Zibi

ZibiWhy not do what most others do, file a flight plan, use Oz Runways, set a SAR time and carry an ELB. Unless you are going to the desert or choose to fly at 500 feet your entire trip Oz Runways will breadcrumb your track that others can see, the flight plan and SAR time will alert the authorities if you don't show up.

 

Aldo

I also wasn't aware that they offer such option.

Right now I'm trying to find a best and most cost effective option, so I'll take OzRunways into consideration.

Since I'm about to get a cross country endorsement I'm looking at options of letting people know where I am and where I was.

What I would like is something that reports my position every 5-30 min and uploads it somewhere accessible for other people.

So far I'm looking at getting either a cheap phone and using one of the tracking apps (I haven't looked at specifics yet, but there's plenty of them) or getting a dedicated device that does it.

One thing that would be important for me is that it uploads my position as I go rather than based on a trigger (like sms or something) or upload at the end of activity (like most activity tacking apps do).

There seems to be a lot of dedicated tracking devices on ebay, but most require you to trigger it before it reports back or there are dedicated fleet tracking services, which are a bit over the top for what I would need.

Does anyone have any experience with anything like that?

rolling migration is not uncommon......as long as those members who are live on the system have all their records migrated across then what does it matter if member X is not yet on the system. Its only an issue if my aircraft was sold to him, or visa versa and that can be fixed at the time it occurs by taking X live perhaps before he otherwise would have been.Andy

The old link for renewals doesn't work any more and I still haven't received my login, which is required to get it done on the new system.

I know RAA have my correct email address as I have been receiving emails from them including the news item about the new portal...

I'm not asking about after EFATO! I'm asking about how to fly, on climbout, that maximises your choices after EFATO. The possible/impossible turn is a distraction.Imagine (assuming that I've tested it in an aircraft and I lose 400ft on the turn):

 

- climbing at Vx, the height at end of runway is 700'. The impossible turn becomes possible.

 

- climbing at Vy, the height at end of runway is 500'. The impossible turn is impossible.

 

Should I climb at Vx so that I have the option of turnback? This is the question.

Climbing and Vx you might be at 700' as in your example, but you are also pitching up higher and going slower so you have drop your nose through a higher angle and you have less energy to carry you on as you are dropping your nose.

So even though you might have started higher, by the time you get to your glide speed you might lose more height than what you gained by climbing quicker.

I don't have any practical experience with either of those situations (apart from simulated engine failures during training) but the way I was taught was that unless you have a very good reason to climb out at Vx (i.e. a hill ahead) it is generally not worth it.

Yenn would your emergency services act not give you an expemption as it does for many other things

Those exams are not to keep people out, but rather to keep them safe.

Well, lets go through the whole scenario:

1. Are you aware you will have tail wind on early final (you should be able to judge it, as you've been flying in it before landing):

a) yes - you extend the downwind leg to compensate for the tail wind, and in that case you're going to undershoot it because of the headwind lower

b) yes, but you also notice the windsock on the ground pointing in the opposite direction, so you do a normal base turn and anticipate the wind shift so land spot on

c) no, so you make an early base turn to compensate for the headwind - you end up overshooting it

2. Let's assume you made the base turn as if there was no wind, and now you're on final with tail wind:

a) you continue an approach with your usual descent rate, you find yourself too high, and then when you hit the headwind, you have much higher airspeed, you you'd start climbing - overshoot (I'd guess this would be strange and unusual behaviour)

b) you compensate for the tail wind with a steeper descent rate, once you hit the headwind you'd end up undershooting

Its taken from desperate housewives

Some of her other works:

https://www.youtube.com/watch?v=4LfAp2QL25Y

Yep already at that stage:We Can Now Build Autonomous Killing Machines. And That’s a Very, Very Bad Idea

 

and

 

The Air Force wants a futuristic swarm of exploding autonomous warbirds

One of the more plausible scenarios I have seen was a manned fighter (or other plane) accompanied by a couple of drone wingmen.

