IBob
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Everything posted by IBob
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Assuming that you sealed where the bottom of the windscreen meets the fuselage......the next most likely place is where the wing root fairings meet the windscreen at the sides and top.
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It seems to me that aircraft are like cars, in that certain models look good in certain colours or colour schemes. I do think that some homebuilts are let down by poor choice of colours/schemes, which is doubly unfortunate given the amount of time and care that goes into them. One approach to choosing a scheme is to colour in a profile of the aircraft, but I found this not useful at all, actually quite deceptive as the aircraft rarely appears in straight profile. I found it far more helpful to view the numerous shots of real aircraft online. -
Once upon time I flew (as passenger, Olympic Airways) from Athens to Crete and back monthly to service some gear there. Sometimes they took forever doing their mag checks and warming up before taking to the skies. And shortly after takeoff the hostess would run from the back to the cockpit with 2 little paper cups: rumour had it this was ouzo. The USAF also used them at that time for airevac and routine hospital runs, as different hospitals specialised. So, for instance, maternity was in Frankfurt, and expectant military wives were all gathered up and shipped to Frankfurt when the time came. Sometimes it was possible to get on those runs, space available, but you could also get bumped and end up somewhere other than you thought you were going. On one such from Turkey, we got diverted to Tripoli to pick up an injured sailor. He had been hit by a broken cable, had brain damage and was strapped to his stretcher from where he screamed obscenities and called for his mother all the way to Athens. I was very glad to get off and felt sorry for all the mums-to-be sharing that flight.........
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I'm pretty sure someone commented here a while back on the latency or delay in some of these data sources. As an example: where 90kts is about 150ft/sec, a 10sec delay will result in a 1500ft error in position reporting. 120kts and a delay of 30sec and the error is 6000ft, or 1 nautical mile.
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Moving this over here to try and get away from the thread drift. I use a Ping and had similar position issues relative to my tablet, ended up moving the Ping to the brow of the windshield. Also mounted it properly rather than relying on suckering it to the screen. Works fine now.
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coljones, the Ping USB does not require a USB connection to your EFB. It chats to your EFB via WiFi. As BurnieM states above, the ping USB port is only a power connection.
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I'm pretty sure Mark Kyle noted somewhere here that he just uses the same stuff that's used on heatsinks etc in electronics. Which is available in a tube or syringe from any electronics shop. It's called heat sink compound. And I've also used it on my solar hot water evac tubes where they plug into the header.
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I had a altimeter fail very gradually: the first indication of that was when I set the QNH correctly preflight , it did not show the correct field elevation. Over a number of days it drifted further and further out. I would guess that one of the two internal bellows or cells sprung a tiny leak, and on inspection it looked as though one of them had not been put through a final plating process.
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Hats off to the pilots who flew the tests with the Northrop HL_10. I'll stick with something that actually has wings...........
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The pic certainly looks to be doctored.......while at the same time having been taken from slightly below. Maybe this was one of the tethered hovers mentioned, with the tethers blanked out. Nice hat, BTW.......)
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Marty, FWIW, while the Savannah wing root skins do not fair down like the 701, I don't think I have ever had a fuel spill anywhere near that area. I routinely fuel from a 20L container via a funnel. I thought it would be clumsy, but it has worked out to be quite straightforward and manageable. Typically I do the starboard tank first, with the full container resting on the main spar (after first running my hand under the container to make sure it is free of dirt and grit). I am able to bend the nozzle over into the funnel, so delivery there is very clean. I get 10L into that tank, with the heel of the container resting on the main spar. I then move to the port tank, and here I must lift the container to deliver the remaining 10L. Occasionally I do get a small amount of splash just initially when doing this but certainly not any quantity, and nowhere near the wing root. Perhaps drape a cloth on the wing while you get your system worked out? But do remember to shut the doors......there have been a few doors damaged due to that oversight.
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Right. Hm. That went well................
