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Showing content with the highest reputation on 07/12/18 in Posts

  1. 2 points
    So - ten weeks ago I said I was back on the case, then I found that I simply couldn't do another thing at all because every square inch of the workbench was piled high with 'stuff', mostly bits and pieces left over and not sorted and put away from previously completed or partially completed parts of the project. I started to make the instrument panel and drove myself mad because every time I put anything down I lost it among the other detritus on the bench, or I didn't have room to set up a jig or a hand-rest. Consequently I embarked on a 'quick' clean-up, but I have this problem, with me it's all or nothing, so I ended up searching the net and travelling far and wide to get hold of as many steel 'Brownbuilt' style cabinets as I could ... oh, I forgot to mention we had a minor rodent plague here as well and they crapped all over the work I'd been doing and chewed some wiring and other bits I had to re-do so I also spent long hours buying and testing the whole gamut of rodent annihilation devices. For anyone who's curious - they all work but though some are better than others, you need all of them if you want to win. We don't use poisons here because we have 4-500 birds that gather daily to amuse my good wife, and some of them would eat a dead or sick mouse and die as a result, and because of the birds and the occasional mouse we also have a number of friendly pythons and they might suffer a similar fate, and neither would I wish a nasty end on the two large eastern browns hanging here looking for a free feed, even the one which took a swipe at me a couple of weeks ago ... so it's all about trying to trap the wily (rodent) baskets - the ones the pythons and browns and kookaburras don't get, that is. Best result so far has been with the 9000V rodent zapper, though any roach will also trigger it and it's therefore harmless until reset in the morning - the magpies love the zapped roaches. The Nooski seems like a lovely and easy trap concept but with two of them and three months has only produced one casualty so far. Snap traps are a waste of time here, the rodents' great grandparents have told millennium mouse all about how to raid them unscathed, and the self resetting box trap that will catch 'up to ten mice at a time' for release or drowning, hasn't caught anything except a very apologetic cane toad who had an irresistible urge to sample cat biscuits and dried baitfish. The winner? The walk the plank and fall in a bucket thing. In the meantime I've been itching for much more flying the lovely little Kestrel. I've done lots of maintenance and replacing worn out things on it and it gets better and better, a few flights back I came home each time trailing long lengthens of gap strip (the fabric strips that close the gap between the wing trailing edge and the ailerons). It looked like a fair bit of hassle to replace them but I couldn't ignore the itch so ordered new fabric and the adhesive tapes and stitched them up and cleaned off the old adhesive and finally got it done - and wow, well I'd almost convinced myself it wasn't worth worrying about because the ailerons were so sluggish anyway ... but now the roll rate rivals anything I've flown, so I'm delighted. BUT - since then the weather has been totally crappy for weeks. Okay, next post I'll tell something about the progress on DooMaw.
  2. 2 points
    To answer your question, the same reason that RAAus accidents have been very low over the last few years: randomness is lumpier than you would expect. To demonstrate this to yourself, play spotto next time you are driving with at least one other person. Whenever you see a yellow car, call out "spotto!" There will be long lulls, and then five in a row.
  3. 2 points
    This is from NASA: https://wright.nasa.gov/airplane/warp.html Question: What is the perceived advantage of this new generation of wing warping technology, what are barriers to its adoption, and how practicable is it for it to trickle down to general aviation? Answer: A warped wing or a morphing airfoil, shows significant improvement in lift to drag ratio and in decreasing the overall drag of the vehicle. Depending on the specific technology many of the components are internal which has several benefits (decreased drag, increased life span) and with advancing technology and research the power consumption and additional weight of these components has been significantly reduced. In the world of UAS's morphing wings have been show in some cases to increase stall AoA by 8 degrees or more (see Membrane Wing-Based Micro Air Vehicles) The complexity of analyzing morphing wings and airfoils however can present a challenge, as now there is significantly more fluid structure interaction, requiring solvers with more capabilities, or an increase in experimental data. Large scale implementation is currently underway (see NASA Successfully Tests Shape-Changing Wing for Next Generation Aviation or Morphing Wing Passes Test, Business Jet Flew Concept Years in Making) and in a aerospace world that is concerned about improvements to develop faster and more efficient vehicles this technology holds some appeal.
  4. 2 points
    I was told the other day that Sammy Davis Jnr. was the first to fly The Atlantic, which just goes to prove that you can't always believe what you hear.
  5. 1 point
    This was the take-home-message that one YouTube commenter took from it: "What I have learned from this series the most is that general aviation is not transport. It is a hobby, and if you end up also being able to get to a destination, then that is a bonus, not the expectation."
