skippydiesel

Recommend: "the suggestion that someone should have or use it because it is good". Clearly there is no obligation to act on a recommendation - there is no way round this interpretation. A recommendation is not a command, requirement, order - it is at the discretion of the receiving party (PIC) whether they act on the advice or not. Just as clearly there may be negative implications in not accepting/acting on, the recommendation, this does not change the voluntary nature of a recommendation. The use of the word ALL does not change the voluntary meaning of the phrase. WHEN THERE IS OTHER TRAFFIC: This phrase is placing the decision to act (make calls or not) on the perception of the PIC i.e. Pilot asks the question - is there or is there not other aircraft in the vicinity? There is no other logical interpretation. Some pilots (even instructors, according to some on this Forum) have interpreted this to mean a pilot should not make pre-emptive calls ie they are unawares of any aircraft in the vicinity but make a call anyhow. Your Corporate Lawyer is wrong (if in fact you actually consulted one)

I don't think it's fair to blame migrants or any group for that matter - its the State Governments job to set appropriate standards, see that they are met (or you dont drive), policed so that you keep to them. Also its the State (& unfortunatly local councils) job to design road, signs, etc, that are CONSISTENT & make sense ie relate to the road environment. NSW State Government would rather spend tax dollars on ineffective, inaccurate, meaningless TV campaigns, than do anything logical & constructive in this area

The problem is the the language used by CASA: "CALLS RECOMMENDED ALL THE TIME" - The use of the word RECOMMENDED has the timid, insecure & ignorant feeling like is okay not to make these calls. From a legal standpoints they may be correct . From a good airmanship/safety point of view they are very very wrong. "CALLS WHEN THERE IS OTHER TRAFFIC" - Again the language is poor. WHEN THERE IS OTHER TRAFFIC seems to suggest, only to those who want it this way, that when they don't know see/hear other traffic, it okay not to make a few calls. Frankly this is stupidity at its worst. This attitudes endangers both the promoters/exponents of this attitude and the unfortunate that is involved in an accident with them. This incident may have been avoided, if only a call or two had been made.

Mexicans!!!! 😈

My opinion: Aside from the very few mandatory calls we are required to make, all other communication is at the discretion/judgement of the PIC. The PIC should err on the side of caution & courtesy - more is better than too little or none. It is the PIC's responsibility to keep his/her aircraft safe AND do the best to assist in the safety of others. Pilots operate in a dynamic environment, the frequency & content of communications should be adjusted accordingly. There is no other authority, in the cockpit, other than the PIC - the airfield committee/manager, other pilots and instructors can not force the PIC to increase/reduce the level of communication. It would be foolhardy of any airfield management/instructor to document or publicly demand a required reduction or limit in communication - they may be held, in part, responsible for a future incident.

Food for thought from correspondent in Rotax Owner Forum: If we assume your probes are OK, and the high EGT is actually occurring, then the conditions you describe make perfect sense. EGT represents a measure of energy wasted through the exhaust, and CHT represents energy used within the engine to produce thrust. When you quickly reduce the prop pitch, this unloads the engine and you would expect to see an increase in EGT and decrease in CHT. Once you increase RPM to fully load the engine at the reduced prop setting, the energy is once again directed to thrust, and EGT would decrease while CHT increases. Think of it this way, the combustion heat has to go one place or another. Unload the engine and the heat goes out the exhaust, load the engine and it goes into the heads and out to the radiator. Because we don’t have control of mixture, we tend not to think about these principles as much. With conventional aircraft that have mixture control you see these effects more clearly. It’s a common mistake for a pilot to unload the engine to attempt to reduce EGT, only to experience the opposite effect. My response: Thanks for that excellent reasoning . There is one problem - the high readings followed the swapping of the probe from left to right. Following your logic the low reading (assumed to be correct) probe must be the faulty one ??????

Looked a bit further - Have written to company regarding difference between Industrial 114mm V regular 114 mm Both $ 84. Note: Another RAM ball will be needed to use with existing set up + $18-$30 Assume delivery + $10-$15 Total cost around $112-$129. Getting a bit steep for a suction mount . Have to think about it😈

Yeah! but already accounted /accommodated for within systems - probably OK to fit another but taking a chance never the less.

Inside information Burnie

Yeah! I use Velcro elsewhere - The RAMS good it's just so unpredictable in its "release" timing. Not sure about magnets in the cockpit - probably old school but I would be concerned about having a magnetic field anywhere near navigation systems.

Cost as much as the RAM mount but neat idea (if it actually works).

Agreed standard is extraordinarily poor. As for "0" road deaths its easier to spend tax payers $$$$$ on stupid /meaningless adverts than do anything practical about the appalling driving standards. My guess - driving examiners are held to a certain code/standard dictated by the State - no room for discretion - they most likly know that they are passing incompetent drivers. On my way home this morning with horse float full of hay,e up climbing a long straight hill,, speed down to 80 kph - came up behind a Range Rover, behind a truck (70kph) - moved into right lane to pass as I derw abeam the RR it suddenly decided to pass truck - jammed on brakes, hit horn, RR kept coming - RR continued up hill at 70-75 kph - I recovered to catch him again on level ground - continued at 75-80 kph in 100 kph zone, no further passing opportunities for next 20 k. To say this drivers is an ignorant illegitimate would be an understatement.

