Wilfred
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Posts posted by Wilfred
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We've been reviewing the FAA's list of the Top 10 causes of pilot-error accidents, which includes failure to attain or maintain flying speed. We've already discussed speed control for <STRONG title=http://www.aero-news.net/news/featurestories.cfm?ContentBlockID=59e6d7cb-4bb7-463e-a0b0-2cb8e06c69b9&Dynamic=1>takeoff[/b] and <STRONG title=http://www.aero-news.net/news/featurestories.cfm?ContentBlockID=bb25b465-ed72-4360-b199-684ef2312bf8&Dynamic=1>landing[/b]. Now let's discuss airspeed control in abnormal situations, and in emergencies.
Fly the Plane
This is the cardinal rule of all aircraft emergencies -- concentrate first on basic control of the airplane, then deal with the emergency. "Fly the plane", more than anything else, means "maintain bank and airspeed control". Hold a constant speed, and you won't trend toward either a spiral or a stall.
The Need for (Air)Speed
From the NTSB:
The pilot obtained a full Direct User Access Terminal (DUATS) briefing the night before the accident. The briefing was not valid for the time of the accident. The National Weather Service (NWS) issued AIRMET Zulu update 3 for icing and freezing level data valid from 1445 CST until 2100 CST. The advisory warned of occasional moderate to mixed icing-in-clouds and in precipitation between 3,000 to 8,000 feet. The departure airport and the accident site were within the boundaries of the advisory. The pilot requested an abbreviated DUATS weather briefing at 1244 EST for his route of flight…. The in-flight advisories were to expire at 1500 CST. The briefing provided several adverse weather phenomena impacting the route of flight from icing, turbulence, and thunderstorms. The pilot stated he was not aware of AIRMET ZULU UPT 3…. The AIRMET was transmitted …over the XM radio installed in the airplane…. The airplane entered the clouds at 5,000 feet on autopilot climbing at 120 knots. Upon reaching 7,000 feet the airplane encountered icing conditions. The pilot informed the controller that he would like to climb to 9,000 feet which was approved. As the airplane reached the cloud tops in visual flight conditions at 8,000 feet the airplane began to buffet. The pilot looked at his airspeed indicator and it indicated 80 knots. The airplane stalled, entered a spin back into instrument flight conditions. The pilot deployed the ballistic parachute system and informed the air traffic controller…. The airplane descended under the parachute canopy into the trees. Probable cause: The pilot's inadequate preflight planning, failure to obtain a current weather briefing, and his decision to operate the airplane into a known area of icing outside the airplanes certification standards resulting in the aircraft accumulating ice, a loss of airspeed, an inadvertent stall/spin and subsequent collision with trees
The "Impossible Turn"
From the NTSB:
The airplane departed runway 33. During the initial climb out, the airplane made a steep roll to the left, pitched down, descended and impacted terrain. A witness said he saw the airplane "in a high left bank like it was trying to land on runway 15. Suddenly, the plane made an abrupt (steep) descent (approximately 45 degrees) nose down. About 50 feet above the ground, it seemed the pilot tried to level off. The plane impacted the ground at a lower angle of attack (I would say 15-20 degrees). An FAA inspector…found the fuel selector valve on the left tank and the left fuel tank was empty. The right fuel tank contained approximately "one inch" of fuel…. There was no fuel in the engine-driven fuel pump, electrically-driven fuel pump, or fuel injectors. Probable cause: the pilot inadvertently stalling the airplane and descending into the ground. Contributing factors were the pilot's inadequate preflight planning/preparation and his failure to refuel the airplane, resulting in a loss of engine power due to fuel exhaustion.
Aero-tip of the day: More than any other time, when in an abnormal or emergency situation airspeed control is key to success and, often, survival.
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Jumpseat - November 2006
By Les Abend
October2006
Osh Kosh, Dad and the Flying Motorcycle.