  6. 1 point
    Covered well. IF you MUST go. Book a seat on RPT. If you are flying VFR you may ARRIVE days later safely when the weather is OK, or not at all.. Nev
  7. 1 point
    Total disregard for his family. And flying above FL180 with 3 oxygen supplies for 5 people??
  8. 1 point
    Another crappy weather day, 7am and gusting 20kts already, so regardless that it's Saturday and the club Christmas BBQ is at lunchtime, the Kestrel will be staying in its trailer yet again. It does handle the strong winds quite well, my flight before last was in 25kts, gusting 35kts and it was all quite controllable, which is pretty good for a 150kg ultralight, but at 55kts cruise it's a long time getting anywhere, or back, depending whether 'anywhere' is into wind or downwind ... It's not even that, so much, but with the light wing-loading it can be quite a rough ride and that takes a lot of the fun out of it. Anyway, it's probably a good thing, if the weather was always nice I'd be flying a lot more, but there would be even less progress on DooMaw. So - having had the big tidy-up and all the various half-done parts of the project have their own project box on its own shelf in the relevant steel cabinet among the line of steel cabinets (oh, joy, I can find everything in an instant now), so it's time to get back to productive work. Here is what I think of as rather an historic photo of the work-bench - taken yesterday, and historic because it's ancient times since the bench was last completely clear - Right now there is just one thing on the whole work-bench, so even I can't confuse myself and start wondering what I was working on last! Here is a photo - That is how far I got with building the instrument panel about two months ago. The instrument positioning looks a bit unconventional because they have to be located where they won't clash with the truss which resolves the landing gear loads, which is directly behind the panel. There's only about 3mm clearance around each instrument, so they have to be placed quite accurately, especially since the panel is rubber mounted, though it doesn't move more than about 1-2mm each way. Down the track I will invest in a pair of MGL digital instruments and do away with most of the steam gauges but for the moment, due to their $6-7k price, they will have to stay on the wish-list. The angled flat portion of the panel is for a nav tablet and the pieces sticking up will be folded over and trimmed, to hold the tablet in place. Next stage is to make up the parts to complete the flanges at the corners and weld them in - I suppose I can still remember how to weld ...
  9. 1 point
    Hi HITC Re walk the plank. Set up a wine bottle or long neck beer bottle horizontal with neck over the edge of a bucket. Smeer some cooking oil on neck and sick some bread crust in the end smeared with honey, syrup or peanut paste. Mice can't resist the lure and the bucket should fill in no time. No poison so can leave them out for the friendly wildlife to devour. If you try let me know what you think of the idea. It works foe us. Cheers re wiring being eaten is it aviation grade wiring?
  10. 1 point
    Oh the best mouse trap I have here is the garbage bin in my workshop. The mice get drawn here (because we have parrots here) and heaps of wild birds we feed. A old food wrapper or similar in the bottom of the big plastic bin literally every morning I come in there is 1 or 2 mice in the bin trying to jump out..they must do the big swan dive in there to get at the food then cant get out....works better than anything around here. Just need to leave the bin close to a shelf or something they can crawl on then they commit hari kari into the bin
  11. 1 point
    I know how you feel. I havent been back onto Mabel for months. Getting land bought and house built for the grand daughter and of course almost 4 weeks away in the USA and busy making ignition modules after I came back, took 3 days last weekend to do the rubber replacement in the girlfriend in that bloody heat. Oil pressure fluctuation problem before I went away I fixed just before I left. FINALLY this week back onto Mabel been doing works on the wing skins ready for alodining. So your not on your lonesome with distractions Alan ?
  12. 1 point
    In the USA the usage is affirmative, refer to the FAA Pilot Controller Glossary: https://www.faa.gov/air_traffic/publications/media/pcg_basic_chgs 1_2_9-13-18.pdf In Australia it is Afirm as per the the AIP posted by head in the clouds. Footpath or Sidewalk?
