Well, then use the available technology to keep your quadcopter unable to cllimb higher than 500 feet, unable to be operated within the lateral boundaries of a surface area dedicated to an airport (i.e. Class B, C, D, or E airspace where it extends to the ground) and unable to be operated out of the line of sight of the operator, and light enough (say, for example, a half pound) that it is not likely to cause damage to a manned aircraft in the event of a collision. If you meet those criteria, we can consider your quadcopter a toy, and you don't have to licence it. However if you are flying it in the same airspace I am, I expect you to operate you equipment in a way that is compatible with and safe for the other users of the system. Go look on YouTube, it is chock full of videos of people operating their "toys" at many thousands of feet, in instrument meteorological conditions, and dangerously close to manned aircraft. This is why they must, and will, be regulated.
I am a certificated pilot, and I am an aircraft owner. My name, address, certificate status, medical status, aircraft registration, and aircraft registration status are all available in a publically searchable FAA database. I this is requried of me to be a user of the national airspace system, why should drone operators be exempt?
I can confirm that Whirlpool HE (Actually mine was a Kenmore HE3t, which is a re-labeled Whirlpool Duet Sport) laundry machines do not rinse adequately and you need to select the "extra rinse" button every single time. However, I chalk that up to sub-par American engineering, as we replaced that turd with Samsung HE WA456 and it is GREAT.
Pretty much every single modern jet engine installed on current build airliners works this way. The hardware is the same, but the thrust limit is controlled by either the software version loaded in the EEC, or an "identification plug" which plugs into the EEC and acts as a switch to tell it which software limits to use. For example, the CFM56-7B which powers current production Boeing 737NGs is available in thrust ranging from 19,500 lbs to 27,300 lbs. The hardware is the same. The ID plug and the price is what makes them different.
Pictures of the rating plug and how it works on a 737 here:
http://nandang-smart.blogspot....http://www.sjap.nl/cfm56-7-hyb...
Many commercial jet aircraft components are produced with lost wax casting using titanium, with subsequent hot isostatic pressing. (HIP.) Source: I am a propulsion design engineer at an large commercial aircraft manufacturer.
Also "3D Printing" (we call it additive manufacturing) has been used in the aircraft industry for at least 10 years that I have experience with, although it is typically used for either tooling or test parts. I few a 3D printed titanium exhaust duct on a flight test in 2010, then implemented the same part for production using conventional manufacturing methods. 304 of them in service so far with no issues.
Wow, an electronics shop in Derby, UK. It must be the only place where you can resistor with an oil leak. But seriously, now that you live in Seattle, take the I-90 or 520 bridge over to Bellevue and visit Vetco Electronics. http://www.vetco.net/http://www.yelp.com/biz/vetco-...
About every component you could ever ask for, and surplus sales too. Sounds like Potts is very similar, I'll check them out next time I'm in Derby. (Which until recently was pretty much every 6 months... Business takes me to Wolverhampton instead now)
The statement regarding aOA display is incorrect. All current production Boeing aircraft can be configured to display current AOA, target AOA, and limitations in the top right corner of the primary flight display. Whether this option is displayed or used depends on the specific airline's operating certificate and FAA approved procedures specific to that airline.
http://www.boeing.com/commerci...
The illustration above is old, so it does not mention that this feature is also on the 787 ( which i have flown with AOA active) and on the 747-8 ( which I have not flown but have seen the AOA feature used from the jumpseat)
You are wrong. Generally SAM missle systems (i.e. not MANPDS) generally ARE equipped with transponder/IFF code selection. In the Russian case the BUK missile is capable of being operated seperately from it's command and control ground radar, in which case it looses IFF protection.
Luckily there is a pretty significant movement to change that the LSA gross weight limit to 1600 lbs. A lot of the current LSAs are payload limited by this regulation, but are structurally capable of 1600 lb MTOW.
Me too. It's a lot worse in one airplane I fly that has MAC drop-in replacements for old Narcos, than the other plane I fly with newer King radios.
On the plus side, as long as I'm withing reasonable distance of a populated area, I often see a 3G connection so long as I'm under 5500 AGL or so.
The little people can fly the airlines in peace, knowing that the GPS constellation on which the airspace system increasingly relies on is protected from disruptive Chinese space weapons.
