skippydiesel

SE2 Fully charged, overnight. It does not seem to automatically connect with my iPad - if I go into iPad Settings - Wi-Fi & select SE2, it connects straight away. "The command is 192.168.4.1/stats " - Doesn't seem to get anything to do with SE2 What am I doing wrong??😈

Odd thing! Thought I had my SE2 fully charged (BAT blue LED went out). Mounted it in a likly spot. Pressed the On button for the required 3 seconds - no LED's at all! and nothing showing on my iPad! ???? Previously had the green stripes, indicating ADS-B Out Broadcasting (receiving implied) top right hand corner. Have it back on charge now. Showing BAT bright blue LED - Charging ADS-B Green Flashing LED - ADS-B transmitting/receiving GPS Red - no lock (in office) No connection showing in iPad. OzRunways shows its installed. Went through the SE2 installation process - got the green strips. Turned off SE2. Turned back on - no green stripes!!! - either the connection is lost (again) OR its saying I haven't reached stall speed ????

Hi to all users of Airmaster Constant Speed Propellers, Aside from benefiting from other more experienced users feedback/tips, I would like to address what I see as an operational anomalie in my unit, namely the failure to maintain an Auto Cruise constant prop speed.

Great guy! Love his passion. Video a bit long - only watched bits.😈

Correspondence, from SkyEcho , on inflight charging, charging regime & charger; (From me) My aircraft is fitted with a “Guardian Avionics, "Dual USB-A, 2.7 amps / 5 VDC Output / For 9 - 48 VDC Systems” power supply. Is this suitable for the SE2, as a unit off recharging source and/or as a unit on continuous supply ? (From SkyEcho)"Whilst that is a perfectly good charger which you can use it on any flight with SkyEcho, it is NOT sufficient to use ANY in aircraft charger as the sole means of charging. To do so will see the batteries deteriorate in 1-2 years to the point where they will need replacing. This is because it is time on charge that is important, as by design the SkyEcho is slow to charge taking 12 hours for a full charge. You don’t fly long enough to charge it and you are using it at the same time, hence it is never fully charged. By all means charge in the aircraft but ensure that at least once a month you put it on a mains 3A 18W charger for at least 12 hours (overnight). For Australia use something like this https://amzn.asia/d/j70SB4u"

Purchased this morning from JayCar for $40 https://www.jaycar.com.au/3a-quick-charge-30-usb-mains-power-adaptor/p/MP3443 looks like it will do the job😈

uAvionix answering a question on SE2 orientation; "A vertical orientation is advised to provide the correct polarisation of the ADS-B antenna. It will work in a horizontal orientation but the ADS-B range will be reduced, though we have never quantified by how much. Our recommendation remains to use a vertical orientation if you intend to transmit ADS-B. The GPS receiver is tolerant of a horizontal orientation."

My aircraft has a Panel mount - Guardian Avionics, "Dual USB-A, 2.7 amps / 5 VDC Output / For 9 - 48 VDC Systems" What thinks the Forum - can I charge my SkyEcho from the Guardian Avionics USB A plug(s)? If so will this be with the SE2 on/off? I am waiting on a response from both uVionics & Guardian on the above questions.

Just messaged you F10. "The gauze is so fine they recon it will even stop water bubbles?...." I do knot know if the Hengst style filters (as shown) stop water. In fact I doubt it. I believe this type of filter was/is intended as a pre filter in diesel applications (found on many European small diesels). They have transparent casings to facilitate easy inspection for caught contaminants. In the diesel applications, I have seen, the filter is in an easy location to see/inspect. Are; Supposed to be discarded when condition indicates but can be cleaned (I use carby cleaner & compressed air for my small engines but replace for aircraft application). Easy to replace - small amount of forethought will deliver spill free replacement. Relatively cheap to replace - keep a spare or two on hand.

Below is the CASA response to my enquiry on operating a Mode S and SkyEcho 2 at the same time. "Thank you for the enquiry. Subsection 26.72C (2) of the Part 91 Manual of Standards (MOS) has clear direction about the simultaneous operation of an Electronic Conspicuity 9EC) device (such as your SkyEcho 2) and a Mode S transponder. It states: (2) The EC device must not be operated in transmitting mode concurrently with a Mode S transponder that is also transmitting ADS-B. Note An EC device may be operated concurrently with a Mode A/C, or a Mode S transponder (other than one that is transmitting ADS-B) but it is not a substitute for mandatory carriage of a transponder in relevant airspace. In effect, the subsection allows simultaneous operation if the Mode S transponder is not connected to a GNSS position source and thus not transmitting ADS-B position information. The required outcome is that a single aircraft does not transmit two sets of ADS-B position information. If your configuration meets the restriction of subsection 26.72C (2), then there should be no issue with operating both transponder and EC device, even if both have the same 24-bit register (coding). Yours sincerely" I phoned for the "man in the street interpretation" - In simple/my language: You should not operate two ADS-B IN/OUT devices in your aircraft at the same time. My Trigg transponder is ONLY operating in Mode S, so I can have my SkyEcho 2 operating in both IN & OUT without breaking any rules.

