Jump to content
  • Welcome to Recreational Flying!
    A compelling community experience for all aviators
    Intuitive, Social, Engaging...Registration is FREE.
    Register Log in


  • Content Count

  • Joined

  • Last visited

  • Days Won


onetrack last won the day on November 9

onetrack had the most liked content!

Community Reputation

1,406 Excellent

About onetrack

  • Rank
    Well-known member

More Information

  • Aircraft
  • Location
    Perth, W.A.
  • Country

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Jim, the MSDS sheets for Phos-Chek states that the product contains Ammonium and Phosphate compounds, neither of which are deleterious to the environment, because Ammonium and Phosphate compounds form the basis of many fertilisers. The MSDS sheet also states "The product is not considered harmful to aquatic organisms, nor to cause long-term adverse effects in the environment". Re the burning of roadside vegetation - Yes, I can remember much roadside burning in the 1960's and early 1970's, until it was realised it created more problems than it solved. There have been many traffic crashes as a result of thick smoke caused by roadside burning. There have been fatalities and many major injuries from this. I personally know one person who was killed as a result of roadside burning. It was a neighbouring farmer who was standing on the back of his truck by the edge of the road, monitoring the roadside burning. His truck was enveloped in thick smoke, and a local fuel agent, driving his 9 tonne fuel truck, roared through the smoke at 80kmh, and ran into the rear of the farmers truck, killing the farmer instantly. Family members have been personally involved in running into large roadside trees that caught fire after roadside burning, and then kept burning unnoticed, and burnt down during the night, and fell across the road, after the fire crews departed. Roadside fires destroy a lot of remnant natural vegetation, damage fences, and reduce habitat for a lot of small native animals. So roadside burning got the heave-ho, and it won't be back. I have to agree about the crazies lighting fires. The problem is a whole new upcoming generation that have been taught more about climate change, than the danger of lighting fires in the open during fire ban periods. Here we an exact example of what I'm talking about - juveniles who are outright uneducated dills, lacking even basic common sense. The sad part is they breed rapidly, and produce more like them. https://www.perthnow.com.au/news/perth/two-teenage-girls-caught-on-camera-lighting-fire-in-perths-south-ng-b881381838z
  2. The basic problem is that there is a huge difference between Australia and Canada - and even the U.S. and Russia - when it comes to utilising large water-scooping aircraft for firefighting. That simple problem is, in Australia there is a major lack of large bodies of relatively fresh water, to enable water-scooping by aircraft. Canada is the exact opposite, it is 90% freshwater lakes, and even the U.S. and Russia have substantial lake areas to scoop up water from. The available water in most fire-hit areas, is in farm-style dams - which can provide adequate water for firefighting - but not enough surface area to be able to utilise water-scooping aircraft. You cannot use seawater for firefighting, it causes serious environmental damage, and the sea is rarely smooth enough to scoop water from with an aircraft, anyway. As a result, the smaller firebombing aircraft, and helicopters, will remain the most effective aerial fire-fighting tools for us in the near future, until some other advanced technology is developed.
  3. Hot, very strong winds from interior regions, coupled with high temperatures, make for fires that are unstoppable, even in lightly timbered areas. The problem comes with people in charge of firefighting agencies and fire protection, who don't understand fire mechanisms. In the devastating Yarloop (W.A.) fire of Jan 2016, we had people in charge of the firefighting agency who had inadequate experience and skills, to realise the day was going to be an ultra-extreme fire risk. The weather on the day comprised strong, hot, NE winds, coupled with temperatures that reached 43 deg at Perth Airport. A dry lightning strike started the fire in the Darling Range, SE of Perth. Wind picks up speed on the downside of any raised obstruction, and the wind was coming over the Darling Range hills from the NE, and picking up speed down the escarpment. The fire increased in size very rapidly, and started its own ember storms, which swept down off the escarpment, through largely-cleared rural country, at a speed that stunned virtually everyone. It became unstoppable, despite the heroic actions of many on-ground firefighters, aerial bombers, and individuals. It was a sobering lesson, and led to a substantial revamp of fire and associated agencies in W.A. https://www.abc.net.au/news/2016-01-21/yarloop-bushfires-before-and-after/7100968 https://knowledge.aidr.org.au/resources/bushfire-waroona-yarloop-fire-2016/