It wasn’t until one of the very last stops and the very last day of my visit at Oshkosh that I really understood that I still lead a sheltered airline life. The revelation didn’t sink in until my jaw went slack after catching a surprised glimpse of Larry Neal’s flying motorcycle exhibited in the Ultralight area. For those of you as in the dark as I was, the flying motorcycle is a form of gyroplane (or gyrocopter; the difference escapes me). I hesitate to use the term contraption, because it is a well thought out and engineered design, but my first flying impression offers a vision that has me doing something unmentionable in my shorts. The flying motorcycle is intended for the sky and the road; the rotor blades lock into position to allow for street travel. Although the similarity has been overused, the flying motorcycle puts the Jetsons closer to reality. I don’t see Harley fans canceling their Fat Boy orders, but Larry Neal’s concept does allow room in the garage for both.
There is an interesting simplicity and complexity to the flying motorcycle. It is proof that aviation technology continues to develop. All one has to do is keep up with the developments. Despite my general aviation background and the exposure through this magazine, Oshkosh proved that I have a lot of catching up to do. And not just with new stuff. I have to rekindle my relationship with the old technology, too. Not being involved with general aviation on a regular basis, I have forgotten some of the basics of my roots.
On this particular occasion, my 82-year-old father accompanied me to AirVenture. He had always indicated a desire to participate, but the timing never quite worked. Bruce Stein, a non-airline friend of mine from Connecticut, had bought a ticket and flown into Chicago with me. The three of us joined forces for the drive to Oshkosh. Bruce is the president of my soaring club and a much more knowledgeable general aviation buff. He owns a 170 and a high-performance glider. As we began Day One of our tour, it became apparent that I wouldn’t be able to answer all of my Dad’s questions unless I fine-tuned my embellishment skills. I suppose it would have been a way of getting even for typical fatherhood stories, but it just didn’t seem quite right being the only aviation aficionado in the family. I hoped Bruce would back me up.
The first stop was to climb one of the observation platforms on the field. It would afford my Dad the opportunity to orient himself and realize the expanse of the show. That was my first mistake. A variety of airplanes were lining the taxiways in preparation for takeoff. Although I identified an F-4 about to depart the north/south runway, I confused an F-86 with an F-something else. Dad took a picture anyhow.
Our next visit was to the Albatross that I had flown aboard during last year’s engine fire escapade. Although not by direct correlation with the fire, the engine had been replaced. Don Rhynalds, the retired airline captain owner, had obtained the spare as part of the original purchase. I thought that was only possible in the movies. It’s always nice to have a spare, especially when a round engine is involved. Don was a gracious host. Dad got the royal tour. He squeezed himself into the left seat. I explained my limited Albatross system knowledge. Dad took a picture.
We climbed down from the Albatross, expressed our gratitude to Don and then ambled toward the fighter flight line. Fortunately, Dad’s questions stayed in the “What’s that?†spectrum. I was thankful for the information plaques on the stands in front of the airplanes. Although Dad was in the infantry during World War II, he recognized the thunderous symphony of a P-51. He halted our walk to watch a couple of the airplanes taxi by. And yes, Dad took a picture. After lunch at Flying’s Aeroclub, our threesome sauntered off to visit with the Flagship Detroit. We shook hands and got a brief private tour of the DC-3. I thought of the total lack of familiarity I had with the airplane. I looked forward to the day when I would have time to spare in order to attend ground school as a Foundation member. Dad bought a T-shirt. And yes, he took another picture.
I disappeared for a brief period and ran a couple of errands. Bruce and Dad wandered around the static displays of the Aeroshell area. When I returned, the airshow was about to begin. We found a spot along the flight line. Dad watched with awe as various airplanes puffed out white trails of smoke, performing acts that defy both gravity and the laws of basic aerodynamics. Bruce and I shook our heads, accepting the fact that we were observing stuff that was just not possible. Once again, I found something else I could not explain. Dad took a lot of pictures.
