RV10 VH-BUY Stolen from Bacchus Marsh
I once went to the airport to get out my plane of the hangar, only to realise that I left it at another airport the last time I flew it. I hadn’t been drinking either.
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I would assume that flying with ADSB “off” would merely involve choosing not to (or neglecting to) turn the transponder “on”. Hard to define that as “manipulating the aircraft’s avionics”. Even harder to define that as an “illegal action”.
Forgive me if I’m asking the obvious... It’s been a long time since I’ve flown VFR, but I didn’t think flying VFR in class G airspace required ADSB.
Although... is there an aviation regulation that states that a transponder (with or without ADSB), if fitted and serviceable, must be operating? If so then a complicit LAME might be required to have ensured the transponder was U/S to avoid regulatory non-compliance. But if the intent was to hide the aircraft, a regulatory misdemeanour is probably not going to help you any.
How does the OP know that ADSB was off? Simply no record on FR24? Or has further effort been taken? What about Mode C radar tracking? Has Airservices been contacted for tracking information? What about primary radar tracking? Bacchus is pretty close to a major radar head.
Sorry for the questions, but if it’s being used as evidence of nefarious intent, I find it interesting (the thread having recently devolved to carp jokes).
Of more interest though, is why does the aggrieved party feel that they need a private investigation (which this thread obviously is) to locate the aircraft? If, as has been stated, that lawyers for both parties have been engaged, then they must be in some form of communication (if only via lawyers). Does the aggrieved party wish to locate the aircraft simply to “steal it back”? If they succeed, hopefully the ADSB is still U/S
Having said that, I fully understand that if a joint asset (even if owned under corporate title) comes into dispute between the parties, then possession of the asset could be an advantage if the dispute takes a long time to resolve. It could also be supposed that the party in possession of the asset will be less likely to agree to mediation on mutually agreeable terms (given that they are enjoying the sole use of or even income from the asset and depriving the other party of same). Particularly so for a depreciating asset. I picture the childless couple, one disappears with the Porsche. After 3 years of mediation and family court, the court determines the Porsche must be sold and the proceeds split 50/50. Meantime, the “thief” got to drive the Porsche for 3 years and on liquidation was now worth half what it was.
So what do I do if I see the aircraft at a local field? Do I trust you? I don’t know you. But you did give the option of providing the info to the cops, not you directly. That gives you credibility... good call.
If I find it, I will call the cops. As I said, I don’t fly VFR, but I have plenty of family and friends who do, in several states. And I know a few LAME’s too.
Good luck, it must be a horrible turn of events in what was probably a lifelong dream for your friend. I’d like to think you can’t knock off an aeroplane in Australia and get away with it.
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9E.2 Subject to paragraph 9E.3, an aircraft:
(a) that is:
(i) first registered on or after 6 February 2014; or
(ii) modified by having its transponder installation replaced on or after
6 February 2014; and
(b) that is operated:
(i) in Class A, B, C or E airspace; or
(ii) above 10 000 feet above mean sea level in Class G airspace;
must carry a serviceable Mode S transponder that meets the standards:
(c) for Mode S transponder equipment — in subsection 9C; and
(d) for ADS-B transmission — in a clause or clauses of Appendix XI as follows:
(i) clauses 2 and 5 of Part B; or
(ii) clause 7 of Part C; or
(iii) clause 8 of Part C.
Note The requirement is for aircraft to be fitted with a Mode S transponder with ADS-B OUT
capability. That does not mean that ADS-B OUT transmission is also required under this paragraph. It
means that, with the later connection of compatible GNSS position source equipment, ADS-B OUT can
be transmitted as well as Mode S SSR responses.
(a) that is:
(i) first registered on or after 6 February 2014; or
(ii) modified by having its transponder installation replaced on or after
6 February 2014; and
(b) that is operated:
(i) in Class A, B, C or E airspace; or
(ii) above 10 000 feet above mean sea level in Class G airspace;
must carry a serviceable Mode S transponder that meets the standards:
(c) for Mode S transponder equipment — in subsection 9C; and
(d) for ADS-B transmission — in a clause or clauses of Appendix XI as follows:
(i) clauses 2 and 5 of Part B; or
(ii) clause 7 of Part C; or
(iii) clause 8 of Part C.
Note The requirement is for aircraft to be fitted with a Mode S transponder with ADS-B OUT
capability. That does not mean that ADS-B OUT transmission is also required under this paragraph. It
means that, with the later connection of compatible GNSS position source equipment, ADS-B OUT can
be transmitted as well as Mode S SSR responses.
Re the police, a stolen aircraft would be something for the Feds, who would want to know why it wasn't secured.
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I can't actually see anything that requires the transponder to be turned on
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So far it appears to be a game of hide’n’seek between two star-crossed lovers, the eventual reconciliation of which, according to most on this thread, will spell the death of both families, and all will be punished.
We leased the 182 to an operator who never paid, despite signing the lease and sending fraudulent screenshots of remittances.