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Yep, I was a freelance automation eng.... in 20+ years I only ever did 2 jobs where there was a full written spec of desired system behaviour, and one of those left a lot to be desired. I also wrote 1 spec for a customer, and found it very challenging to put together a concise and all-encompassing description.
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A mate and I organised to use a Fieldair 3 periodically for jumping, which we were able to do once they were confident we could pack everyone in to the rear of the hopper without upsetting the C of G. I asked one of the pilots if he'd ever lost an engine and he said he'd thrown a rod in one but had to keep it running while he got turned round in a valley. Somebody did pull a wing off one, shortly after calling in to complain the strip was too rough.........(
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I don't know what the thinking was, Nev. It may have been something as simple as the 3s working off less challenging strips?
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Some footage at 3:35 here
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Here's one for you Nev: Fieldair, a topdressing outfit here, used to operate DC3s and Beavers. And I was told that if they had a pilot slow to learn the ropes, they took them out of the Beavers and put them into the DC3s.
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Light plane crash Redesdale Vic 13/09/24 One dead.
IBob replied to red750's topic in Aircraft Incidents and Accidents
Yes. Unstable openings (opening while unstable), every jumpmaster's bad dream. For which reason the training back then focused hugely on maintaining a stable position (spread wide and arch back) and didn't normally progress beyond static line until the student could demonstrate that. In training we used to cut a little skydiver out of paper, bend him into an arch and drop him: regardless of attitude he will flip into a face down stable position and fall that way. Nowadays they do AFF (advanced freefall) courses where the student exits at altitude with 2 instructors holding them stable from the first jump. Youtube has some horror shows as to what sometimes happens when the student is let go on subsequent jumps. Arching and relaxing is an easy position (it's the laziest of sports)...just happens to be the opposite of the foetal position that fear is recommending at the time. -
Light plane crash Redesdale Vic 13/09/24 One dead.
IBob replied to red750's topic in Aircraft Incidents and Accidents
Having said that, given modern methods, I'm sure the manufacturers will have made real progress in optimising openings. Also an aircraft canopy has no modifications (holes cut in to generate horizontal movement), and is attached via a single point (where a jump canopy is attached at two, potentially uneven, shoulder points), both of which will contribute to more reliable openings. -
Light plane crash Redesdale Vic 13/09/24 One dead.
IBob replied to red750's topic in Aircraft Incidents and Accidents
Round canopies can open very slowly, or fail to open at all. It was unusual but not that unusual in sport jumping and there was often no identifiable reason. It used to be assumed that meticulous packing, with every gore laid out absolutely identical to within fractions of an inch, would help prevent this. But slow motion footage of openings shows that, once out of the container, the canopy may move around in all sorts of ways prior to opening. Back when all canopies were round, one jumper at our dropzone routinely did twice as many jumps as anyone else. And to do that...to land, pack and be ready....he would 'trash pack': just a basic standing one sided flaking of the canopy, then pull on the sleeve (as distinct to the standard, which was to tension and split the canopy into L and R and fold each side carefully on the ground, then fold in and pull on sleeve.) He never had a malfunction or bad opening in the 2+ years I was there. -
I have much the same as perrynz above. And once I put on more than 1/3 flap (I have Mark Kyle 3 position flaps) I then run out of up trim and have to hold the nose up. I believe that is normal, and I have come to like flying slow approaches like that.
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Wish him a speedy recovery....)
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Christin, I have old style discharge tube wingtip strobes, ordered with my kit when I knew no better. But I would not go that way again as they are relatively useless in daylight. Following fatal midairs here, especially one at our local field with the reports and studies that then raised, there is an increased realisation of just how challenging 'see and be seen' actually is. I hear you on the budget, but it is not something I would be looking to economise on. As an aside to that: we are taught that effective visual scanning can only be done by shifting the sight in a series of steps, pausing at each step to process. In reality, how many pilots actually fly like this? I must have sat next to dozens of pilots over the years, and I can't say I have ever seen this in action: the most I have ever seen is periodic sweeping checks. Anyone?
