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Showing content with the highest reputation on 28/11/17 in all areas

  1. 4 points
    Yes, if the injury is minor as implied this is a good outcome & one to be happy about. I wish him well! It's sad there are so many head injuries in light aircraft accidents, really need better design / cushioning / head protection. Something that was largely sorted out in motor vehicles decades ago and further improved since.
  2. 3 points
    Pilot is fine physically. Not feeling too well mentally (understandable I think).
  3. 3 points
    The affected pilot has the right to treat it lightly and with humour if THEY so please. Others run the risk of being insensitive, demonstrating ignorance by publicly showing they are wilfully unaware of the real issues occurring and may appear to be uncaring, though I doubt that any of us would be in reality. Most of us will not aware of all facts in a crash/incident because we were not there and often there's no real information about to be "judgemental" on or criticise someone's performance or make light of the issue. To do for/to others as we would like done to/for US has to be a good gauge. Such incidents are extremely traumatic for the person involved, invariably and they are probably going through a period of self assessment as to whether they want to fly again etc. Support would be in order and likely to be appreciated. Nev
  4. 3 points
    No not me thankfully I would not find this event funny. For those who think this is funny- Forced landing not funny Inverted hanging in the seat belt not funny Release seat belt exit plane without breaking neck not funny Head injury not funny Wrecked plane not funny Pilot shock and trauma not funny I just don't see the funny side to this.
  5. 3 points
    I'm with Bexr-B on this. As long as the pilot is OK, humor is fine.
  6. 2 points
    A 24-reg'd aircraft suffered a nosewheel collapse upon landing at Moorabbin this afternoon. The two occupants were uninjured. More info on tonight's news.
  7. 2 points
    Without trying to sound cynical about this event as I don’t know the exact circumstances Unless your running out of daylight, fuel or it is a huge wide as far as the eye can see storm, you have ample air away from it until it passes giving it a wide berth in the process
  8. 2 points
    Well after 4 days in hospital a couple of days at home then on a cruise to Airlie beach where I couldnt do much anyway I am finally feeling a lot better. Still not 100% but far better So got back on saturday from the cruise and was busting to get some work done on Mabel. Top rear wing skins are drilled, Front D skin is drilled and bottom skin is now drilled. Put the top fuselage skin on the bench last night will get that drilled and then setup the bottom fuselage skin then I have the 4 skins that are the curved sides on the rear of the fuselage to do. Then I will start getting the centre section and baggage area disassembled and cleaned and alodined and get it back together. My cabin frame is quite rusted inside when I pulled the alu rear sections out so not happy about that. dannys cabin frame is all bent so he needs to make a new one and I will do the same so we will make a jib from my cabin frame which is nice and straight and make a new one for both of us but we wont have the alu sections in the rear we will make them chrome molly so the whole frame is tigged in one lot. Finally got my temporary cowl from the mold I made glassed by the guy next door at work...he owed me a favour..its only taken a year :)...anyway it has come out of the mold I can now use this as a sacrificial cowl to do all the cutting and shutting to accomodate the proper Rotax exhaust system I will fit. I will then make a much better split mold and this should also work for anyone that has a new 912IS engine in a Sav . I was going to do it on the XL but I think Mabel will get it
  9. 1 point
    The underground Bomb dump crater at Fauld, is not far from my location. Some people believed ( at the time ) that the devastating detonation was caused by sabotage and kept secret. Behind-the-scenes' photos of RAF operations | Daily Mail Online
  10. 1 point
    Interesting video of Steve Henry doing a dead stick takeoff in his Highlander STOL aircraft. He is the agent for these aircraft in the US and I read that he has fitted a 140hp yamaha engine in his latest plane. The engine is out of a yamaha snowmobile...
  11. 1 point
    I used to do that. It's called "hang gliding"!
  12. 1 point
    Yes, I would sit there and take a very close look at where that wheel might articulate for any given weight, or thump on to the runway, and compare that to the wear pattern; you might be lucky enough to pick the problem point where an adjustment might work. (However as SSCBD said, don't forget the factory first because they may have dealt with multiple examples and have the answer.)