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We've been reviewing the FAA's list of the Top 10 causes of pilot-error accidents. Second on their list is failure to attain or maintain flying speed, and yesterday we concentrated on speeds for takeoff and initial climb. Today we'll look at another component of airspeed control: landing speed.
Landing speed
Even more critical to safety than takeoff speed, it's vital to be on speed for landing. While on takeoff you can usually abort on the runway (if you catch the airspeed deficiency soon enough), on landing you have no choice but to fly, either up or down. Airspeed must be precise on landing because:
Too much speed may result in a runway overshoot, and
Too little airspeed can result in a stall short or the runway.
Here's the pitch
<STRONG title=http://www.aero-news.net/news/featurestories.cfm?ContentBlockID=59e6d7cb-4bb7-463e-a0b0-2cb8e06c69b9&Dynamic=1>As we said yesterday[/b], performance is a function of power and pitch attitude. With power at or near idle, there's a pitch attitude that results in the proper final approach airspeed. Note that the airplane needs to be in proper configuration (flaps, landing gear as appropriate); airspeed resulting from the expected pitch attitude, in fact, serves as a good crosscheck for aircraft configuration.
Use the "book" final approach speeds unless conditions warrant otherwise. It's commonly accepted that final approach speed should be increased in gusty winds, but one-half the "gust value". For example, if the wind is at 15 gusting to 25 knots there is a 10-knot gust value, so final approach speed should be increased about five knots to provide a cushion above stall should the headwind go away while you're close to the ground.
Stall on final approach
From the NTSB:
The airplane stalled on short final, impacted the runway's displaced threshold in a nose low pitch attitude and erupted in flames. The airplane was on final approach and the pilot was conducting a full-flap landing. He reported that everything was fine, but the airplane began descending too fast. He applied some power to go-around, but the airplane encountered a gust of wind and stalled on short final. Witnesses at the airport observed the airplane on short final. The nose pitched up to a level position about 50 feet above the ground and then nosed down until impact with the ground. The weather observation facility at the airport was reporting the wind at 7 knots down the runway
Aero-tip of the day: To avoid this common cause of aviation mishaps, failure to attain or maintain flying speed, know the airplane's landing speed and configuration and the proper pitch attitude for final approach. Be ready to go around if needed
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I understand The forecasts are in the format with the easy to understand abbreviations as the forecasts all over the world are in english and in exactly the same format. There can be no confusion whatever your language or location in the world.
If you use them all the time it becomes easy .
Having said that
There is a free program that everyone I know uses to turn the forcasts into our idea of plain english.
It is on the SAAA Website
Link below
Go to the site
In the pull down menus select members
Then download Files
Then AC43.13.1B
Scroll down the page to Wayne Gills Decoder V2.0.1
Its free and an excellent program to turn your area forcasts to plain english. And it works a treat
PS if anyone has trouble with this they can PM me their email address and i will forward the file. Its rather large 1.8 M zipped turtle
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ANN's Daily Aero-Tips (10.14.06): Flying Speed
Sat, 14 Oct '06
Aero-Tips
A good pilot is always learning -- how many times have you heard this old standard throughout your flying career? There is no truer statement in all of flying (well, with the possible exception of "there are no old, bold pilots.")
Aero-News has called upon the expertise of Thomas P. Turner, master CFI and all-around-good-guy, to bring our readers -- and us -- daily tips to improve our skills as aviators. Some of them, you may have heard before... but for each of us, there will also be something we might never have considered before, or something that didn't "stick" the way it should have the first time we memorized it for the practical test.
Look for our daily Aero-Tips segments, coming each day to you through the Aero-News Network.
Aero-Tips 10.14.06
We've been reviewing the FAA's list of the Top 10 causes of pilot-error accidents. Second on their list is failure to attain or maintain flying speed. Today we'll look at the first component of airspeed control: rotation or, more correctly, liftoff speed.