In a situation like that the main pilot has the situation awareness (which is often lacking in a remote control operations) and command ability plus you have the bonus of shorter and more robust links between the controller and the drones so harder to jam or take over.

There is still a big problem with drones - you either make them autonomous, but then you're letting a machine decide who lives and who dies (most of the drones operate on loitering basis, not in and do the job like say a cruise missile).

The alternative is remote control, but that involves a communications link which can be jammed or overtaken.

In that situation you still need a pilot who has to be trained and who has to maintain currency.

Plus the current generation of drones only works once you establish air superiority , otherwise they're just target practise for normal fighters.

If you saw it in 1964 I think we can say with some certainty that it wasn't photoshopped!

Since we're sharing old photos and stories, I wonder how long until we end up with a story like this from one of those planes with ejector seats:

http://www.vfp62.com/f14_rio.html

F-14 Passenger Ejects"I'VE LOST MY RIO"

 

by Lt. Geoff Vickers

 

My squadron and air wing were detached to NAS Fallon, Nevada, for strike training. Most of us attended lectures all day, but I was tasked with giving the battle-group-air-warfare commander an orientation flight in the F-14D. As skipper of the cruiser in charge of the battle group's air defenses, he had been spending time with the air wing to better understand how we conduct our missions. He had observed a number of the strike events through the tactical-air-combat-training system (TACTS) replays, and he had flown with the E-2C and EA-6B squadrons. He was proud that the Prowler guys hadn't been able to make him sick.

 

My job was to demonstrate the Tomcat's performance and tactical capabilities. Though this flight was my first without a qualified radar-intercept officer (RIO) in the back seat, I had flown with a number of aviators who had very little Tomcat experience.

 

The Captain arrived at the squadron a half-hour before the brief to receive his cockpit-orientation lecture and ejection-seat checkout. Once in the ready room, we briefed the flight with our wingman. I covered the administrative and tactical procedures in accordance with our squadron's standard-operating procedures (SOP).

 

I told the Captain that after the G-awareness maneuver, we would do a quick inverted check to verify cockpit security. Looking back, I should have recognized his anxiety when he mocked me and said, "Just a quick inverted check?" then laughed. I didn't realize hanging upside down with nothing but glass and 11,000 feet of air separating you from the desert floor might not be the most comfortable situation in the world for a surface-warfare officer.

 

I continued the brief and told the captain we would do a performance demo and a couple of intercepts, followed by tanking from an S-3. I told him if, at any point, he felt uncomfortable, we would stop whatever we were doing, roll wings level, and take it easy. I was determined to avoid the temptation to intentionally make him sick and uncomfortable.

 

The start, taxi, and takeoff were normal. We joined with our lead and did the standard clean-and-dry checks. We pressed into the working area and assumed a defensive combat-spread formation in preparation for the G-warm. I told him what was happening, and he seemed to remember the sequence of events from the brief. After we completed the checks, I asked him, "Are you ready for the inverted check? Do you have everything stowed?" All set" was the last thing I heard him say.

 

I checked the airspeed and confirmed it was above the 300 knots recommended to do the check, and I rolled the aircraft inverted. I decided not to really put on a lot of negative G and unloaded to about .3 to .5 negative G's-just enough to make anything float that wasn't stowed properly. If he was uncomfortable in such a benign maneuver, it would be better to find out then, rather than when we were racing toward the earth during a radar-missile defense.

 

As I started to push on the stick, I heard a loud pop, followed by a roar. The cockpit filled with smoke, and we suddenly lost cabin pressure. I first thought a catastrophic environmental-control system (ECS) had failed. I said to myself, "This is new. I've never even heard of something like this happening."

 

Time compression turned the next few seconds into an eternity. I knew the first thing I had to do was to roll the jet upright and assess the situation. About three seconds after the first indication of a problem, I had the jet upright and knew exactly what had happened. transmitted, "Lion 52. Emergency, my RIO just ejected."