  13. 1 point
    Be careful, as the legs are kind of elastic, they are sensitive to toe adjustments. One of mine was set at almost zero and at certain speeds would occilate until weight came on. Pretty violent shudder just on landing. Also I think the toe changes as the leg takes weight of aircraft
  14. 1 point
    getting back to the original topic, has anyone heard how the pilot is going?
  15. 1 point
    I sit out the front on my veranda for breakfast, & count ten jumbo's per hour, plus three or four light (single engine) planes. Then have to go sit in my HB and make funny noises. Just a couple of litres mogas for 20minutes run too keep it Happy, Me as well. spacesailor
  16. 1 point
    Kept thinking Acrobatic, which doesn't work, LoL,for my mistake. I had a flight in one some time ago at EvensHead, that was an airshow and I caught a ride for a refuel run, was very appreciated. spacesailor
  17. 1 point
    This is a great story, outlining how a retired U.S. Marine Corp Lt Col pilot, who made a killing in real estate after retirement, set about owning, flying - and saving - a Harrier Jump Jet. In fact, he got carried away and saved more than one. Kudos to the man for ensuring that a very unique military aircraft, and an outstanding piece of British aircraft design, remains in flying condition to show the world that this is one aircraft that the Americans could never claim to have invented and perfected - but one that the Americans knew, had outstanding military capabilities, and ended up being one of the very few overseas-designed-and-built items of major military hardware that played a sizeable role in the U.S. military.
  18. 1 point
  19. 1 point
    Occupant protection in 'ultralights' (up to and including LSA aircraft) is almost non-existent by design rule, by comparison with the FAR 23 requirements for both spinal (crush) and head/neck (flail) injuries. Overturn accidents are very common in 'ultralights'. I have a (very early) Jabiru, which I have been re-building following what was evidently a fairly light overturn accident. Now, Jabirus play 'dead ants' quite a lot, but they still have a remarkably good occupant survival record - this is, I think, a pretty accepted fact. People have walked away from Jab. accidents where the things have been torn apart at the firewall with amazingly little injury. Now, in the case of my Jab., the cabin roof had been impacted and the gel-coat and some of the roof 'glass cracked quite a lot - required a significant repair. There was a small amount of blood on the head-lining. The LSA55 Jabs are pretty tight in the cabin area, one would have thought that the roof deflection was the cause of that blood. But closer inspection and evaluation of the damage, showed that the headphone 'hanger' bracket - which is well aft of one's head in normal seating position, and aft of the main bulkhead behind the seats - had been bent in a way that was consistent with having been hit from ahead and below - i.e. by the pilot's head having been flung backwards, upwards ( in relation to normal attitude) and towards the centre of the aircraft as the thing hit the ground inverted. Jabs have the usual - and by regs, completely acceptable- three-point harness. My Jab had been certificated - meaning it was a factory-built, (and originally VH-registered) aircraft, meeting BCAR S, and with basically TSO'd seat-belts ( the release certificate on the seat-belts was still intact, and valid). The Jab. harness is very appropriately positioned for both lap and sash restraint angles for spinal crush protection.. Basic analysis of the evidence suggests that in the overturn case, a three-point harness allows the body to twist and rise from the seat, throwing the head initially forwards as strong declaration occurs as the front of the aircraft digs in, then rapidly backwards as the aircraft somersaults and the residual forward energy (relative to the occupants) becomes rearward (relative to the occupants) energy to be arrested. In the tight and fairly flimsy space of an 'ultralight', there is very little room for head 'flail' before some part of the aircraft structure is impacted. Post #23 argues that 'this has been largely sorted out' in motor vehicles - which is fair comment: the ANCAP safety standards have effectively mandated curtain airbags for this reason, I believe. In my opinion, in view of the constricted area and nature of an overturn accident kinetics, a three-point harness is pretty poor protection. However, the bloody stupid weight limitations on 'ultralights' makes it very difficult for designers to improve occupant safety. Yes, there are some 'ultralight' / LSA-class aircraft that have at least four-point harnesses ( I believe a five-point harness is a far better option, providing anti-submarining capability for spinal compression safety) - but they need to be properly anchored. Just because there are two shoulder-straps installed does not necessarily mean that you have additional security. I examined the Goulburn Sting double-fatality wreckage, and the shoulder-harness attachment points had failed and torn out of the structure. I have photographs of that damage; however, it is not something that anybody would want to see produced publicly. Basically, we Recreational aviators fly under a regime that - due to a bloody ill-considered and rather ludicrous MTOW - produces aircraft that have minimal occupant safety. In flight performance aspects, they are really rather cost-effective and viable devices, but in terms of secondary safety they are heavily constricted for capability. Or - to put it in rather more emotive terms: they are good, until it goes bad.
