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Showing content with the highest reputation on 06/07/19 in all areas

  1. 4 points
    You will see that I have changed the site back to IPS as I just lost far too much money trying to get things developed for Xenforo as I didn't want just a Facebook alternative but instead a full function support system for all pilots. I hope you understand but after just losing another $1,500 USD to developers in trying to get things like a Classifieds system, a Flying Clubs section and many other great enhancements to improve the site for everyone I just couldn't keep giving away my money to rip off developers...although I just got $250 back after a PayPal complaint I won't see the rest of the money. IPS has all these great extra enhancements already built in and @Ahmed Zayed is back to help with site development and we have been able to fix some of the issues we previously had. I so much know that I have stuffed you around so much and all I can do is apologise till the cows come home but like a Pheonix, Recreational Flying WILL rise from the ashes and be such a comprehensive full on solution to everything, to every question you may have, an enormous full repository of everything related to Recreational Aviation with so much more than any social media entity can provide. What you are seeing right now is the standard IPS site and over the next few days I will be posting in this thread information as I get things back to normal and as I turn each feature on, so please, if you see this thread come up in the What's New page then read it to find out more. Please, if you have any comments, problems or anything else, just start a new thread about it and others can join in on them.
  2. 4 points
    Just bung on a bigger modern engine and call it a PC6 Max , problem solved .
  3. 2 points
    Like any other flying machine, the R44 can bite you if you fly it outside it’s limits. Flown properly its a very capable and safe aircraft.
  4. 1 point
    Just saw this one. Any more info out there? https://www.news.com.au/national/south-australia/light-plane-crash-at-leigh-creek/news-story/e7720b4e33910bd5ddf65111a6727eb2
  5. 1 point
    https://www.aopa.org/news-and-media/all-news/2019/july/pilot/a-flying-swiss-army-knife [excerpt]: "On the subject of value, that’s where the Porter seems to come up short in today’s marketplace. It costs about as much as a Quest Kodiak or Cessna Caravan—two similar-sized turboprops that also are available on amphibious floats—but the Porter isn’t as fast and can’t legally carry as much payload. In the field, the Porter is widely known to regularly carry far more than its stated 2,000-pound payload—but that’s another discussion. On the ground, the Porter is unapologetically ugly. Nothing about it is aesthetically pleasing, or even symmetrical. Inside the airplane, however, its form and function are an elegant match. It’s spacious, sturdy, and made for hard, unglamorous work in austere places."
  6. 1 point
    This short tale of WW2 was written by the Son he never lived to see. Although their luck was destined to last no longer than a few weeks more, Mosquito pilot (Dad left) and navigator (Zygmunt right) were incredibly lucky 75 years ago today. It was late afternoon on Wednesday 5 July 1944. Dad’s diary entry (translated) :- ‘1944 (5th July) Wednesday. Landed machine without engines at Church Fenton then night patrol 2.05 hrs in the same machine’. They had taken Mosquito NFXII Serial no HK234 (similar to pictured) up for a test flight after mechanical work and were returning back to their squadron base at RAF Church Fenton in Yorkshire about to commence their landing approach when suddenly both engines simultaneously cut out. Basic engineering design was supposed to eliminate such a thing, but it had happened. There was an emergency training procedure for single engined landings, but not for no engines. In terms of contemporaneous records of emergencies even with one engine, the chances of them emerging unscathed with their aircraft undamaged were slim. With both engines U/S, chances were effectively zero. The undercarriage and landing flaps were still up, and because both engines were dead, the undercarriage and landing flap hydraulic operating system was also dead. A Mosquito weighed anywhere between 6 ½ to 10 tons deadweight depending on fuel and load carried. It was no glider. An emergency hydraulic pump operated by a lever bar stowed in the cockpit door could be used by means of a socket on the floor for manually lowering the undercarriage. It was supposed to require between 200-300 strokes and take 3-4 minutes. They had nothing like that time and only one slim chance to get the emergency approach right. While Dad wrestled to prevent a stall and commence a fast nosedive landing approach onto the grass, with or without undercarriage, Zygmunt his navigator worked the hand pump to-and-fro like a demon. Somehow the U/C locked down just as they were about to make the high-speed landing roll on the grass outfield. Just as things started looking good, to