old man emu

hope you can find out a way to make this feasible for aircraft manufacture OME

 

I'm thinking of making up three test pieces in the shape of the letter 'I", on other words, two horizontals joined by an upright. 

One piece will be joined together using these rods. A second will be the riveted gusset method, and the third will be welded by a mob who make truck bodies and trailers.

After I get the pieces made up I hope to subject them to a test of the joint strength by attaching them to a hydraulic ram and pulling on them to see how much pressure (force/unit area) all the joints can handle before something happens. The ram I could use has a surface are of one square inch, so the force will be reported in lbs/sq.in. I will have to do some calculations to determine the actual surface area involved in the several joints.

A few years back is several lifetimes in digital marketing. How many hits was this site getting then, and how many clicks on advertiser's ads were you getting? 

It's a new world now and people are getting used to looking into embedded ads.

Ian,

What's your response to AdSense?

Need more details.

 

landing on grass?

 

Landing on grass, or dirt will reduce the distance to stop because the coefficient of rolling friction is higher on those surfaces than on a sealed runway

 

carrying too much speed on touchdown?

 

Extends the roll distance as because the initial velocity value used in the calculation is higher

 

where was touchdown?

 

An undefined variable, but the distance (overall runway length - point of touch down is a critical variable)

 

did they fade or fail?

 

For the sake of the argument it is assumed that the brakes failed

 

how long is runway?

 

Another undefined variable - see "where was touchdown"

 

what is pilot skill level?

 

A unquantifiable variable.  Let's assume that the pilot has practised brakeless landings and knows what is going to happen.

 

is there grass on side of flightstip?

 

See "landing on grass"

 

Landing weight?

 

The Rolling Resistance of a tyre is affected by the weight of the aircraft and load. For consistency we could calculate the rolling resistance at MTOW, and include that in the calculation. Then we would know that this was the worse case scenario for the particular aircraft.

 

headwind/tailwind.

 

Headwind will reduce ground speed and tailwind will increase it. That is why the calculations were done on the assumption of nil wind.

 

braked and non braked performance?

 

The shortest stopping distance will be achieved if the brakes can be applied with a pressure sufficient to bring the wheel to just before lock-up (the beginning of a skid). This is almost impossible for a pilot to do without masses of experience (that's why we have ABS systems). We are taught to make sure brakes are unlocked before landing and to use them sparingly on the ground.

 

Don't forget that we only have braking on two contact points out of three, so the nose or tailwheel don't aid braking. One could take advantage of those wheel's steering properties to make the aircraft follow a weaving path on the ground. That would increase the available distance for stopping.

 

etc etc

 

with all the variables you have to make the call at the time.

 

I have a feeling that poor results from this product are due to failure to follow manufacturer's instructions.

I'm not giving up this fight yet. I'm going to get in touch with the mob at Bathurst and go right into the product. If I'm wrong, I will apoligise. If not, ....

Watch this space.

I think that a service fee of 50$a year is the better option for most of us of course there will be some who cannot afford it 

 

If AdSense was incorporated, those impoverished amongst us could always investigate the advertisers' sites and come back here. Ker-ching!

1. While ever a good proportion of the population considers the ingestion of known poisons to be "recreational", then eradication of their use by law enforcement will never succeed. Further, as we know, making anything that gives happiness to the masses illegal creates a highly profitable market for those with the money to invest in it, i.e. the rich and powerful. Law enforcement never cuts off the head of the beast, it just nibbles at the fingers.

How will the continued use of drugs impact on Australia's long-tern well-being? One can only hope that Darwin's theory expresses itself in the elimination from the gene pool of those without the intellectual ability to foresee the danger of the ingestion of poisons.

