Area-51

People complaining about potholes should stop complaining, learn to fly and buy an aeroplane, and an ASIC card.

Terrorists will not go to any airport with their Office Works box cutter if the airport has a security fence and ASIC airside protection regime installed.

We should be grateful for the safety ASIC has provided the community. It obviously works. There have been no terrorist hijackings in Australia since ASIC arrived. So it has proven itself 100% effective.

18 minutes ago, facthunter said:

It is an "access all areas" Category. I went on a maintenance hanger tour and didn't  have to be signed  in.  Nev

An ASIC holder also receives 10% discount at all food kiosks at all major Australian domestic and international terminals

17 minutes ago, Roscoe said:

17 minutes ago, facthunter said:

 

Not at all. I am totally impartial and neutral on the subject. If an aviator want to use the high security facilities then it requires the stipulated correlate high security Category C ID clearance

Upon reviewing the 4 levels of ID required to apply for an ASIC. It requires a very thorough ID verification vetting procedure administered by a federal government department starting with Birth Certificate at the top, ID Category A. The next level down, Category B, is a Passport or Drivers License. Under that is Category C ID is anything connected to community involvement; such as a Library Card (not very difficult to attain, takes about 20 minutes, everybody should have one). The lowest level of ID , Category D, is a Services Bill; but you only need this if nothing else displays the applicant's current address.
 

There are lots of ID checks required on every ASIC application whether it is a new application or renewal; same ID vetting procedure is used every two years. It is very thorough and involved process to go through before being granted this High Security clearance; lots of ID required to verify the identity of the recipient; and rightly so; this is a High Security clearance.
 

Looking at the forms of ID recognised as acceptable in each category it clearly states that a current ASIC card is accepted to be submitted for ID vetting under Category C, Community Involvement, where the Library Card ID can also be found.

It's a good system. It keeps our skies and airfields safe from those that may wish to do us harm. It creates employment for those that may not otherwise have an opportunity to be a contributing member of society. It gives people a sense of confidence and purpose. And provides access to otherwise unknowable airside security gate codes.

Putting one in the Drifter now!!! 😃🐖

4 minutes ago, Bruce Tuncks said:

IF you are comparing a Jabiru with a carbon non-strut wing then of course the carbon wing will be faster, but it will also cost about twice as much. And as has been correctly pointed out, be far less repairable.

Jabiru went for the cheapest options and so they sold a lot. Personally, I reckon we were lucky to have an Australian manufacturer.

I bet Rotax are rubbing their hands together and working out how much they can hike their price when they get closer to a monopoly.

A risen cannot fly through buildings and keep flying 🤷🏼‍♂️ Legends are born, not fabricated ✊

13 hours ago, red750 said:

Victa R-101 Gyroplane  

 

 In addition to its develoment of the Airtourer, Victa Consolidated Industries also wanted to produce a light, all-metal rotary-wing aircraft hopefully for both civilian and military use.  The prototype of this venture had its first flight in May 1962.  It featured a tricycle undercarriage, twin-fin tail unit and a two-blade main rotor with a pusher propeller driven by a 180hp Lycoming engine. 

 

Greg Banfield's shot (below) was taken in the Bankstown hangar in February 1965.  The autogyro was designed by John Blackler and known variously as the R-101 and Project 67.   When the company abandoned aviation work in 1966 due to financial constraints, development of the Gyroplane ceased.

 

AESL in New Zealand, who took over Airtourer production, elected not to go ahead with furthering the cause of this promisingly little craft. It is now preserved at the Camden Museum of Aviation in New South Wales.

 

 

Above text and image from edcoatescollection.com

See, this proves that lawnmowers can fly!!! 😬

32 minutes ago, RFguy said:

how good is the ADSB coverage in the region at ground level- is this the termination of flight, or just the ADSB coverage limitation ? glen

Flat flood plains all the way to coolangatta. ADSB registers on the ground at YMUR, Tygalgah is just north of YMUR though. So must of happened on climb out

54 minutes ago, red750 said:

The Garrett STAMP (Small Tactical Aerial Mobility Platform) was a two-person aircraft prototype made by a division of AiResearch Manufacturing Co. of Phoenix, Arizona, for the United States Marine Corps STAMP program, in the early 1970s. The prototype took off and manoeuvred by means of a ducted fan, much like the Harrier. Unlike the Harrier it had no wings and had to depend on the fan's thrust for lift at all times. This gave it an expected range of 30 miles at a speed of 75 mph. The power came from a Garrett TSE-231 turbine normally used to power helicopters. The turbine gave 1050 pounds of thrust by running at 6000 rpm. Two persons sat in a closed cockpit adapted from an OH-6 helicopter. Number built    1

 

They are wearing very nice flight suits!!

Why has nobody ever built an experimental military aircraft called "Cockroach"??? They fly very well, survive almost any scenario, and have terrific ground handling qualities 😕

😃😃😃 Let's all flyin for Sunday coffee!!! 😊😊😀

On 23/09/2023 at 4:19 PM, Kyle Communications said:

23/09/23

Riveted RH wing bottom wing skin to forward spar, stringer and ribs from leading edge to 5 rows forward of rear spar. 

