skippydiesel

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?😈

"I’ll guarantee your backup ASI uses a common pitot / static source, so will only display same invalid reading. True, if this was the only fault scenario - see below; Most errors are the caused by a fault in the pitot / static system. " That is until your EFB displays a large red cross - ADAHRS modul no longer working. 😈

When I did the full refurbishment of my ATEC Zephyr, I used the Stewart Paint System https://stewartsystems.aero/. A certified paint system Not Cheap Comes with a very comprehensive set of instructions - follow to the letter & you can't go wrong. When the time came to paint my Sonex, using high pigment auto paint, I was persuaded that I should use the services of a professional automotive paint shop. Big mistake. I think my plaine was the first they had ever done. Should have used a lot more elasticizer in the mix, to allow for metal skin movement. Rivet lines & edges (especially leading) should have been painted first, before applying final coat. I honestly think I could have done as good a job and saved myself a few $K I have a couple of questions for those of you who have actually done it. What spray equipment did you use (make and model please)? Iwata, High Volume Low Pressure (HVLP) gravity feed gun. Needs steady supply of high volume air pressure, choose your compressor carefully (most only tell you pressure, which is not enough to know if it will maintain supply volume). Use a water catch/regulator on the compressor and back that up with a secondary, disposable, water catch & mini , regulator at the gun. Quality face mask/filters, gloves and disposable overalls ( ALL paint is damaging to your health). What paint (primer and top) did you use (again brand and type please. If I google ‘two pack’, I’m likely to end up with lots of references to dead rappers 😛). This will depend on your aircarft build material - ask kit supplier/others who have same plane/etc What environment did you do it in (backyard? Shed? Shed with extractor fan? etc) For a good finish, your and the environments safety, you will need at least a well vented, basic spray booth/clean room (I used air conditioner filter material on the air IN side to reduce the chance of insect/dust entry & a big pedestal fan pulling air OUT. If spraying in winter some way of heating to ensure a good cure is advisable (I used an old reverse cycle window rattler). Need very good lighting - as many fluros/LED lights as you can beg/borrow/steal What would you do differently if you did it again? Would you ever do it again, or did it turn out to be just too painful? If there is an next time, I will definitely do my own. Dont try & be fancy - go with a single colour (any shade of white is the most forgiving & functional). Practice on any vertical sheet /wall you can sacrifice - cardboard that has been sprayed with undercoat is good. Always do a short test spray, on above, to check gun settings BEFORE commiting to the aircraft. Do not try for full coverage n one coat - several "mist" coats (tack off between each) will result in a better finish Know what the gun controls do - spray pattern, volume of paint, etc Good preparation is the key to successful. Surface to be sprayed and having all you need handy to the job. I use 100% isopropanol to wipe down the surface before spraying (purchase from cleaning material wholesale supplier.) Read the paint specification sheet & understand your mix ratios, tack of time, temperature range, etc 😈 ,

At least it has hydraulics - not like the old D4 we had on the farm about 40 years ago😈

I missed nothing of your comment - I merely point out that humans have very poor/nil ability to judge air speed, when at altitude (probably above 100 ft from the surface). The " ..appropriate configuration and the appropriate attitude and power setting.." is all very well, until you start down Base/Final (changing all three of the settings you have quoted) to an unfamiliar runway in gusting conditions, with no ASI. Not suggesting it can't be done (as you have pointed out and I have done on at least two occasions) however it's a long way outside my comfort zone and I expect the same for most recreational level pilots. You can't escape the species limitations which can, to some extent, be mitigated by remaining cool, applying much of what you suggest - Give me an ASI to be sure (I have a backup unit in my aircraft).😈

"........facial recognition tracking you walking through the city" In Australia??? The larger retail outlets (Bunnings/Woolworths, etc) have been in the media recently for having this technology in some of their stores BUT walking through a city - I think not. There is no doubt that some countries (mainly totalitarian regimes) are using this technology on their general population. Its use in western democracies is (I hope) very limited (ports ?). The Poms are reputed to have very wide spread CCT cameras all over their cities, but unless linked to facial recognition is at least a "half step away" from such draconian technology.😈

I agree that the instruments you have nominated are not critical for safe flight, especially within the training (familiar) area. The ones you have not nominated are, especially for the student. Attitude, power & height are relativly easy for a human to judge. Not so airspeed (unless in an open cockpit), when in the circuit/on approach to land. It can be done of course but an ASI is a great help😈

FYI - On Fuel Filters For anyone wishing to upgrade from pleated "paper" media filters - I have a small number of Hengst H102 WK & H 103 WK, gauze media, fuel filters.

I wonder - does corrugated pipe have a greater flow resistance than smooth???😈

Very quick speed read - saw nothing that might justify ASIC being imposed on recreational pilots wishing to access small RPT airports. If you are able to point out the sections that relate to ASIC in the above context - please do so. 😈

Interesting - "..........overwhelming for many older students........" I am far from my first flush of youth and although learning is lifelong, not a student. I am flying a glass cockpit for the first time. Can't say the transition was easy and I still have moments of uncertainty but getting there! The biggest problem for me was knowing where to look and then interpret the diffrent format - time, eventually allows the geriatric brain to adapt. I am not sure that this is any diffrent from moving from one aircraft to another with a diffrent panel/switch /control/ layout. "Glass Cockpits should be an endorsement only, not a training platform." Hmm! If the student is more likly to be using a glass cockpits in his/her future, why not start them on what they will be using. Perhaps "steam gauges" will require an endorsement, for pilots wishing to fly vintage aircraft. "Only fixed pitch props as well." I would suggest that "ab initio" students, heading for CPL, start on complex aircraft/systems from the get go. For the most part they will adapt very quickly, the cost and time taken to qualify, less. While I haven't done the following - its seems that glider training/experince, will deliver lessons in energy management and keeping ahead of the aircraft, that will be a lifelong benefit to the CP (they may get to land a multi passenger glider on a disused (Gimli) airstrip or the Hudson River)😈

