Gentreau

If it was a 582, it could have suffered a broken throttle cable. The springs on the 582 carbs go to idle by default.

!!!! CONGRATULATIONS !!!!

Rocketing said earlier in his post that the Jab had announced he would change to runway 16, so they were not going in opposite directions. I understand from his description of the near-miss that the Jabiru turned base-leg shorter than he did while Rocketing was already on finals. What he saw was the Jab coming from his 9 o'clock while turning onto finals. Someting like this ??

Clearly the psychological pressure experienced during a real life engine failure is a significant factor, which makes me wonder whether there is a tendency for someone who is experiencing a real engine failure to want to "get it on the ground" as quickly as possible in order to make the bad situation go away? That could lead to a fairly hard landing in circumstances that could otherwise allow a soft landing. ?? .

I'm saying that the premise of the article is targeted on that one fact that the sidesticks are not connected, and "it wouldn't have happened in a Boeing". That is only one part of the story. Pilots are trained to fly the type and the sidesticks are part of that type. .

Not a case of being kind or unkind, simply observing that he/she was doing well until the last 30ft or so and then the sink rate increased rapidly. The rapid descent appears to have caused a bounce, which probably contributed to the lateral departure into the trees. .

No. 1 - Low flying over hostile terrain, seemed to have it under control until the last moment, then looked to stall into the road and bounced. No. 2 - Low flying over hostile terrain. No. 3 - Textbook engine failure on takeoff, well done. No. 4 - Excellent example of why height is your friend, also well done. .

That would be me, thanks for the pics Boingk, I know who to go and talk to now. Turboplanner, thanks for the step-by-step, much appreciated even if it only means I'll understand a little of what the grader driver is doing .....

Oops, senior moment there :) .

I think you will find a current board member has already posted on here that the email was indeed sent and that a board meeting was held where it was decided to accept the withdrawal of the said resignation. Is he a liar and defamer too ? .

As someone with no experience of earthworking, could one of you explain what is involved in 'grading' a field ? Does this require serious earthmoving machinery, or is it something your local farmer could do with his tractor and some attachments ? I live in a rural area, so there are plenty of farmers around, but before I ask them to do anything, I'd like to know what's involved. Thansk.

22nd September to 11 December. That's 11 weeks to produce 18 pages of minutes from the AGM. Do the "I just want to fly" members need any more signs of incompetance ???? As for the contents .......... For example, if they can't even get the list of members present correct, what hope is there that anything else is a true account of the meeting ?

I recall seeing the Chicago convention referred to in the clauses defining the obligations and liabilities of commercial air operators so I have to assume that it's the overriding agreement which establishes the terms of reference for international air transport. Now I'm off to Wikipedia it.

I think it's important to remember that ATPL training is largely based on procedures, systems, teamwork and resource management. The basics of flying are much clearer in the mind of a first solo pilot than in that of a newly frozen ATPL, unless he/she also flys GA at weekends, which is not always the case. Some of those guys and girls are struggling financially to get their qualifications, they probably can't afford to go flying for fun too. The public demand ever cheaper airfares, which leads the airlines to reduce or stop sponsored training. The result is that people in their early 20's have to take on mortgage sized debt to get qualified for a job which pays less and less each year. At some point we (the travelling public) have to stop the madness and accept that you can't fly safely for free.

Similar, but low quality, I tried one of those first and it ended up in the rubbish bin. The original Polarn one is much better quality and only a little more expensive.

I can highly recommend the Polarn fuel transfer pump for metal jerry cans. Can transfer 20ltrs of fuel in about a minute. You may need to get the can part of the way up to make the flow good, but basically its an air pressurisation system. Got mine from a company in the UK, I suspect there's someone similar in Oz. http://www.jjcraceandrally.com/rally/jerry-cans-containers/jjc-polarn-pump-fuel-transfer-kit-for-jerry-can-easy-to-use .

Very interesting flyhi, did you have to install any drainaige in the channels which were created on both sides ? .

The original post Unfortunately Asic46, that is a perfect example of how RAA has got into the situation it is now in. The attitude "my rego's gone through, so obviously everything in the garden's rosy" while completely natural, is a sign of the apathy that allows a small group to take over and run an organisation by their own standards. It appears from recent developments however, that those standards were not up to the mark. .

So at a time when many aircraft are grounded, how many days a week is the technical consultant (read single point of failure) actually working ? If permission was recieved Friday, what was done on Saturday and Sunday ? Where's the sense of urgency ?

Read a review on that in one of the French magazines this month. It's quite heavy at 80kg, and about the same price as the D-Motor which is 20k lighter. The good news is that there seem to be more and more engine options becoming available, maybe that will put some pressure on prices.... PS. There's already a thread about that here

The failure of the pitots may have complicated things more than some realise. If they provoked a change from Normal Law to Alternate or Direct Law. Pilots with the habit of flying in Normal Law, would have it in their minds that you can't stall the plane, however in ALT and DIR, you can.

Unfortunately that comes across as a bit of a promotion for Boeing at the expense of Airbus, but then it's from an Americam news channel..... Interestingly they completely overlook the fact that under "Normal Law" an Airbus is impossible to stall as the primary and secondary control computers intervene to avoid excessive AoA. It seems that in the case of flight 447 the failure of the pitots put the computers into "Alternate Law" where the computers do not avoid all dangerous conditions, as they don't have enough information. They may even have passed into "Direct Law". It is concievable that a relatively inexperienced pilot could have the mantra fixed in his mind that you can't stall it, so it's OK to pull on the stick if you want to go up, the computers will make it happen. The different "Laws" are explained here: http://en.wikipedia.org/wiki/Flight_control_modes_(electronic)#Normal_law .

I wasn't sure what to describe that as, but since the wing loses lift, it has the same effect as a stall. If it looks like a duck, and quacks like a duck .....

Read a review on that in one of the French magazines this month. It's quite heavy at 80kg, and about the same price as the D-Motor which is 20k lighter. The good news is that there seem to be more and more engine options becoming available, maybe that will put some pressure on prices....