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Head in the clouds

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About Head in the clouds

  • Rank
    Well-known member
  • Birthday 09/10/1957

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  • Aircraft
    Lea Kestrel
  • Location
    Gold Coast, Qld
  • Country
    Australia

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  1. Bugger - really sorry to hear that Ian. Eyes are so critical to just about everything we do. I second danny's comment about finding a flying buddy so you can still escape the 'tyranny of petty things' from time to time. All the best, Alan
  2. I'm amazed no-one has mentioned XE.Com. When I began importing I researched all the money transfer methods I could find, and XE were way ahead of the rest. I have never had a bad experience. XE has been around for nearly twenty years and in 2018 merged with their major competitor/sister company HiFX and continue to trade, combined, as XE.Com. Forex transfers from banks, credit cards, Paypal etc will typically cost you 6-10% in their margins as well as many charging fees as well. XE don't charge any fees at all and their margin, in my experience, has been typically less than 0.1%. The
  3. Yes, if you're ever on the Barkly Highway (Camooweal to Three Ways/Tennant Creek) around sunset near the dams and waterholes, you'll usually see flocks of more than ten or twenty thousand budgies flying in formations. It's a stunning sight, completely mesmerising. The starlings in Europe provide a similar phenomenon.
  4. Birds are very light compared to their volume - would it be possible to fit 50T of canaries in a 747?
  5. For piano hinges I've always followed the advice of one of the kit-build manuals from US (might have been Tony Bingelis' Sportplane Builder). Make a mixture of Iso Propyl Alcohol and dry lubricant powder (graphite is OK but messy and not recommended on Aly, better is PTFE/Teflon powder), and brush it on the hinge liberally. The Isopropanol carries the lubricant into the hinge and then evaporates leaving the dry lubricant dry, and where it needs to be. Also - the hinge pin should be lightly bent into a series of gentle S curves which prevents it rattling and causing wear.
  6. I don't think it's been reported here yet, and I haven't been on the boards much to see if it has been mentioned elsewhere - but sadly the second occupant of the flight that is the subject of this thread, succumbed to his injuries. An extract from the club newsletter - Loss As most of you will know, in April 2020 we sadly lost former President Ross Scholes and fellow member Steve Chew in a tragic accident at Heck Field. Both were founding members of the JWSFC and great friends of us all. We will remember them with a plaque and photograph on the wall of the Clubhouse. RIP
  7. Litespeed, as you know I well repect your opinions. However, as others have pointed out, things ARE different in the bush, and especially when compared with general operations in somewhere like Sydney ... I'm not in any way condoning the alcohol aspect, but as I've said in other posts, that's not something I found to be at all normal in the bush - in this case it seems to have been a serious issue. However - regarding the low flying aspect where you suggest it was for no reason but thrills and deliberate rule breaking - on a station property where locations of hazards are known i.e.
  8. I couldn't agree more Nev. However, it's how the factory supplies it. Personally, by preference, I would cut the excess thread length off. But then it wouldn't be compliant on a cert engine would it? So what would be your personal advice to Rotax engine owners whose engines have carby bolts like these?
  9. Not meaning to be pedantic but it's supposed to protrude at least 1.5-2 threads. There is no limit on how much more it may protrude. On my 912 it is the same ... just inconvenient to wind the bolt in that far.
  10. More interesting background, thank you. I must have first gone there about 7-8yrs later than you're discussing I guess. Craig had set up Alligator Airways and then developed it quickly and very professionally. Slingsby broke away from VRD and then thought he owned the Kimberley and IMHO everyone's life, including his own, would have been much easier and better if he'd just concentrated on his own business instead of trying to destroy everyone else's. I remember Ken but not what happened to him. Stewy - I was telling a story about him just the other day (well I think it was that particular S
  11. You must have been in a different world from me then. Only bloke I can think of that ran 6x 300s was Chilli at Fitroy Crossing but he wasn't killed in a Robbie, he went on to fly heavies offshore. First one killed by blade separation on a 22, AFAIK was Sean from Broome, but he never had a fleet, let alone 300s. I worked on quite a few stations in the Top End - Qld, NT and WA - and most of them were totally dry, the only drinks and revelry took place on the rodeo weekends. Two of the stations allowed 2 only midstrength beers per day, controlled and distributed by the Cocky - and sacking was
  12. Really? Well I never encountered that at all in the days when I was mustering, the days were too long and demanding for playing up. And I never met a Cocky or station manager that would have put up with it. You let your hair down at rodeo time. Where did you come acrosss that kind of behaviour SP?
  13. Sad outcome but how very refreshing to have a commentary conducted by someone who knows what they're talking about.
  14. Regarding those cables with the bungee suspension - they're not there in case the bungee fails, they're not strong enough to hold the gear legs if the bungee had failed. They actually act like the 'bump stops' on vehicle suspension, they limit the amount of stretch of the bungees, and by doing that they prevent the bungees being overstretched and then failing as a result of the overstretching. On some aircraft they also limit the amount of suspension travel so as to prevent a prop-strike on the ground in event of a hard landing.
  15. About 30yrs ago I flew an Osprey 2 quite a bit, around 25-30hrs IIRC. Contrary to expectations it displayed virtually no pitch change between full power and zero power. At the time we concluded it was due to two main factors - 1. The elevators were quite heavy and either not mass-balanced or only partially so, consequently as power was reduced the slipstream effect was also reduced and that allowed the elevators to move down under their own weight and so prevent the expected pitch-up. 2. Although the hs/elevators were of cruciform design, they were still below the majority of the accel
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