Thruster87

Float Plane Takeoff from Concrete Runway - YouTube

Knowns and unknowns

 

Crystal icing is deadly because unlike normal

 

icing, it is hard to detect or predict, and we

 

have no defences against it

 

Crystal icing is implicated in a growing number

 

of insufficiently explained crashes

 

below freezing up to zero – a sign that ice was

 

building up on it.

 

Crucially, Ratvasky was able to confirm the

 

association between HWIC and convective

 

storm systems, and identify the mechanism:

 

the strong updraught from the storm sweeps

 

water vapour to much higher altitudes than

 

normal. The effect does not seem to appear

 

when the convection is strongest, but when

 

the storm is dying down, for reasons we don’t

 

yet fully understand.

 

The hope is that all the data gathered will

 

yield a distinct signature that corresponds to

 

HWIC. This will enable “now casting” – using

 

satellite data to predict where aircraft are

 

likely to encounter dangerous conditions.

 

Researchers are also working on modifications

 

to existing radar that allow them to detect

 

crystal-icing conditions.

 

That’s a few years away, but at least it’s closer

 

than a full engine redesign. What’s more, the

 

team managed to establish a makeshift HWIC

 

detection method: by pointing the aircraft’s

 

weather radar downwards, you can see if you

 

are flying over patches of heavy rainfall and

 

should consider changing course.

 

Even better, Fuleki and his team have

 

cleverly hacked existing instruments to create

 

two sensors. The first, a beer-can-sized device

 

called the particle ice probe, is mounted

 

outside the aircraft and detects the presence

 

of small particles by the way they change the

 

air’s electrical characteristics. It was originally

 

designed to detect debris from the engine,

 

but the team modified it to distinguish the

 

particular signal of ice crystals.

 

The other device – an ultrasound ice accretion

 

sensor – directly measures ice

 

inside an engine. A series of dime-sized

 

sensors sends ultrasonic pulses whose

 

reflection changes as ice builds up. Both

 

devices are advanced enough that Fuleki

 

is now in talks about turning them into

 

commercial products.

 

Even when planes get the new sensors and

 

radar, however, we’re not out of the woods.

 

For one thing, we are still not done tallying

 

up the true toll of crystal icing. Speculation is

 

building on its role in yet more unexplained

 

crashes, such as that of Air Algérie flight 5017

 

in 2014, which killed 116 people.

 

We know about flight 447’s blocked pitot

 

tube because of the flight recorder, but with

 

some other incidents we may never know

 

for sure. Sometimes there is characteristic

 

physical damage, but aside from that, all

 

traces of crystal icing tend to vanish below

 

10,000 feet, whether the plane survives or not.

 

There’s even a chance the problem could get worse. The warmer, moister world

 

predicted by climate change will have more

 

convective instability, “ says Sue Gray, a

 

meteorologist at the University of Reading,

 

UK. “These systems will be more vigorous

 

and more frequent.”

 

And according to a recent analysis by

 

Rolls Royce engine labs, these increases in

 

extreme weather could make the conditions

 

in which crystal icing flourishes more

 

frequent. In a presentation, Rory Clarkson,

 

an engine specialist with the company, offered

 

an inconvenient but undeniably safe answer:

 

“Restrict operation during severe weather.” ■

 

 

Always checked mine on a pre-flight. Only recently discovered 1 rivet head missing. There were no signs of any fretting or movement.The Early savannas like mine, used countersunk rivets and domed them with the riveter. This probably weakens the head of the rivet.

I Replaced them ALL with domed avex rivets, and just keep an eye on them.

The Zenith 601xlb/650 supplied kits, all the rivets are countersunk [avex] and the supplied nose die is ground so you end up with a shallow domed finished head. This work hardens the rivet head to give it extra strength and to date I'm not aware of any issues with this method of construction. Cheers

 

 

The model number appearing below the captains window is AH 12 not AN 12

 

 

My bubble canopy was made by Todd's Canopies USA the material used was High Impact Acrylic.Used a 1mm thick metal cutting disc in an 5" angle grinder to cut excess [sanded edge with 400 wet/dry] and 1/16" pilot drill followed by a step drill bit for finished hole sizes [also drilled from other side to de-burr holes] and no cracking to date. [ the rye bread should have eggs and herring on it] Cheers

 

 

[No message]

The aircraft will be built and kept down in coastal Victoria (close to salt air. With the big parts did you paint the Alodine on or do you dip it all?