How many aircraft can you fit in the hanger?😈

The concrete floor is likly to be the single big cost - compacted earth very little. Your $60K is a luxury job, no doubt with power, water, sewage mezzanine living quarters and 2 aircraft with big wing span. I can comfortably fit my Sonex in a space 8 x 8m with plenty of storage room - Kit farm shed, about $8k (delivered) less on special/sale, self erect. 😈

Naaa! your okay - you just needed to contextualise your cloud base no fly comment😈

Simple - the thrust of this Thread seems to be about allocating blame - there are the pilots blamers and the system blamers. I am not so intersted in the facts of the case , more the commentary from Forum members. I am simply pointing out that the pilot had a history of indulging in activities that are inherently more risky than knitting. It is also likly there were some system failures, (instructor/RAA) which may be lessons that serve to modify the system (a good). Coroners often reflect societal /political expectations - not suggesting corruption, just bias. I think it likly that the pilot, once free of close supervision, would likly have done what he did sooner or later - he was a male!😈

Where does this 3000ft cloud base come from? What of training from airfields at almost sea level?😈

Some observations on human nature - in particular the male of our species (all?). I know very little of the incident that forms the basis for this debate however I ask you to consider; We are an inherently risk taking species. Our stories, glorify the macho man. Our courtship behaviour is often typified by displays of dairing. (look at me!) Pilots of all levels are mostly male - do you need to ask why? Motorcycle riders (of all ages) are mostly men - see above comment. While intensive training (CPL?) will often modify, at least temporarily, risk taking behaviour/personalities, it is unlikly to be a permanent fix. If you want to see videos of aviation risk taking & rule breaking - there are probably hundreds out there. This is classic (male) "look at me syndrome". Males are far more likly to die prematurely than females, in large part due to the testosterone in our veins and the tacit expectations of society. All modern societies spend a ridiculous amount of effort on trying to prevent male risk taking, instead of accommodating , redirecting and accepting the inevitable mortalities that ensue. Our supposedly primitive forebear were much better at managing our instincts. I support any investigation that seeks to determine why an incident occured. Not so that an individual will necessarily be exonerated (or crucified) but that his (usually) actions can be seen in a holistic context. From the little I have read (in this Thread) the dead man was on a mission to risk his life in many ways, before his poor judgement finally caught up with him. The part that instructors/organisation's (RAA?) played is likly a minor one - this does not mean that systemic & personal errors were not made, from which lessons may be taken.😈

"a vfr pilot taking off with a 2000 ft cloud base." Not an issue , IF (?) he is able to maintain 500 ft clear of surface.

Wow!😈

I agree it's a far from ideal situaton HOWEVER the biggest worry is the mindset of the VFR pilot. There is much that a VFR pilot can do to ensure a safe arrival - the Russian Roulette statement is pure alarmism, sorry if I offend.

The Bing diaphragm carburettor, is nothing like the carburettors used by Ly/Con - hense my inquiry. BING: The movement of the diaphragm is controlled by manifold pressure (MAP) The diaphragm (working on the needle valve) controls fuel flow MAP is controlled by the throttle/butterfly valve connection (no mechanical connection to the diaphragm) AND the propeller, acting as a governor. My question is about the ability or not of the propeller to determined/control fuel flow in a BING type carburettor. By using wide open throttle (WOT) rather than another setting, I am attempting to remove the variable introduced by the butterfly valve.😈

Ditto - I was supporting your initial statement however went on to expand on the third party blame game😈

Disclaimer - My following comments are NOT about the incident being discussed in this Thread. "That said the attitude of the pilot is always a factor and as I understand it he was advised not to fly in such poor conditions but ignored the advice" We live in a time in which personal responsibility seems to have been sidelined in favour of blaming/suing thirds parties. I feel that there are two reasons for this: The various causation concepts (eg Swiss Cheese) which have rightly moved the focus on the individual (pilot)as the sole perpetrator/cause of the incident, to one that looks at the system that may have failed. The legal industry (ambulance chasers) who seek to make significant income out of bringing the matter to a court of law - popularised by TV programs & muckraker journalists. While I am in favour of concepts like the Swiss Cheese view of incidents, the PIC is and always will be, the one who is responsible for the decision to fly or not. Swiss Cheese should have the effect of proportional responsibility, not absolution (unless deserved). "in raaus you can fly lightweight slippery fast aircraft the will get you into trouble quicker than a lumbering old cessna so maybe our training needs to reflect the performance of these modern airframes. they are not draggy ultralight aircraft any more." This is a fallacy - RAA's covers a very wide range of aircraft types & performance. RAA'S instructors/schools can only deliver generic instruction. When changing to a diffrent type of aircraft it is the pilots responsibility to seek further instruction ON TYPE😈

Not asking for advice on how to operate prop/engine at altitude - asking for opinions on the effect/influence of prop, as governor, on fuel flow in a Rotax/Bing carburettor😈