Kayaking The Black River – Newbys Landing

adventure

The Black River meanders and oxbows as it makes its way to the Cape Fear. Mature cypress swamp forests flank the river banks. The water surface reflects black (hence its name) from brown tea stained tannins.

Researchers deem some of the old trees to be 1000+ years old but it is difficult to take core samples as most are hollow (like this one pictured). We had hopes on this outing to view Methuselah and the other two sisters but perhaps next year. Cypress are deciduous and as it is now Fall season they have lost their needles. The remaining Spanish Moss draped on bare limbs makes for an eerie feeling of isolation.

FSD update

cars

With v. 12.5.5.2 Tesla’s vision based autopilot (supervised) the emphasis is on driver supervision, still. While autosteer and adaptive speed control has become relatively polished and worry free there are edge cases where driver intervention is necessary/mandatory.

One might think that the driver, after having made a manual course correction or driving adjustment, would “teach” the car. Future revisits to that kink in the road would then go smoothly but Tesla’s system doesn’t work that way. At the end of the day, reams of video clips upload from the vehicle cameras to mothership — Tesla’s neural network.

Pulling data (last 30 days sample) from vehicle (as a network client) transiting my network to the NN uploaded: 71.6 GB

Autopilot behavioral changes and improvements come from Tesla’s end-to-end AI training system, code named Dojo, via versional updates downlink to the fleet. In this my car (and all cars) becomes smarter. What needs to be smarter? Safety, always of course, but key on the list is the ability to flow naturally with traffic and mimic driver behaviors good or bad. For instance:

The “Hollywood Stop” aka rolling stop might be considered bad but most people do it. Autopilot is not permitted such liberty. It comes to a dead stop before proceeding and this is slightly irritating but lawful.

Along this vein, the NHTSA stop, where one comes to a complete halt at the white painted marking at a stop sign before edging forward to see traffic and proceeding. Good form but unexpected in the common place sense.

While at the intersection, number 1 at the traffic light signal, turns green. Go. Defensive driving used to be taught but people seeing the green light step right out. Autopilot waits a split second before proceeding. It’s a minor irritation, and I haven’t had anyone from behind impatiently sound their horn yet (but I know in certain parts they surely would). The pause is good. Drivers with the green should look for oncoming. Autopilot has been hardcoded to know that cross traffic frequently will fudge run the red light.

Not wanting to be labeled as one of those Hypermiling roadie types, I still like to begin a coast down as I approach a traffic light that has turned red. Aggressive drivers usually charge right up until the last moment before braking. This avoids the dreaded cut-in and unfortunately autopilot mimics this. I would prefer that autopilot would rely on re-gen to decelerate and minimize use of the friction brakes. Conversely, without traffic, autopilot accelerates from stop signals like a jackrabbit — way beyond Chill.

v. 12 autopilot dictates what it considers to be a safe rate of speed based on conditions and environment. Previous iterations of FSD would rely solely upon and match posted speed limits. But now, the car dawdles on some stretches sometimes doing 10 mph under. I know other cars in trail are thinking “Sunday Driver” or little old lady that can barely see over the steering wheel. You can poke the accelerator pedal a bit to help with the confidence I suppose. So much for the annoyances.

Intervention: the need to take charge, assume control, over-ride the automation. Save the day!

More seriously, and Tesla does require users to acknowledge the need and requirement for supervision, there are edge case where autopilot has low confidence or encounters a situation for which it can not deal without help. In safety situations autopilot (hopefully) recognizes and alerts the driver with an audio chime and a take immediate command text exclamation. A situation is imminent (1-2 secs.) and if the driver has not been attentive there could be consequences.

The Handover: automation off, manual control on, is fine when the human operator desires but when it happens unexpectedly because of autopilot initiative the human can be momentarily caught off guard. A surprise transition is messy.

Luckily, these are now rare. The vast majority of intervention occurs when the driver’s comfort level is close to being exceeded. e.g. the vehicle cuts a corner, or threatens to curb a wheel. In such a circumstance driver takes control by disengaging.