The process is use Aluprep [rubbing the part with scotchbrite ] then dip in Alodine if possible [you can make a shallow large container using timber and lining with plastic] The treated part should then be coated with either a Zinc chromate /Zinc oxide or a two pack epoxy primer [DO NOT USE ETCH PRIMER ON TREATED PARTS AS IT REMOVES THE PROTECTIVE LAYER]. There are other non chromate treatment options out there eg Prekote Cheers

 

 

Just bought tongs made from bamboo with a magnet to hold to the side of the toaster.No more burnt fingers or getting zapped. cheers

 

 

If you want my copy of Tony Hayes Thruster Types Handbook [TST,TST-L ,TST-E] and Tony Hayes converting to Tailwheel student training manual [as new condition ] you can have them for what they cost me $ 83.00 + postage Cheers

 

 

Hey does any one know where i can buy or download a manual for a thruster t500...i cant seem to find them anywhere?

Hi I have a copy of Tony Hayes Thruster Types Handbook [TST,TST-L ,TST-E] and Tony Hayes converting to Tailwheel student training manual. Don't know if you can still get the items listed below. Cheers

Getting Started in Ultralight Aviation

 

$27.00 ea.

 

Thruster Two Seat Identification Guide for Owners and Inspectors (all Thruster

 

and Vision Two-Seaters are described and illustrated)

 

$32.00 ea.

 

Converting to Tailwheel Aircraft – Student’s Manual

 

$35.00 ea.

 

Converting to Tailwheel Aircraft – Instructor’s Manual

 

$42.00 ea.

 

Thruster Type Handbook – T83, T84, and T85 Series

 

$48.00 ea.

 

Thruster Type Handbook – Gemini X,Gemini A, and Gemini B Series

 

$48.00 ea.

 

Thruster Type Handbook – TST, TST-L, and TST-E Series

 

$48.00 ea.

 

Thruster Type Handbook – TST L/T300 and TST E/T500 Series

 

$48.00 ea.

 

Manuals From: Tony Hayes Training Systems

 

Only available by Mail order directly from Kay Hayes.

 

Postal Address: Kay Hayes,183 Lower Cressbrook Rd, Toogoolawah, Qld. 4314

 

Telephone: (07) 5423 1963 International: 61 7 5423 1963.

 

Email: [email protected]

 

 

http://edition.cnn.com/2015/07/21/us/gun-drone-connecticut/index.html

Now available Issue 5 of the Jabiru Engine Maintenance Manual http://jabiru.net.au/eula/eula.php?u=/Manuals/Engine/JEM0002-5.pdf

 

 

A LOOK AT THE HORIZON

 

SUMMARY

 

Aerospace today is effectively is a tale of two industries. The commercial sector is brimming with vitality and surging upward. In stark contrast are the businesses who serve government customers; they face a highly uncertain future in the near to mid-term—so much so that the ability of enterprises to manage through extraordinarily difficult conditions during the next few years will be tested to an extent not seen in more than a generation.

 

Orders and production of new commercial air transports is at historic highs. While this record-level of activity could slow temporarily mid-decade, stubbornly high fuel prices and healthy traffic growth, especially in Asia/Pacific, will continue to fuel demand for at least the remainder of the decade for the newest airplanes that offer the lowest operating costs.

 

Market forecasters have long predicted that airlines in Asia/Pacific would outpace the rest of the world in the demand for new aircraft. And it is now becoming increasingly clear just how explosive the growth will be during the next 20 years. The projected numbers are staggering, implying that Airbus and Boeing will have all the production volume they can handle and then some. The numbers also imply the potential for substantial revenue and earnings growth for all suppliers.

 

But there is a darker side to this halcyonic image; the challenges will be every bit as daunting as the production rates that manufacturers will need to sustain—no small feat in itself, given the overall performance of global supply chains on major aircraft development programs in recent years.

 

To reap the rewards, manufacturers will need to achieve and sustain what may be unprecedented levels of productivity. They also will need to demonstrate a high level of flexibility so they can adjust their production rates, as required. This is especially true for lower-tier suppliers, who historically have proven to be weak links in commercial supply chains. Boeing, pushing for double-digit profitability, will insist on deep supplier concessions in return for access to future aircraft programs. Airbus may follow suit, although there were no firm indications of such action on Airbus’ part as of the end of the first quarter in 2014.

 

OEMs also will face agonizingly difficult choices over whether to re-engine certain older models, as in the case of the A380, or invest huge amounts of money in new designs. Errors in judgment could cost both builders sizeable market share and put them at a financial disadvantage for years, constraining their ability to invest in new product development.

 

In addition, all Western suppliers must anticipate serious competition from China and possibly Russia, although they too will experience their own challenges developing new aircraft and winning certification. Chinese and Russian forecasts of first flights and initial deliveries should be considered unreliable guesstimates, at best. All the same, the two countries, working both solo and in partnership, are apt to introduce clean-sheet models, with technology newer than what was available when Boeing launched the 787.

