seen too.

Same as smart watches and some phones which can tell the pressure only.. Without QNH, there are no means to decode the altitude. Therefore in-flight, I normally check what is my altitude shown from SkyEcho and compare it with the altimeter. That way I can tell whether the other traffic is at the same altitude as me. Always assume aircraft within +/-300ft is at the same level. In any case, the Adsb data providers can distinguish whether the data is coming from transponder or SkyEcho2.

not true. https://uavionix.com/downloads/skyecho/SkyEcho-User-and-Installation-Guide.pdf page 26. paragraph 9.3 Indicators

At high level, raw Mode S (non-adsb) data packets contain barometric data vs SkyEcho only sends the GPS data. However, there are fields in the data packet (in particular DF18) that can tell whether the data is coming from transponder or EC-device. https://discussions.flightaware.com/t/skyecho2-and-missing-data/87686/ Read responses from obj - FlightAware staff. With regards to adding my aircraft to FR24 database, it is in personal correspondence with FR24 support from July 2020.