I now have a SkyEcho 2 "connected" to my iPad mini/OzRunways. At this stage, I believe I am "legal" to have both Trigg Mode S transponder AND SE2 operating at the same time. Current weather preventing test flying - will let you know how it goes.😈

Have just "paired" my SkyEcho 2 with my iPad mini - almost no problems. Almost: Initially the two devices would not communicate. Found the 'FIX" on another Forum - Switch iPad to Aeroplane Mode. All good after this. Dont forget to switch off Airplane Mode. This Forum conversation has been very informative - my thanks to all. May be a few days before I can "test" in aircraft - weather not the greatest.😈

Thanks for the "heads up" Bosi72. I fly a Sonex - pretty tight. Only cockpit ventilation, two eyeball vents.😈

My big plan is to tour in my aircraft - having a device that may require a 240V wall charger, to bring it up to speed, may be problematic from time to time. All my other electronic gizmos, can be charged in the aircraft. Wish I had known this before I made the purchase - such is life!😈

My aircraft USB ports (x2) claim to have 2.7 amp output. No mention of QC3 Hmmm! Not a great feature for a device that by definition, must be in sunlight.

Hi kgwilson, Yes , I had planned to use Velcro (my glare shield has a looped pile carpet like covering). "......as the antenna is at the top." I understand that the antenna is at one end (lights) of the SkyView "box" - but I would have thought an uninterrupted "view" of sky above, aproximately 240 degree horizontal and probably similar side to side view would have delivered a more panoramic surveillance of aircraft direction of travel & on each side.

Just acquired a SkyView. Reading Mounting instructions - "SkyEcho 2 should be placed vertically orientated on an aircraft window with the optional suction cup mount with line of sight and visibility in the direction of travel and to the sky for the internal GPS. Installation location can significantly impact the receive and transmit range of the device." I have a Sonex, all metal aircraft, including glare shield, which could "shield" the "view" of the SkyView, if mounted as per above instructions. I would like to mount the SkyView unit; On its back (horizontal) - to minimise interruption of pilot view forward Central on my "glare shield - nice & symmetrical This will give the unit an uninterrupted view of the sky up, forward, fair back & both sides. Anyone tried this? If so what if any was the impact on the units IN/Out performance?

You are possibly correct, in your assumption of little/nil change tank full/empty BUT in this case (aircraft W&B) you should not assume, it could be dangerous. The data on your aircraft should be in your Pilot's Operating Handbook (POH). If not, could be on the maker's web site, or contact the manufacturer for the info, or Google its specifications. If you have OzRunways, there is a section (Settings-Aircraft- W&B) where you can load all your W&B data. Then in flight planning , you go to W&B, put in your load weight & its distribution - the attached chart will then show you in/out of balance. If out of balance (or overloeded) you can then adjust location/quantities to get back in W&B.

Rarely! It's just human nature - the very experince that, say an ATPL holder has (lots of very specific training in type(s)/systems/crew resourcing/etc) the more likly they are to have difficulty undoing strongly established/ingrained reactions/expectations.😈

Should be good for an easy 3 .5 hrs endurance plus .5 hr reserve. Dont know what your cruise speed is however at 100 knots, thats 350 NM (648 km) in still air. In general, the outboard motor tanks, I have seen, are the wrong shape and are relativly heavy. If your existing duration/range is not enough, I think it likly that an aluminium auxiliary tank could be fitted behind the seat, subject to W&B. Shape of tank can be used to bring weight close to back of seats or as a raised floor in baggage area. Easy to rig up an inflight fuel transfer system (had one on my last aircraft)

I can't imagine carrying extra fuel, in cans/bladder, is illegal, unwise? perhapes. Aircraft have been flown across the Pacific with ferry tanks/bladders many times. Of course there may be negative insurance implications if a claim is lodged.

Transitioning from Commercial (ATPL), Military & GA to RAA may take, even the most experienced pilot, more than the 5 hrs allotted.

I think I read somewhere, that a part full closed petrol container, will vaporise just enough fuel to fill the available space. If it then heats up, the pressure within will rise & it will bulge a (plastic) container.😈

So far, I think we all agree that carrying fuel, in 20L fuel bladders, in the aircraft, is not a first choice idea. I guess fetching just the right amount of fuel, from the servo, is always the goal, however I would rather err on the side of full tanks on TO, than under estimate. So as I pointed out, it's conceivable that when on an away from base/home trip, the bladders used to fetch/refuel the aircraft, may not be completely emptied into the aircraft tanks. Your practical options are limited: Donate the remaining fuel to some deserving individual. Carry the remaining fuel in the cockpit (most small aircraft do not have a separate baggage locker). Waste the fuel (don't much go for this). On plastic "jerry" cans: My experince with Bunnings Aerospace plastic "jerry" cans, now about 8 years old, is good. So far; no splits, they don't leak and I don't carry/store them where fuel smells may impact on me. I do not store them in direct sunlight but they must get pretty hot at times in the back of my covered ute. Full containers, do not distort as much as part full, under the influence of diurnal temperature change. When I empty a container, I try to remember to press in the sides and tighten the cap at the same time , creating a small vacuum. This seems to help maintain the original shape, as opposed to the bulging/distortion which can occur 😈

Hi FV, May is still a long way off. Any chance you may repeat this notice a few times?? .😈