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Showing content with the highest reputation since 12/11/2018 in all areas

  1. 3 points
    The Lightning Bug flew again on Sunday. The aim of the flight was to determine the effect of reducing the pitch of the newly fitted Bolly blades by 1 degree difference from the flight that was made the week before. Here are the results. @Sea level, 27degc, QNH 1015 Max. static rpm 2600 @2,500’pa, SAT 22degc, QNH 1015 MAP 29”, RPM 3100, kcas 185, ktas 194 MAP ??”, RPM 3140, kcas 190, ktas 199 Max. CHT 320 (limit for max. continuous is 358 so well under limit) Oil temps still hovering at the upper limit so this still needs to be addressed. So with painting, fitment of nosewheel fairing and a general tidy up, with the blades set as-is, we anticipate a 3000rpm, 185-190ktas cruise. A more economical 2800rpm cruise should yield around 180ktas. At the bottom end of the speed range, bearing in mind that the ASI has not been calibrated for low speeds, stall speeds were as follows: Clean - 70kias First notch of flap (T/O flap 20 degrees) - 63kias Stall symptoms and behavior were conventional. Might this be the fastest Jabiru 3300 around?
  2. 1 point
    I want it but I already have one and I'm not allowed to have two, bugger.
  3. 1 point
    The IFR procedure is different really. There was practically NO IFR flying in PNG though I've had to resort to it a couple of times, having to cross the Ranges later in the day when the clouds have built up. (as they do) Normally you rely on the VFR rules and stay with the ceiling and visibility restrictions and can fly between the peaks.. and all works out OK. if you are careful and have some experience. In mountainous areas becoming Non VMC has serious ramifications and often they are catastrophic for the people involved. It's not different to flying an IFR level complying with a stated and properly established LSALT and having to divert or becoming ICED up or losing an engine and not able to maintain the level . Flying into a valley with a cloud overlay (Ceiling) is an area where you must leave an escape route. ie Be able to do a 180 without hitting the valley sides , stalling in the turn or entering the cloud.. This is part of that type of flying training which is essential and encourages you to fly near one side of the valley to have the room to turn . etc as an example or don't go there. I've had friends who appeared to be very safe pilots, end up flying into cliffs in IMC when conditions deteriorated, often trying to climb up through the cloud and get on top.. Nev
  4. 1 point
    To build a fleet of giant airliners requires a building just as big. Boeing’s Everett Factory, built to construct the famous 747, is the biggest enclosed structure in the world. When you’re building some of the world’s biggest airliners, you need an equally outsized building. When Boeing decided to build the 747 – a plane so big it would become known around the world as the jumbo jet – they had to build a factory large enough to build several of them at the same time. If you’ve ever seen a 747 from close quarters you’ll know just how giant Boeing’s jumbo is. So it’s no surprise the factory which ended up building has to be very big indeed. How big? Try the biggest enclosed building in the world. Boeing started work on the Everett factory in 1967, just as the Boeing 747 project was starting to gather pace. Bill Allen, Boeing’s charismatic chief, had realised the company would need a huge amount of space if they were going to build an airliner big enough to carry 400 passengers. They chose an area of woodland some 22 miles (35km) north of Seattle, near an airport that had served as a fighter base during World War Two. An article in the Daily Herald, Everett’s local paper, recalls just how out of the way the airport was. According to Joe Sutter, the engineer who masterminded the 747 project, the site had only minor road access to the nearest highway and no railway connection. In the forest roamed wild bears. The factory now produces the newer generations of Boeing airliners (Credit: Getty Images) At the same time Boeing was building the prototype of the world’s biggest airliner, it was also having to construct the factory to make them in. Today, the Everett factory easily dwarfs any other building in the world by volume, with the Guinness Book of Records reporting that it occupies 72 million cubic feet (13.3 million cubic metres). “We’ve overlaid the building over some of the most famous landmarks around the world,” says David Reese, who helps runs the factory tours at Everett. “We have various famous places like Versailles, the Vatican and Disneyland, and you see them when you start the factory tour. “I remember I did an interview with the BBC a few years ago, and I thought ‘I wonder what the volume of Wembley Stadium is?’ Well, it turns out you can fit 13 of them in the volume of our factory.” The Everett plant still produces a dwindling number of 747 freighters, but today it mostly concentrates on the smaller 767, 777 and 787 models. To build that fleet of planes requires lots of room. Everett’s main building covers 97.8 acres (39 hectares), more than 30 times as big as London’s Trafalgar Square. Boeing had to build the new factory at the same time it was designing the 747 (Credit: Boeing) Each shift has as many as 10,000 workers, and there are three shifts each day. Over the course of 24 hours, the factory has a population only a little less than the Australian city of Alice Springs. Reese has worked for Boeing for 38 years – 11 of them running the factory tours – but says he can still remember his first impression of the factory. “It was very awe-inspiring the first time – and I would have to say every day since, too. It changes constantly. Each day there’s something new.” The Everett factory is so big that there’s a fleet of some 1,300 bicycles on hand to help cut travel time. It has its own fire station and medical services on station, and an array of cafes and restaurants to feed the thousands of workers. Overhead are a multitude of cranes used to move some of the heavier aircraft parts as the planes start to take shape. The operators, Reese says, are some of the most highly skilled and best-paid workers at the factory. There are a few rules for working in, or even just visiting, the factory. “We do require proper footwear, so no open-toed shoes and no high heels for the ladies – anything that could possibly cause a fall or damage your feet – and you have to wear safety glasses at all times in the factory. Constantly. That can be an issue with some of our visitors, they say things like ‘Oh, I wear reading glasses, that will be enough.’ It’s not.” The factory boasts some surprising features. While there is ventilation, there is no air conditioning. In summer, if it gets too hot, Reese says, they just open the massive doors to let in the breeze. In winter, the effect of the more than one million lights, the huge amount of electric equipment and some 10,000 human bodies also helps moderate the temperatures. “I only have to wear a sweater or a light jacket and that’s sufficient.” There is a longstanding urban myth that the building is so large and high that clouds form at the top of it. Not quite so, says Reese. “The building was still being constructed as the first plane was being built, and one wall was not yet enclosed. We think that fog or mist from the outside and accumulated in the building, and it looked like a kind of hazy atmosphere. The finished aircraft are towed over a bridge to a nearby airport (Credit: Boeing) “It’s the same thing when we had wildfires nearby, it got pretty hazy inside the factory.” Reese says the factory’s days have an ebb and flow, the factory changing tasks as the day progresses. “The second shift, that’s when there’s more crane activity when there isn’t quite as many people. “When we move a finished aircraft out of the factory it’s driven over a freeway to an airport nearby, and in order not to startle the drivers too much, we tend to do that at night.” Not just the world’s biggest building, but full of surprises too.
  5. 1 point
    Hi all, as you may have seen by now the User Post Bit that is displayed on the left side of a post when viewed on a PC is now complete. here is an explanation of what is contained in the post bit: Please note that the user's general location is displayed as a link which enables you to see on a Google Map the general area of the user which will help everyone in perhaps creating a stronger community of site users by being able to catch up in person if you find yourself flying in the area or get stuck due to weather etc.
  6. 1 point
    Excellent! There are things in my build that I may need to add to say the first post, months later so that will work well. I’ll transfer what I’ve written up to a blog and fix up typos and chronology etc while I’m at it 🙂
  7. 1 point
    I think we need to consider whether what we are posting is beneficial for everyone in the forums generally or specifically in our own blog, or in the photo gallery and insert the pics into our forum post or blog entry...it is going to be interesting how we all get use to the extra functionality. Having said that yes you can insert pics in your blog entries of your own blog, there is no limit at this stage, you can post a link to your blog anywhere on the internet and point others to your blog here, you can tell your own story with photos, links, quotes, etc. I can also advise that soon I will be opening the new Recreational Flying Clubs System where you can create your own club with other users with your own forums, events calendar, pic gallery, sponsors etc. You can create a club representing your flying club,, aircraft type club, specific interest club, private (invite only) or public, heck you will even be able to charge a membership to your club if you wish, you will be the moderator or you can have several administrators/moderators of your club and much much more so stay tuned for that. In the meantime Blogs are for individuals to write themselves about specific topics of interest and what's on their mind and others can add comments of which the Blog owner can moderate if necessary...hope this helps you to enjoy using the new Recreational Flying Blogs System
  8. 1 point
    One very minor point Jim, you probably won't get a clearance into controlled airspace without a transponder in your glider nowadays. Class D which is meant to be non radar tower airspace may be OK but I know that the tower guy at Albury has radar information. Albury is a great example of Australian airspace overkill. In the US it would be most likely 5 nm radius and 2500 feet AGL for the Class D and Class E outside that.