I have two EGT probes on my Rotax 912ULS (just went 90 hrs) read by a Dynon Skyview. About 10 hrs ago, one of them started to peak at over temp. This coincide with a remodeling of the exhaust pipe that the probe is in. Checked and double checked everything, including carby balance - no apparent cause. Swapped EGT probe from left to right exhaust - problem followed EGT - problem must be defective EGT (In my limited experince defective EGT's under read or fail). Replaced probe (today) with new Dynon supplied part. Most of the time the EGT's read one a little higher than other, Unfortunatly still have problem. Took note of when it overreads - Happens when Airmaster CS, switched from Cruise to Climb and rpm reduced for a gradual descent (wiered) EGT went into the red (again). Increase rpm - EGT temp drops. Reduce rpm further, to say 3500. EGT drops Any suggestions???

I have a RAM mount for my Garmin handheld GPS. The mount is great except for one small problem: The suction part seems to stick very well and for several weeks at a time (think this varies a little with ambient temperatures). There is no indication of when the suction is about to fail. Secure one moment in your lap the next - can be a bit disconcerting, if happens at a high concentration section of the flight (on final). Anyone got any Tried -& -True suggestion for longer stick? (please don't say make it a permeants mount)

"Well, you can discuss all you like. CASA have decided what’s the correct procedure. Less calls. " Yes and I do way less calls, compared with how I was trained in the late 1989 -90s. While a pilot can make too many calls, this is preferable to insufficient/calls. Aside from the 10 mile Inbound, the calls are at the discretion of the PIC, who I would hope, has the courtesy and safety awareness to do at least 3 calls - just in case.

Yeah! the 50 kph rule on main arteries is crazy. If absolutely indicated, it should be just on the stretch (centre of town) where risk highest.

How is - Overhead, Joining, Base - to many calls??? The rest, that I mentioned, are optional( thats why they are in brackets)- depending on conditions (traffic/confusion). I said minimum three calls for TO/Landing. There is no possible way that this "clutters" the airwaves. Bear in mind that my calls are spaced by many minutes of silence. My communication model is as for a controlled airfield - I don't employ all the (many) calls, just what I feel will keep me and any other aircraft safe. How is another aircraft supposed to know, where you are (location) and what your intentions may be, if a few calls are not made??? None & one is clearly insufficient.

As always - Go with the engine makers advice/recommendation ( 80-90 C still seems very low to me) "i did say before my engine is clean. " I agree that if the drain oil is "clean" it is likly that the engine internals are also clean. Having spent a good portion of my life servicing diesels, I doubt that the look of the oil is an absolute guarantee of the internal condition.

Yes its threaded rod on the engine frame bolts is just an easier description. There were labeled packets of parts, not individual fitting instructions. The engine frame was mounted - ready for repair - on a heavy plywood "jig" that I made up. No clear recollection but likly did not use the same washers/nuts on the jig, as when mounted in aircraft - this may be where the confusion arises (use of automotive suspension washers???)

"Making all 3 calls can jam up the radio. Especially when it’s busy. I believe the original CASA change was brought about by one or more incidents where less calls would have reduced the risk of collision." No offence Mike - the above is bovine excrement. Look at the calls that I make - by doing these, any non transmitting aircraft will hear me and know my location & intention. My calls enhance safety. There is a world of difference between making a small number of courtesy/just in case there is someone out there, calls and blocking the airwaves with unnecessary verbiage. "Another thing that particular instructor brought up yesterday was aircraft naming and it really doesn’t need to be in every call..... " Personally, I hear/register the type of aircraft far more readily than the registration - Rylstone Traffic Cessna KZS joining X wind for Runway XXX - Cessna is what makes an impression on me - if needed, I can call back immediately Cessna Rylstone..... and make the connection . Of course if here are multiple Cessnas in/entering the circuit, I have to step up to the mark and use the rego (KZS) to differentiate. Being able to identify the more common aircraft aids in location eg calling you will be number two to an RV, places you in the circuit que for all other circuit aircraft. "......It’s for situational awareness of performance. We know a 172, warrior etc will be around 100kn downwind. We hope an RV has slowed to a reasonable circuit speed from their 160-180kn descending approach. We will notice a warbird calling because it’s likely to be fast and wide. We got that on their first call." Since when is a pilot supposed to have an understanding of other aircrafts performance characteristics? How does this assist safety? It's the flying pilots job, to fly the circuit suitable to his/her aircraft.

90 C might just be okay in crusie - better 95C ++ . Still need to get that elevated temperature, preferably above 100C , usually in Climb Out, to get rid of as much of the volatile fractions as possible. I have seen the inside of car & stationary engines, which for some reason or other, rarely achieved a sustained temperature, during their service life. GUNK! Back in the days, before high detergent oils, this was common. Pre drain flushing oil/chemicals were often used to try and rid the engines of GUNK

Not if you get calf scour (water/oil emulsions) coming out of the crankcase breather. Something needs to be done to raise the oil temp. It's quite likly that the inside of that engine is coated in a thick film of "gunk" - Leave it long enough and it will reduce the flow of oil through distribution galleries.

That would work (stick has the level marks) but seems a tad over complicated, simplified if marks can be transferred to tube (no stick needed)

Rotax recomend oil temps reach above 100C for a sustained period, specifically to drive of water & other volatile contaminants. I aim for mid to high 90C in Cruise and hope to see over 100C during climb out. 90C is far to low.