old man emu

Pretty hard to miss seeing a ferris wheel, I would imagine it would be visable down the runway prior to take-off...................................................Maj...

OME

Right Oh you lot.

Here is the link the the ABC TV's comments line:

http://www.abc.net.au/tv/abctv/contact.htm

I've just posted a request to them to look at doing a documentary. I said that recreational fliers all over Australia are following Solomon's journey and that the ABC should look at making a documentary.

You all know that the squeaky wheel gets the oil, so click on the ling and give Aunty ABC a nudge.

OME

This story just has to be made into a televison documentary. Does anyone have any contacts with the ABC TV documentary section? This would make a great episode of something like Australian Story.

OME

Knoke is a Knutter, !" dodo

Old Man Emu

The first aviation book I read was in the late 1950s when I was a kid. The book is called "I Flew for the Fuhrer" by Heinz Knoke. The book is produced as a transcript of his diary. He was an ME109 pilot in Western Europe. The diary runs from just before the start of the War through to the German surrender.

I would say that his book started my love of all things aviational.

OME

Paying a traffic infringement is not an admission of guilt... it just avoids a situation where a court would be asked to determine guilt or innocence. Only a court can make such a finding and then only after hearing the evidence. kaz

I guess nearly 30 years' experience as a constable of police who issued more Traffic Infringement Notices that most people have had hot dinners has failed to teach me the difference between an allegation of an offence and an admission of guilt.

At Law, the payment of the specified penalty fixed by Regulation for a particular traffic offence is taken to be a plea of "Guilty" to the allegation. It is up to the person who is alleged to have committed an offence to enter a plea of "Guilty" or "Not Guilty". If a person chooses to enter a plea of "Not Guilty", then the person completes a section on the Notice which ultimately results in the entering of the plea before a Court, and a hearing of the evidence before a finding of guilt or otherwise is made.

The ability to enter a plea of "Guilty" by paying a set penalty is a convenience to the person who admits some wrong doing (ie speeding, seat belt etc) and by simply paying the fine saves themselves the time and inconvenience involved in going to Court. This means one less matter for teh Court to deal with, and the Court can attend to more serious matters.

Proven traffic offences are recorded by the licencing authority, and the record is produced to the Court if a further offence is proved. The record of prior offences is called a person's Antecedents, and the Court uses the record to determine the penalty for the offence just proved. In this way a person with no prior convictions may be granted some leniency in penalty by the Court.

Old Man Emu

Ah! A wise Old man Emu.

OME

What a terrible shame that the weather changed overnight. It would have been a glorious flight if the weather had been like it was on Friday morning.

OME

ASIC - you must report any traffic offences, pending or imposed. Sue

A offence is not an offence until a finding of guilt is made. A traffic ticket of itself is only an allegation that you committed an offence. The allegation only becomes an offence if you plead "Guilty" (by paying the fine), or a Court makes a finding of guilt. Therefore it's stupid to be advising ASIC of a "pending" offence. I am very likely to exceed the 50KpH speed limit in my local area by a few K's (I'll do 55-60). Do I have to advise ASIC before I start out? According to the above, I must.

Wouldn't you love to work in the ASIC section that deals with recording traffic offences?

As a class of offence, breaches of the traffic laws are usually considered as trivial in relation to a person's character, unless the offence is considered to be one of the serious ones - drink driving, dangerous driving etc. Mere speeding, failing to stop at stop signs, running red lights etc are trivial offences (but can become serious if someone gets hurt)

OME

Glad you flew in a plane that I know is airworthy. We service those Scout planes.

OME

If you know the field elevation and set that while on the ground then you are setting QNH

If I was flying around Oberon, I'd want an accurate altimeter.

OME

Thanks OMU,Actually want to purchase one not hire it but appreciate your input buddy

 

Rgs

 

FP

OME

Try Camden. Curtiss Aviation has a couple of Citabrias and Airborne Aviation has one also. You'll get better access to the Airborne one as Curtis use theirs for ab initio training, and Airborne mainly use their Cessnas. All these aircraft are in good nick. We service Airborne's.

Old Man Emu

Can anyone give me some advise, I was woundering if you had a Cessna 150 with a stuffed engine, @ repaced it with a rotax 100hp would the weight saving let it get into RAA or would you have to re engineer for further weight saving,

Any ideas. Pete

The answer to this appears to be: There is an STC which would enable the fitting of a Rotax engine to a C-150 airframe. However, it is most likely that the airplane would have to be registered as an Experimental.