Disengagement (driver induced): press the off button, tap the brake pedal, or for the most immediate action; yank on the steering wheel

A disengagement by manual steering will literally cause the autopilot to take embarrassed offense by posting a text to driver: “what happened/what went wrong?” Optionally the driver can respond with a haptic press on the microphone and give a short verbal complaint. e.g. “the car lost situational awareness in that turn and assumed the incorrect lane”. This, along with associated before/after video clip sequence capture, goes to the engineers for review.

I wish there was a way to similarly send kudos or an attaboy. Occasionally, autopilot does something unexpectedly brilliant. Recently exiting a parking lot with a construction barricade just prior to turning right onto the highway required a hard 90 degree turn which the self-driving accomplished with low speed steering full-lock all while maintaining lane discipline. I was primed to takeover because I was skeptical for the outcome but no need. Later, also a 2 lane road, I spied debris (a small branch and leaves clump) in my path and seeing it coming put my hands on the wheel when I felt autopilot do the nudging and offset ever so slightly right to avoid contact. Very subtle and I wanted to applaud.

There are other features with v. 12 that I am experiencing such as Autopark. More than a party trick (i.e. Summon) Autopark is cool and works well consistently backing into the white lined bounded box centered and without any involvement. When its time to leave the parking spot autopilot knows in which direction you want to go. i.e. if you backed into it you probably want to pull out forward when leaving it. Autopilot automatically selects forward ‘gear’ saving you the effort. (As supervisor, verify and confirm the selection of course)

There are times of despair when you say don’t take away the steering wheel just yet, FSD won’t be happening anytime soon, and not ready for prime time. You feel like a beta tester and wonder how they get away with selling this Full $elf Driving option. The manufacturer should be paying ME to be the early adopter helping with the machine learning. I do feel like I’m riding herd with a 15 yr. old with a learners permit coaching / anticipating everything.

The next FSD version 12.5.6 and within a short time (Elon time) v. 13 there are to be significant changes.

With FSD version 12 my driver job is quite secure. It is more fun to drive than to watch it being done and less stressful. I’m always comparing technique and so far I can still say I’m much smoother and more efficient at it. Never the less Technology is a wonder and it is exciting to be a first hand observer of this innovation and progress.

AI Reading Pen and Paper Genealogy Records

computers

This old Danish Church record, written in longhand, is fairly legible and as a human I can make out the various dates and names. But to get a complete understanding one must read the top most header row to understand what is contained in the columnar rows. To avoid the laborious task of Danish > English translation, it seems logical to let Artificial Intelligence (AI) take a crack at it.

I feed this record in its original high resolution image page format to 3 of the top AI bots and posed the same question:

the person of interest is Fanuel Peter August. what is the birth date and christening date?

Claude 3.5 Sonnet: 

[reply] Looking at the church record, I can see Fanuel Peter August (written as "Samuel Peter August" in the entry) listed as entry #3. According to the record, his birth date is listed as 19 Jan 1817 ("19 Jan 1817") and his christening date appears to be on the same day as shown in the "Daabens Datum" (baptism date) column.

The entry number 3 is good as is the birth date. The mistaken S instead of F in the first name can be forgiven; it was penned with a flourish. The baptism date from its column in the record however is interpreted as being synonymous with date of birth. My eye can see that there appears to be a differing date in that column so I pose the following follow up question:

what actually does the Daabens Datum column say. it looks like an actual date?

Claude responds with:

Looking at the "Daabens Datum" column for Fanuel Peter August's entry (#3), it shows "19 Feb in die Kirch" (19 February in the church). So to correct my previous response:

Birth date: 19 January 1817
Christening/Baptism date: 19 February 1817

This would have been an apt first time answer but still the Christening/Baptism date shows the 19th when to my eye the number is clearly a 14. Confidence is low so I run this identical query with another flavor of AI: X’s Grok 2

Grok 2

[answer] For Fanuel Peter August:

Birth Date: 19th January 1817
Christening Date: 19th January 1817

This individual appears on line 3 of the document, with his full name listed as "Fanuel Peter August." Both the birth and christening (baptism) dates are noted as the same day, which was common in historical records where infants were often baptized shortly after birth.

