old man emu
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Posts posted by old man emu
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There was no need for an apostrophe because I was writing about more than one Prince.DOH!
Where's the apostrophe, I was misled Prince = 1 male offspring of a King
Prince's = something owned by 1 male offspring of a King
Princes = more than 1 male offspring of a King
Princes' = something owned collectively or singly by more than 1 male offspring of a King
Princess = 1 female offspring of a King
Princess' = something owned by 1 female offspring of a King
Princesses = more than 1 female offspring of a King
Princesses' = something owned collectively or singly by more than 1 female offspring of a King
You wuz not misled. You wuz misread.
OME
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Watch out for emails from Nigerian Princes seeking your help to export unused aircraft from Nigeria. You can make big money assisting in the removal of these aircraft from Nigerian airports. Just reply to their emails with your bank or credit card details.
OME
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That's the general idea. I don't know enough about the directory structure of the site to comment on how you would set up the Groups, then the individual forums. But I think you grasp my meaning....so I take what you are saying as having a separate "Top Level" section using forums as the medium (much the same way as I have done the News section...have I got that correct?OME
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Ah! But there's the rub. These people are fluent in English, ie their grammar and syntax are correct, but their native language adds an unintelligible accent to their speech.
OME
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I recently sent a change of address to CLARC so I could start on the renewal process for my licence. The only way I know that this has been completed is that I received the latest crash comic in the mail.
I, like so many others, am becoming totally fed up with having to deal with employees of government departments who have English as a second language and accents thicker than a Highland Scot with a cheek full of Novacaine.
OME
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My suggestion is to create a "Clubs and Schools" tab on the major menu bar after "Members"Is it better to have say a complete section for them say under the "Resources" menu tab?
Yes. Create a Group for each Club or School in the "Clubs and Schools" tab. You could ask a representative of the club or school to be the monitor of its Group.I could create a group for each Club or School and then hand the ownership of the group over to a representative of the Club or School.
Each club or school within the Group section could have a Forum where members could create threads which are particularly relevant to the club or school, so leaving matters of general interest to the all-ready existing forums.Or would it be better to have say a Forum called "Clubs and Schools" with sub forums for each State, and each Club or School could create their own thread. They could only have one thread so it becomes like a listing just like the way the "ADs and ANs" forum is done. Any new posts in the Clubs and Schools would then come up in the "What's New" feature.
Quite so.The important thing is to create it in a way that enhances the community aspect of the site, gets used and everyone gets to know what's happening around the traps in all the Clubs and Schools out there.Old Man Emu
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I'd rather have one of these Lift indicators fitted to a plane I flew than a whizz-bang GPS system. We didn't have a GPS when I learned to navigate, just a map with a pencil line; a compass and the ability to do mental arithmetic.
I have seen Angle of Attack instruments advertised for sale. Basically they are a slip ball mounted longitudinally.
OME
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Gee these threads can get all deep and meaningful, real quick.
I wasn't intending for this to get into a discussion of how to teach people to fly.
It was just one of those daydream thoughts you might have on a pleasant summer afternoon when you are sitting in the shade of a tree, with your back to the trunk, watching the comings and goings of the airplanes at your local airfield.
I reckon the worst part of learning to fly is landing. Do you get all tense and sweaty between turning Base and bumping down? I do. But it must get easier sometime, surely.I'm sure that when one passes that point, flying becomes truly recreational.Old Man Emu
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There area couple of things that interest me with this instrument.
Firstly, is it correct to call it an Angle of Attack indicator, or is it a Dynamic Pressure indicator (and therefore an indicator of the amount of Lift a wing is producing). From my reading of the various articles linked in the preceding posts, I believe that the instrument should be described by the latter term, and then by extension, a Lift Indicator.