2. Given that the continent is an evolutionary living museum, maintaining strict quarantine practices is essential to the preservation of the unique flora and fauna here.  We have a multitude of examples of importation of other biological material causing great destruction of flora and fauna. Around my home on the outskirts of Sydney we have rabbits and hares, foxes, cats, dogs, African olive, lantana, paspalum. Rhodes grass, blackberry to name a few. The only exotic animal that hasn't seemed to have driven off the indigenous fauna is the European bee, and perhaps the bee has assisted in improving pollination rates in indigenous flora (only to have the flora ripped out by land developers (see 1 above).

So, I'd say throw the money at what might give a return - 90% organics, 10% drugs.

I love the way people come in on a topic obviously without taking the time to review the material in the post. It took a lot of time to search for information on this topic and to present it in a clear an comprehensible way. 

Did Facthunter and Yenn even bother to investigate the links I provided? I very much doubt it. At no time, apart from initially referring to how chrome/moly tubing is joined, did I mention welding sheet metal or dealing with destressing areas where heat had been applied in the course of welding. I even mentioned that heat welding of aluminium is difficult and apart from learning to control the weld, people doing aluminium welding require a special formulation in their welder's helmet lens.

I've done plenty of deadstick landings, restarted and taken off again so yes if you do 2 you can still do 3.

 

It affects the situation if you are planning to do a deadstick followed by startup and take off. You have already prepared yourself for the tasks you must do to restart and takeoff. What I think we are talking about is the sudden realisation after landing that the brakes have failed. There could be up to 5 seconds or more lost in identifying the problem and activating a recovery plan. At 18 m/s you travel 90 metres of 295 feet. And that's if you have previously considered the situation and formulated a plan before you even go near a plane.

One good thing about Yenn's original post is that it has got people thinking about developing a plan to deal with this situation.

To me it is just simple.

 

1. If you can choose the grass
    
   
2. Cut the engine when you know you will make it & try to touch down as close to the theshold as possible deadstick. 
    
   
3. Decide early if you are slowing enough & start & go around if you are not.
    
   

1. The grass, or even dirt/gravel provide higher rolling resistance than a sealed runway, but stay off the grass if it is damp.

2. If the engine is idling, it is still producing a modicum of Thrust.  How far will your plane roll at engine idle?

3. If you do 2, you can't do 3. Once you do 2 you are committed to the landing, just like a glider.

The worst case scenario would be to find out the brakes don't work at that point in the landing roll where the ground speed is low enough to use the brakes as you would in an uneventful landing.

What I didn't add to the calculation was "Reaction Time" which is the time between when you start to apply the brakes as normal, find the plane isn't slowing, recognise the cause, then implement you previously developed plan.

I suppose it should be part of training to have yourself develop a plan to deal with misfortunes during landing, not just bouncing or wheel-barrowing. You couldn't practice a tyre blow out, but I suppose you could easily simulate brake failure during a sessions of circuits and bumps.

If you make an airframe using chrome-moly tubing, you make the joints between lengths by welding, either oxy or TIG/MIG.  Making the airframe using aluminium, such as with the Morgan Cheetah, involves the use of pop rivets to join the lengths using web plates. That's a lot of work, first in making the web plates, then drilling the holes for the rivets in both the plates and the tubing, and finally doing the riveting. What if you could make the joints by welding?

Now aluminium welding is nothing new. Aluminium welding is something that requires some expensive equipment, AND you should use a welding glass in your helmet that is specifically designed to give a clear view of the work by filtering out the wavelengths of the aluminium light spectrum. There is a product available that allows you to weld join aluminium using a propane torch and special rods. The process is virtually the same as soldering, and needs no other personal protection equipment than safety glasses, gloves and the type of clothes you would wear when soldering.

The product is called aluminium welding rod. Here is a video which shows what can be done with these rods. When you open the link, just watch the first video.

https://www.toolking.com.au/aluminium-and-cast-alloy-repair-rods-ultra-bond-5pc-pack-brazing-soldering-welding/

We all know that videos by the seller can be a bit suspect, so here are two made by blokes who have used these rods.

Here is a link to one Australian manufacturer of these rods. https://www.toolking.com.au/aluminium-and-cast-alloy-repair-rods-ultra-bond-5pc-pack-brazing-soldering-welding/

The business is in Bathurst, so talking to them should be easy.