This returned response, as far as the dates are concerned, is identical to that of Claude AI previously. There is the added claim that birth/christening dates are commonly one and the same (equal) in historical records. (expectation bias or confabulation? ) That will need to be a separate fact check investigation.

Now I come back with my follow-up question to try and coax the bot to have another look at the Daabens Datum column and:

[answer] Upon closer inspection of the Daabens Datum column for Fanuel Peter August, it reads:

Daabens Datum: 19 Jan 1817

This means that the christening or baptism date for Fanuel Peter August was indeed on January 19, 1817, which matches the birth date also listed as January 19, 1817. This is a common occurrence in historical records where infants were often baptized on the day they were born or shortly thereafter.

Grok doubles down sticking to its guns and refuses to modify its incorrect answer original interpretation. Let’s try ChatGPT.

ChatGPT

This was the best of the bunch. Chat pretty much nails it and with the single query . No follow up question necessary. 

[answer] In this record, the entry for "Fanuel Peter August" provides the following details:

Birth Date: 9th January 1817
Christening Date: 11th February 1817

The christening date gets listed as the 11th however. So… less than perfect. Yet, very cool that a machine can scan a difficult document make sense of it and feed a summary back to me with only a one or two sentence plain English prompt. The consensus of bot+person:

Fanuel Peter August
Birth Date: 9th January 1817
Christening Date: 14th February 1817

Kayaking the Waccamaw River at Longs, SC

adventure

Launching from the Chris Anderson Landing we began a pleasant paddle excursion downriver. This section traverses the Waccamaw River Heritage Preserve so it is undeveloped wilderness.

Blue Trail Guide

Kayaking the Waccamaw at NC 904

adventure

We slipped into a quiet cove to nose around and here I am parked between the Cypress. Prime fall color from these. S’ man and I tried to return to this cove after the weekend but even after such a short time it had become landlocked.

Lots to explore on this river that is 140 miles in length from its North Carolina lake origin to discharge in South Carolina. This river section sampling goes through Pireway Game Land. Antlerless deer season and distant rifle fire sounded reminding us that we were some distance from city life.

Rice Creek at Winnabow, NC

social

We saw the animal descending out of the tree in moment of hurry. He crashed through the watery bog as he made his get away. He could have stayed put, silent while we paddled by and we’d have never known.

About that startled Black Bear…  NC Wildlife Resources Commission: “Black bears are commonly seen in Brunswick County, especially during the summer months. This is because bear cubs are often sent away by their mothers to explore,”  source another source bear facts and yet another source

The “creek” was very flooded still from the recent rains. We witnessed pumping which seemed rather futile. Mother nature will have its own way.

Keeping Things Straight

flying

The RV-14 rudder requires a fair amount of precision. Its surface controls aircraft yaw and as an aerodynamic foil it must also be slippery (low drag) as it moves through the air upwards of 200 MPH. The feature to get right, is the trailing edge (TE) which slims to a pointed ending. It must be straight and true without twist.

trailing edge depicted and a desired result

Observe the underlying aluminum angle bar fixed to the workbench in the photo. While the bench itself is quite flat, the aluminum straight edge clamped to the TE will minimize any pucker or wave tendency in the skin. The skin is quite thin (0.016″) and needs the support. A preformed wedge is sandwiched between the right and left skins as you can just make out inside the TE of the rudder (lying on side).

TE wedge

The TE wedge is machined so that its rivet thru holes are angled properly. They are matched drilled 90 degrees with reference to the chord of the wedge. The holes are also machine counter sunk so that the dimpled skin will lie within for an interference fit that also allows the skin to lie flush upon them.

An adhesive seal provides a bond between skin and wedge. Once the sealant cures the cleco clamps can be removed and the sandwich permanently fixed in place by riveting. With this effort the structure will be robust and provide good handling characteristic without adverse yaw or drag whilst cleaving the sky. Straight and true.