 

I was yelling into the mic, thinking I would have to make all the calls in the blind. I never would have thought I easily could communicate with all the noise of flying at 320 knots without a canopy. As I turned the jet to try and get a visual of my wayward passenger, Desert Control asked,"Understand your wingman ejected?" "Negative, my RIO ejected. I'm still flying the plane." "OK. Understand your RIO ejected. You're flying the plane, and you're OK?"

 

I almost said I was far from OK, but I just told them I was all right, except I was flying a convertible. I was relieved to see a good parachute below me, and I passed this info to Desert Control. Very quickly after the emergency call, an FA-18 pilot from the Naval Strike and Air-Warfare Center, who also was in the area, announced he would take over as the on-scene commander of the search-and-rescue (SAR) effort.

 

I told my wingman to pass the location of the Captain because I could not change any of my displays. Once my wingman started to pass the location, I started dumping gas and put the needle on the nose back to NAS Fallon.

 

One of our air-wing SH-60s was in the area and responded, along with the station's UH-1N. The Captain was recovered almost immediately and transported to the local hospital for treatment and evaluation. The only F-14D boldface procedures for a canopy problem include placing the canopy handle in "boost close" position and then moving the command eject lever to "pilot." Obviously, the canopy already was gone, so that lever action didn't apply, and, if the command-eject lever wasn't already in "pilot," as briefed, I also would have been ejected.

 

I slowed the aircraft and lowered my seat because that's what I remembered from the rest of the steps in the checklist. However, after sitting at eye-level with my multi-function display for about 30 seconds, I thought it would be more prudent to see outside, so I raised my seat. Slowing the aircraft had little affect on the windblast, but, as long as I leaned forward, the wind hit only my shoulders. Because it was very cold at altitude, I decided to return quickly to base, but I needed to watch my airspeed since the ejection had occurred.

 

The PCL says to fly less than 200 knots and 15,000 feet and to complete a controllability check for the loss of the canopy, but I never pulled out my PCL to reference it. I figured with the way my day was going, I'd probably just drop my PCL down an intake and complicate my problems. In retrospect, I should have requested my wingman break out his checklist and talk me through the steps. Though this practice of having a wingman assist is common in single-seat communities, Tomcat crews tend to forget this coordination technique is a viable option.

 

I did consider the controllability check, and I directed my wingman to check for damage to the vertical stabilizers-she found none. The faster I got on deck, the faster I would get warm. I slowed to approach speed in 10-knot increments at about 3,000 feet AGL and had no problems handling the jet. As I approached the field, I was surprised at how quiet it got. The noise was only slightly louder than the normal ECS roar in the Tomcat. I'll admit I felt silly saying the landing checklist over the ICS when no one else was in the cockpit, but I didn't want to risk breaking my standard habit patterns.

 

The landing was uneventful, and, when I pulled back into the line, I was surprised to find how many people had come out to see the spectacle. The magnitude of the situation finally set in when my skipper gave me a hug after I got out of the jet.

 

The Captain and I were very fortunate: All of the ejection and aviation-life-support-systems (ALSS) equipment functioned as expected. Our PR1 had taken the time to properly fit the captain, using components from three different sets of flight gear. This action caused a problem after the mishap-getting everyone's gear replaced-but it renewed my faith in our escape systems. A 48-year-old man ejected from the jet when it was inverted, at negative .5 G's, at 320 knots, and the only injuries he had were two minor cuts to his face.

 

After talking to the Captain at the O'Club later that night, I realized I better could have briefed elements of the flight. Though I covered all of the details, I didn't fully consider his perspective. He said he didn't know where to put his hands. Consequently, he just left them in loosely clenched fists on his lap, about two inches away from the ejection handle. It never occurred to me that someone would not know what to do with his hands. Obviously, I fly with the stick and throttle in my hands 95 percent of the flight, but I failed to consider his situation.

