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Showing content with the highest reputation on 05/10/14 in all areas

  1. 8 points
    There are two types of Australians: Those that sit and whinge that we are going down the drain and that everyone that actually does something is an idiot. And those that actually take chances, look to the future, and live life.
  2. 4 points
    Thanks to Steve and Mary Anne O'Donnell for the BFR yesterday over Starke in fairly breezy conditions.....legal for another two years .........
  3. 3 points
    Give it a good talking to and tell it to 'straighten up and fly right'!!
  4. 2 points
    G'day. New to recreational flying category. Former low hour GA pilot seeking a more affordable way to fly...after a break of a couple of years (ok, decades...). Great to be aviating again. First cross country tomorrow.
  5. 2 points
    Fire in flight requires (amongst other things) (a) A fuel source and (b) an ignition source. Prevention of fire essentially means keeping these two apart. Let's start with ignition sources: One major potential ignition source is electrical- sparks, arcs, or overheated wiring or components. One good general rule is to locate potential ignition sources separate from, and above, potential fuel sources. So electric circuits should NOT be bundled together with fuel lines, run inside fuel tanks, or located where leaking fuel is likely to dribble on them. FAR 23.863 refers: § 23.863 Flammable fluid fire protection. (a) In each area where flammable fluids or vapors might escape by leakage of a fluid system, there must be means to minimize the probability of ignition of the fluids and vapors, and the resultant hazard if ignition does occur. (b) Compliance with paragraph (a) of this section must be shown by analysis or tests, and the following factors must be considered: (1) Possible sources and paths of fluid leakage, and means of detecting leakage. (2) Flammability characteristics of fluids, including effects of any combustible or absorbing materials. (3) Possible ignition sources, including electrical faults, overheating of equipment, and malfunctioning of protective devices. (4) Means available for controlling or extinguishing a fire, such as stopping flow of fluids, shutting down equipment, fireproof containment, or use of extinguishing agents. (5) Ability of airplane components that are critical to safety of flight to withstand fire and heat. © If action by the flight crew is required to prevent or counteract a fluid fire (e.g. equipment shutdown or actuation of a fire extinguisher), quick acting means must be provided to alert the crew. (d) Each area where flammable fluids or vapors might escape by leakage of a fluid system must be identified and defined. The above rule is not confined to the engine compartment; it applies throughout the aircraft. Be aware of such possibilities as a DC electric motor - e.g. a flap drive motor - being located in the same part of the wing as a fuel line. Incidentally, the ignition of liquid that falls on a hot surface is NOT indicated by the "flash point" of the liquid; a useful rule of thumb in regard to hot surfaces, such as parts of the exhaust system, is whether or not they are hot enough to melt solder; petrol in liquid form needs a bit over 300 C to ignite. Lubricating oil ignites at a considerably lower temperature. Fuel Systems: There is a considerable advantage in the use of an "updraft" carburettor, especially if it is combined by an "up exhaust" engine layout, because this places the hot bits on top and the potential fuel leaks underneath the engine. If the engine layout does not do this inherently, then it is necessary to use splash trays having drain tubes or liquid flow deflectors under carburettor bowls, etc. Also, the use of separate fire sleeving on hoses and lines carrying flammable liquids in the engine compartment has a "hidden benefit" in that it also serves to catch liquids escaping through small cracks in the tube, and thus converts a highly-flammable fuel spray into a dribble at the end of the fire sleeve. Fuel lines that are under pressure - e.g. fuel injector lines - are a particular hazard, especially when the injector nozzles are located high on the engine. The traditional fuel distributor placed on top of an injected engine is an unnecessary hazard, and special care is needed to prevent the injector lines running from it from resonating to any engine vibration frequency. There have been a number of engine fires from this cause, over the years. I have seen EFI systems on recreational aircraft engines that are an accident waiting to happen, from this cause. Fuel lines in engine compartments are required, nowadays, to comply with FAA Technical Standards Order (TSO) C 53 Type D. It is foolish to use less. See, for example, http://www.aircraftspruce.com/catalog/appages/ae466.php
  6. 2 points
  7. 2 points
    You certainly seem to dislike glider pilots. The Goulburn accident was a winch launch; the collision occurred about 100 feet above the ground - which hardly allowed the launching aircraft time to drift with the cross wind. The aircraft coming in evidently did not see the aircraft leaving the ground because it was "under his nose" and (I can only assume) had been previously hidden behind the row of trees. The winch driver, one might suppose, could have seen the aircraft on final - but he's about a mile away, and the strip, as I recall, has a hump in it - so if the incoming aircraft was making a low approach, it may have been below his line of sight. There are certainly questions that the available data do not answer. But you might, perhaps, at least acknowledge the few facts that are available, rather then shooting from the hip.
  8. 2 points
    Taken at the recent Serpentine Fly-in (photo by Ralph Treasure). Not something you see every day.