Too bad the mythbusters are two-bit psuedoscience entertainment troupe hacks. I am a private pilot. On a few occasions, I have forgotten to turn my cellphone off prior to flight. Eventually, it has to renegotiate the GSM handshake. When it does so, I get the familiar GSM interference in my headset (you've probably heard the same noise if you've kept a GSM phone close to your computer speakers) and a simultaneous full-scale deflection on the VOR indicator. If you are flying with the autopilot coupled to the the VOR, this will result in an uncommanded deviation from your intended flight path.
And thus I say unto you: Poof!
http://www.wsdot.wa.gov/aviation/SAR/ELT_History.htm
However, ELT's frequently fail to be of any use, as they are often too damaged in the crash to send a full-strength signal or sometimes even operate at all.
That was the old wooden-spar winged Citabria. The 8KCAB Decathalon, and all Citabrias produced since 1989, have a metal spar. Also, many of the pre-1989 aircraft have been converted to metal spars.
At work I use CATIA CAD software made by Dassault, it was originally written in French, then translated to English by Russians. You can get some pretty good error messages out of it, such as:
As it was too important, the number of workspaces has been reduced.
The document cannot be unloaded, because he is dirty or one of its linked documents is dirty.
Error primitive value is not an aggrinstance.
Prepare: At least one repository failed.
Error: Error stack is empty.
Error: An error condition has been detected but no error information.
Error: The lock action is immediate. So, the fields you modified have not been saved.
Clean: You have synced several times without cleansing.
Most wordy, non-useful dialog:
Question: Instead of directly transforming an input, we recommend you to apply the Add Position command onto the solid. Then, the required GSD transformation mist be applied on the axis system of the Positioning Set. Do you want to go on with the transformation or quit the command and follow our recommendation? ()Yes ()No
A few graphical favorites: A dialog box is presented. It has two buttons, OK or Cancel. No other explanatory text is shown. Neither button has any effect, other than to make the box go away.
Also: A dialog box is presented. It's title bar says "error". The error text is "fail", and there is an action button which says "OK"
Slashdot Mirror
Well, then use the available technology to keep your quadcopter unable to cllimb higher than 500 feet, unable to be operated within the lateral boundaries of a surface area dedicated to an airport (i.e. Class B, C, D, or E airspace where it extends to the ground) and unable to be operated out of the line of sight of the operator, and light enough (say, for example, a half pound) that it is not likely to cause damage to a manned aircraft in the event of a collision. If you meet those criteria, we can consider your quadcopter a toy, and you don't have to licence it. However if you are flying it in the same airspace I am, I expect you to operate you equipment in a way that is compatible with and safe for the other users of the system. Go look on YouTube, it is chock full of videos of people operating their "toys" at many thousands of feet, in instrument meteorological conditions, and dangerously close to manned aircraft. This is why they must, and will, be regulated.
I am a certificated pilot, and I am an aircraft owner. My name, address, certificate status, medical status, aircraft registration, and aircraft registration status are all available in a publically searchable FAA database. I this is requried of me to be a user of the national airspace system, why should drone operators be exempt?
I can confirm that Whirlpool HE (Actually mine was a Kenmore HE3t, which is a re-labeled Whirlpool Duet Sport) laundry machines do not rinse adequately and you need to select the "extra rinse" button every single time. However, I chalk that up to sub-par American engineering, as we replaced that turd with Samsung HE WA456 and it is GREAT.
Pretty much every single modern jet engine installed on current build airliners works this way. The hardware is the same, but the thrust limit is controlled by either the software version loaded in the EEC, or an "identification plug" which plugs into the EEC and acts as a switch to tell it which software limits to use. For example, the CFM56-7B which powers current production Boeing 737NGs is available in thrust ranging from 19,500 lbs to 27,300 lbs. The hardware is the same. The ID plug and the price is what makes them different. Pictures of the rating plug and how it works on a 737 here: http://nandang-smart.blogspot.... http://www.sjap.nl/cfm56-7-hyb...
Many commercial jet aircraft components are produced with lost wax casting using titanium, with subsequent hot isostatic pressing. (HIP.) Source: I am a propulsion design engineer at an large commercial aircraft manufacturer. Also "3D Printing" (we call it additive manufacturing) has been used in the aircraft industry for at least 10 years that I have experience with, although it is typically used for either tooling or test parts. I few a 3D printed titanium exhaust duct on a flight test in 2010, then implemented the same part for production using conventional manufacturing methods. 304 of them in service so far with no issues.
