old man emu

I bet there were a lot of Hurricane pilots who didn't have much of a love for the hype given to Spitfires. Like comparing a plough horse to a show pony.

Here is the Australian Standard for storing bulk fuel. http://www.cityshelving.com.au/_r1766/media/system/attrib/file/277/as-1940-2004-the-storage-and-handling-of-flammable-and-combustible-liquids.pdf

Meet the requirements for outdoor storage and you'll be sweet.

I'm curious to know if, in this day and age, forecast winds are frequently not a reflection of the actual winds below 10,000'.

a lot of my dymo labels have faded, coloured wiring make sense, its easy as heck to trace.  

Using Dymo labels is a bit anal. Humans developed colour recognition before writing, therefore we can identify a colour more easily. Identifying a word takes more brain function, which, when identifying wires by colour code is not really required.

Calling "Mayday" when not in actual danger is like calling for an ambulance when you bark your knuckles. "Pan"  might be more to the point, but what about a simple advisory call to ATC telling them the situation?

On the flip side, is it poor airmanship to undertake a flight with such poor pre-flight planning that all legally available fuel is used before the destination is reached?

Copied from the CASA link

"Prior to the rule change, pilots and operators had to calculate fuel to accommodate two contingencies; engine failure and depressurisation, each with different reserve requirements.

The new rules make this calculation simpler. Now the ‘additional fuel’ calculation is based whichever of the contingencies requires the greater amount of fuel plus a reserve fuel of 15 minutes plus an approach and landing allowance."

Here's the problem: Which requires more fuel to deal with in a two-seat, single-engined aircraft restricted to day VMC conditions, cabin depressurisation or engine failure?

I can depressurise the cabin by opening a window, or fresh air vent. In the event of engine failure, fuel requirements tend to drop to zero litres per hour.

I have used a Dymo labeller and 8 point font to make ID tags. Takes the worry out of poor penmanship. The wire need to be wiped over with metho to clean off any oily residue before the label is put on and then covered with clear heat shring.

This one would work: http://www.airservicesaustralia.com/flight-briefing/flight-notification-form/

Tefzel wire has a white outer cover. It doesn't come in a variety of colours as does automotive wire which make tracing circuits easier. In order to make identifying and tracing the wires a little easier, I suggest that you buy a few lengths of heat shrink tube in various colours. Put a short length of heat shrink at each end of the wire, and record the colour sequence on a wiring diagram. You can use as many colours as you like, as long as you document the meaning of eeach colour or combination of colours.

Here's a link to the Lucas wiring codes which can be used as a standard.

http://www.team.net/sol/tech/LucasColours.html

One of the first programs was about the building of a Fokker DR 111 from original plans. The build was done in England, and I think this is an English series. Although it is probably a bit technically light for the likes of us, it at least doesn't have the stupid aggressive interpersonal crap and the race to the deadline that American build/restoration shows have.

I always wish that these docos would spend more time inside the cockpit and/or passenger cabins, as well as some video shot from the pilot's seat during the flying of the planes.  

I would pay a bit more for GA register because it gives more confidence that maintenance has been done to a standard. And could always re-reg as RAA, whereas going the other way may not be possible if lack of maintenance records.

In either category, I would be looking at the maintenance records very carefully. The better the records, the more dough I would be prepared to part with, alternatively, the poorer the records, the more I would knock down the price.

I normally don't shop for my precision tools at Aldi, however being a German company maybe they are quality.Just so long as those chaps at Narromine don't buy their AN bolts from Bunnings

Here is some information on suitable torque values for AN nuts - http://www.supercub.com/pdf/AN Bolt Torque.pdf

There are a few suppliers of certified aviation hardware who will sell you "one of these, two of those" so you don't end up with a heap of half-empty plastic bags of things when the job is done. These suppliers will also provide you with information to cover traceability requirements so that you know your plane is not held together with tapped wire from Wunhunglo Provence. 

For the amount of torquing you are going to do, it would be a waste of money buying a digital torque gauge. The idea of using a torque wrench is to ensure that all fasteners are equally tight, and that excessive force is not applied so that the fastener is weakened.

The lecturer is not supposed to answer the question.

What's this?

That's almost like asking how long is a piece of string.

Here's some straight talk on  choosing a toque wrench:  http://wbtools.com.au/how-to-choose-the-right-torque-wrench

I bought my torque wrench from ALDI. How often do I used it? There are about eight head bolts on each of the two cylinders of my bike. I've had the heads on and off about three times in six years. Never because of a blown  gasket or warped aluminium heads. If you have to buy a torque wrench, consider the reputation of the manufacturer, or google its reviews. Here is a review for the ALDI one http://caravanersforum.com/viewtopic.php?t=31131

And another one https://fordforums.com.au/showthread.php?t=11442945 

The test results are only about 2 lbs-ft different from the set value. Close enough for government work.

If you are anal about getting the torque correct on a fastener, then you have to have the wrench calibrated about every two years, and it should be checked  against a known torque every time it is used. Apart from biennial calibrations, most torque wrenches in LAME shops don't get that check before each use. You have to remember that a torque wrench won't give you an exact result in practical situations. Each one comes with a notification of its expected variation from the value set.  If you have to buy a torque wrench, consider the reputation of the manufacturer, or google its reviews.

Just to clear a minor point, the offence of "Undue Noise" relates to the machinery of a vehicle. About the only example of that is the use of a compression brake. I think this offence dates back to the early years of motoring when cars would clatter and bang. Over the years the engineers have removed the causes of that sort of noise.

The loud noise from engine silencers is covered by the offence of "Inefficient Silencer"

As you say, give a hoon an invitation to visit the Environment Protection Agency's noise testers, and the faulty silencers will be whipped off like a bride's nightie before the hoon rocks up for the sound test. As soon as the test has been completed, the noisy system goes back on.

Shows just what lame brains these hoons are. The engine designers have spent a motza getting the best exhaust flow possible within the legal parameters, and the hoons , with no degree of learning in the area, decide that they know more than the boffins.

I love siting at traffic lights on my Harley idling about 800 rpm and a regular "pop" pop" emanating from the fish-tailed muffler, listening to the music on the car radios beside me. Also  I can ride off from my house and not wake up the dead in the cemetery in the next suburb.

Anyone, motorcyclist or ute/Subaru driver who thinks that blaring exhausts increases machismo must have two dicks.

I had a google for blue foam suppliers in Adelaide and I could not find any there or in South Australia. Looks like all the suppliers are on the east coast or in Perth.

Hang on! I found this https://www.foamex.com.au but they are up Elizabeth way. Worth contacting them to see if they have an outlet on your side of the city.

Crane made in India. Need one say more?

The Boeing 787-9 has an empty weight of 110700 kg. If the plane was on a level sealed surface; tyres at normal pressure, and wheel bearings in good order, then if the rolling coefficient of friction of the surface was 0.30, then the force required to accelerate the plane from zero to 1 metre per second would be:

F = m . a

= 110700 . (9.8 . 0.3)

= 110700 . 2.94

= 325,458 Newtons.

However, 1 metre per second = 3 kph, so to determine how much force the Tesla had to exert, you would have to know how the time and distance it took for the car and plane to reach a constant speed, and what that speed was.

3 kph is a gentle strolling pace. I doubt if the final speed reached was so fast.

W-10 Wittman Tailwind

W-10 Wittman Tailwind

The lower one is the Ghost of Bomber Past.

(Thank you Charles Dickens)