red750
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Like any form of showing off - hooning, etc. Always a risk.
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I remember being on a flight years ago, Ansett possibly, when the hostie came on the PA immediately after landing and said "The first person to stand up will be required to stay and help clean the aircraft."
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The Turkish Civil Aviation Authority has introduced a fine for standing up before the plane is parked at the terminal and seat belt sign extinguished. Popular airline introduces $108 fine for common act on plane 7NEWS.COM.AU The airline has already changed its landing announcement.
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6M views · 63K reactions | Smooth sailing 😎 #viralreelschallenge... WWW.FACEBOOK.COM Smooth sailing 😎 #viralreelschallenge #reelsvideo #pilotlife #Amazing #shorts #Wow #beautiful
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I posted this on Social Australia but many members here do not access that forum, so I thought I would enter it here. Have you ever shot a short video on your iPhone but it's file size was too large to attach to an email or to post on these forums? iPhone video files are stored in .MOV format. I shot a video at our Men's Shed, but at 40.16 MB it was too large to upload, so I searched the web and found a website that compresses these files online with output in .mp4 format, with a filesize of 2.81 MB. The website is freecompress.com and the link is below. Simply upload the file, click on COMPRESS and download the .mp4 file when compression is complete. https://freecompress.com/compress-mov
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Unfortunately I didn't have a link to the video, just a still from it. It was a bit hairy in the video.
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A horrific landing on the Greek island of Rhodes. He managed to save it, and other aircraft went elsewhere. I bet a few needed new underwear.
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Ryanair??? Jetstar???
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1.5M views · 6.5K reactions | Smashing ride #pilot #planes... WWW.FACEBOOK.COM Smashing ride #pilot #planes #aircraft #aviation #Planes #pilotlife #aviationlovers #pilotlifestyle #wings #pilotlifestyle.
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Ladies and gentlemen, we are currently No. 30 in line for take-off.
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This was copied from Facebook. This (unducted fan) concept has been explored before. I am not exactly thrilled about not having a cowling to protect the fuselage from flying projectiles when blades let go. Anyway progress is now largely dictated by climate change and economics. When an aircraft engine's bypass ratio is 15 or 16, the benefits of a large fan are wiped out by the additional drag created by a very big duct. The current bypass ratio on jet engines is at 11 to 12, so the end of large increases in bypass ratio is close. Turboprops have bypass ratios of 50-100 although the propulsion airflow is less clearly defined for propellers than for fans and propeller airflow is slower than the airflow from turbofan nozzles. An open fan design can easily take the bypass ratio up to 60. This would likley mean significant fuel burn advantages A bypass ratio is a key measure of the efficiency and performance of jet engines, referring to the ratio of air bypassing the engine core versus air passing through it. Airbus has said test flights of a demonstrator of the “open fan” engine would take place on a modified A380 towards the end of this decade. Tests will determine what powers the next generation of single-aisle aircraft that will succeed the A320 aircraft when they come on the market towards the end of the 2030s. Airbus hopes that the new engine configuration will contribute to an expected 20 to 30 per cent fuel efficiency improvement compared with existing models. Current types use “ducted fan” engines, where the fans are enclosed within a casing.
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These posts are spam and have nothing to do with recreational flying. Your login has been blocked and posts deleted. Mods.
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The McDonnell 120 Flying Crane, also V-1 Jeep, was a lightweight utility flying crane helicopter designed and built by the McDonnell Aircraft Corporation during the 1950s. The open frame fuselage supported the three gas-producers and main rotor mast, with a small single-seat cockpit in the nose, which was originally open, but later enclosed. McDonnell had been interested in the flying-crane concept from just after the war, investigating rotors driven directly by ramjets and compressed air tip jets on the McDonnell XH-20 Little Henry, the cancelled McDonnell 79 Big Henry and the McDonnell XV-1 high-speed compound helicopter. The expected advantages included: inherent angle of attack stability increased inherent pitch and roll damping greatly improved dynamic helicopter stability ability to start and stop in high winds; no need for tracking and no dampers required no possibility of mechanical instability or ground resonance; very low vibration low maintenance due to absence of highly loaded bearings, reduction gears, shafting, and anti-torque rotor automatic rotor speed control. McDonnell started development of a private-venture flying crane helicopter in December 1956, progressing rapidly with a mock-up in January 1957 and the first of two prototypes flying on 13 November 1957, piloted by John R. Noll. The airframe of the Model 120 was very simple, comprising a welded steel-tube open structure, with the three-bladed main-rotor mast and gas-producers attached without covering. Rotor drive was by compressed air rotor-tip jets, fed by three 200 hp (149 kW) gas power AiResearch GTC 85-135 gas-producers. The Model 120 was only ever intended to carry loads under-slung or attached directly to cargo hooks on the underside of the top fuselage beam, including specialised pods. Although aimed at the US Army the Model 120 was also evaluated by the US Navy at the Naval Air Test Center (NATC), NAS Patuxent River, in September 1959. The Model 120 experienced powerplant problems initially, but demonstrated an excellent load to weight ratio of 1.5:1, but despite the proven performance no orders were forthcoming and cancellation of the project in February 1960 signalled the end of McDonnell's helicopter aspirations. Only two examples were built.