  4. I found a 1978 NY Times article that outlines the development of the new Avgas during WW2 - it was actually a superior blend of 100 octane, made to British Air Ministry specs, so the Americans referred to it as 100/130 octane. https://www.nytimes.com/1978/12/03/archives/new-jersey-weekly-4-who-helped-win-battle-of-britain.html
  5. Skippy, I can only surmise that the cost of the lead replacement additive, as well as a rapidly-declining number of unleaded engines, would be the reason for the potassium lead replacement compound not being added by the oil companies. Interestingly, in the U.K., the oil companies did agree to add Potassium-based Lead replacement additive, to their unleaded petrol. The general opinion is that the Potassium additive is not as effective as Lead tetraethyl. One has to remember that Lead tetraethyl was initially added to Avgas during WW2 as a desperately-needed octane booster - to get the Avgas of the day to 100 octane. In fact, there's a story about a secret shipment from the U.S. to Britain of the brand new 100 octane, Lead tetraethyl boosted Avgas, that enabled the RAF aircraft to win a crucial air battle against the Luftwaffe. But after using the Lead tetraethyl boosted fuel for a period, the mechanics and engineers noted that valve and valve seat recession problems had virtually disappeared - and it was then that they figured it was the Lead oxide coating that was lengthening the life of the valves and valve seats under high RPM, high temperatures, and high engine output conditions. There are other Lead-replacement compounds used besides Potassium - Sodium, Phosphorous and Manganese compounds are also utilised by a number of aftermarket suppliers. Sodium-based - https://www.ebay.com.au/itm/RED-LINE-OIL-LEAD-SUBSTITUTE-12OZ-BOTTLE-RED60202-/303257644635?_trksid=p2349526.m4383.l4275.c10#viTabs_0 Phosphorous-based - https://www.fastphaseclassics.com.au/product/castrol-valvemaster-lead-replacement-additive/ Flash Lube, with their Valve Saver product, refuse to state what chemicals they utilise, even in the MSDS. The MSDS merely says "non-hazardous chemicals - 100%". There are reports that the Potassium and Phosphorous based products can make for sticky valves and sooty engines. The Sodium based products are reputedly damaging to turbochargers. The bottom line is that, a few years after ULP introduction, and many people running their cars on ULP instead of Leaded fuel, the reports of VSR were only minimal, and not common, as predicted. There would probably be two reasons for this - the number of cast-iron seat heads in use was declining, many engines were already using hardened seats and valves - and many motorists do not do the "high-speed, long-distance" running, where VSR promptly raises its ugly head, when ULP is used with cast-iron valve seats.
  6. The chemical compound added to petrol is actually tetraethyl lead, which turns to a tan-coloured lead oxide upon combustion. Lead oxide is a lubricant that lubes the valve stems and upper cylinder, and a layer of lead oxide coats the valve seats and faces, and reduces valve damage (valve seat recession) by cushioning the constant hammering against the seat. Without tetraethyl lead in petrol, and using standard valves and non-hardened, cast-iron valve seats, you end up with recessed valve seats and burnt valves, particularly with constant high RPM operation. You can counteract the lack of tetraethyl lead by utilising stellite faced valves and seats (inserts). Some hardened seat inserts are high chromium alloys, rather than stellite. These components are sometimes nitrided as well to increase their durability. Nitriding introduces nitrogen into the surface of the metal, and it produces a similar result to case-hardening steel. There is a lead replacement chemical, it is a potassium compound, and it is readily available as a fuel additive. https://www.nulon.com.au/products/fuel-treatments/lead-substitute-valve-saver
  7. Post #41 by "Gibbo" in the link below, explains fairly clearly why the fire truck did not proceed through the locked gate to the burning Jab. https://www.recreationalflying.com/forums/topic/6491-jabiru-fire-at-bundaberg/page/2/