 

For all its industrial and technological prowess, Japan seems to be content to remain a major supplier to other commercial airframe OEMs. Posing more of a long-term competitive threat are Brazil and Canada, depending on the innovation, manufacturing process improvements and marketing savvy they can bring to future product design and development. Western suppliers will need to figure out how to protect intellectual property and market share in the face of growing pressure to forge more industrial partnerships, especially with China.

 

Then there is the perennial question surrounding program execution—that is, how skilfully will OEMs be able to produce derivatives and next-generation models that offer improved life-cycle costs, versus finding themselves yet again over-promising and under-delivering to customers who have demonstrated less tolerance for suppliers unable to bring products to market on time and on cost?

 

Manufacturers who successfully meet these challenges will ride an enormous wave of business, although there will be no letup in the pressure of all players to strive for step changes in efficiency across their operations.

 

Boeing expects the Asia/Pacific fleet to nearly triple in size, to 14,750 aircraft, by 2032. Of this number, nearly 13,000 will be new airplanes. About 75% will be for annual growth in air travel (about 6%) —including the rapid proliferation of low-cost carriers—while 25% will be to replace aging equipment. Altogether, Boeing expects Asia/Pacific airlines to account for 36% of the world’s new aircraft deliveries by 2032, with China taking nearly half. Total value: nearly $2 trillion. Airbus forecasts for new aircraft demand are comparable.

 

On a more sombre note is the near- to mid-term outlook for defence contractors, although there is this encouraging note: The value that the Department of Defence is placing on government-funded R&D for technologies critical to national security—and DoD’s expectations for industry to maintain healthy levels of company-funded R&D in select technologies—suggests that there will be substantial business opportunities up for grabs in certain markets when weapons modernization resumes in earnest.

 

Until then, suppliers will face an extremely challenging future as they attempt to adjust to three business/political realities: 1) sequester-driven cuts in programs, particularly during the next two years 2) uncertainty in program funding, with Congress being the biggest wild card, and 3) the next phase of the Pentagon’s affordability, or “Better Buying Power,” initiative.

 

While some of the biggest challenges that defence contractors face is beyond their control, there is much that companies can do to improve their business prospects.For example, they could shorten the time it takes to develop contract proposals. Excessive timelines put execution-year and follow-on dollars at risk. OEMs also could encourage their suppliers to do a better job of preparing contract proposals, with an emphasis on reducing costs that otherwise would be reflected in those proposals. All contractors in general would do well to consider this assessment by Lt. Gen. Charles R. Davis, Military Deputy in the Office of the Assistant Secretary of the Air Force (Acquisition): “All programs that struggle are doomed to do so before the contract is signed.” Expendable overhead can range from 30-60% of contractor costs.

 

In addition, companies could focus more on mature technologies to help contain costs. There are three areas where contractors should be concentrating on innovative technology and processes.

 

Mitigate current threats or emerging ones, such as countering weapons of mass destruction.

 

Exploiting commercially available technologies.

 

Building modularity into weapons systems to improve their affordability.

 

Developing technological surprises for existing or potential adversaries.

 

Finally, expect DoD to differentiate between companies who are trying to reduce costs and those who are not. The two groups will not be treated equally. From DoD’s perspective, the biggest opportunity for cost savings is in sustainment.

 

 

Beer contains female hormones! Yes, that's right, FEMALE hormones!

 

Last month, Montreal University scientists released the results of a recent analysis that revealed the presence of female hormones in beer.

 

Men should take a concerned look at their beer consumption. The theory is that Beer contains female hormones (hops contain Phytoestrogens) and that by drinking enough beer, men turn into women.

 

To test the theory, 100 men each drank 8 large drafts of beer within a one (1) hour period.

 

It was then observed that 100% of the test subjects, yes, 100% of all these men:-

 

1) Argued over nothing.

 

2) Refused to apologize when obviously wrong.

 

3) Gained weight.

 

4) Talked excessively without making sense.

 

5) Became overly emotional

 

6) Couldn't drive.

 

7) Failed to think rationally, and

 

8) Had to sit down while urinating. No further testing was considered necessary!!

 

 

A guy was driving down a motorway in England with his blonde girlfriend and she piped up,"I think those people in the car next to us are from Wales".

 

"Why do you think that ?" he said."Well, the kids are writing on the window and it says"stit ruoy su wohs".

 

 

Well I'd expect more from a Thruster flyer

So would I as I fly all metal low wing aircraft.