 

The mishap board surmised that, during the inverted maneuver, he must have flinched when he slightly rose out of the seat and pulled the ejection handle. Now, before any brief, I try to place myself in the other person's shoes (even if they are black shoes) and imagine what the flight will be like for him. Whether it is the person who never has flown a tactical aircraft before or just the nugget pilot who never has flown with NVGs, remembering what it was like when I was unfamiliar with the environment will prevent this type of mishap from recurring.

 

Contributed by Scott Ruby & Jim "Mugs" Morgan VFP-63

Number One.

Number Six.

 

A guy wanted some beer pretty badly. He decided that he'd just throw a brick through a liquor store window, grab some booze, and run. So he lifted the brick and heaved it over his head at the window. The brick bounced back knocking him unconscious. It seems the liquor store window was made of Flexi-Glass. The whole event was caught on videotape. Happened in Perth, WA.

Not really Darwin awards. To win that you have to do something stupid that kills you and therefore gets rid of the un intelligent.Funny though.

(May 2014, England) In the interest of public safety, Darwin Awards editors are releasing this ribald event to the public to serve as a warning to adventurous amorous males. The event was brought to our attention by an eyewitness, who provided additional details (withheld for privacy reasons) to confirm it.

 

"Being part of emergency services, firemen are called upon to get people out of unlikely situations. We were summoned to the A&E Department of a central London hospital to assist in removing a "thing ring." With our ring cutters at the ready, we were presented with the patient, his 'meat and two veg' extremely swollen and such a dark purple that they were almost blackened. The whole sorry mess was encircled by a thick titanium ring. Normally the procedure to remove a thing ring is a five-minute affair, but our cutters could not make a mark on the titanium! After expending a number of cutter blades we had to concede defeat.

 

 

 

"The man in question had put himself into this situation three days prior to committing himself to A&E, delaying the hospital visit due to embarrassment and a vain hope that it would resolve itself in time. Unfortunately this error in judgement cost him dearly. The wonderful doctors can often drain blood and remove the ring the way it went on--yet by the time he sought help, and our tools had been defeated, his jewels was past saving. Full castration--the result of the man's own actions and decisions--make this eunuch a self-selected nominee for a living Darwin Award.

More can be found here: http://www.darwinawards.com/

I just stumbled onto this site:

http://earth.nullschool.net/

Which has some pretty cool visualisations of the wind and ocean currents at different altitude levels around the world.

I wouldn't use it for flight planning, but it's really nice to look at :)

You can change the view by clicking on the earth word at the bottom left.

From the authors about page

a visualization of global weather conditions

forecast by supercomputers

 

updated every three hours

 

ocean surface current estimates

 

updated every five days

 

ocean surface temperatures and

 

anomaly from daily average (1981-2011)

 

updated daily

Definitely not Oz Bob. Note the vehicles driving RH on roads. Their intercom prattle seems to be an eastern block language - perhaps Czechoslovakia? Like Kaz says, the clown has a death wish yet to be satisfied but he'll make the evening news at some time. They are amongst us. cheers

Anyway that's Hajdúszoboszló in Hungary as someone posted in the youtube comments section:

What we need is a very smart person in invent a fusion reactor, I think that's the right one, the same reaction that goes on in the Sun and produces no radiation issues, after they plonk one of them on the tail of a rocket then I may be comfortable to go into space !!!!

David

A compact fusion reactor developed by Skunk Works, the stealth experimental technology division of Lockheed Martin. It's the size of a jet engine and it can power airplanes, spaceships, and cities. Skunk Works claims it will be operative in 10 years.

Just before SpaceShipTwo broke apart in midair Friday, the tail lifted prematurely after the co-pilot changed the aerodynamic controls, the leader of the National Transportation Safety Board said Sunday night.

Two levers were supposed to be pulled when the spacecraft reached Mach 1.4, allowing an action called "feathering" -- which lifts the tail to slow descent and create drag. Instead, a video in the cockpit and other data showed that one of the levers was unlocked early at Mach 1.0, NTSB Acting Chairman Christopher Hart told reporters.

"But that's not even a plane, it's like a scooter with a wing on top of it...

