skippydiesel

Yes it does - pain the proverbial to access. Will do, if needed, after checking the above mentioned indicators.😈

I trained in C172 & 150's - Once in cruise flight, it is very easy to trim for continued straight & level - feet & hands off (if you wish). The aircraft will continue on the trimed heading & level for long periods. Fuel burn, Pax movement will have some small input. Changes in wind speed & direction will also have an influence, principally to heading & not usually sudden. The above characteristics allow the VFR pilot, on entering IMC to ignore the strong physiological signals, usually at variance from what was actually happening - that is the aircraft continues on same heading, altitude. To change the altitude the pilot need only increase/reduce power. This will not change the aircraft heading (induce a turn). Will cause it to climb/descend in a wings level attitude. Subject to there being no ice, knowing the cloud base/top and clearance to terrain, the aircraft will emerge from the cloud, allowing the pilot to continue to a safe landing. Note: Reduction in power/entry to cloud ( moisture) may lead to carburettor icing - apply carburettor heat before entering cloud) This is NOT MY METHOD simply what I was taught and experienced while being trained.. "once you're in it you ARE an "IFR pilot" and you'd best start acting like one" This is incredibly dangerous talk. Should the untrained attempt to manoeuvre the aircraft, they likly to be facing their maker in short order. To remain current, IFR pilots must train at frequent (?) intervals. How do you expect a completely untrained VFR pilot to instantly acquire the skills/mindset, vital to safely navigate IMC? As a strictly VFR pilot, I think it's time to leave this conversation. I am concerned by the inference/statements that suggest that it is possible to acquire IFR skills, when faced with what, for most, will be a very tense, verging on/actual panic situaton. 😈

Thought I might follow the above with this comment: If you close your eyes and get someone to push you hard enough, so that you may fall - the urge to "save " yourself is almost impossible to ignore. This is your middle ear (primary balance instrument) galvanising your body to save itself - this is what can/will happen to an untrained pilot entering IMC. If your eyes are open, you can orient your position relative to structure or the horizon - not available in IMC. Not a medico/biologist - My rudimentary understanding of how the middle ear (semicircular canals) operates is - it's a fluid filled structure that has small hairs on its inner surfaces. The hairs are connected to nerves. The fluid moves, the hairs move in sympathy and send information to the involuntary part of the brain telling us that we are upright/falling, the brain responds to correct the situaton. This information is then used to take action to maintain stability. As a fluid filled structure it responds to gravity and G forces. The latter can/does "trick" the fluid into thinking down is in the direction of the force - thus the pilot can be in a spiral descent (even upside down) thinking they are straight & level. Worse the aircraft can be straight & level and the pilots gets "the leans" meaning they have become disoriented and are convinced the aircraft is turning/climbing/ descending (middle ear) and they must take corrective action - this will kill you. Do not touch the controls.😈

I have Dynon EFB. It has both fuel pressure and flow readouts. Fuel pressure also has a "low fuel pressure" auditory warning (tends to focus the brain). No I have not checked voltage - will take note next time. I have just realised , nor have looked at the fuel flow reading - will also check that out.😈

The problems are: VFR pilots are not trained to fly in IMC/ fully utilised flight instruments. Humans tend to respond to very strong physiological signals that may not represent the actual orientation of the aircraft. IFR pilots are trained to ignore the above and also to have an appropriate response to what the flight instruments are telling them. It's not just the pilot - the aircraft must also have the required complement of IFR instruments, maintained to the appropriate standard. Most aviators accept that intensive IFR training/recency is required to safely fly in IMC. IF a VFR pilot, finding themselves in a difficult situaton (entry to IMC) it would be down right stupid/likly suicidal to the attempt to fly as an IFR pilot. Far better to allow the aircraft (ultra stable one like a C172) to depart, using power, from a well trimmed straight & level - no hands, no feet, Do NOT ATTEMPT TO CONTROL THE AIRCRAFT it will make a stable descent/climb, as you have decided, without any further input. NOTE: I am not advocating a VFR pilot fly into IMC far better they take every precaution/action/alternative to avoid such satiations.😈