I can't imagine anyone wanting to plan a holiday around a visit to an old and soon to be moldy smelling 747

The 747 will only be a part of the total experience for people visiting the Hars Museum. Power and air-conditioning will be connected in the near future.A bit pricey/noisy running the APU. A hangar down the track [ 80m x 80m ] is in the pipeline . Biggest hassle will be to keep it clean, maybe the local fire fighters can practice their hosing skills etc.

Another great big plane to hangar!!What a big ongoing cost !!

How exciting is a 747 anyway?

 

I wouldn't pay to go see it

What else would you expect from a kite flyer

 

It is now expected to land at 7.47am on Sunday the 8th March. Expect traffic issues

 

 

A man wakes up one morning in Alaska to find a bear on his roof. So he looks in the yellow pages and sure enough, there's an ad for 'Bear Removers.'

 

He calls the number, and the bear remover says he'll be over in 30 minutes.

 

The bear remover arrives, and gets out of his van. He's got a ladder, a baseball bat, a shotgun and a mean old pit bull.

 

'What are you going to do,' the homeowner asks?

 

'I'm going to put this ladder up against the roof, then I'm going to go up there and knock the bear off the roof with this baseball bat. When the bear falls off, the pit bull is trained to grab his testicles and not let go. The bear will then be subdued enough for me to put him in the cage in the back of the van.'

 

He hands the shotgun to the homeowner.

 

'What's the shotgun for?' asks the homeowner.

 

'If the bear knocks me off the roof, shoot the dog.'

 

 

How many intelligent, caring men in the world does it take to do the dishes?

 

Both of them.

 

What do you call a woman who knows where her husband is every night?

 

A widow.

 

Why are married women heavier than single women?

 

Single women come home, have a look to see what`s in the fridge and go to bed. Married women come home, see whats in the bed and go to the fridge.

 

What did God say when he created Adam ?

 

I can do better than this.

 

What`s a mans idea of a balanced diet?

 

A beer in each hand.

 

My mate Sid was the victim of ID theft, He`s just called S now!

 

I`ll tell what makes my blood boil....Crematoriums

 

Who are the coolest blokes at the hospital?

 

The ultra-sound guys.

 

What hangs from a mans thigh and wants to poke a hole thats often poked before?

 

A key.

 

 

An old Doberman starts chasing rabbits and before long, discovers that he's lost. Wandering about, he notices a panther heading rapidly in his direction with the intention of having lunch.

 

The old Doberman thinks, "Oh, oh! I'm in deep trouble now!"

 

Noticing some bones on the ground close by, he immediately settles down to chew on the bones with his back to the approaching cat. Just as the panther is about to leap, the old Doberman exclaims loudly,

 

"Boy, that was one delicious panther! I wonder, if there are any more around here?"

 

Hearing this, the young panther halts his attack in mid-strike, a look of terror comes over him and he slinks away into the trees.

 

"Whew!," says the panther, "That was close! That old Doberman nearly had me!"

 

Meanwhile, a squirrel who had been watching the whole scene from a nearby tree, figures he can put this knowledge to good use and trade it for protection from the panther. So, off he goes.

 

The squirrel soon catches up with the panther, spills the beans and strikes a deal for himself with the panther.

 

The young panther is furious at being made a fool of and says, "Here, squirrel, hop on my back and see what's going to happen to that conniving canine!"

 

Now, the old Doberman sees the panther coming with the squirrel on his back and thinks, "What am I going to do now?," but instead of running, the dog sits down with his back to his attackers, pretending he hasn't seen them yet, and just when they get close enough to hear, the old Doberman says ......

 

"Where's that squirrel? I sent him off an hour ago to bring me another panther!"

 

Moral of this story...

 

Don't mess with the old dogs... Age and skill will always overcome youth and treachery!

 

Bullshit and brilliance only come with age and experience.

 

 

10.7 CASA and Standards Australia collaborated to modify AS/NZS 1754 to consider the CRS fitment in aircraft. CRSs certified to AS/NZS 1754:2013 and onward, can meet additional criteria relevant to use onboard aircraft. These criteria include installation with only the use of the aircraft seat belt. Such CRSs have labelling similar to that in Figure 1 below. CRSs certified to AS/NZS 1754 that do not contain this label are still acceptable for use onboard aircraft provided there is an approved means to attach the top tether strap. See section 11 of this CAAP for further details on specific installation details. Was not aware of this.

 

 

http://theawesomer.com/insane-homebrew-rocket/303503/

 

Farmers in Thailand’s North-East near the Laotion border have made rockets using Bamboo as rocket casings for many years. They have many festivals

 

dedicated to trying to bring rains to the rice-fields

 

You all know what a burn-out is . This is a Northern Thai version of a burn-out.

 

THIS is some seriously cool propulsion unit!