old man emu

An apology:

In Post #125 I made a comment that on further reflection occurs to me to have been a personal attack on a person whom I do not know. It was wrong to make a personal attack, and that opinion has been that of a moderator who has deleted that sentence.

What I should have done was to attack the action, and not attribute it to any particular person.

Therefore, I rephrase:

My personal feeling is if I say anything before anything really bad happens the people involved have been in the aviation community long enough will use there influence against me to discredit the allegations.

This is a gutless stance for anyone to take.

Old Man Emu

An apology:

In Post #125 I made a comment that on further reflection occurs to me to have been a personal attack on a person whom I do not know. It was wrong to make a personal attack, and that opinion has been that of a moderator who has deleted that sentence.

What I should have done was to attack the action, and not attribute it to any particular person.

Therefore, I rephrase:

My personal feeling is if I say anything before anything really bad happens the people involved have been in the aviation community long enough will use there influence against me to discredit the allegations.

This is a gutless stance for anyone to take.

Old Man Emu

My personal feeling is if I say anything before anything really bad happens the people involved have been in the aviation community long enough will use there influence against me to discredit the allegations.

Sure allegations of wrong doing will be fought. People who are do the wrong thing always fight against being found out and dealt with by the rest of Society. At the same time, there are crimes of omission. Failure to report wrong-doing makes the person who fails to report it an accessory to the wrong-doing.

If the matter is so grave that you think that it must be reported upon, then report it. If you do, and your concern is found to be true, the rest of us will sing your praises. If the matter is true and you don't report it, the rest of us will condemn you as an accessory.

It's your choice. Make it.

Old Man Emu

My personal feeling is if I say anything before anything really bad happens the people involved have been in the aviation community long enough will use there influence against me to discredit the allegations.

Sure allegations of wrong doing will be fought. People who are do the wrong thing always fight against being found out and dealt with by the rest of Society. At the same time, there are crimes of omission. Failure to report wrong-doing makes the person who fails to report it an accessory to the wrong-doing.

If the matter is so grave that you think that it must be reported upon, then report it. If you do, and your concern is found to be true, the rest of us will sing your praises. If the matter is true and you don't report it, the rest of us will condemn you as an accessory.

It's your choice. Make it.

Old Man Emu

FT,

How can there be a reasonable debate if the debaters will not answer a simple question the answer to which will enlighten others. I apologise for not living in your pocket and being privy to everything that happens to you, but if you want to make reference to some situation that not all of us are aware of, then it seems only fair that you provide expand on that reference. You do not have to name names. I was prepared, in this debate, to raise two incidents that I am aware of, and did so without naming names.

Outline what it is that has upset you, and we might be able to work from there. Otherwise, and I say this full of trepidation of the flak it might draw, that you are coming across as one who would rather whinge than resolve. I dearly hope that I am wrong, so please show me that I am.

Old Man Emu

FT,

How can there be a reasonable debate if the debaters will not answer a simple question the answer to which will enlighten others. I apologise for not living in your pocket and being privy to everything that happens to you, but if you want to make reference to some situation that not all of us are aware of, then it seems only fair that you provide expand on that reference. You do not have to name names. I was prepared, in this debate, to raise two incidents that I am aware of, and did so without naming names.

Outline what it is that has upset you, and we might be able to work from there. Otherwise, and I say this full of trepidation of the flak it might draw, that you are coming across as one who would rather whinge than resolve. I dearly hope that I am wrong, so please show me that I am.

Old Man Emu

I kind of hate the RAA for the situation it puts me in. If they where doing their job properly I wouldn't be in this situation.

OME

I kind of hate the RAA for the situation it puts me in. If they where doing their job properly I wouldn't be in this situation.

OME

Thanks, David.

I have now read the prelim report. I am astounded at the build quality of the airplane involved. Those pictures make fine examples of what not to do.

