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Everything posted by MattyB
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Much more important is how even the cell voltages are at the end of a discharge cycle as that gives an indication of pack health.
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I think driving games would be better tbh
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I will try again in 6 months.
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It’s a no for now as my cognitive issues seem to have affected my spatial awareness so maintaining road position was hard.
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My driving assessment is this morning which effectively determines whether future of my solo flying career will continue!
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Well my head is now a much nicer shape following the cranioplasty op before Xmas and the wound has healed well and my hair is growing fast
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Struggling to get this connector needed for motor
MattyB replied to shepeiro's topic in Motor Discussion
Just cut am off and solder on some small bullet style connectors or solder directly to the esc once motor direction is determined. -
I love these designs but they don’t love me
MattyB replied to shepeiro's topic in General Vintage R/C Chatter
Lengthen the noise a bit and reduce weight at the rear I guess is the main strategy. -
Why earth did you csll this thread Royal Mail when it’s the French post office levying the import duty charge here?! Baffling
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I think that sort of l is where my current flying lies oif anywhere but I think any competitive urge has been well and truly stymied by kids and this experience so I wouldn’t compete any more whatever happens.
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Sorry but I think this exchange has all confirmed to me I should stop posting here. As I get enough pep talks about attitude and worrying from my parents and family already. I do agree about celebrating the small wins but in reality they are not coming fast enough any more to give me longer term hope and winter is proving a real challenge, as it restricts my external mobility further and the cold causes extra spasticity and at the moment I can’t even wear a hat to keep my head warm! 🥲
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How many times have I told people in this thread , never say get well soon to a neurological patient because very little happens soon, and certainly Ot getting well - I am 10 months in at this point and I can’t see any prospect of me being what I’d consider truly well ever again! All I can hope is to rehab to a level of function that might allow me to lead a satisfactory life, but even that feels a distant prospect at this point I just feel the whole thing is so unfair and am grieving for my former life. I was young, fit and not at all overweight and I didn’t drink much at all or smoke. I just seem to have been massively unlucky in damaging my carotid artery wall where the clot formed, before going to my brain this damage was possibly caused by a mountain bike crash or possibly by something as innocuous as a sneeze! Yes rea!ly! Apparently that does happen sometimes.
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Easy to say guys but tbh after nearly 10 months my resilience is faltering a bit and I am still so far from where I want to be!
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The main issue is it is hard to enjoy something you used to be really good at to the same level when you aren’t any more so pootling a a junior 60 around when you could do rolling circles with an f3A style aerobatic machine doesn’t really appeal - if anything I will have to go back to thermal soaring as I might have a chance of doing that successfully with a floaty type r/e/f model in gentle conditions
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No because y occupational therapist considers flying using mode 1 a good therapeutic task for me, and anyway that is not even the biggest problem - if I can’t drive myself to the field my flying career is essentially over and I have a lot full of “ retirement kits to build too!!! 😢
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The old PicooZ helis from a few years ago were awesome indoor pocket money fun for Xmas - I really miss those but they were killed off by micro drones I fear and the batteries never used to last many cycles maybe ten or so
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My latest negative milestone was telling one of the club officials in my club I won’t be renewing membership or BMFA subs until at least until after I’ve had my driving assessment in January as without that my silo flying career is essentially over and anyway my stroke arm is not yet reliable enough in terms of dexterity for me to be the pilot legally in control I don’t think, I have only flown on a buddy box setup with my Dad since my stroke so there is no point at this point in me renewing 🥲 until I know I can drive myself to the field and even if I do reach that point I am going to need a new gentler model to fly as stuff like my Miss Wind would be way beyond me at this point. Anyone got a secondhand Radian for sale?!!! I used to be a prerty good pilot too so it is rather dispiriting to have to admit this stuff to myself. 🥲
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I’m afraid nothing good to do with a neurological injury happens soon and at this point 10 months in I now realise I will probably never be what I would truly consider well ever again and certainly not anytime soon. All I can hope is that I can continue to rehab my way to a vaguely satisfactory level of function but that will be harder now that all my NHS therapy has finished. 😢
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So… On Thursday last week I finally went in for my cranioplasty (skull repair operation which had already been cancelled twice previously in November, first when I got Covid and second the night before because someone else needed the emergency craniectony surgery I had back in February. So as a result I now basically look like a nightclub bouncer but my head is a much nicer shape again and it no longer pulses in and out when I chew! And I also have no less than 74 staples in my head until 20th December.