Federal police didn’t want a bar of it as it’s not there scope
state police then went for theft and fraud, became a full blown interstate police operation and eventually extradited interstate to face charges.
take it up with your local CIB
Federal police didn’t want a bar of it as it’s not there scope
state police then went for theft and fraud, became a full blown interstate police operation and eventually extradited interstate to face charges.
take it up with your local CIB
7. AIRCRAFT TRANSPONDER
7.1 Operation of SSR Transponders
7.1.2 Unless advised otherwise by ATC, pilots of Mode 3A or Mode S transponder equipped aircraft operating in Australian airspace must activate their transponders, and where a Mode C capability is also available it must be activated simultaneously with Mode 3A.
7.1 Operation of SSR Transponders
7.1.2 Unless advised otherwise by ATC, pilots of Mode 3A or Mode S transponder equipped aircraft operating in Australian airspace must activate their transponders, and where a Mode C capability is also available it must be activated simultaneously with Mode 3A.
6.1.3 ADS-B Equipment
6.1.3.2 An aircraft, which is fitted for serviceable ADS-B transmitting equipment that complies with an approved equipment configuration, must operate the equipment continuously during the flight in all airspace at all altitudes unless the pilot is directed or approved otherwise by ATC.
6.1.3.2 An aircraft, which is fitted for serviceable ADS-B transmitting equipment that complies with an approved equipment configuration, must operate the equipment continuously during the flight in all airspace at all altitudes unless the pilot is directed or approved otherwise by ATC.
Last edited by CaptainMidnight; 3rd Sep 2018 at 23:00.
Further to what Captain Midnight said, I have flown in aircraft where it is not possible to simply turn off the ADSB, I would assume VH-BUY was the same. If you want it off you need to tamper with it or fly with all avionics off.
One thing I don't get... What's with the guarded TRIM Norm/Off/Reverse switch? Even fully deflected, the RV-9, while decidedly uncomfortable, is easily managed. Surely a misrigged trim would A) be picked up during the before-flight inspections and B) not be serious enough to warrant a permanent (red guarded) switch on the panel?
Photo from AndyMac's Flickr album.
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As passionate aviators we love our aircraft.. Well, those of us that don’t spend too much time on forums do.
Anyway, I think what TNIP is getting at is that he is just trying to locate an aircraft which he built and cares greatly about as anyone who built an aeroplane will know how much blood, sweat and tears goes into them and if anyone has any info which may help him would be appreciated..
I’m new to this computer scene but not so new to aviation. What happened to passionate aviators helping one another? Or am I just old fashioned..
Anyway, I think what TNIP is getting at is that he is just trying to locate an aircraft which he built and cares greatly about as anyone who built an aeroplane will know how much blood, sweat and tears goes into them and if anyone has any info which may help him would be appreciated..
I’m new to this computer scene but not so new to aviation. What happened to passionate aviators helping one another? Or am I just old fashioned..
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So, over a number of posts it has been established that if an aircraft has ADSB fitted, it must be turned on in all airspace in all cases of flight.
If a radio is fitted, it must be used.
Once again, the aircraft has had maintenance performed on it, not completed, not able to be recorded on the MR or the Logbooks. The MR was removed from the aircraft to prevent it being flown. An approach was made to obtain the logbooks and it was denied. A LAME cannot sign off maintenance that I performed if they haven't spoken to me, don't know what that maintenance was.
Again, if you know where this aircraft is, report it to the Police quoting my name.
I will not knowingly allow an aircraft to take to the air knowing it is not airworthy.
If a radio is fitted, it must be used.
Once again, the aircraft has had maintenance performed on it, not completed, not able to be recorded on the MR or the Logbooks. The MR was removed from the aircraft to prevent it being flown. An approach was made to obtain the logbooks and it was denied. A LAME cannot sign off maintenance that I performed if they haven't spoken to me, don't know what that maintenance was.
Again, if you know where this aircraft is, report it to the Police quoting my name.
I will not knowingly allow an aircraft to take to the air knowing it is not airworthy.
TNIP: You seem convinced that the aircraft was flown. Why? If I’d seen the aircraft anywhere in recent times, I would have said so, here. I suspect others would be the same. None of us any dog in this fight.
If it was flown, isn’t it possible that a LAME issued a fresh MR? And it’s worth reading the entirety of the context of those AIP provisions the Captain quoted. In aviation, there are always exemptions and exceptions and exclusions tucked away somewhere...
If it was flown, isn’t it possible that a LAME issued a fresh MR? And it’s worth reading the entirety of the context of those AIP provisions the Captain quoted. In aviation, there are always exemptions and exceptions and exclusions tucked away somewhere...
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The use of ADSB to attempt to track another party in a legal dispute is one of the reasons people are concerned about the privacy implications of having the data publicly available.
That is not what ADSB is intended for.
That is not what ADSB is intended for.
Anything that radiates an RF signal can be detected and tracked.
Thread Starter
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If it was flown, isn’t it possible that a LAME issued a fresh MR?
I continue to say 'if' ........................... 'if' .......................the aircraft was flown out of this aerodrome, the ADSB must have been disabled.
Why?
Why is it being hidden?
I also continue to say: I...............was................performing............... ........maintenance.......................on................ ......the ..................aircraft......................at.......... ..........the.......................time.................... .....it..................was................removed......... .............from......................the.................. ......hangar.
That maintenance has not been recorded or cleared on the MR or the logbooks.
An attempt was made today to change the the insurance details on the aircraft i.e. change it to another companies name. The insurance company refused to change the details unless all parties were consulted, at least some organisations have gumption.
The evidence continues to build.
The bell will toll.