Wow, an electronics shop in Derby, UK. It must be the only place where you can resistor with an oil leak. But seriously, now that you live in Seattle, take the I-90 or 520 bridge over to Bellevue and visit Vetco Electronics. http://www.vetco.net/ http://www.yelp.com/biz/vetco-... About every component you could ever ask for, and surplus sales too. Sounds like Potts is very similar, I'll check them out next time I'm in Derby. (Which until recently was pretty much every 6 months... Business takes me to Wolverhampton instead now)
It's purpose is clearly to force wireless device manufacturers to use secure data transmission protocols.
Aircraft and avionics are excempted for som period of time.
The statement regarding aOA display is incorrect. All current production Boeing aircraft can be configured to display current AOA, target AOA, and limitations in the top right corner of the primary flight display. Whether this option is displayed or used depends on the specific airline's operating certificate and FAA approved procedures specific to that airline. http://www.boeing.com/commerci... The illustration above is old, so it does not mention that this feature is also on the 787 ( which i have flown with AOA active) and on the 747-8 ( which I have not flown but have seen the AOA feature used from the jumpseat)
You are wrong. Generally SAM missle systems (i.e. not MANPDS) generally ARE equipped with transponder/IFF code selection. In the Russian case the BUK missile is capable of being operated seperately from it's command and control ground radar, in which case it looses IFF protection.
Both Chase and Citi offer them. I have a Citi that I use for European travel.
I sure hope the post the results on YouTube.
I like Apple's approach to standards... embrace and extend.
Luckily there is a pretty significant movement to change that the LSA gross weight limit to 1600 lbs. A lot of the current LSAs are payload limited by this regulation, but are structurally capable of 1600 lb MTOW.
Err, no. 8KCAB Decathalons have a Lyc AEIO-360-H1B engine. Fuel injected, no carb icing.
Me too. It's a lot worse in one airplane I fly that has MAC drop-in replacements for old Narcos, than the other plane I fly with newer King radios. On the plus side, as long as I'm withing reasonable distance of a populated area, I often see a 3G connection so long as I'm under 5500 AGL or so.
The little people can fly the airlines in peace, knowing that the GPS constellation on which the airspace system increasingly relies on is protected from disruptive Chinese space weapons.
Remember, Paul Allen has his own air force already. It's even open for public viewing: http://www.flyingheritage.com/
Too bad the mythbusters are two-bit psuedoscience entertainment troupe hacks. I am a private pilot. On a few occasions, I have forgotten to turn my cellphone off prior to flight. Eventually, it has to renegotiate the GSM handshake. When it does so, I get the familiar GSM interference in my headset (you've probably heard the same noise if you've kept a GSM phone close to your computer speakers) and a simultaneous full-scale deflection on the VOR indicator. If you are flying with the autopilot coupled to the the VOR, this will result in an uncommanded deviation from your intended flight path.
It's the law. Ek=M*v^2, if I'm not mistaken.
And thus I say unto you: Poof! http://www.wsdot.wa.gov/aviation/SAR/ELT_History.htm However, ELT's frequently fail to be of any use, as they are often too damaged in the crash to send a full-strength signal or sometimes even operate at all.
That was the old wooden-spar winged Citabria. The 8KCAB Decathalon, and all Citabrias produced since 1989, have a metal spar. Also, many of the pre-1989 aircraft have been converted to metal spars.
Quit whining, pop a Geritol, drink your Metamucil, and buy a Jitterbug Have fun at Bingo, I'll be standing on your lawn using my Iphone.
As it was too important, the number of workspaces has been reduced.
The document cannot be unloaded, because he is dirty or one of its linked documents is dirty.
Error primitive value is not an aggrinstance.
Prepare: At least one repository failed.
Error: Error stack is empty.
Error: An error condition has been detected but no error information.
Error: The lock action is immediate. So, the fields you modified have not been saved.
Clean: You have synced several times without cleansing.
Most wordy, non-useful dialog:
Question: Instead of directly transforming an input, we recommend you to apply the Add Position command onto the solid. Then, the required GSD transformation mist be applied on the axis system of the Positioning Set. Do you want to go on with the transformation or quit the command and follow our recommendation? ()Yes ()No
A few graphical favorites: A dialog box is presented. It has two buttons, OK or Cancel. No other explanatory text is shown. Neither button has any effect, other than to make the box go away.
Also: A dialog box is presented. It's title bar says "error". The error text is "fail", and there is an action button which says "OK"
http://www.drillspot.com/products/461175/Crc_05359_Synthetic_Brake_Caliper_Grease