damkia

Aviation piston motors are routinely run at 75% full power or greater for extended periods of time. The fact that we get this level of reliability at high output power levels out of such a lightweight collection of parts is really quite remarkable. Automotive engines rarely see this level of sustained driveline stress, mostly operating at the 15-30% full power (you don't drive continuously under near WOT). Even then they are less reliable and generally do not fare well when operated in the same sustained high power environment as an aviation piston motor.

Not quite true. There has been some improvements in GA engines, but the issues and costs related to re-certification of every modification means they tend to be lumped all together (ie., new metallurgical products, new head designs, turbocharging, and FADEC on some engines) in one big redesign, versus the RAA engines which are more incrementally improved with time.

This was the same issue I had with the site when I first joined. Satellite (1 Mbit) connection from the middle of the middle of nowhere in particular was very slow with the same issue of the "downloading 168 items" and the "hang" that ensued until it had downloaded all items, that prompted me to ask about a "lite" version of the site being available about 4 weeks ago.

Don't confuse detonation with satisfaction... Seriously though, detonation is also caused by the incorrect RON fuel being used. Any chance these people were using automotive 91 RON ULP instead of the 95 RON or higher that is recommended?

Is there any statistical data from accidents and incidents that could be made available into a table giving engine type, hours total, hours since last O/H or 100 hr, type of failure (what broke), mode of failure (how it broke), and severity of failure (rough running <-> total loss of power), but only concentrating specifically on the engine rather than the airframe/pilot error/other issues usually included in incident and accident reports? ie, pick the bones out of every engine failure report to establish a clear data set to base any recommendations on. (back to manufacturer/CASA/RAA?). As an interested observer at the moment, there doesn't seem to be any collected data to support any arguments other than anecdotal or empirical experiences presented here and in other forums. What is needed is hard numerical evidence.

The wingtips (outer 1/3 of wing) are usually made to stall last to allow for spin recovery via ailerons and rudder after a deep or power-on stall ("dropping a wing").

Desiree Virgin - Marketing Mgr, HBA Learning.... For real, I almost popped it straight in the trash before reading it......

One of my grandfathers witticisms: "Never worry about having more birthdays, worry about not having them...." from a guy that couldn't bring himself to retire until his body ceased to function to a level that was in some way productive. He was a tool maker and die sinker by trade (owned a 30 employee strong company), and he had Parkinson's disease for the last 15 yrs of his career. "Retired" at 84, passed away 2 yrs later.

http://en.wikipedia.org/wiki/Jaime_Sin was the one that always gave me a chuckle. I've also known a Dr Death (pron: Dee-ath), Dr Nurse, and Dr Hacker (surgeon)

A bit off topic....but:insane:

Needs some Indian curry to get ignition though......

Just remember you don't NEED to turn the fan off when you land... Gliding should make the "dead stick" landing process a no-brainer for you later on. Normally you only get one shot at a landing in a glider, at least with powered flight you are able to do a go-around if you stuff your approach.

You would be better off trying the NW WA gas/oilfields. The only thing going in SE Qld is relatively low paid (80-100K) CSG pipelines. Even that is getting a bit iffy with the new Govt possibly putting a moratorium in place on further CSG exploration. Big projects, but all treading on eggshells at the moment. Try, Gorgon, Browse, or any of the other majors in WA, or Inpex Ichthys project out of NT

You would be MORE than welcome to stop in to Laverton WA 6440 for a locum placement anytime. (hard to get GP to come out here) (own clinic, and a small community hospital servicing ~300 people in town and ~200 people in surrounds). I work about 107km S.E. of there trying to stop "kids" killing themselves in the "sandpit".... (OHS Advisor to a mining company, also Medic for them) Formerly a Registered Nurse and also electronic tradesman. Live on the Gold Coast QLD (yeah, the 16 hr commute to work sucks, but not as much as the 24 hr return trip). 2 on 2 off roster aint so bad.

Check the OHS Acts and Regulations. I'm pretty sure that unless the platform is up to code you would be in breach (= $BIG) of the OHS act and will not be covered by the companiy's workers compensation scheme should he come a cropper. A properly constructed platform can be used and re-used many times over. A injured person will screw you many times over.

I would like to know exactly the reverse of this, whether RAA hours can count towards GA, or at least make GA PPL easier to get, ie, similarity of training modules with mutual acceptance between RAA-GA. For example cross country flying RAA hours and training counting twoawrds the PPL Navexes.