Liftoff speed
From the very first flying lesson we learn to allow the aircraft to accelerate to a certain speed, then lift off. In light airplanes we may not have to "pull" the airplane into the air with the control stick or yoke -- instead, we hold a little back pressure until the airplane lifts off on its own, for a smooth, pilot- and passenger-pleasing takeoff. Except in the case of a short-field takeoff, it's not until we fly heavier and multiengine airplanes that we accelerate to a specific airspeed and then pull back to lift off. We describe this action as "rotation", although purists will tell you that the term is really only applicable to turbine airplanes.
Using the "let it fly off" technique, we should have a good idea of the indicated airspeed at which this is supposed to happen. Further, we need to predict how much runway it should take to get to this speed-so if we're not accelerating as expected we can abort while there's still runway left.
Good attitude
Performance is a function of power and pitch attitude. Power is a function of engine type, density altitude and mixture leaning technique. If an indicated airspeed is our performance goal, then there will be one initial pitch attitude for the available power. Preflight planning (remember yesterday's Aero-tips?) should give you an indication of what to expect for takeoff power, and instruction and experience in the airplane an idea of the pitch attitude for desired performance. Hit your attitude and the airspeed should follow -- if it doesn't, adjust pitch and get ready to set it down if you don't get adequate climb.
Unable to attain flying speed
From the NTSB:
The airplane impacted terrain following the flight instructor and pilot's improper decision to continue the attempted high altitude takeoff when [flying] airspeed was not obtained, and failure to abort the takeoff…. Prior to takeoff, the run-up revealed no anomalies, the mixture setting was double checked, and the proper high altitude takeoff procedures were reviewed. The pilot said that he rotated at an airspeed of 70 knots after a ground roll of approximately 2500-3000 feet, which was consistent with their earlier performance calculations... The pilot reported holding the aircraft in ground effect to accelerate to the target speed of 96 knots. However, the airplane settled back to the runway, and lifted off again, at an airspeed of 80 knots. The airplane reached the end of the 11,021 foot runway at an altitude of approximately 150-200 feet, and an airspeed of 70-80 knots. As the airspeed began to decay, the pilot lowered the nose to avoid a stall. The pilot initiated an off-field landing with the aircraft touching down in a wings level attitude. Examination of the airframe and engine following the accident revealed no anomalies...
Aero-tip of the day: To avoid this common cause of aviation mishaps, failure to attain or maintain flying speed, know the airplane's liftoff (or rotation) speed, the approximate runway distance it should take to reach it, and the proper pitch attitude for initial climb.
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Preflight Planning
Fri, 13 Oct '06
Aero-Tips
A good pilot is always learning -- how many times have you heard this old standard throughout your flying career? There is no truer statement in all of flying (well, with the possible exception of "there are no old, bold pilots.")
Aero-News has called upon the expertise of Thomas P. Turner, master CFI and all-around-good-guy, to bring our readers -- and us -- daily tips to improve our skills as aviators. Some of them, you may have heard before... but for each of us, there will also be something we might never have considered before, or something that didn't "stick" the way it should have the first time we memorized it for the practical test.
Look for our daily Aero-Tips segments, coming each day to you through the Aero-News Network.
The FAA publishes what it considers to be the "Top 10" causes of pilot-error mishaps-a category that itself makes up over 70% of all accidents. The Feds don't rank-order the Top 10, but the first on their list is inadequate preflight preparation and/or planning.
