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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. Moved on, to - what? The next life?, the priesthood?, a different career?, another country?? Inquiring minds need to know.
  2. 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.
  3. 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.
  4. 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.
  5. 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.
  6. 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!!
  7. 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
  8. 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.
  9. Gee, that landing in Shiroles, Costa Rica (6m 30s in) is pretty hairy, with horses all over the strip!!
  10. 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.
  11. "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.
  12. 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.
  13. 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
  14. I don't know how many remember, or knew about, the 80 yr old lady in the U.S. who landed a Cessna twin, after her 81 yr old husband collapsed and died at the controls. She didn't ever hold a pilots licence, but took some flying instruction around 30 yrs before, at her husbands insistence, that she try to learn how to take over, if he ever collapsed at the controls. One engine was out of fuel as she landed, so she landed on one working engine that was spluttering, as it ran out fuel, too. She did a hard landing and collapsed the nose gear, but got the aircraft down in one piece. I reckon that would be very difficult to keep yourself composed under the stress of both trying to land an aircraft with little flying experience, and knowing your life partner of 58 yrs was dead beside you. The lady passed away just 3 years later in 2015. https://www.independent.co.uk/news/world/americas/80-year-old-lands-plane-after-husband-dies-7618015.html
  15. The bottom line is, what is a newsletter or club magazine trying to disseminate? Club news? General news? Educational articles? Advertising from businesses seeking sales from club members? The first is the relevant information to club members. The second is available anywhere, we live in the "news overdose" age. The third is also readily available to those who seek to enlighten themselves. The fourth is in our face almost daily, as businesses seek every avenue to keep their products foremost in our minds. This is not the 1920's, where communication was slow, the dissemination of knowledge was slow and limited, and people were desperate to find out what was going on. How many glossy magazines get glanced at as soon as they arrive, a couple of pages looked at, maybe one or two articles read - then the magazine is discarded to a magazine holder where it languishes for weeks or months before it's binned? I've been in clubs where the club magazine was a desperate effort to try and find someone to write up stories and articles of interest, and a fairly substantial number of club members would probably not read much of the newsletter at all, apart from reading about important dates, events and news on internal happenings in the club. Club or organisation glossy magazines are a waste of time, particularly where the numbers are relatively small. A simple B&W printed newsletter is all that is needed, giving out information simply on relevant club news. The big glossy magazines aimed at millions of readers, have fallen by the wayside in the last few years, decimated like a double-barrel shotgun blast in a flight of low-level ducks. The carnage in the glossy magazine field is continuing, and there is no sign it will abate anytime soon.
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