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Yes of course, because the flyer is just denotes that you are knowledgeable of the rules we have to abide by when flying there is no linkage between the op ID and flyer ID in terms of the CAA’s systems
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I have to say I am probably alone in this but the CAA’s change makes complete sense to me as previously you could be legally competent either by having a flyer ID earned through the caa DMARES test or by doing the bmfa rcc test oorvby using the A/B test exemption. However what caa have realised is that the average enforcing officer is never going to have the knowledge to know about the bmfa exemption routes where you didn’t need a flyer ID, so it is far more logical that those exemption routes mean you are now issued with a Flyer ID, that wayany officer trying to enforce the law just has to ask for ia valid flyer ID to know whether you are competent in the eyes of the law or not! Simple to understand and universally applicable.
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No surprise there that always has been the case, op ID is the one that carries an annual fee so it will remain 12 months I am sure, Flyer IDs last 5 years from memory
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It’s good for Bmfa members that they do take that view I suppose but unfortunately I’ve seen a fair bit of evidence that often those leveraging the A or B exemption from the Flyer ID test either don’t understand the current regs despite the BMFA’s efforts, or are so disgruntled at the changes of the last few years they wilfully don’t want to comply.
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I still have ABSOLUTELY no idea why the BMFA and CAA consider a dusty A or B that could have been earned in the early 70s means that the pilot In question knows and understands the regs today?! As such I remain convinced all of us are better off doing either the RCC or full Flyer ID test to demonstrate our understanding is up to date. I personally hold a Flyer ID based on the completion of the full CAA online test, as I would rather give that number to a plod than have to explain the BMFA RCC test and the proof of competency that it provides as the chance of them knowing about that and accepting it if they were questioning you at the field is probably quite low I'd imagine...
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From page 1 of the consultation (linked above and here - visit our consultation webpage to give us your views 😞 Overview Purpose of this consultation Modernisation of UK airspace is essential to ensure that it is fit for purpose in the future. Modernisation will benefit UK consumers through greater system capacity and better resilience to disruption. Crucially, it will help UK aviation to achieve net zero greenhouse-gas emissions by 2050. Unlike in most other countries, UK airspace design is today delivered via a complex model, where multiple organisations, usually airports and air navigation service providers, each individually sponsor and fund airspace change proposals (ACPs), often with interdependent designs. This complexity puts at risk the ability to accommodate increasing demand for access to UK airspace and, eventually, innovative new technologies such as remotely piloted aircraft systems (drones). This consultation proposes creating a single guiding mind responsible for future airspace design – a UK Airspace Design Service (UKADS) – to deliver this much-needed modernisation at scale and at pace, as envisaged by the CAA’s Airspace Modernisation Strategy published in January 2023. This joint consultation by the Department for Transport (DfT) and UK Civil Aviation Authority (CAA), as co‑sponsors of airspace modernisation, seeks views on what the UKADS could do and how we might set it up. At this stage no decisions have been made and these are proposals for consultation. We summarise our proposals below. More detail appears in the full consultation document and the accompanying Regulatory Impact Assessment. To give us your views, please click on the link further down this page. Outline of the proposal Our proposal is to set up the UKADS in two phases: In the first phase, the initial operating model for the UKADS function (UKADS1) would be established as soon as possible and tasked to NATS (En Route) plc (NERL) through a change to its air traffic services licence. The scope of UKADS1 would initially be to take forward (sponsor) ACPs to modernise the complex airspace around London. Subject to UKADS1’s capability and capacity, the DfT and CAA may expand this scope in the future. UKADS1 would take on all aspects of each ACP, except for the safety case, implementation and (depending on the circumstances) managing aspects of stakeholder engagement, where the airport, air navigation service provider or other proposer of the change may take the lead on consulting with their stakeholders, supported by the ADS. The second phase, running in parallel but necessarily on a longer timeframe, would be to establish the end-state operating model for the UKADS function (UKADS2). UKADS2 could be responsible for sponsoring and progressing all ACPs in the UK. UKADS2 would be likely to require primary legislation. This second phase would be conditional on the outcome of a review of the success of the first phase. The detail of UKADS2, including its form and options for any new legislation, would be subject to further consultation in the future. We are not making proposals for UKADS2 in this consultation other than the broad concept. A new airspace charge to fund all ACPs Alongside our proposals for the UKADS, we propose to reform the funding of ACPs UK-wide by creating a new UK Airspace Design Charge which would: meet the efficient costs of NERL to provide an airspace design service through UKADS1, and capitalise a new UK Airspace Design Support Fund to cover relevant costs