rick-p

Right on Nev. Ask glider pilots what they know about this issue and you may be surprised by some very real life incidents. I remember hearing of a glider, I think a Blanik, if that's how you spell it, a few years ago almost coming to grief in circumstances I would now, knowing the physics of the matter, say that is what happend to it namely flutter induced by excessive TAS above the VNE when from a great height whilst practising stalls the student over recovered, with stick fully forward, rapid increase of speed past VNE thus dramatically reducing the flutter margin to a point where it arrived at a negative value. The ensuing flutter in the control surfaces saw the plane almost impact the the ground before pulling it out by the grace of god or it breaking up. WHAT HAPPEND TO CT whatever (sorry Ian) in Italy? Don't forget that gliders have very long and flexible wings with a propensity to be quite slippery it doesn't take much them to exceed VNE in a dive or fast decent from height and this is where the problem can lie for the uninformed. Rick-p Don't let this be you

Guys a couple I intend to look at are the Gannet seaplane and the Freedom amphibous. I understand that they are manufactured in Spain. They have excellent spec's but also goodly price tag but are quality. Has anyone had anything to do with these planes? I think that there is also the Allegro on floats. I suppose I really would prefer a hull as opposed to floats. A hull would appear to be better suited to where I want to use it or use them. Anyway any assistance by way of advice or a heading in the right direction will be greatly appreciated. Regards and thanks, Rick

Ouch

Yes because of your height and the less air your speed has actually exceed your VNE. I haven't got the formula in front of me but isn't it what you call the flutter factor which in simple english converts to the pucker factor as your aircraft breaks up around you. Rick-p

Does anyone have any personal experience in owning or flying seaplanes (RAA types) as I'm looking at a project involving such aircraft and any input from the converted would be great. Rick-p

Nev, "A lightning strike is likely to cause major changes of a permanent nature" Mate this is the quote of quotes it would get the Oscar. The mind boggles, the imagination runs rife when one gives your quote an analytical evaluation. Did you receive my PM? Rick-p

Rob if you have no luck obtaining one then PM me. Rick-p

My understanding is that a 912 will take you to the accident site if the fuel tap is off whilst the jab will only take you, maybe, to the threshhold. Why speculate (not directed at you Ian just a general comment for all eyes) wait for the facts because of some off what you are saying sticks like mud on the PIC and maybe there is no pilot error involved only mechanical mayhem. Food for thought. Rick-p

Ian you are making me jealous, the wind here today was unbelievable for the best part of the day. My brass monkey is still looking his lost possessions and it was that cold and the Bundy turned to ice.:hittinghead::hittinghead::hittinghead: Regards, Rick-p

This is a quick reply "WELCOME AND HAPPY TRAILS"

Can you send some up here because things are beyond desperate.

Interesting reading Darren but sad in all the circumstances. I wonder what the autopsy showed. As the PIC said the manouvers executed a while before the incident were performed very competently. Very sad, to say the least. My great fear, to have my family on board with me and....... you can guess the rest. It's still the safest way to move about. Regards, Rick-p

Hi Rob, Call Jabiru and get the good oil on the matter. I know that all the Jab 2200 operating in the Philippines run on mogas but always hi- octane, not less than 95 and the mo-gas there is better than Oz's whilst the diesel is lousy. Jabiru advise with the motors exported to the Philippines on the minimum reqirements of the mogas to be used. There is a jab 2200 around my patch that has been running on mogas for years without a problem but I understand that the mtor may have been tweaked in some way. Regards, Rick-p

Hi Bob, I guess that there are still some of us left with that little green book with the tear out pages (or removal at least) and provision for the medicals that would never fit properly in the back of it. At least it gave us a ANR basically for life, a bit like the mark of the Devil. Regards, Rick-p PS Sorry to hear about the demise of the love of your life.

Guys, Once again I can see the paranoid machinations of a few driving the direction of big brother. You guys are hell bent on giving people ideas that we really don't want them to have. Why can't we happy with our lot? I enjoy flying the low and slow and then slipping into the fast and furious for a blast to fields afar. We are the luckiest pilots in the world as there is no where else on the planet earth that can we do what we do with the freedom we have to do it with. Please don't spoil it by jumping at shadows as evolution is important, we are evolving into something anybody with a budget either small or big can participate in. History has proven that interference for the best part usually gives us something that we don't want. I would give my eye teeth to have my old Auster J1N registered RAA and you couldn't get more rag and tube than it. The RAA people in my book do a great job for the best part, some of them giving up their time and freedom for nothing more than the joy of flying. At a guess most are pilots, correct? Then ask yourself this why would they want to cruel it for themselves? Recreational flying is what you want to make of it and still can be cheap flying and will if one wants remain cheap flying, live the dream don't shoot the messenger! That's my two bob's worth and as I understand it we still live in a democracy so I can say what I feel (within reason). Rick-p:hittinghead:

I see that you have all forgotten the priciple of flight for a chopper or gyro that is they are so ugly that the ground repels them. On examination of this case it is quite obvious as to the cause, the pilot's wife was so good looking the law of flight for these machines was in this case inverted by her beauty and the machine rather than repelled from the ground was attracted to it. Rick-p PS It's good to hear that at least in this incident the couple were OK. Just remenber when it all turns to crap the result we all seek is that we walk away and that always makes for a good landing.