<STRONG title=http://a257.g.akamaitech.net/7/257/2422/14mar20010800/edocket.access.gpo.gov/cfr_2001/janqtr/14cfr91.103.htm>FAR 91.103[/b] tells us before flight the pilot-in-command is required to become familiar with "all available information" concerning that flight, including:
For a flight under IFR [instrument flight rules] or a flight not in the vicinity of an airport [including VFR flight away from the airport traffic pattern]:
Weather reports and forecast
Fuel requirements
Alternatives available if the planned flight cannot be completed
Any known Air Traffic Control delays
For all flights:
Runway lengths at airports of intended use
Required takeoff and landing distance data (if available in the aircraft's Approved Flight Manual) or
For aircraft without an Approved Flight Manual, "other reliable information" relating to aircraft performance under aircraft, airport and environmental conditions
Get real
What we really need to do to be safe, and avoid this most-common cause of pilot error accidents, is to be able to predict with certainty whether:
The aircraft can safely take off from the intended runway or surface under current weather conditions at the airplane's actual takeoff weight using the planned pilot technique;
The aircraft (under those conditions) can climb over any obstacles on takeoff with an adequate safety margin;
The airplane will have adequate fuel to arrive at destination or, in the case of a diversion, at an alternate airport with no less than minimum fuel required for preflight planning, using the power setting, leaning technique and fuel tank selection process to be employed by the pilot, accounting for any known or reasonably expected traffic delays;
Weather is and will remain above the minimums prescribed for the type of flight (IFR or VFR), the airplane's equipment and the pilot's currency, and in which direction conditions will improve in the case a diversion becomes necessary;
The aircraft can safely clear obstacles and land on the intended destination runway or surface, or that of any anticipated alternate, under forecast weather conditions for the time of arrival, at the anticipated aircraft weight on landing, and using the anticipated pilot technique.
Beyond the FAR requirements I would also add knowing:
The minimum safe altitude for the type of flight (IFR or VFR), for each segment of the flight, and from the planned route along any alternative route to the planned destination or any anticipated alternate.
Aero-tip of the day: If you know the answers to all these points, and the answer is "yes", you're much more likely to avoid this Top 10 cause of pilot error mishaps.
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I may be mistaken but i think that theJ AP J99 is the same as the Aeronca e113 only difference being in the ignition systems and country of manufacture.
this site has the specs and weights for the e113
www.aeronca.com/k/Aeronca_Engines/manual/om-spec.htm
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<A name=CFC></A>
A phone call to the contacts at the hang gliding club or this one should find someone who knows
i remember some time ago River was asking for airfield coordinates to update his database he may be able to help.
PS if you find it let me know
Canungra Flying Club Phone: (075) 446 406
Contact: Skyflyte
Meets: 1st Sunday of month, BBQ lunch, Kooralbyn airfield
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<TABLE width="100%">
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<TD =banner colSpan=3>
<H1>The Canungra Hang Gliding Club</H1>
<H2>Home</H2></TD></TR>
<TR>
<TD =navbar width=120>Home
</TD>
<TD =content colSpan=2>
<H3>Welcome to Queensland's Major Centre for Hang Gliding and Paragliding!</H3>
<TABLE width="100%">
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<TR>
<TD vAlign=top>All year round, you will see members of the Canungra Hang Gliding Club flying from Mt. Tamborine and Beechmont in Hang Gliders or Paragliders; these sites are suitable for pilots from beginners for soaring the ridge lift a couple of hundred feet above the hill to advanced pilots who will climb to 10,000 feet in thermals and fly cross country as far as Dalby, Warwick, or Kyogle.
If you want to experience the joy of flight and soar with the eagles, join us in Canungra and we will show you how; our local instructors offer both introductory tandem flights as well as full license </TD></TR></T></TABLE></TD></TR></T></TABLE>
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ANN's Daily Aero-Tips (10.11.06): Spark Plug Failure
Wed, 11 Oct '06
Aero-Tips!
A good pilot is always learning -- how many times have you heard this old standard throughout your flying career? There is no truer statement in all of flying (well, with the possible exception of "there are no old, bold pilots.")
Aero-News has called upon the expertise of Thomas P. Turner, master CFI and all-around-good-guy, to bring our readers -- and us -- daily tips to improve our skills as aviators. Some of them, you may have heard before... but for each of us, there will also be something we might never have considered before, or something that didn't "stick" the way it should have the first time we memorized it for the practical test.