  20. 1 point
    I don't want to be a PITA either but it's probably the last thing the Pilot wants to read.. I like to be lighthearted and humorous but I don't get a lot of opportunity. Anyhow it's coming up to Xmas Party time. Have a good one. Nev
  21. 1 point
    I find it astounding this aircraft has a MTOW of only 450kg, yet has retractible gear, parachute, 2 seater, full leather upholstery, room for 4 airline bags, yet a stall speed of only 28kts and cruise of 165kts. Must be 1st of April..
  22. 1 point
    I thought my little crack was harmless enough, that being of the irony of surviving a plane crash in or near a Zoo and then getting your dues from a lion, but if it's affecting people then I unequivocally apologise for any insensitivity deemed. It was not the intent.
  23. 1 point
    The final report from the NTSB has been released though for some reason I can't open the report but here is a link to the Docket containing the various documents. The findings are summarised on the Bugatti 100P FB page. It seems there was a failure of the front engine clutch system causing a lack of power to the front propeller. This was apparently verified by the footage from one of the onboard GoPro cameras where the engine revs were seen to be increasing but the prop revs were decreasing. It appears that Scotty was aware of the problem and was manoeuvring to try and clear the boundary fence and put it down in the adjacent paddock but stall/spun in the attempt. All very sad.
  24. 1 point
    Things must be hotting up between the two spoiled brats.
  25. 1 point
    Sorry to break your bubble Bex, it's the same 172 X 4 times in a day! Wayne
  26. 1 point
    Looks like I didn't out grow my tricycle....some day.
  27. 1 point
    Or it could be that some of us have led more adventurous lives? I have crashed race cars, rally cars, skateboards, bicycles, dirtbikes, skiing, fallen out of trees, boxed, and shared all these experiences with other Australians who have been through similar, whom I have rarely found to not have a laugh about the experiences.
  28. 1 point
    I think you will find the intent of the rule is exactly what, you know in your bones, it is trying to achieve. I also think that if you break it down, you will find that it says exactly that. It is just poorly worded. The "requirement", in this instance, is what you, as the pilot, need to do to legally act as pilot in command of an aircraft traveling more than 25nm from your original departure aerodrome. By saying that consecutive 25nm flights do not comply with that requirement, means you are not compliant with the requirements that allow you to be pilot in command if you venture more than 25nm from the aerodrome of origin, which, you could safely say, would be where you did your daily inspection and started the aircraft for the first time that day. Being that consecutive means to follow each other continuously, then it is safe to say that if you flew 25nm's, overnighted, flew another 25nm etc etc then no one would care because on each given day you are literally within eyesight of where you departed, unless you are running around at 500ft. Either way, pretty hard to get lost or get caught in weather.. but considering that, it would take you 3 days to go 75nm and then 3 days to come back, in which case you have far too much time and money on your hands and would be far better off spending 5 days doing your cross country endorsement and then flying the 150nm round trip on the 6th day and do it in one day. Anyone that tries to find grammatical loopholes in aviation regulations, especially inexperienced pilots, contrary to what everyone knows the intent of the regulation to be, are a danger and detriment to the themselves and the rest of the aviation community. Far better to play by the rules.
  29. 1 point
    I bought my first and current aircraft from a guy at YWOL.... Now that was a great 2 step XC flight to bring her home to YBCM. I had a stop over at Narromine with a sleep over at the caravan park next door to the airport.