Continued VFR

flying

Fraught with the risk, a scud running pilot conducting a flight that started out under VFR may blunder into IMC conditions. The outcome is known as and described by the catchphrase continued VFR.

In a foray to get across the Sierra my hope was to have a “look-and-see” as it was obvious from official reports as well as my observation on the ground from the flat valley floor that mountain tops were likely to be obscured. My plan was to depart and follow the North Fork of the San Joaquin which would traverse the range and lead to the Mammoth Pass. At 9,300 ft. elevation this is the lowest point at the ridge for over 250 miles. I’d crossed there many times during routine visits to the MMH airport so I knew it visually. But today it wasn’t visible from start. I launched pretending that there’d be a break in the clouds as a possibility.

There’s the option to fly VFR over-the-top [of the clouds] but this assumes the there will be a clearing or at least a hole to descend through at point B. My Centurion P210N, while very capable altitude performance wise was ill-equipped for an in-cloud icing conditions encounter so I elected to stay underneath the deck.

Barreling up the North Fork canyon it was apparent that the cloud ceiling was solid. However, I still met separation criteria from both cloud and terrain so I pressed onward. Emotional stress began to factor in. The hope for a light at the end of the tunnel was not assured and further the undercast was a grey mass. In fact, to the left and the right was plenty gloomy with the canyon walls merging with cloud. I routinely swung my vision to assess. The Centurion has a back window and this scan included looking behind to verify that my completed route was still re-traceable. I found myself becoming increasingly concerned, not so much with what was ahead, but what was behind. I was relying upon a 180 degree turn route escape. That backup was becoming less assured as I pressed forward.

Canyon flying presents the peril of getting boxed in meaning U-turn collision with canyon wall. Further, that lovely diminishing tight circle of clear daylight aft was becoming quite small. Maintaining visual with the mountainous terrain was crucial and going IMC at this juncture could not be good at all. The grey tunnel surround was bleak.

I learned about flying from this. The trap of continued VFR was raring to bite. Finding relief and dumping the anxiety, I aborted and turned back.

If you don’t like the mountain weather – wait a few minutes (hyperbole). I returned to base for re-fuel and flew an alternate mission plan. All the wiser, this was the safe course and a successful outcome. Discounting expectation bias will help a pilot to avoid a continued VFR pitfall.

Vertical Stabilizer Finale

flying

The VS has been completed. A buck (tungsten bar) in the one hand and a pneumatic gun in the other, fixed skin to skeletal structure. Rivets were placed one by one in the dozens of holes perfectly aligned and previously held fast by temporary cleco fasteners. The gun placed against the manufactured head and the bar against the shop head formed the rivet making each one fast.

Vertical Stabilizer mock up

flying

Inner skeletal structure

Once encapsulated by (0.032) 2024-T3 sheet aluminum the vertical stabilizer will be quite robust. The spars and interconnecting ribs enhance rigidity while retaining light weight. The outer skin will tie it all together. The spars are of the same material spec as the skin. To add backbone i.e. rigidity extra material is strategically employed. This doubler material is of greater thickness (0.125″). You will observe the large diameter holes in the doubler; they are for weight reduction.

Rear spar to doubler finish drilling and rudder hinge match drilling on the RV-14 project

Pre-Punched – In the kit manufacturing process the vendor enhances the product by machine piercing the rivet holes. The machine has a much more precise tolerance than any amateur in their positioning. In this application they are slightly undersize at 1/8″ (0.125)

Doubler – A small piece of plate attached to a larger area of plate that requires strengthening in that location

As described in the video clip the manufactured holes must be enlarged from 0.125 to final size 0.1285 in a process called finish drilling. I use a #30 reamer for this purpose.

A reamer is a rotary cutting tool that is used to enlarge and finish holes that have been drilled, bored, or cored. Reamers are designed to center themselves in an existing hole, which results in a rounder hole and with fewer burrs. 

Thanks to the precision of the pre-punched holes everything generally will line up for excellent fitment. When alignment is crucial a process called match drilling is employed. A piece that already has pre-punched hole(s) is used to center an underlying piece which does not. The former acts as a guide for the drill bit once the two are mated.