  8. Hmmm, sounds like this mob could be in trouble as regards compliance with the NSW Lotteries and Art Unions Regulation 2014 - and I'll wager the winner will be getting his lawyer to examine the T's&C's of the competition, if they don't receive the stipulated prize. https://airventureaustralia.com.au/about-us/terms-conditions/
  9. Kununurra, there have been major legislation-tightening responses to major building fires, worldwide. The Grenfell fire, the Childers fire, and a number of major Middle-Eastern high-rise building fires, have all led to increased legislation and tighter, high-rise building, fire-protection requirements. The major increase in the number of apartment-style buildings in Australia is leading locally, to more fire safety legislation, usually incorporated into new or revised building and construction laws. The Climate change drive is adding to the chorus, hotter weather events correspondingly leads to more fires - including bushfires, which also fall under tightening legislative requirements. In W.A., the Govt has introduced the BAL requirement - Bushfire Attack Level. Large areas of the State are covered by this rating, and it involves substantial additional costs for home and property owners, and has led to a burgeoning market in fire safety advisors and consultants, fire equipment retailers, and fire safety equipment retailers. https://www.globenewswire.com/news-release/2019/03/13/1752273/0/en/Global-Fire-Protection-System-Market-Will-Reach-USD-98-85-Billion-By-2025-Zion-Market-Research.html
  10. You normally have to stand to be corrected.
  11. But surely, somewhere along the way, people will wake up to the rort of "loyalty points". There are already plenty of articles from educated people warning others of the fallacy of "chasing points".
  12. Qantas doesn't make money flying people around the world - it only makes money, because it rorts every FF points holder - to the extent that the FF programme is actually more valuable than Qantas. https://www.smh.com.au/business/companies/qantas-frequent-flyer-program-turning-into-airlines-biggest-money-spinner-20170512-gw34wq.html
  13. The class actions are popular simply because they're fully-funded, and offer a possible return, for no requirement for the plaintiff to pay anything up front. I joined a class action against banks once, for recovery of account fees that were deemed unlawful, based on the fact that the fees charged had no relationship to the costs or losses incurred by the bank. The class action failed miserably (as virtually all bank lawsuits do), simply because the judge ruled that there was no need for the bank to prove it had lost money or incurred costs via customers failure to pay, or pay on time. The judge ruled the bank could charge what it liked as fees, simply because it was a penalty decided by the bank, and they could decide on the size of the penalty. The class action cost me nothing up front and it cost me nothing to lose. The correspondence from the litigation funders made this abundantly clear. The lawyers writing up banking contracts and agreements rarely leave any holes in those contracts and agreements. And at the end of the day, who has the virtually unlimited funding to reject any lawsuits, for as long as it takes for the other side to run out of money, and will to prosecute? The Bond Corp funding clawback saga took 27 years to come to a grinding halt with a mediated settlement - then the litigants who didn't join the class action in the first place, stepped in to make a claim for their share of the $1.75B pot, proffered by the banks. Then the W.A. Govt stepped in with legislation that stopped any further litigation or claims resulting from the case, to enable an end to it all - and the new litigants took that action-stopping W.A. legislation to the High Court, and it was thrown out as invalid, and "inconsistent with existing tax laws". Thus the merry-go-round started up again, and it will continue to at least the middle of the next decade. https://www.abc.net.au/news/2016-05-16/court-rules-against-wa-government-bell-group-alan-bond-laws/7417122
  14. I can remember a story from many many years ago, about a child being taken for a first joy ride, who stood up to see his house from the air, and got his small foot jammed in the control linkages. The pilot was apparently totally unaware of the source of the jamming, and the aircraft crashed, resulting in fatalities.
  • Create New...