MAGIC:thumb_up:

Hi Redair, I have it on good authority that the old 80hpUL motor is stronger and basically bullet proof. Engineered and manufactured stronger, overall. Don't take my word for it do a weight and measurement comparison on the crank case. Rick-p

Hi Ian, well at least in your shed you can see the planes. In my sheds I keep finding them by accident, like the Skyfox I found today when I tripped over it amongst the junk. Actually, I also found the other Gypsy Major MK10 I want plonk into Kilo Charlie Zulu. I'm still looking for the Lambada which is a bit disconcerting because of it's size, oh well I suppose that I will find it in due course, probably full of snakes by now. Good thing I sold the Supa Pup. Maybe a seeing eye dog would help. Clean up my shed oh my goodness that would be disasterous as I would then have to do some maintenance work on them. It maybe a little easier after I have added the next 40ft extension to the shed. I would post a picture but then the authorities would know my location and start an investigation. ;) Regards, Rick-p

Andrew, no problem, anytime mate. Rick-p

Hey Tony remind me not to walk on your corns. Seriously though, the guy you are all referring to is as bad as you all collectively state as I have seen all the paperwork proving it and further, seen it (him) in action coming within a few metres of a roof top of a house in a built up area. If the engine had quit I have little doubt that someone would have died. The aircraft was that low the incident became the subject of a police charge, dangerous operation of a vehicle. Regards, Rick-p

Tony I think that you hit the nail on the head earlier with your reference to training or lack of it or even bad practices on the part of PIC. I have seen discussions previously in these forums about fuel cocks that is the pros and cons of leaving them on after shutdown and or turning them off. I believe a lot either have forgotten the importance and the proper use and reason for a fuel tap. The same applies for the use of an electric fuel pump if the engine fitted has a mechanical pump. Some have argued that if you turn off the fuel to a 912 and forget to turn it on at start up you will get of the ground before the engine stops. I don't know if it is true but it really isn't relevant, is it! Some think that you only turn it off so with some carby's you don't lose your fuel on the ground overnight. Fuel taps or cocks or whatever you like to call them are a safety device to reduce the risk of fire in an emergency situation. You are isolating one of the catalyst's for disaster. The same reason why we turn off the electric fuel pump, master switch and anything else electrical or capable of generating heat or a spark on impact. For example a hand held radio if switched on and the battery seperates from it on impact may well explode or spark the same as a digital camera can or GPS. The point I'm making is that if you never touch your fuel tap or give consideration to the other matters I have addressed herein and trained for the emergency how the hell will it all be remembered in an extremely stressful situation that requires immediate attention. I believe that the increased number of post impact fires are due to the fact that the aircraft has impacted the ground in a live state like a grenade with the pin pulled. Scenario, aircraft impacts the ground, master switch on, electric fuel pump on fuel tap on. The impact causes fuel line to break, fuel on hot exhuast and fire starts, fuel is continued to be pumped but if electric pump is out of order then because the fuel tap is on it will in most cases gravity feed fuel to the fire leading to the end result of crispy cooked occupant/s. I can't think of a worse way to meet one's demise. I have often thought about a mecanical operated fire extinguisher system under the hood for ultralights which could be rigged to go off on frontal impact filling the engine compartment with foam or powder. There is a material you can use in the fuel tanks of land vehicles which reduces explosion and burning, the military have used it but from what I understand is that it's not suitable for aircraft fuel tanks for various reasons. It also cuts down the capacity of the tank by up to 20% and also weighs a bit. It is like steel wool or metal shavings from a lathe. I believe that in order to reduce the incidence of post impact fires a good start would be thorough training and practice in that area as to what you need to do when you find tera firma coming up to meet you at a great rate of knots. As an aside, as to the use of electric pumps, if the engine fitted has a mechanical pump, the electric fuel pump should only be used on takeoff and landing not in normal cruising mode, but thats just my view and I'm sticking to it. For what it's worth that is my two bob's worth. Regards, Rick-p

Was the extra fuel ok, no problems? Regards, Rick-p

I JUST THOUGHT THAT I WOULD LIKE SOME OF WHAT HE WAS ON!:devil:

Ian your choice of words of that situation you described is very sedate I have experienced it and sheer terror would be more like it particularily when you know that there is a tree line somewhere ahead of you and you can't see a thing. Rick-p