  30. 1 point
    I grew up with, and am still surrounded by Australians who generally have a chuckle after walking away from serious incidents with just minor scratches. Machines are replaceable. Your mileage may have differed.
  31. 1 point
  32. 1 point
  33. 1 point
    FWIW, most of my Jab 160 flying is RHS, I only fly LH if doing a maintenance or ferry flight. I found the initial move to RH was only tricky from the POV of the spinner bulge being on the wrong side and it took a couple of landings to get the plane pointed straight. Otherwise, no dramas. If the weather's a bit curly and I'm taking a Jab to Tyabb for maintenance, I fly RHS because I'm more used to it, less likely to test the width of the strip :) Recommended that you do a flight or two with an instructor, just to make sure you're not way off-line on takeoff and landing. The old whiteboard marker on the windscreen trick is good when learning it. I din't find that it made any difference when punting around in Warriors/Archers/Arrows etc.
  34. 1 point
    Still in the process of setting up a STOL 'strip at our property in Woolooman S E Qld - it's only 200m long (runs North/South) but has rising ground on all sides. Approach from the South is the 'best', straight in approach down a gentle slope, no problem for the Drifter - approach from the North is a little 'problematic' - you need to come in initially from the North West, fly down the slope with rising ground to the left, then do a little 30 degree turn to the right on short final. Sounds awful but a local lad recently did videos for me with his drone and I gotta say both approaches look a lot better than I expected - the videos show a perfect representation of what a pilot would see so it can't be wrong...can it? As far as take-offs are concerned, I would stay low (I mean one metre) and build up as much speed as possible and then zoom up with a big pullback on the stick - from that point (in either direction) I will have enough height to turn to the West, where there is quite a lot of open ground, all sloping down away from me...not something I'd like to happen (naturally) but I will practice those zoom take-offs so I've got a good idea of where to go if the crap hits the prop... It will be a fair weather strip, needing light wind on the nose, definitely no passengers, and probably half fuel as well - all of those factors will help if Murphy raises his ugly head...I'll try to get the video on BluNoob asap cheers BP
  35. 1 point
    Old fella looks like he got out of this relatively unscathed Good result in the end for him and his family
  36. 1 point
    Look at the specs for the MCR01 'VLA': The wing span and wing area of the 450kg version is far too small to carry 600kg and meet the LSA stall speed criteria (maximum stall speed in the landing configuration (Vso) of 45 knots CAS). Most LSA carrying 600kg have a wing span of 9m or more. Now add the bigger wing, stronger fuselage, undercarriage etc and your empty weight will be much closer to 300kg, like all the others. And the speed has come down to the level of a current very fast LSA (125-140kts on 80hp).
  37. 1 point
    I for one would not like to be in such a light aircraft doing 165kts in a bit of moderate turbulance western Qld way......
  38. 1 point
    Hey all, For those still watching at home, I thought I would update you to advise that I now have my X-Country Endo - So all good for me. :) Cheers all J
  39. 1 point
    Check if after Thangool Emu Park is within your planned legs. Emu park is a top airstrip that you can walk to town and has plenty of accomodation and food places. Cheers Mike
  40. 1 point
    Don't shoot the messenger ... The first time I flew to the far north was 1989, two of us in a Drifter, no ground crew. Left in May, returned in September. As far as I recall the trip was Kooralbyn - Dalby - Roma - Augathella - Blackall - Barcaldine - Longreach - Lorraine Station - Cloncurry - Mt Isa - Gunpowder - Burke & Wills R'house - Gregory Downs - Normanton - Burketown - Doomadgee - Lawn Hill ... from there we went via Hells Gate and Nathan River - Borrololla - Ngukurr - Mataranka - Curtin Airbase - Pine Creek - Darwin (MKT) and then return via stops in Kakadu - Arnhemland (various) - Tennant Ck - Barkly Homestead - Camooweal - Lawn Hill - Cloncurry - Lorraine Station - Emerald - Rolleston - Taroom - Miles - Kooralbyn The point of writing all that was more than just a trip down memory lane, though a good one of that it was anyway ..., but 1989 was a La Nina year, just like this one is looking like being, and the first half of our trip was a comedy of getting bogged every time we landed off 'made' surfaces, even on the grass alongside runways, and bogged to the boomtube wherever there was blacksoil which is most of central and north Qld as far as the Gulf. And - I had big golf buggy wheels on! It was fun since we had the time for it not to be an issue but had we known how wet it would still be, we might have left a month later. Just something to keep in mind. Once you're north of the Gulf and hit the clay, redsoil, sandy or rocky ground it's not a problem, but a hint of moisture on blacksoil areas and you're done for, so take a folding shovel ...