3.6h

The LE is a single piece extrusion?

1 hour ago, BrendAn said:

i am referring to the construction company and their safety procedures. all the paperwork i had to fill out and getting escorted around plus the site inductions just to drop off a pack of formply.  then they put workers on an active runway  ?.

4 day induction policy is perfectly ok; the Facilities Dep' have to cover their asses. Form Ply is dangerous. It has formaldehyde in it. Somebody at the airport might grind it up and burn it in a confined space and die from the toxic fumes after the third day of constant burning and inhaling, in the confined space. Has to be a confined space.

An external Bosch EFI pump off an old W124 mercedes will work great as a transfer pump. Very reliable unit.

Did they have one of these units installed on the active runway?

I see them everywhere while driving around. Very affective at preventing these kinds of situations; not quite sure how, but they are all over the place like bin chickens. Except in the outback; they never seem to be visible  out there in the outback.

If scuba divers pee in their wetsuits, then it must be ok to pee in a flight suit!! 🤷🏼‍♂️
 

I don't have a flight suit; somebody that does will have to take one for the team and report back with results.

The other bird is registered VH-POO and mostly flies around canberra.

1 hour ago, pmccarthy said:

Quite impressive. The runway needs some work.

Runway is fine; 8 goats were run along it to smooth it out just a few hours earlier.

3 hours ago, BrendAn said:

good idea, saves weight using his head for a roll bar

No his head is safe; the helmet is the roll bar. Very solid.

not sure if this one was posted... its very advanced!

2 hours ago, skippydiesel said:

Hi Area-51,

 

Thanks for the terrific critique (with illustrations' for us simple folk). I was planning on wing root fairings/flairs for my new Sonex  (similar performance to the Europa illustrated)- not so sure now.

The Sonex is a terrific aircraft just as it is with just 80hp, and does a few things better than the Europa. The weak point is the canopy frame flex fatigue failure and thin plexiglass thickness.

Wing root flares are not what many might think when it comes to flight performance gains.

In straight and level AoA trajectory there are no substantial gains between the same aircraft using or not using wing root flares. This should not be confused by the seperate criteria and affects of wing root to fuselage corner fillet. Although the flare does incorporate the corner fillet aspect they both provide alternate results. For the speeds of most ultralights corner fillets of 50mm radius provide a better reduction of interference drag than those of 10mm. For wing root flares 100mm to 150mm radius corner fillets at the flare provide much better results than 50mm fillets; there is no advantage going larger than this other than to cause discussion.
 

The two images above present this aspect of straight and level AoA flight (3.25deg incidence included). Both models return nominally equal Drag and Lift results within this flight mode regardless of air speed.

Where the wing root flare excels is within the intermediate AoA flight modes where the wing is transitioning through 4deg to 6deg AoA. Within this narrow band the flare reduces vortex turbulence generated by the contrast of upper and lower transient flow rejoining by channeling the free stream toward a more gradual reunification. This reduction in Drag on the aerodynamic example pictured, at 100kt and 6deg AoA, the flared wing provides about 65kg more Lift and 20% less Drag compared to the non flared model. This would occur during a situation such as a rate one turn, or, raised nose attitude cruise due to heavier AUW, or, glide approach. This aspect described above is presented in the two images below, the blue areas represent turbulent slower velocity air, the red represents higher velocity air, green represents free stream velocity of 100kt. Outside of this narrow performance band the wing root flare provides no advantage or hinderance.

So to conclude wing root flares are most effective during bank turns. They allow for tighter turns to be achieved over their non flared counterpart, and a more efficient cruise at higher AUW.

"No lawnmowers were harmed during these scientific experiments."

12 hours ago, IBob said:

I'm fully retired now, Mark. And I honestly don't know how I found the time to fit in any work......)

Yes, it's quite a common affliction.

Generally starts to cure all by itself some stage after the 55th year. On rare occasions as late as 76th year.

Medical profession has no idea at all what causes either onset of the affliction or miraculous sudden remission.

Much speculation has been placed upon the affliction during the industrial revolution and beyond with punters waging both small and extremely large bets over the late 19th century through to present day with only a short interruption during the recent period extending late 2019 to early 2023. Governments around the world have no answer as to the cause of this interruption and strongly deny any involvement citing the scientific white paper "dust levels upon bovine dung" as the only possible mitigating evidence and proof of cause and effect.

Recent meetings of global leaders has delivered a "moving forward" strategy to once and for all determine the cause of the affliction.
 

Being haled by all global leaders as "pure genius" the new "never tried before" strategy will create a pathway through the uncertainty to where the Afflicted and Non-Afflicted (all others) will be isolated from one another on a permanent basis in an exciting and generous attempt to prevent and eradicate the occurrence of Affliction Remission.

The "Work Much Better" campaign will begin rolling out in harmony across the world this Friday with both Afflicted and Non-Afflicted requested to submit themselves for screening and collation activities. Those presenting themselves early, prior to suggestive actions, will be be presented a free case of chocolate milk.