DISCLAIMER:

I found these guys while searching the 'Net after a friend of mine told me about these rods. Tool King doesn't know me and I don't get a brass razoo for posting the link.

Old Man Emu

The roots of the problem facing Ian are the costs involved in having the site. This is called the hosting fee, which he has to pay to some service provider so that the site can be on the Internet. I would also expect that he has to pay a licensing fee to use what ever software makes the site. 

So there are four options that I can see:

1. Do nothing and Ian foots the total bill.

2. Rely on donations

3. Instigate a "user pay" fee

4. Rent out space on the pages for advertising.

I think that we can agree that Option 1 can be ruled out as being unfair on Ian. Option 2 relies on the other financial commitments of users. Option 3 would, I think, drive people away. That leaves Option 4 as the most viable.

How does Ian rent space for advertising? 

What you see on your screens is a page that is divided into three sections. Across the top is the "banner" space. Down the left side is the "navigation bar" space and the rest of the page where out wit and wisdom appears is the content space. The banner and Nav bar space can be further sectioned off to provide space for placing advertisements. If you look at the Whatsup site you will see that there is also a space on the right hand side of the page that could be divided up for advertising space.

So how does Ian make these spaces available for rent. Google has a thing called AdSense which allows a site owner to set aside space on a web page into which Google places ads from non-related businesses. Since a picture saves a thousand words, here is an explanatory video 

How does this generate income for the site?

These ads are links to the advertiser's site. If you click on the add, another tab opens in your browser to display the advertiser's site. The advertiser has paid Google to access sites using AdSense. Every time the advertiser's ad is clicked on Ian's site, the advertiser is charged a small amount by Google. From that advertiser's fee, a portion is paid into Ian's account. When the account balance reaches $100, Google pays Ian.

So, for Ian's site to earn money, all we users have to do each time we are on this site is click on a couple of these ads to see what the advertiser is offering. It's no different than looking at the ads as you read through your favourite aviation magazine.

What's you input to this idea?

Ian would not do this if he thought that members objected to having ads in those specific areas. After all, doe you use all the links in the Nav bar, or can accurately describe what's in the header bar? The ads would not obscure the stuff you want to read in the content section of the page.

So, please give Ian some feedback to help him make a decision.

Old Man Emu

This is one of the areas where OME has done a great explanation

 

Thank you for the complement.

I agree that Moruya is a great place to visit. Just look at the facilities and attractions close to the airport - swimming at the beach; fishing in the river; there's even a B&B within walking distance. Plus the Aero Club and other operators. $7.09 landing fee through Avdata. 100LL available.

160 NM from Orange, overflying Goulburn.

The answer to this is a very basic calculation of motion. Actually it is just the reverse of the GO/ABORT problem for takeoff. Let's look at the situation of an aircraft landing on a level, tar surfaced runway in Nil wind conditions.

First we have to work out how much time is spent in slowing from stall speed to stopped.

The equation is:

v^2 = u^2 + 2at

Where:

v = final velocity

u = intitial velocity

a = rate of acceleration

t = time during which the acceleration took place.

Since we are looking at a situation of slowing, the value of "a" is negative. Also "a" is usually taken to be acceleration due to Gravity in free air, 9.81 metres/second/second. However, this is reduced by friction when a vehicle is rolling on the ground surface. For a tricycle undercarriage on a level, tar coated runway, a suitable value for "a" would be (9.81 x 0.02 =0.1962). The figure, 0.02, is called the coefficient of friction, which I won't explain unless asked.

No let's say we are have a stall speed of 35 kts (40 mph 18 m/s) and there is no headwind, so ground speed = air speed. 

So how do we get to a value for "t"?

Using this equation:

 v = u +at   We can rearrange it so that

v - at = u

If we want the time to stop, then v  = 0

0 - at = u

-at = u

Rearranging for t:

t = u/(-a)

Since the airplane is slowing, "a" is negative

-(-a) = a

Therefore 

If u = 18, and a = (9.81 x .02) =0.1962

t = 18/0.1962

t = 91.75 seconds.

