RFguy

from the article. "Aircraft engineer Peter Marosszeky" says you need 25 hours at 16yo . that's a crock of sh1t.  Many kids  go solo 8 to 16 hours and dont fall out of the sky.  It's the old guys that need  lots of hours.   Now, the instructor's  appraisal and evaluation, that is something different. I'd done quite a few glide approaches, and simulated engine failures  (including upwind )  by the time I had my first solo, so I was prepared for  say, an engine failure in circuit. 

I dont think we should cease guessing/ evaluating.  Remember two experienced pilots.....If control surface control failure can be eliminated, 

---Only a stuck control surface control is my thought.  spanner stuck in the elevator or roll control etc ?  

if it is not that, I a,  guessing the flying pilot had a medical episode while the other pilot was looking out the window looking at something else, and then things got slow and the aircraft  was too slow, too low and now  too late to do anything about it. What else is plausible ????

so what do the other 35% who do not agree to pay more do ?

I learned spiral dives , how you get in one, and how to recognize them and  terminate them.  wings level and throttle to idle ...

Pretty basic stuff.  Not recognizing them will ensure a quick trip to the  obituary columns.

and I learned and practiced how to hold the airplane in a 60 deg banked 360 deg  turn nose correct attitude holding altitude  and hit your own wake. That was a pass....

I'd buy the bonanza . And a J160 for when I wanted to go cheap, and hold my J160 to a high maintenance level. (WRT- Bonanza) -  I feel older certified aircraft are very good value for money , with their advantage of 50 years of knowledge about them and most bugs known.... These days I probably wouldnt touch a factory built aircraft model any less than 10 years old- it hasnt had enough time to accumulate some ADs !

ooh ahh forward trailing edge taper wings like the low wing brumby.

now comes the more advanced stuff, interspersed with the instructor sending u up to do a few exercises from time to time.

A pet project of mine, actually Thruster88's idea is a into headphones (insertion, aux or inline) audible and visual warning  that a stall is imminent.  Really good IMUs for $7 are now available , along with  dual ported dual airspeed sensors (splice into ASI system) would  do this job well..... Would go a long way to preventing this . I have caught myself  occassionally not scanning my ASI often enough when I am busy looking at something, like for another airplane at the same time I am coordindating a tight descending turn etc  fortunately when I am missed the scanm for a few seconds, I've always had plenty of airspeed, and the airplane (PA28) is heavy and takes (forever) to slow down if I get careless. Unlike a 300kg jab which will run out of inertia three times as quick. 

and alot of M6 bolts.

the 'universal board' could be done these days with lots of available integration IE its not a intercom or radio or anything, IE the inputs and outputs are universal, audio and all. 

it's just a matrix connections to get all the audios the right level, split combined or whatever, all the PTTs etc routed etc etc aux audio mixed in etc . because of the difference in impedances etc, it's hard to have just a board with amplifiers and pots. 

leaving someone purely to connect the wires, and config done over a wifi  connection (from a hotspotting phone)  to the net.

there seems to be a market for a  "matrix box", due to the lack of electronics people

I forsee a PCB with screw cage connectors for 'anything' that can be configured to hook up 'anything'.  IE connect all the items , just get the grounds in the right place, and that is all.  

The labour is the problem. If you can set up the product such that the owner provides the labour in terms of merely connecting wires to the board (and in no particular order), then a high level person remotely can program the board (and if required, have the installed/ owner plug some jumpers in like a checkerboard. said board needs to be able to sample and feed back to the high level person that configures (sets gains, polarities etc of signals) 

discuss.

welll at Oshkosh this year I watched a airplane departure traffic jam over 2km worth (looped back on itself) and it was about 32C and 90% humidity... all chuggin away, some decided to shutdown.
 

OK on the performance. I know the airmaster IFA has the most numbers for Jabiru 3300s, but I would think a 912 and a after-turbo would be a better user package  (air air gets thin, doesnt matter....) . Much nicer to hang a CS off.  I'd be careful of how much  is hung on the front of the Jab engine, the airmaster that people use- the moment of inertia is miles beyond the jabiru max spec (but I dont know if Jabiru factory just set that number to suit their own propeller, or not, IE if it is  just a number, or if there is any science behind it.)  . Still, I have heard of NO  Airmaster IFAs coming off jabs.

Understood on the static RPM completely sucking.  yeah that's expected ...... I'd actually like an airplane like that that did about 170 TAS at 12,000' / 4h endurance  to go and see my mum in. . that would be a nice improvement over my 120TAS. 

What's the 200 kts with ?  with a Jab 3300 and airmaster CS prop  and 1 pax and full fuel ?

How does it compare to a Lancair 360    ??  (76 sq ft wing, 500kg empty) , that's about a 200kts plane, also.

yeah I dont see why this needs / should be in LSA category- surely VH-EXP?
A Va of 145 kts implies for a 3.8g aircraft, a  clean stall of at least 74 knots....   or 59 kts for 6g aero category.

Sounds like quite a bit of runway required and skilled pilots.

IE - like a Lanceair.  Plenty of aircraft ahead of pilot incidents there

There's been a couple of PA28s (suspected of)  losing their wings due to a neg g manouver at high airspeed, (neg g which is a lower load factor (g limit) than pos g) 

.

yeah as I read it , just get a class C transit clearance from  the mil guys and life is much easier, now.  IE you  will be accomodated if at all reasonable and possible, compared to, in the past, the opposite.

10nm transmit range on a skyecho, is about the limit  when the installation permits it.

you'll likely see full power ADSB transmitters from at least 20 to 40nm away. again, depending on the installation.

the tubes and rag of aircraft size will not measurably affect it . the tubes are fairly small compared to a wavelength and will tend to just re radiate whatever they intercept. 

That being said, you want to stay at least half a wavelength away from any metal in the direction you want to go, about 15cm. The antenna is in the top half of the SE2, so you want that in the clear.

flat plate larger than a half wavelength will start to hurt, though. 

The GPS is just as important, it needs a good view of the sky.   (in the top of the box) . if you have a torx bit, take it apart and have a bit of a look

SO, what are these "bolts found to be loose on other aircraft" that we are hearing about ?

so the guy in the seat had their seatbelt on eh ?

there was a common room in our setup, but I think you are gonna just go out for dinner, there are some cost effective joints to eat at. but I couldnt be arsed cooking dinner, and there is a good healthy- style organic supermarket  down the road, we ened up getting breakfast and lunch food from there, they sold really good sandwiches we'd pick up on the way home  and put them in the common room fridge with our other food like fruit, yogurt etc. Stu and I are  healthy eating  types , most of the time, so that was easy.  mixed with beer, of course.

Hi Mike. 

I consider the rooms secure, I would leave my laptop and tablet in the room... only would take my passports with me in my backpack, that's all.

Huntsman's are fine. they'll eat the moths, silverfish, etc in your aircraft

Looks fantastic Mike !
just as long as it doesnt get too hot up there.  maybe a white paper shade, japanese origami style.

I think the most useful info and tidbits  I have learned about flying has come from glider pilots. 

Brendan, probably worthwhile doing some reading up on doing minimum radius valley turns. It is something a slow machine does well, AND  there are techniques you can use to tighten up the turn (advanced) . Good to read up on it all anyway, approach, in, and exit. 

 Practice in free space up high.