slartibartfast

Certainly cut me deep. Brando or Monroe? How about I post a naked photo of me on a bike and you can all decide? Someone must have one. She was not a bike. Seems to me she lived her life like a candle in the wind. Me too. (edited by mod)

I used that same song once. YouTube made me do an online copyright education course before I could do anything on there again. Haven't posted a video since. Great scenery. Lovely part of the country.

Just received this email: OzRunways now a legal source for Maps, DAPs, ERSA and AIP OzRunways CASA Approved! We hinted at it only a few days ago, but it is official: OzRunways is now an approved data vendor under CAR 233(1)(h). This means you can now use any version of OzRunways EFB as source for Maps, ERSA, DAPs and AIP. This is a blanket approval for the current version of OzRunways as well as the upcoming 3.0, which will be officially announced at NATFLY this weekend and will be ready for you to update after Easter. Copyright © 2013 OzRunways Pty Ltd, All rights reserved. You are receiving this email because you signed up via our web site, inside the app, or you have a paid subscription. Our mailing address is: OzRunways Pty Ltd PO Box 669Freeling, SA 5372 Australia

Phil, you got massive points for the python reference. But digital malapropism=finger trouble? I'm still ROFLing. That's too clever. What was the topic again?

Looks like Garry isn't checking the site tonight, so I'll inform. Garry won't be at Natfly this year (for the first time in a decade). The way RAAus have been treating him, he thought it prudent to stay away. Also, last year was a waste of time for most exhibitors, and this year may be no better - with all the groundings and bad blood the attendance may be poor. I hope I'm wrong though.

I hope you're kidding Ian.

No, I mean spelling. If your argument is that the incorrect word was used, that's not a grammatical error, that's a malapropism. In order to be an effective smartarse, one should probably begin by being smart.

Remember that in any pool, the scum is on the top. Can someone fix the spelling in the title of this thread? It's driving me crazy.

Not quite - @RA_Aus (underscore).

Excellent name. Just like CASA - you're Herod's race, you're Herod's case. (reference to R44's and Jesus Christ Superstar - too obscure?) Regardless - welcome.

Garry is testing the new motor glider design with a new airfoil thickness and using no washout in the wing design - in line with the modern sailplane trend. Because he runs a professional company (albeit with crape [sic] but unrelated spelling), he is doing the initial testing via a 34% scale model. The airfoil thickness is continued to the wingtip. Pictures: Professional enough for ya? Don't you wish you were one of those little people in the cockpit? Yes - that's powered by a Jabiru 748. When his completely unprofessional but brilliant webmaster gets the work done, there'll be more info on the website.

Hi Nev. I'm assuming you know that's why I said "Presumably he's the CEO you have when you're not having a CEO." Only us old fellas will remember those ads. Just noticed the error. Of course I meant to type "presumably".

Pickle me grandmother! RAAus are tweeting. Via a retweet from Bas, I discoved the new GM has been announced here - http://www.raa.asn.au/2013/03/general-manager-and-technical-manger-announcement-06032013/. The position has been offered to Mr Mark Clayton and has been provisionally accepted. Presumable he's the CEO you have when you're not having a CEO. I'm now following RAAus on Twitter. Let's see what else I learn. This new learning amazes me, Sir Bedevere. Explain again how sheep's bladders may be employed to prevent earthquakes.

I am not a homosexual but I've had sex with a guy who is.

Yep - that's me and I've been extremely slack. I think it's a mental problem. My shrink says Mum didn't love me enough.Just can't seem to start the latest round. Sorry Garry. There. I have to do it now.

It can be extremely special. My Dad (about 77 at the time) was onboard during my first (and only so far) crash. Dropped it on from 10 feet (during 50 knots gusting) and broke an axle. He said "I wasn't worried - I've had a good life".

Bruce, I don't mean to be harsh, but when the windscreen is covered in oil, it doesn't matter how experienced you are. It's not a good look to criticize dead people when you aren't in possession of all the facts. In general, what you say is true. But applied to this accident, may well be unfair. On the other hand, it doesn't explain why the BRS wasn't deployed until it hit the ground. We may never have the whole picture on this one. It may not have been covered in oil, but it is a detail I heard second hand.