Secondly, I don't like the title "Lift Reserve Indicator" because the word "reserve" tends to imply that the instrument is showing something that could be used, and this could lead some pilots to go too far into a danger zone. Having said that, if the indicator was used as intended, ie, it is safe to fly in the green arc, but watch out in the white, and stay out of the red, I think that it is a much better tool for use at low airspeeds than an ASI.
ASI's, like all pressure instruments have a lag time, and are do not show speeds accurately to one or two knots. That's why they are called "indicators". They are fine to use as navigation aids to help work out groundspeeds, but I bet there are a lot of you who can tell me that your AIS gives a different reading from your GPS in cruise conditions. These Lift Indicators are measuring Dynamic Pressure, which can be related more accurately to the amount of lift a wing is producing. Provided the instrument is tuned to the particular airplane it serves, I believe that it would provide more information than an ASI in relation to the state of the airplane's aerodynamics.
As a final point, the display of this instrument (and I refer to the analogue instrument) is more readily interpreted than that of an ASI. Next time you are in your airplane, grab the POH and look up the Table of Stall Speeds. Then quickly look at the ASI and see if you can determine where the needle would be pointing to indicate those speeds. I'll bet you'll agree that it is easier to determine that a needle position on the LI indicates either a safe, or unsafe speed at which to be operating the airplane.
Old Man Emu
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I can't disagree with your opinion, but the show is better than "The Biggest Loser Farmer has the X-Factor to Survive the Great Race with Talent."Seen 'dust up' a few times now and whilst I'm sure the main dude is a good pilot (second only to his dad who is 70+hrs and still flying ag...), the show is a little lame.OME
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Haven't you been watching "Dust Up" on TurboMax? It's about three crop dusters in Canada. About 7.00pm on Saturdays.
OME
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Yes, solo in 8 hours, but don't forget that large numbers of trainees were "washed out" before that time because they did not have the aptitude for flying and were reposted to other duties. (Those were the lucky ones. There were a lot who killed themselves and their instructors beforehand.)Around 8 hours was considered OK. They were capable of spin recovery before solo. There was more in it than we do now. WW1 stuff was a bit hit and miss. Plenty of people taught themselves. Lots of prangs. Think the low speed was the only saving grace. The Wright brothers taught themselves. NevWhat I had in mind when I started this thread was that there must come a Eureka! moment when all the practice finally gels and you realise that you have just done your first greaser landing. And from that time onwards you can set up and land an airplane almost subconsciously.
Why is it that it usually only takes one training session to master each upper airwork manoeuvre, yet mastering that quick trip down Finals to wheels is so hard. Is it that are constantly fed a diet of tales of landing failures, like stall-spins, heavy landings, ground loops and such?
I remember when I was learning to fly way back in my youth. I couldn't get the hang of cross-wind landings, no matter how much my junior instructor tried to show me. Finally he handed me over to the CFI. His instruction was simplicity itself:
CFI: "Can you drive a car?"
ME: "Uh hu."
CFI: "Well, as you are coming down Finals, kick in rudder to fly into the wind, then steer the plane like a car to keep on the line of the runway."
The next landing was my Eureka moment.
OME
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I find her a delightful young lady with a a professional attitude to her flying and care for her airplane and passengers.ain't Nina a pretty little thingOME
And she's a damned sight easier on the eyes than the glider tug pilots around the place !
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I reckon the worst part of learning to fly is landing. Do you get all tense and sweaty between turning Base and bumping down? I do. But it must get easier sometime, surely.
Haven't you watched heaps of videos where the pilot plops the plane onto a runway without seeming to have a second thought about what going on? How about all those WWll fighter and bomber pilots who got their planes back on the ground despite being shot up themselves, or having great chunks of plane missing or flapping in the slipstream. What about those amazing stories like the Gilby Glider, or the Landing in the Hudson River?
I've been driving a car for over forty years. I can't recall doing any conscious thinking about how I am going to get my car into the place I want it, be it a parking place or a a position on the road. Is it practice that lets my sub-conscious take over the mundane task, or is it experience that comes from years of practical driving?