  41. 1 point
    I have done lots of big group flying trips ( usually for a week or so) and was the main organiser for our aero club touring trips yearly from 2000 to about 2014. From my experience I agree wholeheartedly with HITC. Get your flying done early. Turbulence can be a pain in the afternoons ( that time of year is usually OK but even in winter you can get turbulent if it warms up. There's often plenty to see at your destination so give yourself time to look around. Nothing worse then arriving somewhere with lots of things to see but have no time to do it. "Been there but not actually been there" If you know what I mean. If you must fly in the afternoons OK but get it over with as early as you are happpy with. You have to allow sometimes significant amounts of time for refuelling and tieing down etc. not all places have self serve bowsers or if they do they can be broken and have to use refuellers. In the bush refuellers are not always there when you arrive. I've had guys promise to be there but were off in town, fishing or uncontactable when we arrived. Also refuellers go home - sometimes early if it's a quiet day and some will charge a call out fee to come back if you are a minute after they have clocked off for the day. Etc. You can get hotels etc happily come and pick you up during working hours but after hours they are trying to run restaurants and get their own meals and close the books for the day and book in late car travellers who arrive. They can be reluctant to come pick you up then. And lots of small places don't have taxi services or they also can be difficult to get late in the day. Booking ahead is a two edged sword. You know you have a bed - if you get there. But it puts pressure of push-on-Itis to get there when the better thing to do is divert. But not booking ahead also has risks. Depending on the size of the group you can find you get to a place unannounced and not have enough beds. Murphy law says There will always be the rodeo or the camel races or B & S Ball ( if they still exist) on that day that you turn up and the town will be booked out. And some small towns don't have much accomodation anyway. It's worthwhile limiting your numbers severely. Our big groups ( used to have anywhere up to 15 aircraft and 30 or so people) purposely folded about 5 years ago and we now do small groups doing their own thing. We found the biggest easy-to-deal-with number is three aircraft and six people. Few enough that getting an unannounced hotel room isn't usually a problem. Enough people that if someone starts getting on your nerves there's others to dilute it, but enough to be doing stuff together. More than that starts to become problematic with beds, fuelling times, varying speeds of aircraft means some people are waiting at airports for ages or delaying everyone else etc. If you decide to prebook - make all participants do their own booking. From bitter experience I learned that for a group booking while you get a bit of a discount you usually have to pay upfront or at least they have a hefty cancellation fee and long period beforehand with a significant cancellation fee. So you cancel because of weather - you will never know about the weather until the day - so you'll lose the fee ( on your own card) and then some of your group will resist requests to split the cost of the fee and won't repay you. Sadly I have lost hundreds of dollars to beligerent a..holes who I thought were mates until it came to parting with $. So yep - find the hotels and check they have rooms and then get everyone to book their own rooms directly. I could go on for ages about the details of big group flying safaris. Glad to impart more experience to you later if needed. Specifically to your planned route that's right through my home turf so can also advise quite a bit about best routes or ideas.