With two spark plugs in each cylinder, and four to six (or more) cylinders in each engine, it may be inevitable that you'll see evidence of spark plug failure. The trick is to catch (and correct) the situation before it becomes catastrophic.
Two for the show
Piston engines have two spark plugs per cylinder for a couple of reasons:
Redundancy. If one plug quits the other can continue to support combustion.
Efficiency. Two ignition sources in a cylinder create a quicker, more complete fuel burn, transferring potential into power while the cylinder's valves are closed and explosive force acts directly on the piston.
Note: You know two plugs are more efficient than one, because you see a power loss (RPM drop) when switching to a single magneto (turning off one plug per cylinder) during your engine run-up.
Interesting indications
If you have the capability of monitoring all cylinders you'd see an interesting indication when switching to a single magneto-each cylinder's Exhaust Gas Temperature (EGT) will increase. But doesn't single-ignition operation reduce power output? Sure. But when a single spark plug is firing in a cylinder the fuel/air mixture does not burn as fast; the fuel/charge charge is still on fire when the exhaust valve opens, and the hot flame soars over the EGT probe in the exhaust manifold. Although there is less power being developed and the temperature inside the cylinder itself is indeed cooler, it looks like the EGT is hotter because of the indicating error created when active fire passes over the EGT probe. From where you sit in the cockpit, turning off (or losing) a spark plug causes that cylinder's indicated EGT to rise.
In-flight mag check
This means that, in the event of an in-flight spark plug failure, the EGT on the affected cylinder will increase. If you have a good engine monitor-and actively monitor indications-you'll detect the rise and can pretty easily distinguish between an ignition problem and others issues (like a stuck exhaust valve). How can you do this? Perform an in-flight magneto check. There's nothing that says you can't momentarily switch to a single magneto in flight, just like you do before takeoff. In fact, some spark plug failure modes will only show up at altitude, under cruise running conditions. In cruise (and, if equipped, on autopilot as your attention will be diverted), switch to a single magneto. All EGTs should rise. Switch back to BOTH and the EGTs should go back down. If an EGT does not rise on a single magneto, one of two things will happen when you switch to the other magneto:
That cylinder will "go dark", or die completely, indicating a failed spark plug.
That cylinder's EGT will remain high but constant on the other magneto, possibly indicative of a sticking exhaust valve or a disconnected magneto p-lead.
If you don't have an engine monitor it's harder to point directly to an individual cylinder or even a single spark plug, but you can still use RPM (with a fixed-pitch propeller or below the governing range of a controllable-pitch prop) and a single-point EGT to detect an anomaly.
Find a problem? Get the spark plug cleaned or replaced before conditions worsen and you have an in-flight engine failure.
Aero-tip of the day: Save money on troubleshooting and head off an engine failure by checking spark plug indications before and during flight.
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Please note to add "Back To Holbrook Fly In" 95:10 and 95:25 rag and tube fly in on weekend of 4th and 5th November
http://www.holbrookultralightclub.asn.au
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Diamond use diesels in their twin very successfully
http://dieselair.com/2005/09/thielert-world-leader-in-aero-diesels.html
Thielert Centurion 1.7 (formerly TAE-125) turbo diesel four cylinder engines, which are designed to run on either diesel or Jet-A1/jet fuel. Germany based Thielert's Centurion turbo diesel engine was certificated in early 2002 and is based on a Mercedes-Benz automotive design. Diamond expects the DA-42's two engines will burn just 45 litres an hour while cruising at a very fast 333km/h (180kt). Standard fuel capacity is 200 litres, while optional long range tanks take maximum fuel capacity to 280 litres.
The engines drive slow turning three blade constant speed propellers, which combined with the engines' low noise emissions and the DA-42's fast climb rate will result in a low ground noise signature. The engines also feature electronic fuel management, automatic prop controls and auto feather.