http://www.bbc.com/future/story/20120405-supersonic-jets-ready-to-take-off

Yep - that account doesn't ring true. A B17 damaged in Tunisia would not fly to England. I found a much more likely account - reportedly from the pilot. Note that they fly to Biskra (Algeria). I then found the same account on usmilnet, so much more likely. Makes an even better read. I cannot understand why some intarweb geek felt the need to dramatize an already dramatic story. Here 'tis. B-17F-5-BO, 41-24406, "All American", of the 414th BS, 97 BG after collision with a Fw 190 on 1 February 1943 during mission to Bizerte. NB some sources say 190 and some say 109. Pilot Lt. Kendrick R. Bragg USAAF brought the plane safely back to the base, where it was repaired and flew MORE missions until it was scrapped on 6 March 1945. This Photo was taken by a crewman on the companion Fortress in their 'box' B-17 41-24412. The All American’s Final Mission The pilot of this now-famous B-17 recalls her last flight The All American (124406) was on a mission to Bizerta, Tunisia on 1 February 1943. It was classified as a routine mission against Rommel’s force – some called it a “milk run”. The enemy fighters attacked at 1350 on a clear almost cloudless day. The All American was in tight formation with the other bombers, flying at 28,000 feet. The enemy aircraft made their passes at the 17’s while antiaircraft fire belched skyward. The bombers located the target (the wharf area of Bizerta) and the bombardiers dropped the bombs. With the bomb bays empty, the aircraft started home. Kendrick R. Bragg Jr USAAF was the pilot of the All American and recalls what happened after leaving Bizerta. “As we left the target and headed home, the fast enemy ME-109’s once more rose to pounce on us. Suddenly I noticed two of them far to the north sneaking along in the same direction that we were going. They were out of range and harmless for the moment, but I told our gunners to keep an eye on them. “We were flying Number 2 position off the right wind of the lead plane piloted by Captain Coulter USAAF. He, too, had seen the two fighter planes and I saw his top turret swing around toward the nose to protect the plane’s most vulnerable quarter. “I scanned the skies, then looked again at the two enemy craft. They had suddenly turned and were racing toward us. The two small specks increased rapidly in size as they came nearer. Evidently they were planning a frontal attack, determined to shoot it out nose to nose. This was the most difficult kind of attack but was the surest way of sending a Fortress down. “On they came, one plane about thirty seconds behind the other. They were ready for a one-two punch with their terrific firing power. We were flying in tight formation now with Captain Coulter. He began a slight dive to avoid the oncoming fighter, and I followed. They patterned us, managing to stay about level with us. In a split second they were in shooting range and our forward gunners opened fire. Brilliant tracer bullets flew in both directions, as though a score of boys were fighting it out with Roman candles. “The first attacker half-rolled into inverted flight to make a quick get-away. As he did I saw Captain Coulter’s bomber burst into smoke and start earthward in an uncontrolled spiral. The second enemy fighter was now our primary concern. As she followed her leader into a roll our gunners found the mark. Fifty-caliber bullets ripped into the pilot’s cockpit. The Nazi pilot was disposed of, but the plane streaked on toward us. I rammed the stick forward in a violent attempt to avoid collision. The rate of closure of the two planes was close to 600 miles-an-jour and my action seemed sluggish. I flinched as the fighter passed inches over my head and then I felt a slight thud like a coughing engine. “I checked the engines and the controls. The trim tabs were not working. I tried to level the All American but she insisted on climbing. It was only with the pressure from knees and hands that I was able to hold her in anything like a straight line. The co-pilot tried his controls. He got the same reaction. But we found by throttling back the engines we could keep her on a fairly even keel. I tired to call the pilot of the lead plane which had gone down only a moment before. There was no answer. “Pilot from top-turret” came an excited voice over the intercom. I was busy with the controls. “Come in top-turret. What’s the matter with you”? I asked. “Sir we’ve received some damage in the tail section. I think you should have a look.” “We were at 12000 feet now and no longer needed our oxygen masks. I turned the controls over to the co-pilot and went toward the rear of the plane. As I opened the door of the radio compartment and looked back into the fuselage I was stunned. A torn mass of shredded metal greeted my eyes. Wires were dangling and sheets of metal were flapping as the air rushed in through the torn wreckage. Three-fourths of the plane had been cut completely through by the enemy fighter and a large piece of the ME-109’s wing was lodged in the tail of our plane. “The opening made by the German fighter was larger than the exit door. It left our tail section hanging on by a few slender spars and a narrow strip of metallic skin. Lieutenant Bragg USAAF climbed into the upper turret to assess the damage from the outside and discovered that the tail section was swinging as much as a foot and a half out of line with the front of the plane. To make matters worse, the left horizontal stabilizer was missing, explaining why the airplane was so difficult to handle. Bragg decided to try and make it back to Biskra. He returned to the seat, ordered everyone to an emergency exit, then began the long journey home. He recalls their arrival: “As we neared the field we fired three emergency flares, then circled at 2000 feet while the other planes cleared the runways. We could see the alert crews, ambulances, and crash trucks making ready for us. “Without radio contact with the field we had to wait for the signal that all was clear and ready for us. When we got the signal I lowered the landing gear and flaps to test the reaction of the All American. They seemed to go reasonably well, considering. We had two alternatives. We could attempt a landing or we could bail out over the field and let the plane fly alone until she crashed – always a dangerous thing to do. I had made up my mind to set her down. She had brought us safely through so far; I knew she would complete the mission. The crew decided to ride her down too. “A green flare from the field signaled that all was clear for our attempt at landing. I made a long, careful approach to the strip with the partial power until the front wheels touched the leveled earth. As I cut the throttles, I eased the stick forward to hold the tail section high until it eased down of its own weight as we lost speed. “The tail touched the earth and I could feel the grating as she dragged without tail wheel along the desert sands. She came to a stop and I ordered the co-pilot to cut the engines. We were home.” NOTE - A Boeing engineer who inspected it stated that the airplane would not fly in such condition. Later the 124406 was rebuilt and returned to action by the 50th Service Squadron. Three survived from Captain Coulter’s bomber; Alfred D. Blair, bombardier; Ralph Birk, navigator and Sergeant Knight, tail-gunner entered a prison camp until the war was over. Following the war, Lt. Bragg entered Princeton, from which he graduated in the class of 1949 with a degree in architecture. He spent much of his life working in Puerto Rico and the Virgin Islands, becoming the "director of project design for the public works department in St. Thomas." He died of leukemia on 13 October 1999, in Durham, NC. He was "survived by his wife, Aura Ferrer Bragg, a daughter, Carol Luise Thomas, and a brother, Vernon C. Bragg."

