Garfly

It only takes a minute to scribble down a paper plan/log from the plan/sheet details made on the EFB. (Always handy, anyway, in case the lights go out.) Yes, you need at least an iPad mini size screen to legally replace paper maps. But then you have every possible chart always up to date (could even be cheaper in the long run).

You mean silly because forecast winds are likely to change? A plan you've made in OzRwys, et al, can be updated (for current W/V >> HDG - GS - ETE etc) in a single click (assuming your tablet has cell connection.) https://docs.ozrunways.com/ozrunways/6_planning.html#plan-sheet

Well there you go ... isn't mathematical science wonderful, vicar?! Never mind that the aeroplane, as we know it, won't even be here in 50 years. (Ditto the atmosphere, in 500 ;- )

I agree that the bureaucratic thinking is still weirdly wrongheaded. But I do think that universal ADSB IN/OUT (equitably achieved) is a good idea. But anyway, isn't ATC rapidly moving in that direction - away from 1940s tech? So with any IN/OUT you'd still be surveillable - by all and sundry. Which has its benefits, though.

I fear you're right, but the reasons they put forward will probably not be based on actual efficacy as established by in-service trials. It will be more about the fact that they're not plugged into ship's power and their sub-normal power output etc. Even though it's been admitted that Mangalore would almost surely have been prevented by either or both aircraft being so equipped.

So I wonder if Electronic Conspicuity (EC) devices - duly registered with CASA - will be deemed 'transponders' for the purposes of these proposals. I think they could be/should be, as most traffic displays used by IFR/RPT flights ought to be able to 'see' them, nowadays. And they were deemed eligible for the government subsidy and thus are part of this overall plan for reducing collision risk. I also wonder if the devices are conspicuous to ATC yet. There was talk, a couple of years back, of ground facilities soon being able to show EC targets (within range, of course, which in practice seems to be up 40nm or so, line of sight). We don't seem to hear much about it, for some reason.

DOT To Audit FAA Oversight Of Boeing 737 And 787 Production By Kate O'Connor - Published:June 30, 2022 https://www.avweb.com/aviation-news/dot-to-audit-faa-oversight-of-boeing-737-and-787-production/?MailingID=%CAMPAIGNID%

This is a video by Fred Peuzin about the carbon fibre cowl he designed for his Jodel. He has provided english translations for the titles. And this is an auto-translate of the YouTube description: "New cowl test flight. 1,329 views Feb 25, 2019 A technical video this time, with the first flight test of our new engine cover. It is more aerodynamic and lighter than the previous one. It is also the culmination of 4 years of theoretical and practical studies on cooling drag, a step closer to our speed objective of 135 kt true airspeed (250 km/h), without affecting the engine power which is of 100 hp (at sea level and 2750 rpm). Incidentally, the aircraft is lightened by 6 kg, the cover should ultimately weigh (after painting) less than 5 kg. The cover was made of carbon fibre and epoxy resin on extruded polystyrene male moulds. All the details on our blog: https://speedjojo.blogspot.com/

Speaking of the Fw190; a new Dark Skies video:

An apropos pprune opinion of yore: https://www.pprune.org/pacific-general-aviation-questions/342921-old-aviation-safety-digests-versus-flight-safety-australia-vive-la-difference.html

Which comment did you mean? Anyway, we're clearly at cross purposes.

But how about a full-sized see-through? No problem.

Nobody who tackles an IFR rating would be in that category.

I'd've thought that IFR planning - with a mandatory LSALT for each sector - would be one of the simpler aspects of instrument flying. I've imagined that picking pathways between peaks was a sport for the lowly VFR crowd only. Anyway, such accidents as that are less likely nowadays with the likes of "LSALT Assistant" available to all: https://docs.ozrunways.com/ozrunways/10_terrain-and-airspace.html

This guy agrees - when he gets to the Liquid Piston at #1 : And this the transparent Wankel:

... and Rotary, too:

You mean like this? ;- )

I'm interested in your original report. I'm curious to know what happened in that interval between their noticing the Pawnee pulling up alongside and that subsequent "discussion with their instructor". That's the interesting bit - and where the best lesson lies. It's like you suddenly find yourself in formation - but NORDO and mutually clueless. I guess one plan would be to break left onto a mid-field 'base' and come around again (as long as there was no opposite traffic on mid-field cross wind). Or make an immediate climb straight ahead, up and out of the circuit - all the while keeping your Pawnee mate in sight in case he suddenly sees you and has the same idea (but you'd need to be sure there was nobody above on an overhead join). Or you could slow down and widen out behind (but you're probably already fairly slow and, again, you'd be hoping he doesn't do the same). Could be tricky. What did you do?

Yes, and if you read his blog around 2018/19 you can see that the clean lines are no accident (a random sample): "January 1st. 2019 Cover, oil cooling air outlet. First of all, happy new year to all and full of success in what you are about to undertake. For my part, I hope to beat a new speed record this year and fly at more than 130 kt. I don't like to redo what I've already done, but yet it was necessary to redo the oil cooling outlet air duct for the new hood. However, I made a few minor changes. First a curvature a little more studied than the original basic bend (first photo) with a slightly larger bend radius and a slight converging in the bend to locally accelerate the flow and avoid separations in the bend. Finally, the outlet on the cowl side will be flatter for better integration of the outlet flow into the general external flow. The part was therefore laminated with epoxy on a polystyrene male mold covered with tape, as usual. The exit is also more oriented upwards by an additional 5°, ie well parallel to the external air streams which at this point rise to bypass the leading edge of the wing towards the upper surface (observation by film of oil). Finally, the output section is slightly decreased (-15%), which will decrease the flow a little, but will increase the output speed. Indeed, the cooling of the radiator has never been insufficient, even in hot weather, so I think I have a little margin to try to optimize this cooling trail." Full blog: https://speedjojo-blogspot-com.translate.goog/search?updated-max=2019-02-01T18:21:00%2B01:00&max-results=2&start=27&by-date=false&_x_tr_sl=fr&_x_tr_tl=en&_x_tr_hl=en&_x_tr_sch=http

Yes, he loves his mountain strips in the SW of France. You can clearly see his little trap-door operating in this one posted just a few months back: Then there's this classic from a few years back at La Salette (posted here before). The Skyranger is owned by Fred's uncle. All three generations of his family are totally into flying. It's his son doing the amazing drone cinematography for this one.