So now to calculate the distance to stop (d)

d = t. (u-v)/2

Since v is going to be 0 if the airplane stops, then

d = t.u/2

d = 91.75 x (18/2)

d = 91.75 x 9

d = 825 metres ( = 2700 feet)

The distance to slow from 35 kts ( 40mph) to 10 mph in the same conditions is 2050 feet. A speed of 10 mph should allow the aircraft to be turned off the runway.

The distance to slow to 10 mph in this case is dependent on the rolling friction, which is low on the runway surface, but much higher on the grassed edges of the runway. So, if the edges of the runway are suitable for running on, the idea would be to use the runway to lose some speed, then GENTLY steer onto the grass and run parallel to the runway.

These figures go to show that landing on dirt, gravel or grassed runways will result in shorter landing rolls, with or without brakes. Conversely, it's harder to get to flying speed from these surfaces.

It’s hard to believe they named the main character in a TV series Beaver Cleaver and they got away with it.

 

It's not at all hard to understand why the nickname "Beaver" would have been totally acceptable in the 1950's. It was an application of the name of a well-known advertising character to a typical childhood characteristic and in this case had the added impact of using the individual's surname.

Here's how it goes:

In the 1950's the Bristol-Myers had a new child-friendly character created to advertise their Ipana toothpaste. This character was a beaver, chosen because of the beaver's prominent front teeth - it is a rodent. The ads were run during children's television hours, so the character was well-known to children and young families. http://www.buckybeaver.ca/buckys_story.php

The 1950's were the years that lots of Baby Boomers were in their pre-teen years, and during that time in a child's life they are losing their milk teeth and their adult teeth are coming in. The first teeth to be replaced are the two front teeth, and when they do come in, they appear disproportionately large - like a rodent's. Jerry Mathers, who played "Beaver"  was born in 1949, so when the show started in 1957 he would have been eight years old, and probably just finished getting his two adult front teeth.

So what we have is: Well-known advertising character + big front teeth + rhyming surname = Beaver Cleaver.

"Beaver" Cleaver or Theodore Cleaver - which would you prefer to be called?

Do you realise that women had battery-powered tools before men did?

I suppose the best thing to do is pop into The Oaks RFS shed and ask if it's OK to fly your plane out. The could agree to a time for the take off and alert the fire bombers that you are going to operate. I suppose the easiest thing for you to do would be to depart TOA by 7:30 am and land at Camden before 8:00 am. If you are concerned about bushfires getting your plane when it is on the ground, I'd give Wedderburn a big miss.

There's a NOTAM for that - one hopes.

It seems that the only information CASA has put out refers to flying drones over scenes of emergencies. They must think that licensed or certificated pilots have more sense than to get in the way of emgergency operations.

To be fair, the threat of fire remains until the aircraft is righted and Ok'd for removal. And the picture shows that they only put foam over one wing tip

Despite our concern for the pilot's well-being, this news report should be in the Funnies.

A light plane has crash landed at a Melbourne airport with dozens of crews required to free the pilot trapped inside.

A team of 24 firefighters from the Metropolitan Fire Brigade sprayed the aircraft with foam hose lines as a precaution while MFB Rescue Operators worked to free the pilot. Evidence Eradication Team strikes again

The aircraft is registered to Soar Aviaition (sic) and is believed to have been on a training flight when it went down. Soar Aviation refused to comment when contacted by 9News.

Wind at the time about 14 kts gusting to 19 kts SSW. Looks like an off-runway excursion then hit an uneven patch and nosed over. Direction of approach probably from the bottom of the picture.