Quote: Flying Dog "EVERY SINGLE ONE having their I-Phone, I-Pad, Smart phone, Laptop or what ever other electronic device turned on. ALL looking at the SAME weather site. ALL OF THEM! Not, one doing it and relaying information to the others." This is not a bad thing at all. What I see is not so much people "not trusting each other", but people assessing a common hazard and making suggestions to each other about the management of it, being whether they leave in their plane given their licence/certificate qualifications and aircraft capabilities (Job Hazard Assessment). It is also about peoples responsibility to actually have the right information first hand such as Wx from origin to destination available in the cocpit again raised in another thread on this forum. The prime source of you safety infomation should be something YOU are comfortable with. The days of the PIC actually taking unchallengable control of aircraft (commercial pilots) are well and truly over, after many fatalities related to aircrew's reluctance to speak up and challenge the pilot, even recently with that pilot that "lost it" mid flight where the copilot took control of the aircraft and reset the door code so the pilot could not re-enter the cockpit. I would think it is fair time lesser pilots lost that same chip on their shoulder about being PIC, and realised that the experience and recommendations of the many may in fact be worthy of listening to. Once again I am no aviation expert nor am I "critcising the person", but happy to "dicuss the principles". I have a vested interest in OH&S and Risk Management by occupaion.

Two psychiatrists friends exchanging pleasantries at a conference - "You're fine, how am I?

"...Fran and Myself, at the age of 64, Great Grand Parents.....Does it get any better?..." Getting to your late 80's and being a Great, Great, Grandparent???? Congrats on the Cri-Cri (google it )

In response to the original post re frequencies used for GPS vs a proposed LTE implementation: In Australia the frequencies in use are 850, 900, 1800, 1900, and 2100MHz. There are proposals to use the 700 and possibly the 750MHz by some telecommunications companies. The original cited article pertains to a US proposal (~1500-1600MHz) which is not relevant to us. I am not even sure if we have their quoted frequency spectrum available in Australia (other uses?) The "technology" should not be confused with the spectrum used, ie LTE can be on any frequency, and any frequency can be used for 2G, 3G, 3.5G (NextG, Telstra) and 4G (LTE). Note that this was also the issue with the iPad3 with "4G", it didn't work on our frequencies.

Paddy for the last 30 yrs has lived three doors down from the Four Leaf Clover hotel in Dublin, owned by a now best mate Mick. Being retired from work now, Paddy has a tendancy to spend a few too many hours at the bar in his usual seat, chatting to Mick through the day. One particualr day Paddy was noted by Mick to be getting quite drunk, and Mick felt that he should ask him to leave (which he had done from time to time in the past). Mick: "Aye Paddy, I think you be havin' enough to drink for the night. Might be time to go home to Mary" Paddy: "Aye, true I be feelin' a bit woozy" at which time Paddy gets off his bar stool and falls flat on his face. Paddy: "Aye, I may be feelin' a bit woozy" after which he uses the legs and arms of the surrounding stools and chairs to stand up before once again slumping to the floor. "Aye, I DEFINITELY be feelin' woozy". Mick is standing behind the bar shaking his head, watching the continual dragging up and slumping all the way out the door and through the glass front of the pub as Paddy slowly makes his way home. When Paddy gets home he decides not to go upstairs to bed, risking waking Mary in the process, and sleeps on the sofa in the lounge instead. 10:00am the following morning Mary shakes Paddy to wake him up Mary: "AYE PADDY! You be havin' a few too many drinks last night, eh?" Paddy, cautiously: "Aye, I might have...Why you be sayin' that? Mary: "Mick just called..." Paddy: "Oh...." Mary: "He said you left your wheelchair down there again"

One of the joys of Alzheimers is hiding your own easter eggs.

I'm so broke I can't even pay attention...

Thanks for that, I'm actually located in Labrador so sounds like a definite phone call to be made when I get home from work (~2 weeks).

Hi all, New member here. I've had a bit of flying experience (~18 yrs ago) almost made it toGA RPPL at the time. Had to give up due to money. Looking at getting into LSA's in the next 6 months or so (licence, then purchase aircraft), so if anyone can recommend a provider near northern Gold Coast Qld, Southport aea I would be interested in contacting them. Most memorable fying experience: A couple of laps with the Roulettes in their old CT-4's. Long story how I got there, but ....... Such a pitty I can only remember the bits between blacking out and redding out