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Dick Gower

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    25
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About Dick Gower

  • Rank
    Active member
  • Birthday 24/05/1939

Information

  • Aircraft
    DHC-1 Chipmunk
  • Location
    Coldstream Vic. & Tocumwal NSW.
  • Country
    Australia
  1. 11/29 was cinder covered (not sealed) but only on a short portion of the western end; the rest was grass. The remnants can just be seen in the photo. The use of the letter identifiers for taxiways is a relatively recent thing. Under the GAAP (General Aviation Aerodrome Procedures) before Class D, there was no need for taxiway letter identifiers because there was no requirement for a taxi clearance to the active runway. 09/27 was quite wet most of the year and barely used. Interestingly, 04/22 was originally much longer. The new airport owners promised to re-align it when they built wareho
  2. I think the answer to your question may lie in your swinging the compass with the tail up in the flying attitude. That would change the relationship between the compass and the stray fields in the aeroplane and there are many of these. As well as electrical instruments that contain permanent magnets (EGT gauges in particular) any wire carrying a current also generates a magnetic field (which is why the wires to a compass light are always twisted together). All of these fields must be present when the compass is swung. A surpriusingly common source of stray magnetic fields is steel engine
  3. It gets easier if you remember that (a) the altimeter indicates the height in feet from whatever pressure level is set on the sub-scale on the basis of 30 FT per hPa (roughly). (b) a pressure of 1013.2 is only the pressure at seal level in the standard atmosphere and in real atmospheres this pressure will be something else.
  4. The answer is no. Firstly it would be highly unlikely that you would emerge just at cruise speed, more likely Vne or more. Secondly, the rapid acceleration would continue until you got the nose attitude back above horizontal. By that time it would have broken up in flight ("the wreckage was found scattered over a large area") or completed the manoeuvere underground.
  5. Lots of nostalgia there thanks Phil. Dave Squirrell still has a Facebook page and I get reminded of his birthday every year. A very skilled instructor was Dave I watched him one day teaching crosswinds on 30 with about an 18 knot component. He believed in chucking them in at the deep end! Dave started overhauling magnetos and generators in Bankstown in his later years. TIGgy Tiger is in my logbook somewhere also. I went to Keith Hatfield's closing down auction and bought two of his C150s for RVAC; they weren't too flash! Thanks for the reminder of simpler days.
  6. The origin of safety wire was to prevent the loosening of turnbuckles on control cables in earlier aircraft. With a left hand thread at on end and a RH thread at the other, combined with the direction of wrapping the cable strands during manufacture and the varying and reversing cable loads in flight, there are constant torque loads applied to the turnbuckle and lock-nuts at each end. Many lives were lost as a result of the turnbuckle unscrewing. Soft iron wire was used at first then brass became the convention before the Americans introduced stainless steel. The lives saved would p
  7. All taildraggers want to go down the runway backwards. Fancy footwork is therefore required. Any drag that you can add at the back reduces a taildragger's natural directional instability. Having the stick back during the ground roll helps a lot. The raised elevator provides aerodynamic drag and downwards lift which increases tail-wheel friction with the ground (particularly if it is a tail-skid instead). During the takeoff roll ground loops are less likely because the thrust force is adding stability, the rudder effectiveness is increasing with speed and the influence of a
  8. The change that is causing all of the confusion was made by CASA in May 2013 via AIP amendment #75. The change required broadcasts at aerodromes not on charts to be made on the Area VHF instead of the MULTICOM (126.7) as previously. There was no stakeholder consultation and therefore no opportunity for users to point out to CASA the unintended consequences of the change. There was no education process either so very few knew about it and we had the ridiculous situation where ATS were telling pilots to vacate the area frequency when making broadcasts. So not even ATS knew what was goin
  9. Since symptoms are the same with two radios, it all points to the aircraft side. The most likely problem is RF feedback from the antenna into the mic. input during transmit. This is usually results from radiation from the outside of the coaxial cable during transmit The ferrite filters mentioned earlier are a good precautionary measure but do not address the cause which is usually the antenna and ground plane and particularly the quality of the electrical bonding between the two. An SWR check would rule out the antenna/ground plane (but probably rule it in) but it is easier to routinely
  10. Jerry Atrick already Lance? Looking forward to catching up next year then. Thanks for the response. Cheers, Dick.
  11. Yes I have a bunch of them Phil although some of them get a little dated with changing regulations. I have since located a real Carruthers flying around in an A380 so the need for caution. Try the attached for starters. Prop- IT'S CLOSER THAN YOU THINK 1992-08.pdf Prop- IT'S CLOSER THAN YOU THINK 1992-08.pdf Prop- IT'S CLOSER THAN YOU THINK 1992-08.pdf
  12. Yes, that is quite true. Since writing that article I have read that Pratt & W state this with respect to their radial engines which really do have an issue with hydraulic-ing . The reason for winding backwards in the Tiger Moth days was purely for safety: because the impulse coupling did does not work backwards, there was less chance of an accident start and the aircraft bolting. Now days there is an additional reason: many dry vacuum pumps have trailing vanes and these easily break when rotated backwards. Frankly, I have always rotated it forward but the Tiger drivers I notice seem
  13. Please do not trust your life and limb to the structural integrity of a zip-tie Dave. There is some serious and knowledgeable advice in the above responses. Good luck, Dick.
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