Use this link to check NOTAMs for fire affected areas (I hope) https://www.airservicesaustralia.com/naips/Account/Logon

Wasn't the visability at The Oaks fantastically limited earlier this week? I saw an Air Quality Index for PM10 and PM2.5 around 350 which is HAZARDOUS. Good is 35 - 65. With that level of particulates it would be like flying in fog. God help the people of Bathurst today - PM2.5 = 416

I wonder if the firegrounds and associated landing grounds are declared Danger Areas for the duration of operations?

600W - !!!??? - just what is 600W Oil?

Steam cylinder oil is most frequently known as "600W" oil and can be or might not be compounded with other substances such as grease/graphite/beeswax. It barely pours at room temperature but is designed to be an adequate lubricant as it thins out at steam temperatures.

600W Oil was used in Model A transmissions, differentials and steering boxes when they were first manufactured. It was the oil weight of Henry's choice and it must have done its job as so many Model As have survived till today. With change in the industry, and with little in the way of a technical specification for the 600W oil and that Henry changed specifications as he developed newer cars, the original 600W oil became harder to find resulting in many car owners using any oil they could find. With these newer oils, people did often notice the puddles underneath their cars but they thought was normal for a Model A. The saying went “If it wasn’t leaking it must be empty.”

It is a mystery how or why the term "600W" became synonymous with Model A steering-gearbox differential lubrication. The only reference to "600" or "600W" that can be found in Model A Ford literature is on page 377 of the Service Bulletin where they are discussing the seven tooth steering system. On page 375 of the Service Bulletin they recommend M-533 lubricant for the transmission and differential whereas on page 216 Ford recommend simply "gear lubricant." As Model A’s started to go through restoration, it became apparent that the wrong grade of oil was being used. Transmissions and rear differentials were using 90 weight. People were putting grease in the steering boxes. These oils and greases were used in more modern cars. It was assumed new oils meant they were better.

Information on 600W Oil Everything  indicates 600W was mineral based gear oil. Early Model T data talks about 600W Steam Cylinder Oil, which research showed having a viscosity of ISO600/ 680. ISO 320 is equivalent to SAE 85W140, ISO 460 is equivalent to SAE 140, ISO 680-1000 is equivalent to SAE 250. The following are the IS0 600/680 equivalents: Mobil: Mobilgear 600 XP 680 BP: Energol GR-XP 680 Fuchs: Renolin CLP Gear Oil 680

Hey Ian!

I suggested running banner ads in positions that did not detract from what appears on the greater area of the page. Those locations were at the top of the page and below the Nav bar on the left. I didn't think up that idea. It was the answer given to me by a bloke who runs a digital marketing business.

Here we are caught in a semantic conflict. Until approximately 350 years ago (give or take) Mankind created words to describe what it observed and dealt with in its daily life. Languages maintained these words and in the case of the chemical scientists identify as H2O, there are many words to describe the way this chemical presents itself.

In its solid form it is known as ice, rime, snow. In its liquid form it is known as rain, fog, mist or water. In its gaseous form there is no word, because in this form it is invisible, so Mankind did not make up a word for it.

Now "steam" has an interesting etymology. It originated from the Proto-Germanic *staumaz (“steam, vapour, breath”) through Old English stēam (“steam, hot exhalation, hot breath; that which emits vapour; blood”) and Middle English steem, stem. Clearly, this reflects the common experience of people seeing the water vapour in exhaled air condensing as it hits  the atmosphere with a temperature below 4C. The word took on a new meaning in the late 1600's when inventors used the change of phase from gas to liquid to power machines. Calling the engine a "steam" engine reflected this common meaning of visible breath as the condensed gas was visible outside the machine.

It has been the scientists, delving and diving into the properties of water who have further defined the states of water so that now, along with invisible gaseous water we have vapour which is a mixture of two phases at room temperature, namely gaseous and liquid phase. A vapour can co-exist with a liquid  when they are in equilibrium state. Therefore from this we can infer that a vapour is a gas state of a substance at a temperature where it can co-exist with its liquid state so for a liquid to become vapour it does not have to first boil. This co-existence of water between liquid and gas is called the vapour pressure of the liquid.