There are rare examples of individual action being recognised/acted on by the authorities. Unfortunatly these are the exception rather than the rule. Often such success is accompanied by media taking up the story and a grandstanding politician looking for votes. Collective action has always been the most persuasive/successful strategy. Many (most?) of us belong to aviation organisations (collectives) - A major function of such organisations, is to represent the opinions of its members. With regard to ASIC they would seem to be "missing in action". The reality is we (Australians ) are apathetic when it comes to pressuring our rulers to change. "ASIC card is required to do the navigation exercises of the PPL" You may be correct - When I did my PPL, so many years ago, there was a solo entry to complex air space/environment. In my case a flight to Canberra. These days Canberra would be considered a Security Controlled Airport. Should the student wish/need to exit his aircraft, after landing, they would be required to display an ASIC. I Dont know if there is a requirement to park/exit the aircraft.😈

Hi Red, I have been a member of The Rotax Owner Forum for several years. How does Kitfox compare, for engine information?😈

Just returned from a short flight - pressure dropped to below 2 psi on long fast descent, engine at relativly low power/rpm??? Once again no hesitation from engine, Boost pump on, restored good pressure reading - as entering circuit, left Boost on until landed.😈

ASIC rears its very ugly head at the start of this video - Welcome to Australia???? Lodging Flight Plan - I stand to be corrected ; When did it become mandatory to lodge a flight plan to depart VFR? It's a very long time since a lodged a flight plan - although I always did it by Fax, I was under the assumption that It could be done in flight.😈

IF you set up a Cessna 172, straight & level, in slow cruise, you will not need any instruments, other than throttle, to commence a 500 ft/min (or less if you wish) climb or descent. Your hands in particular should be no where near the yoke, best to keep the feet off as well but not as likly as hands to start trying to correct a PERCEIVED change of attitude. Personally I would not worry about a slow compass progression but again if you insist, LIGHT corrective pressure on the rudder pedal may be okay. I speculate that a VFR pilot, trying to use instruments to fly in IMC, is just asking for a problem to manifest, that you won't be able to correct.😈

A further uncomfortable thought - could this be an early symptom of my engine driven fuel pump starting to fail (only done 140 hrs)?😈

I wish I had done what you suggest when the aircraft was in my workshop - not much chance of a modification parked out in the open. Thanks anyhow.😈

Good thinking IBob - I am a tad deterred by the randomness of the sudden fuel pressure drop (last 1 hr flight no problemo) and the difficulty of plumbing such a system in to my very tight airframe.😈

Hi All, Rotax 912 ULS My fuel pressure readings have become a bit weird, while in Cruise (all good on the ground). Random (increasing in frequency) drops to below 2 psi - instant recovery to 5 .5 psi when Boost turned on. Note: Engine continues to purr away without any hesitation. Done the usual "fixes" : Draining fuel pipe to sensor. Relocated sensor to highest available location in engine compartment. Cleaning Gascolator filter screen (which looked nice and clean anyhow). Ensuring sensor has access to ambient air pressure. Thinking sensor on the way out. Looking for replacement : OM is Kavlico PN 103755-000 V2, 1/8-27 NPT, 15 psi. Part Marking P255-15G-E4A. Pressure Range 0.6 -15 psi. About $300 AU delivered. Looking for : Most Cost Effective Supplier (only found two in AU) Alternative part, same specifications, /compatible with Dynon system, that you can recomend. My thanks for any constructive assistance.😈

I don't know one Jab from another. However there are at least 2-3 small Jab's, at The Oaks, NSW, that have not moved in years. - You may be able to make contact through Daves Flying School, https://davesflyingschool.com.au/ 😈