  9. 1 point
    David, As I am not trying to fix RAAus anymore I make no suggestion of comment on what I consider need to be changed. However as you in the post above ask to talk about facts and correct procedure so here is my position and perception of the facts. The election - nothing in this relates to the AGM and correct process but it is entirely on the election 1. The Members passed a resolution at the General Meeting in May 2016 to replace the Constitution with an effective date of the registration with ASIC a. the effective date of the Constitution was the registration date of RAAus ltd. with ASIC b. factually the registration date with ASIC was, is and always will be 26th July 2016 - doubt me? look at the first paragraph of the Directors Report in the audited financial statements Outcome is that nothing under the new Constitution was effective or able to be operationally used until that date Without saying - 'that's what we meant' or - 'thats the intent of the general meeting' or - 'near enough is good enough' Factually it was not permitted for the board and management of RAAus to call for nomination for elected directors under the new constitution as they did at the beginning of July 2016. Equally and factually no election process under the new constitution can just adopt closed nomination ... an election process that HAS to comply with processes that are acceptable the AEC must include end-to-end and at BEST the election process under the new constitution can only apply to the voting and counting part of what was done. 2. Factually within the new constitution (and in my opinion any valid process that would be acceptable to the AEC) the process of the election must be documented and made available to the electorate - pretty basic eh? Well without trying to piece together a process please explain how an election process that started at the start of July with closed nominations and statements going out to print in the magazine was undertaken under a known process when the rules for the election were approved by the Initial Directors at their board meeting on 10 August 2016 - check the register of board minutes on the RAAus website to confirm that date So no process documented before the process started, members when asking for the document being told it does not exist just look at the magazine and a process stating its under a constitution commencing before that constitution and in fact not complying with the very clear requirements of that constitution is factually NOT a valid process and the outcomes of the process are not valid under that constitution. There are some facts and without a variation on the theme of that's what was intended or near enough is good enough it cannot stand the scrutiny of the Constitution. Now the facts around the AGM 1. the election and any changes in directors is a standing item for any AGM under our constitution - discussion an resolutions relating to the election are legitimate within any AGM 2. factually under the Corporations Act there are only limited areas of resolutions for meetings that factually must have a minimum 21 days notice to all members ... elections and appointments of directors are not within those limited areas 3. Our new constitution specifically provides for Member Resolutions and specifically allows them to be put to a any general meeting for which member resolutions are called in the 21 day period ... I refer you to 27 and 28 of our constitution ... if members can never raise a resolution during the 21 days leading up to the general meeting please explain how these sections of the constitution are ever to have effect. a. please do not counter this by referring to 21© of the constitution on board requirements to provide the agenda and any resolutions 21 days prior to ... factually they are separate areas with different requirements b. please answer me where the directors actually did anything on the 22nd day before the AGM to practically mean that member resolutions provided on that day were impossible to include ... c. factually if the constitution allows 21 days for something 21 days is it - if from a procedural perspective 22 or 23 days would actually work to address the fact you have two items falling on the same day which is inconvenient and practically impossible to deal with in a single action it is factaully not permitted for the directors to impose a process that has a greater than 21 day requirement on one area ... if they do that process to the extent is disallows actions that are allowed under the constitution is invalid. Sorry but the failings of the drafting in the constitution to actually recognize that the notice to AGM should be 24 days before (to accommodate the weekend nature of our AGMs) and that member resolution notices to be distributed at the companies expense should be at 26 days before ( to allow everything to be processed and collected into a single communications to members for administrative ease) is what needs to be changed in the constitution - the facts are that these day limits do not exist in the constitution in the two areas and factually the day limits are the same creating a situation where RAAus is stuck with requiring separate communications at its own cost for any resolutions raised on day 21 before a general meeting. d. Member resolutions can still be communicated even if raised after the 21 days provided the member pays for the distribution - I offered to pay and was told that as they had not been provided before 22 days they cannot and will not be distributed - look at your constitution and tell me have factually that sits with the constitution. 4. Member resolutions on items within the AGM agenda are permitted except where they are deemed defamatory - that is the very limited basis allowed under our constitution for directors to actually refuse a member resolution. The resolutions relate to the validity of the process of elections for persons proposed to be appointed as directors of the company - show me how that is not valid as a resolution either as a member resolution with notice OR from the floor of the AGM when the agenda item of the board elections and appointments were being discussed? When you see the video of the AGM you might note that I was VERY careful to raise points of order on items are very specific times in the meeting - the lack of member resolutions was at the top of the meeting when opened as it related to the lack of them on the agenda while the substative issues with the election were only raised once the meeting had moved the agenda item of the election results. So there are my summary of facts. As I am now in run off as a member of RAAus and will not be doing any assistance in addressing these and other issues with RAAus documents like Group C pilots not requirement medicals, RAAus Membership or 2 yearly flight reviews I am bowing out. But David factually neither the directors nor any member can 1. say that direct application of the constitution to a member resolution is not factually allowed even if the communicated process the directors would like is different 2. say that near enough is good enough because that's what as intended - the members approved a constitution and set a start date that was contingent and triggered by registration - you cannot factually avoid that. Thank you and good bye. Moderators - as this thread was specifically on the AGM and request for proxies and FACTUALLY the AGM has occurred can I ask that this thread be locked
  10. 1 point
    C182's are not cheap to operate. It depends on whether you plan to use a Continental 0-470 powered 182, (pre 1985), or a Lycoming IO-540 powered model 1997 onward. Fuel consumption is similar - but maintenance different. The older aircraft will all need SIDS to be completed. They also have engines which experience cylinder glazing unless flown hard - not what you'll likely do on scenic. Low hours pilots also have more accidents with C182's - many hit nosewheel first and firewall damage is common. If it was me choosing the aircraft, I'd be inclined to opt for a 180HP conversion of a model C172N or P, (probably costing you $80-120k), or go for a C172S with 180HP (much higher cost of course... perhaps upward of $150k?). These will give you the ability to lift 3 pax in most conditions, and achieve 110kts around the scenic. These are simple to fly, cheaper to operate, and on short trips - the flight times are not that much less than a C182. The TBO is also higher, and the fuel burn considerably less (10-12 LPH). These are simply opinions, although I did own a C180 for 5 yrs and a C182 for 12 so am reasonably conversant with costs. happy days,
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