It just doesn't look safe, I mean, you know a blast of wind and I'm gone...

It's like Lego, my son put stuff like this together"

Plus I think you got something wrong...you're supposed to land on the piano keys at the beggining of the runway, not the end of it

I know this topic comes all the time whenever there's some news article and to be honest I don't understand why you people get so worked up about this ultralight term misuse or even naming most small aircraft as Cessnas.

When I talk to non-flying friends about ultralights (say a Jabiru or Savannah) I also describe them as something like a Cessna just a bit smaller.

It just makes the conversation that much easier, as for most people there is no difference between one small plane and another and if you want to explain what the differences are most of the time you'll still end up with the other person ending up with something along the lines of "So it's like a Cessna, right?"

I guess most journalists will use the same logic, but I do I agree that news articles should use the correct name (at least once in the article and especially under a picture) or start using term Cessna-like rather then straigh up Cessna for everything.

On the other hand it always makes me smile when people talk about a plane like sat Dash8 as a small plane (not ultralight just small compared to other airliners), for me it's huge :)

This topic reminds me of the old fighter pilot vs transport pilot joke:

A couple of F-15's are escorting a C-130 Hercules, and their pilots are chatting with the pilot of the transport to pass the time. Talk comes ‘round to the relative merits of their respective aircraft. Of course the fighter pilots contend that their airplanes were better because of their superior speed, maneuverability, weaponry, and so forth, while the putting down the Herc’s deficiencies in these areas.

After taking this for a while, the C-130 pilot says, "Oh yeah? Well, I can do a few things in this old girl that you'd only dream about." Naturally, the fighter jocks challenge him to demonstrate.

"Just watch," comes the quick retort.

And so they watch. But all they see is that C-130 continuing to fly straight and level..

After several minutes the Herc pilot comes back on the air, saying "There! How was that?"

Not having seen anything, the fighter pilots reply, "What are you talking about? What did you do?"

And the Herc pilot replies, "Well, I got up, stretched my legs, got a cup of coffee, then went back an took a leak."

My point was that, it should be more cost effective to make it in one place, rather than several different places then transport it.

And this is the route it took:

However, the sheer size of the KATRIN main spectrometer was a design disadvantage in one very distinct and very obvious way, which can be visually seen (and watched) in the YouTube video found at the link https://www.youtube.com/watch?v=dmmVb779NP4. The spectrometer was a challenge to transport. The main spectrometer was assembled in Deggendorf, which is 400 km from Karlsruhe; however, the spectrometer was too large to be transported by any road or canal between the two towns, so a 9000 km journey that circumnavigated what is practically the entirety of Europe was undertaken

You would probably say the same about driverless train...yet there are several places in the world where such trains run, and work quite ok (yes, yes I know, trains run on predefined tracks and all that).

It's just a matter of perception...once people are shown that it's safe (or at least as safe as one with a pilot on board) they will use it.

VR goggles are now less than US$30http://www.cnet.com/au/news/get-a-google-cardboard-vr-kit-for-26-99-shipped/

According to Google, Cardboard works with "most modern Android phones," but only about half a dozen models (including the Galaxy S4/S5, Nexus 4/5, and Moto X) have been tested by Google and designated "fully compatible."

Spill your cup of coffee on it, crackle, zap, and you better hope there is some real glass to look out of!

Plus if you start spilling coffee on instruments in normal airliner, you're not going to get very far anyway.

I've had a similar experience in my trike yesterday. Luckily for me it didn't end up in a fire, just a static spark jumping between my finger and the funnel.

I wasn't using any nozzle, it was Mr Funnel straight into the tank, and jerry can touching the edge of the funnel (there was physical contact between the jerry can an the funnel at all times).

As I was finishing refueling a spark jumped between my finger and the opposite edge of the funnel to where the jerry can was touching it.

As mentioned earlier there was no fire, it just got my heart pumping faster.

According to the weather forecast there was 33% humidity yesterday and quite windy.