There's a young lady currently operating a meat bomber out of Camden. I wonder when she reached that point where she can relax on final and monitor the plane's flightpath, rather than tensing up and wrestling it down to the ground.
I'm sure that when one passes that point, flying becomes truely recreational.
Old Man Emu
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Hey, Bigfella.mature age, 40 something, studentFor a lot of us on this forum, 40 something is "kid brother" territory. You've got 20-odd years on a lot of us.
Enjoy yourself, and don't forget to include the family.
Old Man Emu
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A young bloke at work with got his aircraft grade ply from a supplier in Dee Why, Sydney.
OME
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Geez I'd love a mohair SIDCOT suit!
OME
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Now there's a bloke who respects the really important people in aviation!Being happy with the airframe, turned on all the lights and ensured they were working, nothing worse than finding something not working when it's dark, and all the engineers are gone!!OME
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Guess you've got to buy some reamers separately.
OME
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Here's something that might help you do a thorough job when you carry out Periodic Maintenance on your airplane.
I suggest that if you download the files, you join Worksheet 2 & 3, then you can print the one file back to back.
WORKSHEET 1:
This is used to firstly note any recurring or once off ADs, Service Bulletins and regular inspections of instruments and radios. After these have been noted, you can note any jobs that need to be done, such as replacing tyres, spark plugs, fixing coverings etc.
After the ADs etc have been carried out, they can be signed off by the person who did the job, and countersigned by a suitably qualified person (L2, or LAME). Always ensure that the last page is completed as this provides a final quality control process.
When the Maintenance has been completed and the logbook written up, the checklist can be filed to form part of the airplane's service history.
Old Man Emu
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No. We won't lose Bankstown and Camden. The Federal Airports Commission only sold the leasehold. In reality, the Commonwealth still retains ownership of the land, so unless some dumb politician gets the idea to kill aviation, they will remain airports until the next century.
This sale could be a positive result for those engaged in aviation. If the leaseholds get sold, those who had leases with BACH will have to renegotiate leases with the new leaseholders. This time they won't be conned into signing leases that disadvantage them in relation to lease transfer and sale of physical assets.
Getting rid of BACH might be a shot in the arm for aviation in teh Sydney Basin.
OME
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WTF!!!!!!!!!!!!
Bluey, have you got a reference for that???
OME
Where's the apostrophe, I was misled 
ABC reports 2 dead in a light aircraft crash near Bundaberg
in Aircraft Incidents and Accidents
Posted
This is a bullshit cop out by the ATSB. They are usurping the role of the Coroner initially, and the Criminal and Civil Courts ultimately. The ATSB blows its trumpet by saying that it is the most expert in investigating aviation incidents. BULLSHIT. I'd rather see an investigation carried out by the Crash Investigation Units of the State Police than a half rsed investigation by ATSB (if they think that such an investigation is economically worthwhile)
Let's get the sequence in correct order. The first step in an investigation is to gather facts. Then these facts are examined. This examination may reveal that an offence may have been committed. If Police investigate, and form the opinion that a crime has been committed, they can immediately lay charges. If they are unsure, the facts are reviewed by the Coroner. The Coroner can either recommend charges, or not. In either case, the discovered facts can form the basis of a Civil action.
If the ATSB thinks that witnesses won't talk for fear of entanglement in legal proceedings, and so won't release the statements to the legal system, so be it. There is nothing stopping Police from conducting a parallel investigation. If the ATSB won't release information it has, then isn't it puting itself in the same position as a witness who declines to speak to Police? Is the ATSB above the law?
And don't think that the ATSB has the best qualifications and resources to investigate incidents. There are LAMEs who are more highly qualified in airframe, engines and systems than ATSB investigators. In civil matters, where there are large financial claims involved, money is no object in examining all the evidence available.
Let's stop putting the ATSB in a pedestal and placing offerings at its foot. The ATSB is a government functionary, affected by financial and political constraints.
OME