danny_galaga

The tiger has those pressure activated slats too. Dunno if the gypsy does

That was my thought too. Just the right circumstances that the fuel continued to flow while burning in the cabin. A giant kerosene lamp.

Just googled. Extreme heat due fire can release oxygen in ammonium nitrate, resulting in explosion, like in Beirut. I stand corrected on that front. Still as you've pointed out, this wasn't an explosion.

Doesn't it need a supersonic shock wave to knock the oxygen molecule lose though? Hence it's use as a plastic explosive? Potassium nitrate oxygen molecule is ready to strip off with just heat.

Dunno if ammonium nitrate would burn. Could be wrong. Potassium nitrate is used by farmers too, that will oxidise aluminium and steel nicely, turned the whole thing into one giant flare. Potassium nitrate, or potash is the oxidiser in black gunpowder and solid fuel rockets. Ammonium nitrate is used as a plastic explosive. Normally needs a shock wave to set it off. I believe American soldiers used to burn C4 as a camp fire fuel in Vietnam, it's that benign. That's just speculation. I'm not sure there's a reason to carry lots of that in a plane, I would have thought you would normally truck it

This guy flies a Yak 11, on a relatively low budget https://www.flyingmag.com/the-intricacies-of-getting-ready-for-reno/

Wake was cancelled for the public because the grounds would be too soggy for all the expected cars. Family only. I think there will be one later for friends. But I happened to be at the field working on my plane at the southern end of the field, so got to see the planes flying from the field. First a jet did several low passes! I think an L-39. Also a Tiger Moth, I think one of the Moths Dave flew regularly. A Cessna Bird dog, Boeing Steerman and Phil's red STOL.

I attended the funeral of Dave today. Some very moving eulogies from family and friends. Was wonderful to hear things about him he didn't feel the need to mention, like doing humanitarian work in Kurdistan in the 1990's, or teaching vocational skills in the prison system. He is missed by many people.

Apparently the sonar image can distort such that the wings look like that. They will be sending a camera down next so we should soon know.

Are you not flying the same aircraft as GA in RPC?

Bugger 😔

Not everyone in our hobby uses Rotax. Even in ra Aus there are a few aircraft with continental or Lycoming engines. If they go to the 760 kg limit then there will be stacks more in the mix. And I did post this in the US/Canada section 😉

😲

Dan has a go on ms simulator afterwards. I won't spoil it 🙂

It seems to me you could say the same things in every single ra Aus crash thread, so why not have a dedicated thread for that subject instead of starting the debate afresh in each crash thread?

https://www.recreationalflying.com/forums/topic/39585-here-you-can-talk-about-insurance/#comment-558631

Damn that's quite a weight savings 😲

BLA82 is right, we are getting way off track. I'm guilty of that too. There are a number of us here that knew one or both pilots personally. I myself am disheartened enough it's giving me pause to give up altogether. Dave wouldn't want anyone to stop flying though. He would always ask me how I was going with my build. I was looking forward to the day I could say to him 'its done!' I can't tell him that now. But I wouldn't want to disappoint him by quitting now.

Sorry, you are of course right. I'm heading to Boonah tomorrow.

Understand all that, and that it is not wise to be giving lessons on spins on a forum. You may have misunderstood what I was asking before. Markdun has mostly answered it. I was basically asking if a runaway trim could even cause a stall or spin when it is already all, or almost all UP. Before you even turn to base. In a sense, the only way is DOWN from there. And of course I only have my experience with the golf as a guide. The P92 may need hardly any up trim for all I know...

Yeah my only experience with electric trim is the golf, which is generally full up. For me I need it one led down from that. That's not much more up.

Right you are. I might have been thinking of a flat spin for power. Bear in mind I've never done one. I've thought about going up in a glider to do some spin training. Tonight I'll watch some training videos on spins to get my head right. About what I said about trim. I was probably being a bit perfunctory there about the procedure with the golf. I'm translating my muscle memory into words! First thing is close the throttle to idle, and the nose will drop. As you do this hold the trim up button. It takes a number of seconds so you should do it pretty much straight after shutting the throttle. Personally the main reason I don't like electric trim is this adjusting via 'timing' rather than by position. Especially planes like mine or the Savage Cub, you just push the trim lever instantly to the approximate position, then of course fine tune it by feel. And now you mention it, yes two flap motors would not be a good idea. Which still leads some of us to ask- why electric? My theory is it's easier to bolt an electric motor where you need and run electrical cables however you like, than to maybe have to design around some awkward geometry for control cables etc. Mind you, again looking at my plane, the trim is push/pull via Bowden cables so geometry isn't critical.

Dunno. The Tecnam Golf has a roughly similar layout to the PA 28 warrior. As far as I could tell, the warrior basically had a 'handbrake' bolted directly to the rod connecting the two flaps. Or looking at my own plane, the 'handbrake' pulls on a couple of bellcranks going to each flap. I can't see how using an electric motor, with a gearbox plus the wiring could be lighter. Of course maybe it's easier because of dihedral on the golf - just use two motors. But that sounds like even more weight. Thinking on this accident, again this is on the golf, I haven't flown the p92, when you close the throttle to descend before turning base, you put in full up trim to slow to descent speed. So if the trim 'ran away' it can only go pretty much one direction which is in the direction of higher speed/over shooting. On reflection doesn't seem like a runaway trim would cause a spin in this situation. Am i thinking about this correctly?

Could be because I was converting from GA he demonstrated it? I didn't find it very alarming as others have alluded to. Stalls were scarier. Perhaps he was just showing me the very first signs? I remember the main thing to watch is that a spiral dive has increasing speed whereas a spin (I've never been in a spin, just from what I've been taught) has a decreased or negligible airspeed. Dive- close throttle, level wings, gently pull back. spin- open throttle, level wings, opposite rudder, release pressure on stick etc