Can you explain the requirements for the issue of a "Special Certificate of Airworthiness" (or post a link)

In regards to the reluctance of the regulatory bodies to act on incident reports. I have personal experience of two situations where repeated reports have been brushed aside.

We have discovered that the stainless steel control cables of a model of certified aircraft from well known American maker have worn more rapidly than one might expect. We have reported this fact to CASA whose comment is that the manufacturer does not consider the rate of wear (about 1500 hours) to be unusual, and declines to issue some form of warning bulletin. This despite the fact that such a bulletin was issued regarding the same type of cables in another part of the same model airplane's primary control system. Based on that comment, CASA has not issued any notice to local owner/operators.

In the other case, a well known Australian produced airplane has suffered numerous incidents of metal and foreign material being found in the oil filter. The manufacturers claim that it is not unusual to find such matter when the filter is examined. Since some of these airplanes are registered with CASA, defect reports have been submitted, but again, no warning has been issued by CASA.

Vigorous regulation of airplane maintenance and construction is one of the vital steps in promoting aviation safety. It is essential that regulatory bodies maintain a close surveillance of these matters. Initially this will cause some grief to some people, but as the message that is the basis of the surveillance takes hold, standards will rise, to the benefit of all who might be affected by aviation.

Old Man Emu

Thanks, David.

I have now read the prelim report. I am astounded at the build quality of the airplane involved. Those pictures make fine examples of what not to do.

Can you explain the requirements for the issue of a "Special Certificate of Airworthiness" (or post a link)

In regards to the reluctance of the regulatory bodies to act on incident reports. I have personal experience of two situations where repeated reports have been brushed aside.

We have discovered that the stainless steel control cables of a model of certified aircraft from well known American maker have worn more rapidly than one might expect. We have reported this fact to CASA whose comment is that the manufacturer does not consider the rate of wear (about 1500 hours) to be unusual, and declines to issue some form of warning bulletin. This despite the fact that such a bulletin was issued regarding the same type of cables in another part of the same model airplane's primary control system. Based on that comment, CASA has not issued any notice to local owner/operators.

In the other case, a well known Australian produced airplane has suffered numerous incidents of metal and foreign material being found in the oil filter. The manufacturers claim that it is not unusual to find such matter when the filter is examined. Since some of these airplanes are registered with CASA, defect reports have been submitted, but again, no warning has been issued by CASA.

Vigorous regulation of airplane maintenance and construction is one of the vital steps in promoting aviation safety. It is essential that regulatory bodies maintain a close surveillance of these matters. Initially this will cause some grief to some people, but as the message that is the basis of the surveillance takes hold, standards will rise, to the benefit of all who might be affected by aviation.

Old Man Emu

Pardon my ignorance, but I have not been following the Ferris Wheel incident, so I don't get the gist of this thread.

1. Can someone post the link to any published report by CASA or RAA about the ferris wheel incident?

2. What were the grounds stated for the suspension(?) of approval of Morgan aircraft?

3. Did investigation into this incident cause the discovery of incomplete documentation for some aircraft?

4. Is there an air of disappointment that some punitive action was not taken by CASA or the RAA?

Old Man Emu

Pardon my ignorance, but I have not been following the Ferris Wheel incident, so I don't get the gist of this thread.

1. Can someone post the link to any published report by CASA or RAA about the ferris wheel incident?

2. What were the grounds stated for the suspension(?) of approval of Morgan aircraft?

3. Did investigation into this incident cause the discovery of incomplete documentation for some aircraft?

4. Is there an air of disappointment that some punitive action was not taken by CASA or the RAA?

Old Man Emu

I'd be concerned about the material's ability to withstand high engine bay temperatures. These elbows are only rated to about 250F. The SCAT is rated to about 500F.

OME

Those of you who have purchased a copy of the Mechanics Toolbox should make sure that you have subscribed to the monthly newsletter.

The producer of the CD updates it regularly and provides a download link so that you can update your copy. The download is 665 Mb because the producer creates a whole new version of the program that includes updates and corrections.