  42. 1 point
    Hi BP, wish my DooMaw would be finished by then because I would have been joining your group for sure. Anyway ... next time. Having done that trip and other similar ones to the north, by Drifter, Cessna and helicopters on many an occasion, a couple of pointers that you might find useful - Keep in mind that planning going up or back along the coast has several issues, the main ones being CTA and the risk of weather coming in from the sea and pushing you up against the Divide, or weather flowing off the land and pushing you offshore. Your chosen time of year does reduce the weather issues a fair bit though. A support vehicle(s) can be mighty helpful but also a PITA when they can't keep up or access where you want to go. The cost of running the support vehicle, in my mind, is better spent getting locals to help along the way instead. The main thing I noted from your OP was your intention to fly in the mornings and evenings. IMHO that's a really bad idea. From experience I'd suggest you get all your day's flying done as early as possible in the morning. Fuel up the day before, get up and breakfasted in the dark in the morning and be airborne at very first light. That way you can have five hours' flying done in the smooth air before 10am and before headwinds pick up - they're always headwinds, it doesn't matter which way you're travelling ... Apart from the better climate for flying there are a number of other reasons to do it that way. You get your plane tied down early and are more likely to find people at airports who might help with your transport/fuelling needs, also sometimes hangar space, and certainly local knowledge. Then you have the rest of the day to explore the local area before returning to your hotel and be able to relax instead of fuelling and tie-down, transport to town, and all that at last light. And - most importantly - when something goes wrong, as it often does, if there's a mishap, bad weather, get lost etc ... you have lots of daylight to sort it out, whereas if something goes wrong during the evening flying leg of your day, it'll be a case of waiting until morning to sort it out, and if someone was injured that could make the difference between survival or not.
  43. 1 point
    The winter has finally arrived! Today it was -10°C and sunny weather so I went for a local flight in the cold.
  44. 1 point
    Gary (Garfly and SkyRanger pilot) from the forum was in Mackay so we did a local 2 hours in the SkyRanger Nynja to show him some of the area between Marian to Lakeside, Heathrow and up the Pioneer valley. Weather was nice for flying and not many other aircraft hear over the radio. I'm sure Gary enjoyed seeing the area and when he's back up this way I'll fly the other ares to the south and west. Earlier in the week it looked like things would be touch and go with the rain and storms happening but the last three days had all the rain and storms to the west and north of here. Cheers
  45. 1 point
    I have been replacing the plugs at 100 hours and they show no signs of wear, so your 10 hour plugs will be fine, and you will be saving the planet by keeping them. As for what box to tick, I say that sometimes you need to protect officials from reality because they may not cope with it. Tell them what they need to hear so they will leave you alone. But have a good look at those plugs first and make sure there are no signs of fouling or damage. Also, read some of Mike Busch. He will make you feel better about "on condition" maintenance. And of course we will do the leakdown test soon.
  46. 1 point
    Nobody / WE hadn't given any thought that this could have happened, spacesailor
  47. 1 point
    Since the original never flew, this replica was, in effect, a noble attempt to complete a beautiful aircraft. As one of its many backers, I feel some responsibility for the outcome. Climbing out with bugger-all actual power (courtesy of a stalled prop) in an untried design with marginal stability, Scotty was closer to the ragged edge than I realised. In recent years too many people have been killed test-flying vintage aircraft that they've spent years resurecting. Perhaps some designs should be left in museums.
  48. 1 point
    Yes, that would be true. Ettore Bugatti was known for his arrogance. Asked about the worthiness of the Bentley race cars, he merely described the Bentley, as "the worlds fastest lorry". He was fixated on the aims of speed, and beauty in his design - but not necessarily the practicality of his designs. If a problem arose in any of his designs, he was loath to change anything, claiming the problem lay with the owner or operator. He was often rude and abusive towards Bugatti owners who complained about design faults. I can recall the story from the late 1920's or early 1930's when the Type 35 racing Bugatti's brakes got so hot, the heat transferred to the wheel rims and started to melt the tyres, causing huge problems for the Bugatti race car drivers. The team manager fronted Ettore and told him the brake and axle design needed to be modified. Ettore reportedly flew into a rage, claiming there was nothing wrong with the design, and blamed the drivers. In the same vein, when Bugatti persisted with his abominable cable-operated brakes, after most manufacturers had converted to the superior hydraulic brakes - and purchasers of the Type 35 started to complain - Ettores answer was simple. "I make cars to go, not to stop!"
  49. 1 point
    Speed was the priority in Bugatti's design, and everything else -including stability- seems to have been secondary.
  50. 1 point
    News article So sad. AVweb - Bugatti Builder Killed In Crash
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