their horror a group of ground crew, oblivious of this silent machine hurtling down towards them, started crossing the grass directly in their landing path, going across for their evening meal. They finally noticed and scattered, one on a bike crouching down on his handlebars cycling right between the wheels. Unbelievably no-one was hurt, and even more incredibly the aircraft finally rolled to a halt totally undamaged. Cue much laughing and joking (while holy shit knows how shaken and relieved they must have been). Engineers located and rectified the fault. They took the same aircraft up again for a full operational patrol the same night and it behaved perfectly. Like every crew, they would have been determined to get straight back up, to restore their nerve and confidence. Particularly so, because three crews, all close colleagues, had been killed in similar circumstances including their own squadron commander, who had perished attempting to demonstrate a single engine Mosquito landing the year before, getting the approach wrong. The incident was recalled in later accounts of the squadron’s history although, as was often the case in ‘no injury no damage’ incidents, kept off official records. The Mosquito HK234 itself survived the war. It was to move on from Sqdn 307 to Sqdn 264 and then again to Operational Training Unit 51, to be finally taken out of service and scrapped in August 1945. Putting the incident into perspective, there is a rather depressing video taken by a spectator at an air show in 1996 in which one of the last airworthy Mosquitoes stalled and fatally crashed. The inquiry concluded it was probably initiated from a temporary loss of power in the port engine. Google ‘Last Mosquito’ if you wish to watch it.
  7. 1 point
    When you see how some of those cowboys (I use the term literally) fly the R22's in cattle mustering, as is often shown on TV, it's a wonder that not more don't crash.
  8. 1 point
    Patair bought 2 of them in the late 60's and they were good for the short and rough strips, and shorter distances - but the economics didn't add up for longer trips, eg, 250nm or 2 hrs flying. The local punters were highly impressed with the ability of the Porter to 'back' into a parking spot. But most pilots preferred 2 engines in PNG, and that explains the popularity of the fabulous DHC 6 twin Otter. Even the missionaries, who were notably gung ho back-in-the-day, now operate the twotter. All good things come to an end. happy days, att: selection of turbines in PNG today: L to R, Porter, Twotter, Kodiak and PAC-750
  9. 1 point
    A compromise will have to be found:
  10. 1 point
    Yes, very sorry to hear your condition's deteriorated that much, Ian. Reminds us all of the tenuous hold we have on our various faculties ... and to answer your classic "Doesn't anyone fly anymore?" in the affirmative, while we still can. All the best in adjusting to your new limitations. And thanks for all your on-going efforts to keep the site up and running despite it all.
  11. 1 point
    Damn dude ? i guess youll have to fly to fly as a ‘passenger ‘ with friends o you can at least stay hands on
  12. 1 point
    That Kodiak Quest has me drooling not only max cruise 174 kts @ 12,000', 48 gph, range 1005 Nm, but it can land and take off in a post hole, and cmes with optional mudflaps, and just $2.15 m.
  13. 1 point
    I remember a Pilatus Porter's STOL chops being demo'd at Port Moresby airport in the early 70's ... to much oohing-and-ahhing from assembled aviators. But that would have been the earlier (short nosed) piston variant. Ole Hartmann, of AAK (Australian Aircraft Kits) at Taree, NSW, drew up plans, a couple of years back, to offer a scaled down replica version of the PC-6 powered by a Rotax 914 (using the wings from their standard Hornet) but unfortunately that project never got off the ground.
  14. 1 point
    There were Changes to compression ratio and ignition timing. as well as the jetting issues with the Carburetter.. Where you measure it has a bearing on it's VALUE also. High temps are an issue if you don't get it right. On plenty of occasions I've had to increase climb speed especially on high ambient days, but that's pretty basic isn't it? New motors do tend to run hotter for a few hours at least.. Nev
  15. 1 point
    I have turned the Blogs on however I still need to migrate the existing blog entries over and set a few things up in that section. I have also turned the Clubs section on but there is a lot of configuration to do in this as well but it is there. Both of the above will be done today after I have tuned the What's New section which is the next priority
  16. 1 point
    I have just updated the Main Menu. After I setup the other sections like Classifieds, Suppliers, Aircraft, Tutorials, On This Day etc, they will then be added to the main menu. This will be done in the coming days after I have the site running smoothly like we had never changed...well sort of
  17. 1 point
    joyfully catching that day's last rays.
  18. 1 point
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