ShuRugal

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About ShuRugal

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    Senior Member

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  • Gender
    Male
  • Location
    Virginia
  • Reg #
    ***5WT
  • Model
    M20C (1964)

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  1. unless things have regressed since two years ago when i was still following new developments in that field, most of these devices use their elevation at bootup as "ground". Fairly crude, but for the way the overwhelming majority of people are flying them, sufficient.
  2. It's been my experience that the brain-dead "I'll do what I want" crowd all opt for the GPS-controlled self-flying garbage. Mandate that any GPS-aware model controller must self-limit to 400' AGL unless it has built-in ADS-B capability. the technology to enable ADS-B compliance is already installed in these things (software-defined transceivers) - a simple in/out solution that only provides position reporting out and conflict-avoidance info to the GPS controller would not add appreciably to the cost of most units capable of flying in a manner hazardous to full-scale ops. As far as enforcement goes... I am holding in my hand a can of housing-grade expanding foam, clearly marketed for housing, that has a warning label "not for use in aircraft" marked on it... the FAA has a pretty broad reach, when it cares to exercise it.
  3. oh yeah, I'm definitely not advocating knocking out GPS - that would create far more problems than it solves.
  4. ShuRugal

    Brakes dragging

    pressure bleeders are a life saver - I just finished rebuilding the calipers on an '84 Honda Sabre someone gifted me as a project bike... 3 hours of manual bleeding later, and all the air still isn't out of it... finally broke down and ordered a syringe bleeder (along with new steel lines for it), because my hand can't take another thousand pumps on the lever...
  5. I've been out of the hobby for a while, but 2.4 GHz FHSS was the most common means of control - I can't see 5 GHz being desirable (less range) and that's the only other general-purpose band designated by the FCC. I suppose there might be some people still using 72 MHz for extremely long-range ops, but the mass-produced drones are all operating in 2.4. A band-wide jammer would knock those offline. It is true that anything relying 100% on an internal per-programed GPS route would not be impacted by jamming the wireless controller, but when I was last keeping up with these products, all the receivers making use of GPS routing would failover to a "return home immediately" or "descend and land right here" mode if connection to the controller was lost - triggering that would be sufficient to protect most fullscale ops. of course, the best solution would be to require ADS-B integration of all RC ops conducted above the local Class G line. The argument being that any RC operations are automatically IFR ops, because full scale pilots cannot see an RC device until it is too late to avoid a collision.
  6. ShuRugal

    Brakes dragging

    Sounds like either moisture or air in the caliper: either one will expand with heat and put the brake on, thus generating more heat and eventually locking the brake. Expect also to see a warped rotor generating the initial heat that starts the cycle. Alternate source of initial heat could be sticking caliper sliders, causing one pad to always be at least partially engaged.
  7. I wonder what the FCC would say if planes started equipping low-power 2.4 GHz jammers with high-gain antenna in the forward direction... knock out any co-altitude RC devices before they becomes close enough to be hazardous...
  8. Thinking about this, my original post does oversimplify things a bit: There are really two velocity ranges where Ke is the primary determinator of penetration: 1: Low velocity impacts, where there is not enough energy involved to cause plastic deformation in the target 2: Hyper-velocity impacts, where there is enough energy involved to melt or vaporize a portion of the target and cause secondary damage effects An example of the lower bound would be something like a baseball pitch: even though the baseball has enough momentum to penetrate a relatively thin sheet of aluminum, at the speeds most people can throw one, it does not possess enough Ke to cause plastic deformation, and so the metal will instead deform elastically, absorbing the impact, and "spring" back, returning a large portion of energy to the baseball. At the upper end of that range, it might have enough Ke to cause a permanent deformation in some portion of the metal, but not a large enough portion for it to pas through, and so it leaves a dent, or even a split. So yeah, I oversimplified things a bit, assuming that the context would only be striking things like a hovering drone at cruise speeds. In retrospect, collisions with a much lower relative velocity are worth considering as well, at which point the Ke involved would be the difference between "I need a ferry permit for this dent" and "shit shit shit, my aileron is jammed by some asshole's drone!"
  9. Kinetic energy goes up with the square of speed, but at normal impact velocities momentum determines penetration and damage. Ke only becomes significant at truly absurd impact velocites (like, 120mm sabot velocity). This article provides a nice primer on the subject: https://www.revolvy.com/page/Impact-depth
  10. ShuRugal

    Rylo 360 degree camera

    gotta get that composite video system in the F35 - cameras on all extremities, and computer stitches them together. I wonder how many AMUs that'd cost?
  11. That's the new Subway "Footlong" deal, eh?
  12. ShuRugal

    An Absolutely Horrible Day!

    Ayeaye, Cap.
  13. ShuRugal

    An Absolutely Horrible Day!

    Ah, I see now it is a 3 blade prop - disregard XD
  14. ShuRugal

    An Absolutely Horrible Day!

    that implies the engine was running. Why was the engine running while the nose gear was off the ground? Did someone start it while it was on jacks? why? EDIT: I see now it is a 3 blade prop - disregard XD
  15. ShuRugal

    Fuel Cap Rain Cover

    if you're in an emergency situation, you could use saran wrap and some vaseline.