Old Man Emu

How's this for Facthunter?

OME

I just use a photo of my plane.

You got jack, bro.

Please check your site's email. I asked a question yesterday.

OH! And welcome to the site.

Old Man Emu

Being serious for 4 seconds, would you mind if I used that as my Avatar OME ?You haven't told us why you chose the Emu.

Alan.

I comes from a few years ago when I was trying to learn to fly a radio controlled glider and slope soaring. I wasn't doing so well, so I decided to 'borrow' from the song by John Williamson. (See my signature block) Luckily I was able to find the image from a record cover. That avatar has graced RC flying forums, CNC machining forums, some electronics forums, and of course this forum in its various incarnations.

Old Man Emu

How's this Geurnsey?

OME

Obvious, isn't it?

Old Man Emu

That's the type of plastic this glue is good for.

OME

While not really relating to airplane building, I just thought I'd pass on some information that may be of value with Christmas coming up.

Have you ever tried to repair a broken plastic item, only to have the glue joint fail at the first sing of loading? It doesn't matter what type of glue you use - epoxy, super glue, Tarzan's grip, polystyrene, they won't do the job.

Well the other week I broke the leg on Old Ma Emu's brand new George Forman griller plate. Needless to say there was a flurry of feathers, and next morning I was in Bunnings looking for a tube of glue to try to restore her opinion of me to "moron".

I found a new product by Selleys. It is a two part process. The first part is a primer which is applied to each surface to be joined with a felt tipped pen. Then you apply the second part, which is the adhesive, to one surface. After that you just fit the two surfaces together and they stick like chicken guts to a croc's back tooth. Leave it for 12 hours to fully cure and there you have it.

The product cost about $6.50, and I reckon it is a life saver. It is going to be great to use to fix anything made of those hard plastics used in DVD player cases and teh like.

OME

Shawn,

Camden has one school where you can fly RAA seven days a week. The next one is The Oaks, which is about 20 minutes from Camden. There are two schools there. Sydney Recreational Flying Club operates mostly on the weekends. There is also Dave's Flying School which flies every day except Monday.

Both locations provide easy access to runways with minimal holding time. The only advantage I see for Camden is that you will be flying in controlled airspace, and the necessity to be up to standard with your radio work is no burden to carry. You will be flying Jabirus (if we can keep the engines working)

At The Oaks you will have a wider choice of aircraft types and will be able to choose between tail draggers and tricycles u/c.

Look forward to seeing you over in our airspace.

Old Man Emu

This is going to be a steady as she goes project. At the moment I am studying all the pieces and how to make what is required. When I eventually just want to be able to order this and that from here and there so that when I am ready to start I have most of the components on hand and will be able to get stuck in full time. I expect that if everything is on hand, I could realistically hope for a completion date 6 to 9 months afer starrting.

OME

That profile is a US27. I could not get the official data for the shape, so I just followed the information that was published originally. I has taken a fair bit of mucking about with the CAD to get the shape right.

What I plan to do is assemble one complete bay of the upper wing. That's 4ft. I'll be able to experiment with attaching the internal bracing and probably the design of the aileron system brackets. Also, I can try out the interplane strut attachment and the wing root attachment design. These items in the original plans reflect the state of art at the time they were published, but I am going to see if I can employ improved designs from the Pitts ariplane.

I've already had some discussions about the design of the wing rib cutouts and look like increasing the radius of the cuts in the section between the main and rear spar holes to 1/2" to disperse the stress points. I maight even do some testing to destruction to see what the rib will take, but I don't think the current set of ribs will be suitable for that as they are not cut from the final material (5-ply marine grade 1/4"). Also they were not laid out on the sheet of ply in the way that I want. When they finally get cut, I am going to have them laid out at 45 degrees to the grain so that every ply will be contributing something to the strength of the rib, not like these ribs where only the middle ply is taking the most load.

I hope to keep the final weight of the ribs down. These practice ones weigh in at 72gms each.

OME