Was your Bell 47 the one at Monto? That was a beautiful machine.

And especially not to post on a forum about it. The lawyer was emphatic about the importance of staying schtum. Forgot to mention another funny moment. Some asked a question including the phrase "while the CEO was asleep at the wheel". Steve Tizzard's voice was heard to call from the back "objection!". Someone else yelled out "overruled!".

My second favourite moment (1st was Howie's Howler) was just after Eugene had tabled the single page financial report(?) and there was still a copy displayed on 2 large screens. Someone asked him how much revenue we got from aircraft registrations last year. He did his "deer in a headlight" look we've come to know, then said "I don't have that information with me". Everyone in the room pointed to it on the screen. Priceless. The figures up on the screen are likely to be as close as we get to a projected budget. It was projected on the screen. I think it was another positive step in the road to getting the organisation right. The board now know we aren't simply baying for blood, but we want to work together to make it better. They now profess to be ready to accept that help.

Holy thread necromancy Batman. I was going to search out this thread this week. Yesterday I finished fitting one of Steve Rance's TOCA units and taking it for a fly (after some ground runs obviously, and finally getting rego renewal) after finding out about it from this thread. This unit rocks and Steve is great to deal with. As advertised, the oil now gets to 80c and stays there. In all but hot summer days, I couldn't reach 70 before. More tests to do, but this is a professional unit worthy of your consideration. It's 5mm wider than the standard donut, so I had the choice of cutting off a fin or two, or using a smaller filter. I went with a smaller filter (Z443) coz it seemed more elegant and I change every 25 hours anyway. Very professional, BMAA approved unit. Thanks for the thread. For you northern neighbours (sorry neighbors), I often startup in -5 to -7C (23 to 19F), so comparable? See - this site can be useful.

Interestingly, the wife of the Ferris Wheel pilot told me that she would only let him buy a plane if it had Morgan on it. She knows he only survived unscathed because of the strength of the airframe. He now owns Garry's original Cheetah. The plane was in no way at fault. Garry doesn't use cable ties on fuel lines anymore, but they didn't fail either. However, there has been a witch hunt going on since then, and Garry's business has suffered as a result. Garry is now moving away from RAAus. They have failed to provide support and assistance to an important local manufacturer, thus failing a large part of their charter. They did provide plenty of anti-assistance, so it wasn't simply inaction.

Chortle - ride on mower. Best come-back ever. I was grounded for nearly 2 months and had no problem at all with schools and importers getting priority. It's not like there's hundreds of them. Doesn't delay the rest by much at all and keeps them in business (and the lawsuits down). I don't even understand the argument against it. Things seemed to be settling down with this argument, so I thought blow the dust up again.