  9. 1 point
    "It flew at nearly Mach 7, seven times the speed of sound and twice the speed of a rifle bullet. The speed record it set 47 years ago today still stands today. It flew so high its pilots earned Air Force astronaut wings: 280,500 feet or 53.1 miles above the earth. It pioneered technologies that were used on the SR-71 Blackbird, the space shuttle and the reusable spacecraft in Richard Branson’s future Virgin Galactic passenger space program. And it killed test pilots in an era before redundant flight control systems and modern safety protocols for hypersonic flight. It was the North American X-15. Today is the 47th anniversary of its fastest ever manned, powered flight."
  10. 1 point
    "Preventing inflight fires" in General Discussion.
  11. 1 point
    Agree with Riley, you haven't been married long enough for a drifter , best keep the missus along side you in the thruster and in a few more years when the nagging starts trade to a drifter with intermittent intercom stoppages..Good luck and only you can ultimately decide your flying fate , I ask you this - when you fantasise about taking the missus on flying adventures is she next to you? Or behind you? There's your answer.!
  12. 1 point
    Trim tab bolts (usually 3/16 " bolts) wear pretty good on many types, the Cessna Caravan ones are pretty good at it. I'Ve got a theory that things vibrate pretty good back there without transmitting it back to the the controls....
  13. 1 point
    Wake turbulence is more of a problem with aircraft on approach to landing. All dirtied up with flap and gear tend to make more wake than cleaned up and climbing where it tends to fall pretty quick.
  14. 1 point
    This will be good. http://www.aviationtheinvisiblehighway.com/
  15. 1 point
    It'll be released here about six months after it is in the US.... just to test your patience and to help build your resistance to the temptation to download it.
  16. 1 point
    Could this situation could be described: Not as an incident; Not as an outlanding; but simply and correctly as an 'In' (the water) landing? Levity aside, it's super good that the pilot suffered no injuries. cheers all.
  17. 1 point
    Be a hell of a ride. Rocket powered . She would get a pretty high skin temperature. Aviation in any form is npt really that old. Powered flight about 111 years.. I've been flying for just a little over half of that. Nev
  18. 1 point
    Nev, only a light hearted toung in cheek comment, I think ????? we have all flown from the right hand seat at some stage [well at least a lot anyway?]
  19. 1 point
    You could easily do that, then you could tighten the bolt against the shoulder and it wouldn't work around as much in use. Slightly chamfer the ends so they don't burr. (But you know that already). You are doing a thorough job. You could overhaul my aircraft anytime. Nev
  20. 1 point
    Ok, considered it and just by a whisker decided to stay where I am, good idea though.
  21. 1 point
    I work till about then every night, 7 days a week. The Wagners probably do too. I guess I could consider it. I might have to also consider taking full responsibility for those employees who left school at 15 expecting $2000 a week for 30 hours of real work, 4 weeks holiday, 10 days sick, insurance, payroll tax, HSO regs, BAZ, statuary training, meet environmental issues, wheelchair ramps, gardens, allocated car parks, Council visits, etc, etc and generally a Government who not only couldn't give 2 hoots if I succeed or not, but actually seem hell bent on taking me down. Yeah I could consider it I guess.
  22. 1 point
    I'd be most interested to know more about the actual cause of the fire. Engine fires are, fortunately, rare nowadays; that's a result of - amongst other things - much better flexible hoses and a fair bit of attention to the subject in the certification design standards. So when one does occur, the cause is of considerable interest, because it may have a bearing on the design standards.
  23. 1 point
    Not my experience either; glider radios used (in the 1960s) to be poor, often in the CB band, and gliding ops had some specific assigned frequencies. Most gliding clubs, in the past, operated where carriage and use of radio was not mandatory. However they are now required to use VHF COM and the CTAF frequency, when one is applicable. The Bundaberg club - of which I am a member - has good radio discipline. I'm not sure whether all country clubs will have caught up with this; but it's clearly spelled out in the GFA operations manual.
  24. 1 point
    I can quote quite a few things about glider ops which I felt were unsatisfactory and use of the radio is right up there. I felt airmanship and training standards were unsatisfactory. I have had incidents involving glider ops at Caboolture and Boonah and problems with lack of competency at other locations. Stuff like an instructor who thinks you can tack like a sail boat when there is a head wind and another guy who reckons you cannot lay off drift in a glider because there is no engine to pull the nose around. And these people were NOT pulling my leg. Richard.
  25. 1 point
    It always surprises me to find out that people who get and do things end up ahead. I sit here at home every day watching the TV wondering; "When is it my turn?" - life has been harsh to me I thinks, I ain't no Joe Walsh.
  26. 1 point
    Well, there's not much new about the coaxial dual rotor concept. Russians have been doing it for years already: http://en.wikipedia.org/wiki/Kamov_Ka-50
  27. 0 points
  28. 0 points
    Adam posting at 1am on a Saturday night? try tinder.
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