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Wings Over Wagga 2006
The 2006 SAAA National Convention will be held October 27â€â€29 and again the Sport Aircraft Association of Australia is opening its door to all aviation enthusiasts. This year marks the celebration of 40 years of the Australian designed CORBY CJ-1 Starlet and the SAAA is pleased to announce:
A SPECIAL AWARD
To be judged on the field at Wagga Wagga airport by none other than John Corby himself for the best presented Corby Starlet. All [VH or RA-Aus] aircraft are eligible to enter for this prestigious award whether it be a much loved and maintained "one owner" aircraft from the 1970s, a well maintained "multiple user" model of which you are the current proud owner or the new "kid on the block" just completed and raring to go.
For contact information, the entry form and the convention program go to the Wings over Wagga Web site
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The speaker at the seminar on crash investigation and the hazards of flying VMC into IMC. went into this in detail. They would rather help you out of trouble than have another statistic.
If you find youself in the situation contact the area frequency and request help. They will probably assign a separate frequency and controller and assist you through the drama. if you have a transponder it will be a lot easier but there is a good chance you are on radar anyway.
if you request assistance you are not going to get into trouble. You are going to get help to avoid getting into further trouble.
Its not needed to be a Mayday Call but a request for assistance.
ther are still seminars during 2006 and they are definately recommende for all pilots. You do not have to have a GA licence to attend the seminar.
the list is here
http://www.casa.gov.au/seminars/aeroclub.htm
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Gee capt the Hagon JAP flushed them out
turtle
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You may have to eat your words one day
Most futuristic developments take a long time an a lot of funding to get to a commercially usable stage.
even Jabiru has taken nearly 10 years to get where they are today with use of existing proven technology.
Anyway i hope i am right one of them skycars in the shed would be way cool
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<H1>Two die in small plane crash</H1>
By staff writers and wires
October 05, 2006 05:07pm
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Two men have been confirmed dead in an aircraft crash in central western New South Wales, Australian Search and Rescue says.
The plane crashed in state forest about 16km north of Bathurst in Winburndale.
Australian Search and Rescue (AusSAR) placed an emergency call to NRMA CareFlight about 3.15pm (AEST) today.
A rescue team had been circling a bushfire about where the plane was believed to have crashed, she said.
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The Strikemaster aerobatics plane was on a joyflight when it crashed near Winburndale, about 16km north of Bathurst, about 3.15pm (AEST), authorities have said.
The crashed plane ignited a 4ha bushfire in a state forest.
An NRMA CareFlight spokeswoman has said an emergency call was placed to their office in Orange by the Australian Search and Rescue (AusSAR).
AusSAR's aviation rescue arm confirmed the Strikemaster aerobatics plane took off from Bathurst airport with two people on board.
A Rural Fire Service (RFS) spokeswoman said a State Forests aircraft was waterbombing the fire and about 24 firefighters were on the ground.
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<H1>Rescuers sent to find plane crash</H1>
October 05, 2006 05:07pm
<DIV =article-source>Article from: AAP
<DIV ="article-toolbar top clear right">
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<DIV ="content-column-small article left" id=text-big>
AN aircraft is believed to have crashed near Bathurst, in central western New South Wales, NRMA CareFlight has said.
Australian Search and Rescue (AusSAR) placed an emergency call to NRMA CareFlight about 3.15pm (AEST) today.
The plane is believed to have crashed in state forest about 16km north of Bathurst in Winburndale, a NRMA CareFlight spokeswoman said.
Two people are believed to be on board.
A rescue team had been circling a bushfire about where the plane was believed to have crashed, she said.
"I've just spoken to the (CareFlight) pilot.
"He is orbiting a bushfire which is believed to have been started by the downed aircraft."
A NSW Police spokeswoman has said she is aware of reports of a downed aircraft but has not received confirmation
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Moller Skycar (as seen in news forum)
Moller International’s Skycar for Sale on eBay
The Skycar
Moller International has developed the first and only feasible, personally affordable, personal vertical takeoff and landing (VTOL) vehicle the world has ever seen.