There is a flaw in your statement ".... try it on Xplane ..." There is no X plane. Even I, a relativly inexperienced pilot, know that all aircraft do not have the same flight characteristics. My GA traing was almost all Cessna - they have incredibly stable flight characteristics. Trim for straight and level, hands & feet off - thats what you get for hours. Change power they Climb/Descend straight ahead. With the proviso you know where you are (not so hard in the era of GPS/moving map displays etc), unlikly to encounter ice,and know the cloud base/height, a controlled Climb/Descend, through cloud, in a Cessna 150-172 is not as challenging as many make out. Unnerving Yes! Do not try & control the aircraft, beyond initial setup and power change. Just let it do its thing and you will pop out above/below the cloud. NOTE! I am not advocating VFR pilots, who find themselves contemplating entry to IMC, do this. Simply saying DO NOT PANNIK, consider your practical options. If in an inherently stable aircraft one option may be to enter cloud. I now fly RAA - very different. Straight and level hands/feet off, is an aspiration that can not be achieved for more than a few moments. IMC (without competent auto pilot )in one of these little beauties would be challenging to the point of suicide.

Okay - its news to me. Just let my GA medical/BFR lapse late last year- didnt have an ASIC when it was all up to speed. Does this mean I go to jail?😈

FYI - My Dynon SkyView ADAHRS module failed without warning, before Christmas just gone. Long story short - just picked up my brand new (not repaired/refurbished) modul. Although it had only done 132 hrs, the purchase date put it out of warranty - so full price on the new. No explanation as to why the original module failed. Does not inspire confidence.😈

Well done IBob - lots of initiative. I would suggest that the: two bathroom extractor fans ae insufficient - the principal is correct, just need to move more air. heater you used could easily be an ignition source - its use close to a potentially explosive atmosphere is very risky My paint booth was a wooden frame completely wrapped (including floor) in builders plastic sheet, (edge sealed with packing tape). Top/walls had an extra layer of bubble wrap for insulation. One end wall skin was about 1/4 air-conditioning filter (bubble wrap drop down sheet to keep warm air in when not spraying) The opposite end, double doors (to facilitate large component entry) with a ducted cheap industrial pedestal fan extracting air, in the left door, the other my entry/exit. About midway I had an old reverse cycle air conditioner mounted at ground level (warm air rises) with the thermostat set to deliver a constant 25C about half way up the structure (used cheap digital thermometers with Max/Min temp recording). The filter end of the structure had my paint preparation bench. I wet down the floor before spraying as an additional dust suppressant. An old rotatable engine stand was modified to hold the wing root end, of each wing , the tip supported by tie down point, either from roof or floor stand - this allowed the wing to be rotated about its long axis. I had no mains electricity so used a 7 kva generator for power and my compressor was/is a Honda powered unit. Will try & find some photos.😈

Dont know you aircraft or situaton however you might like to consider restricting exit air flow, rather than individually blanking off heat exchangers. With my last aircraft I had a winter & summer fixed cowl flap ( aluminium sheet, shaped to fit, held in place by 10 small nuts/bolts) - worked a treat.😈

The Stewart System is Specifically for aircraft (obviously can be used elsewhere but why?) Being waterborne, is fare less dangerous than traditional two pack. Recommends HVLP gun, much reduced aerosol generation and paint wastage. Follow the instructions , to the letter, you will be surprised at how good the result is😈

So an ASIC is going to neutralize this 60 Minutes hysteria. Maaate get real; 60 Minutes is a TV trash mag - I would doubt the veracity of any story from this source. Even if it was a real threat - ASIC wont change a darn thing, might as well hold up the card, in the hope it will stop a bullet.. As I have said, so many times - with cheap readily available modern technology, you don't even have to be inside the ineffectual security fence, to be a threat to an aircraft, small or large.😈

Yeah! BUT is it Facial Recognition or just general surveillance (as I suspect)😈

Moneybox - Your video is likly State/Local Gov. propaganda - CCTV cameras, in Australia, are not (usually) linked to facial recognition. Circumstance - Perth, the largest English city outside the UK?😈