of the sponsors of eligible UK airport ACPs that are outside the scope of UKADS1. Why are we making this proposal? As the airspace change masterplan has progressed, it has become clear that the challenges of today’s airspace change model risk the delivery of much-needed modernisation: the complex nature of UK airspace, particularly in the London area neighbouring airports, each having their own requirements, proposing and funding individual ACPs where the airspace designs are interdependent dispersed and scarce expertise in the industry sometimes leading to inconsistent standards and variable quality in ACP submissions increasing demand from new or developing types of airspace user (such as drones, aerial taxis, high-altitude platforms, space launch) to have routine access to an integrated airspace for all users, but no obvious sponsor to take forward or fund any changes to the airspace design needed to accommodate them. The consultation What is in scope of this consultation (what we are consulting on) This consultation is seeking your views on these proposals, including: the overall concept of a UKADS the scope of the UKADS’s responsibilities (whether geographically or in terms of the types or process stages of ACPs) funding the UKADS and other UK airspace design change suitable governance to ensure the UKADS delivers what is needed and on time a proposed two-phase approach of UKADS1 and UKADS2 how to transition ACPs to UKADS1 from the current approach for making changes to airspace design what modifications to the CAA's CAP 1616 airspace change process may be needed to accommodate the activities of a UKADS the concept of the end-state UKADS2, which could eventually become solely responsible for progressing changes in UK airspace design. What is not in scope of this consultation (what we are not consulting on) We are not seeking views on any of the following: the CAP 1616 airspace change process, other than where you believe the UKADS proposals might require it to be modified specific ACPs past or present issues with specific volumes of airspace, other than examples of where you believe a UKADS might address the issue aspects of government environmental policy, including the Air Navigation Guidance (the statutory guidance given to the CAA by the Secretary of State on how it should take environmental impacts into account). Consequently, the DfT and CAA will only take into account elements of responses to this consultation that are within scope. Who is this consultation for? This consultation is principally for anyone who uses, manages and designs airspace. It may also be of interest to anyone otherwise affected by airspace or the aircraft that use it. We have tried to keep technical terminology to the minimum as we appreciate that we have a wide range of stakeholders who will have an interest in the proposals for a UKADS. Should you have any questions about the consultation, please direct them to [email protected]. The DfT and CAA plan to hold a webinar within the first few weeks of the consultation to answer questions and provide an opportunity for stakeholders to raise any relevant issues. We will post details here. How to respond to this consultation The consultation will close at 23.59 on 17 December 2024 (a consultation period of eight weeks). We cannot commit to taking into account comments received after this date. You can submit your comments by following the link below and answering the 21 consultation questions, which require a mix of multiple-choice and free-text answers. For convenience, you can also download all the questions in MS Word from the link under 'Related' below, but your response should be submitted through this online portal. Our strong preference is that you complete the online consultation. While we will take account of responses that are submitted by other means, we ask that you arrange any such submission using the subject headings of the consultation document. Otherwise we will not be able to analyse your submission in the same way that we analyse the online responses. We will assume that all responses can be published on the CAA website. When you complete the online consultation there will be an option for you to hide your identity or refuse publication. (In any event, your email address will not be published.) In the interests of transparency, we hope you will not refuse publication. If you do send us a separate submission and it includes any material that you do not want us to publish, please also send us a redacted version that we can publish. Please note that your response will be shared with the DfT, CAA and relevant employees of any consultancy firms that we contract to assist with the UKADS project. You should be aware that information sent to and therefore held by us is subject to legislation that may require us to disclose it, even if you have asked us not to (such as the Freedom of Information Act and Environmental Information Regulations). Therefore, if you do decide to send information to us but ask that this be withheld from publication via redacted material, please explain why, as this will help us to consider our obligations to disclose or withhold this information should the need arise. Please see General privacy notice | Civil Aviation Authority (caa.co.uk) and DfT Personal Information Charter for more information. Proposed changes to the NERL licence The CAA expects to launch a separate consultation later in the year that will provide illustrative information on changes to NERL air traffic service licence obligations, costs and charges that might be needed to implement proposals set out in this UKADS consultation. We will post a link here when this is published. Next steps Once the consultation has ended, we will publish a consultation response document summarising the responses we received and how we have taken these into account. Where we have permission to publish, you are also able to see responses we have received.