You've always known it was just a matter of time before the world demanded some kind of flying machine which would replace the automobile. Of course, this machine would have to be capable of VTOL, be easy to maintain, cost effective and reliable. Well, we at Moller International believe we have come up with the solution. That solution is the volantor named M400 Skycar.
Let's compare the M400 Skycar with what's available now, the automobile. Take the most technologically advanced automobile, the Ferrari, Porsche, Maserati, Lamborgini, or the more affordable Acura, Accord, or the like. It seems like all of the manufacturers of these cars are touting the new and greatly improved "aerodynamics" of their cars. Those in the aerospace industry have been dealing with aerodynamics from the start. In the auto industry they boast of aerodynamics, performance tuned wide track suspensions, electronic ignition and fuel injection systems, computer controllers, and the list goes on. What good does all this "advanced engineering" do for you when the speed limit is around 60 MPH and you are stuck on crowded freeways anyway?
Can any automobile give you this scenario? From your garage to your destination, the M400 Skycar can cruise comfortably at 275 MPH (maximum speed of 375 MPH) and achieve up to 20 miles per gallon on clean burning, ethanol fuel. No traffic, no red lights, no speeding tickets. Just quiet direct transportation from point A to point B in a fraction of the time. Three dimensional mobility in place of two dimensional immobility.
No matter how you look at it the automobile is only an interim step on our evolutionary path to independence from gravity. That's all it will ever be.
Moller International's M400 Skycar volantor is the next step.
turtle
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"If you have wings you are most welcome"
The SAAA is holding it’s National Convention at Wagga Wagga airfield during Friday 27th, Saturday 28th and Sunday the 29th October 2006. This year the Association is again opening its door to all aviation enthusiasts. 2006 is also the 40th anniversary of the Corby Starlet. It is hoped many Corby Starlets will be in attendance. The Association will provide workshops and forums for every one as we continue to celebrate our years of supporting experimental aircraft building and flying.
This event attracts hundreds of aviation enthusiasts annually, and we have provided the following to entertain and educate :
Latest trade and aviation products display. Check out the news and trade terms.
Workshop forums for all aircraft owners and builders.
Discussion by CASA and Airservices Australia on their latest procedures and products.
Demonstrations of particular interest to aviators covering the latest in GPS, ADS-B and other equipment.
A Dinner with a fascinating speaker on the Saturday evening.
On-field camping facilities.
Off-field activities for partners and families refer to Wagga Tourism website www.tourismwaggawagga.com.au.
Motels and Hotels book at [email protected] or 1800-100-122.
Enquire about how you can save even more off your fuel bill with our special BP Fuel card deal contact - [email protected].
Enquire about our special SAAA QBE Insurance deal - [email protected].
Flying In - check here for reporting details.
Get the latest news update here.
Get the aircaft judging form and award details here
Click here to go to the on-line registration form
For further information contact us at 03 9482 4716
ANY QUERIES?
Contact Convention Co-ordinator Gary Spicer
Tel: 0402 822 907 Email:[email protected]
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There are a lot of variables to look at.
I understand that your standard generator only charges at about 10 - 12 amps. 2 hours of flight is probably not sufficient to recharge the battery after starting. (you could be drawing up to 200 amps during the cranking period. So you could well be progressivley discharging the battery during the month until you notice the problem.
Perhaps you need to look at your battery capacity. the easiest solution could be a larger battery and charging between flights.
You say you have a lot of other devices fitted so there is a good chance your charge rate is even less.
Urgent Ad Rotax Camshaft Hydraulic Tappet
in Engines and Props
Posted
http://www.casa.gov.au/airworth/airwd/ADfiles/piston/rotax/rotax-022.pdf
AD/ROTAX/22 - Camshaft Hydraulic Tappet Wear
This, and other urgent Airworthiness Directives can be viewed at:
http://www.casa.gov.au/airworth/airwd/NEW/urgent.htm