  13. 1 point
    Most wings we deal with are designed to control twist to a minimum. Aileron reversal effect is not unknown however where this is inadequate. The same could happen with the elevator or rudder. The horizontal stabilizer of the Boeing B 727 is designed to twist if the MMo is exceeded under the action of a supersonic (local) shock wave which forms at excess speed and that tends to cause it to raise the nose and correct the situation. Nev
  14. 1 point
    Dave- I haven't been on the forum for awhile, but I'm glad to see you finally got the bird home. I did about 6 days of factory assist on my own lightning in October. Since then I've done a little work on it, but I've largely been sorting other things out. That includes some infrastructure on the local airport workshop I'm renting. Being an amateur mechanic, I had a lot of tools, including compressor. But, airplanes are different and I found I needed a few tools.... resin.... fiberglass cloth.... bit parts and stuff not included in the kit. Now that I'm finally getting traction on the project, it has gotten prematurely cold for the last 2 months (Winter in US) and my shop heat is not great. Sigh..... After the build assist, I was able to bring it home on a large rented landscaping trailer, so fortunately I didn't have your HUGE shipping bill or import tax (but I do have 6% sales tax.). Also, although not as cool or fast as your turbine, I opted for the Titan 340 with fixed pitch prop which is cheaper. I'm planning to use a Prince propeller -- they are light weight, seem to have good performance, good reported factory support, they are reasonably priced, and I ride my bicycle past the factory every few days in the summer (Maybe I'll just strap it on back of my bike!) My plan is to get everything fitted including instruments, then take it back to Shelbyville for paint, reassembly, and test flights. Then fly it back home. Schedule ??? Who can say at this point. Hoping for next Fall. (I know - naive). Do keep us posted on your project -- much more interesting than mine. Ted
  15. 1 point
    If a man does something, but a woman has not seen him doing it, is he still wrong?
  16. 1 point
    I have great difficulty" admiring" anything that is stupidly unsafe just to make a style statement as happens a lot in Europe with some U/L planes design.. Might be a selling point with some, but not for me.. As for generql good style The ME 262 ,Mitsubishi zero, FM 190 and a Lockheed 1049 C Constellation and quite a few flying boats look OK to me Catalina and Short Sunderland for example. If been up close and personal with Concords but they look better from a distance and without the cockpit drooped. Close up they are all ripples and dents but it's a n iconic shape. The Ryan STM looks cute. and some of Howard Hughes racers too. Some aero engines look good and some look fugly .Radials where you can see the cylinders etc the fins on some of the heads are a work of art.. But I can't separate what engineering goes into them from the shape. If the fins are in a useless place, it looks crook.. A plane has to fly as well as it can be made to. that's it's prime aim .The way it flys is what makes it beautiful.. They belong to the air Not the ground.. Nev
  17. 1 point
    32 litres per hour of diesel fuel consumption just for the 100HP model means this design has no economic advantage over any IC engine, whatsoever. An improvement in reliability and smoothness, perhaps - but I can't see light aircraft owners beating a path to their door, waving handfuls of notes.
  18. 1 point
    EVERYBODY needs low level training as you do it when landing, taking of and going around particularly. I've made my views on these matters consistently over the years. There is possibly another important factor . People can develop a sense of infallibility and familiarity breeding contempt. There could also be fatigue and water stress (dehydration) involved. Drink water constantly in hot conditions, or you aren't fit to fly. Then there's the level of the initial training. When you finish your training you are not an expert by any means and most realise it. Where does the system pick this up and move with it? You exercise caution and fly within your limits but the extra skills must be available to those who need them, and are ready, and wish to progress their skills. This then brings into question IF you need extra skills, are you undertrained in the first place? Nev
  19. 1 point
    We've touched on this 'recurrant training' subject before. It's a senstitive one, because while CASA talk-the-talk about continuing 'training', they baulk at recognising the need to have more training in lower level aircraft operation. This carries through into RAAus, where we cannot train a pilot in any low level operations - unless they are going to use it on their property. Now, I'd have thought that avoiding killing or injuring yourself and passengers, by having some low level skills, would be sufficient reason to have this allowed. But no, within the regulators, there is a quite irrational fear that, because a pilot has been trained in low level ops, they will immediately become a low level flying hoon. My decades of experience say that it's the very opposite. When pilots discover that it is a whole, new, and dynamic flight world below 500ft agl, they cease doing the stupid stuff. I'm not suggesting that we train you to fly at spraying height, or fly under powerlines, or other professional skills: I'm for training to avoid stall/spin accidents, to handle rough air, to avoid collisions, to make safe avoidance manoeuvres, and to escape from low or lost visibility situations. We can train you to make safe inspections of strips or paddock locations, how to better assess surface conditions, how to scan properly and so on. The sooner that RAAus, (and CASA), encourage pilots to undertake post RPC/RPL training in low level operating of aircraft - the better for our industry. The old wives tales/ urban myths about how dangerous it is, and why nobody should operate down low - need to be buried. The next obstacle will be..... 'there are no qualified training instructors.' Well, unless CASA/RAAus make some moves in this area - there will be no experienced LL instructors left in the industry. Now is the time to change things, and have the oldies train up a reasonable number of younger instructors before it's too late. happy days,
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