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onetrack

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onetrack last won the day on July 19

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About onetrack

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    Perth, W.A.
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    Australia

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  1. News media are saying the W.A. owner sold VH-DJU to a Gold Coast buyer, very recently. Ownership doesn't appear to have been updated in any online records, but that doesn't mean much. https://www.abc.net.au/news/2019-09-21/plane-crash-northern-nsw-coffs-harbour-two-dead-police/11535440
  2. I didn't even know there was an aircraft missing. Doesn't look too promising for the people on board, with that rugged terrain and no communication since 07:30HRS yesterday.
  3. Moved on, to - what? The next life?, the priesthood?, a different career?, another country?? Inquiring minds need to know.
  4. I personally reckon, the XPB Stage 1 has sunk faster than your average Russian nuclear submarine - and Bex has lost interest in it, and this forum, and won't be back here. Perhaps the realities of working on a project that in reality, promises minimal financial return (as do most UL aircraft designs) - and the additional reality of working under what is still a very controlling and domineering Communist regime (note HK) - probably led Bex to reconsider his life efforts path. Then again, he just might've won Lotto, and no longer needs to communicate with, or deal with, plebs. However, I agree with Marty, then man has a brilliantly quick wit.
  5. Well, perhaps it wasn't a nose dive, in the true sense of the word. But when he was going sideways, and the port undercarriage leg collapsed, he certainly nosedived enough into terra firma, to reduce the prop to stubs. I guess the lack of struts on the wings is a big factor in why they broke so rapidly.
  6. Sorry, I can't agree with your opinion. The aircraft didn't roll, it nosedived lightly, then did a quarter roll to the left, whereupon both wings and the LH landing gear broke off, and the fuselage roll stopped. I'm of the opinion he wasn't really going all that fast, when he ran off the runway and nosedived (maybe 35kts?), and I would have though the wing attachment strength would have been higher than what it is. The starboard wing fracturing downwards and breaking right off, with a simple quarter roll to the left, appears to make the wing strength look weak. I know the direction of the fracturing is being caused by some serious negative G forces, but I would have expected the starboard wing at least, to be able to handle that quarter roll.
  7. Gee, the way that Draco fell apart in the relatively low-speed nosedive, would give me little confidence in the basic strength of the aircraft.
  8. There are switch mechanisms and there are switch mechanisms. The design of many switches is just simply deficient, in their construction, and in their operating principles. Too many switches are too complex in their construction, with too many moving parts. Others are built with inadequate strength in the switching components. Too many have inadequate mechanism sealing against dust and moisture. I prefer simple push-pull, or good quality well-sealed toggle switches. Rocker switches are generally nothing but trouble. Horizontal Rocker switches are the worst - dust and general debris falls straight into them, and can't be got out without regular vacuuming. I've got a 230mm Hitachi angle grinder that has a particularly bad design, on-off switch. It's poorly designed and made of weak components, and it fails regularly. But the worst part is, when it fails, it stays on! There's nothing worse than wielding a bloody heavy, 230mm angle grinder with a powerful motor, and lots of centrifugal force thrusting it out of your grip - without it not shutting down when you expect it to!!
  9. Marty, did you know you can buy Chinese aftermarket radiators for the 912, off eBay? A new Chinese aftermarket one, might be better than a used genuine one. https://www.ebay.com.au/itm/ULTRALIGHT-AIRCRAFT-4-STROKE-ENGINE-ROTAX-912-912i-914-ALUMINUM-RADIATOR/273623424100
  10. Aw, C'mon shafs64 - the operational losses of the Hueys in 'Nam have to be taken into context with the style of use and abuse. There were little operational limits on the Hueys, they were used as troop carriers, resupply carriers, gun platforms, medevac choppers - and suffering from overloads more often than not. Miniguns and M60 MG's applying constant recoil vibrations to the airframe. Hard landings under fire, constant small-arms damage, which was often just patched and then the Huey was sent out again. The Huey had weights in the rotor tips to facilitate vegetation slashing - and vegetation slashing, they did, virtually every day. Imagine the impacts to the airframe and rotor head, as the rotor tips slash tree branches? You need to read Chickenhawk, by Robert Mason, if you haven't already. And if you have, you need to read it again.
  11. Gee, that landing in Shiroles, Costa Rica (6m 30s in) is pretty hairy, with horses all over the strip!!
  12. Facthunter, are you trying to say that the age of this Huey (1966 build) had a major bearing on the crash? I think that may be a little premature. I see a pilot who pushed on beyond any reasonable weather and light limitations. But I guess the ATSB report will produce any evidence needed.
  13. "Get-there-itis" is a common factor in many aircraft crashes. It's all related to good judgement, and good judgement comes from experience and good training. As the old saying goes, "good judgement comes from experience, which comes from poor judgement". But the other factor is the human factor of personality. Too many people suffer from poor judgement simply because of their personality traits - which traits can be very difficult to counter. In the hard-rock underground mining industry, an exceptionally-risky industry where good judgement and adherence to important safety rules and regulations is the difference between life and death, researchers have identified the "risk-taking mentality", as a primary feature of hard-rock mining deaths. And the "risk-taking mentality" is directly correlated with the individuals personality traits. These type of people regularly ignore rules and regulations that are designed to prevent death, because they're in a constant hurry, they consider they have "better knowledge than the people who set the rules", and they indulge in dangerous "short-cuts" to achieve a result, because they are intent on fast results. No better example of this type of personality exists, than the PIC who destroyed the Metroliner at Lockhart River. Despite being a supposedly experienced and capable pilot, his downfall was his constant risk-taking and "short-cut" mentality. These people are known to enjoy "living on the edge". That may be an acceptable approach for adventurers who love "pushing the boundaries" - but it's an unacceptable approach when other peoples lives are in their hands. I can recall discussion centred around how Qantas used to source its pilots mostly from the RAAF. But RAAF pilots are taught to take risks continuously - the exact opposite of RPT aviation. As a result, the ex-RAAF pilots had to undergo extensive re-training with Qantas to take no risks, the exact opposite of how they were originally trained. Angel Flight would be best served by simply weeding out the risk-taking variety of pilot, by simple examination of the professionalism of their chosen pilots, and the attitude of their approach towards flying management.
  14. I find it incredible that a pilot with a supposedly 30 yrs of experience would do this - push on into deteriorating weather and dust conditions that he obviously never studied in depth, pushed on after last light, and pushed on over water, when he had a machine that could land virtually anywhere. As a Vietnam Veteran, I know what Hueys can do, they are virtually unbreakable.
  15. I was always led to believe that cold engines were "tight" engines, with lowered component operating clearances, and therefore you kept engine RPM's down, until the engine warmed. However, air-cooled aircraft engines suffer from lots of WOT operation and a fickle operating temperature environment, that encompasses a very wide range of temperatures. As a result, air-cooled aircraft engines usually have bigger operating clearances, particularly in piston-to-bore clearances. If your aircraft engine is big-bore, the clearances are even greater. However, I would have thought that the water-cooled Rotax 912 would have had fairly tight clearances when cold. Rotax talk about being able to build the 912 with tighter clearances, simply due to water-cooling. Here's a very well written and informative article about pistons, by a gent from Wiseco, U.S. forged piston manufacturer. It goes into detail as regards piston-to-bore clearances, for every type of engine. http://blog.wiseco.com/piston-to-wall-clearance-myths-mysteries-and-misconceptions-explained
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