My question: Is it economically feasible:

No. To make this economically feasible, you would have to find a C-150 airframe. This is going to be about 40 years old, and not likely to have been treated well in the past 15 - 20 years. The costs of thoroughly inspecting the airframe for corrosion, wear of fontrol systems, completing any airframe ADs and repairing any faults found would be in the tens of thousands of dollars. Then there is the costs involved in complying with the STC and redesigning engine mounts etc.

After that there are the costs of the cosmetic work, because who hasn't got pride in their project? Add to that updates and inspections of instruments, replacing seatbelts and son on and so forth.

Better that you put your Rotax on an engine stand and start building a plane tailwards from there.

OME

Here's a good explanation of what happens when a trim tab fails at high speed:http://macsblog.com/2011/09/why-the-trim-tab-on-a-racer-matters-so-much/

rgmwa

I have heard that heaps of money was spent on the plane from the wing trailing edge forward to the spinner. This makes me wonder if there had been any changes to the aerodynamic size of teh horizontal stabiliser.

Consider the effects of the reduction in Lift from a standard P51 as a result of reducing the wing area through clipping the wings. Then if the horizontal stabiliser was the same size as in the standard P51, it would be producing more lift than the short wings would require. This would account to some extent for teh need for heaps of nose-down trim and stick full forward when the airplane was travelling at race speeds.

OME

My thought is to make finding a new name for the site a low priority activity, but to work towards improving the site's ability to have people upload resources. I'd love to be able to upload information about hardware, aircraft building and maintenance isues.

OME

Tomo,

I'll be glad to give you a guided tour of Camden Airport and a meet 'n'greet. I will also take you out the The Oaks to meet the folks there. I can't promise you a flight, but if someone else can arrange it, it would be good.

OME

Popular Mechanics have an article on this."The dangerous legacy of the Reno Air Races"

Would we be going off like we are in this thread if the plane had made it another 50 metres before hitting the ground?

OME

Fly_Tornado, GET OFF THIS THREAD!

Your comment is cool, calm and considered and therefore has absolutely no place here.

OME

OK. Here's what has been said in private conversations we had with some experienced aerobatic pilots form the US of A.

When these planes are racing at these speeds, the pilot is pushing the stick full forward with all his strength. He would also have full nose down trim. In this case, the trim tab failed. The pilot would not be able to keep enough push on the stick, and it would kick back all the way.

The result of the stick coming all the way back would be to cause the plane to go vertical. At race speds, that change of direction would be very rapid, and the G force resulting would be massive. 10G's is the number being kicked around, and that's a reasonable estimate. The pilot blacks out due to excessive G force. The excessive G force causes the tailwheel to unlock and fall.

The plane keeps going up at full engine revs, and with up elevator and that's the start of a loop. As the speed washes off, it goes over the top of the loop and continues down and around. The pilot, still unconscious, slumps down and goes out of sight. The plane continues through the loop manoeuvre, but hits the ground before it can level itself out.

Perhaps if the top of the loop had been higher, the plane would have hit on the infield and only the pilot would have been lost. Perhaps it might have leveled out and then entered another loop before crashing on the other side of the field. Perhaps, perhaps, perhaps.

I would class this as an unavoidable accident, in the sense that no human action gave rise to it. I'm sure that when the pieces of the tailplane are put back together, the cause will be revealed as being the failure of some part of the trim tab hinge.

Was the plane unsafe before the flight? I strongly doubt it. I'm sure the plane would have been fussed over like a new-born babe, and then some.

Will this tragic incident kill off the Reno Air Races? I doubt it. If it does, then Society will have to seriously consider killing off any and all activities involving machines and humans travelling at speed.

Old Man Emu

A lot of the video has been taken off YouTube, but this one shows the savage pull up and loop. I don't have time to post much more at the moment. Will do so tonight.

In the meantime, look at this video on YouTube: "UFO at Reno races". http://youtu.be/-hgtDz1HJvY

By the way, there is no UFO.

OME

Read what a well respected aviation writer, and friend of the deceased pilot has to say about this incident:

http://airbum.com/BlogOn.html

Old Man Emu

I will post pix of the maiden. I'm hoping that it won't be too long.

OME

I'm glad to say that the company I work for has been closely involved in Dave's construction. At the moment he is preparing to do teh fabric work on the fuselage. After that, the plane only needs painting, and the fitting of a prop.

He has reserved the registration letters VH-DCA for the aircraft. The letters stand for Dave & Connie Archer. Connie was his wife's name. The plane started out as one of Garry Morgan's Super Diamonds, but Dave made some modifications, so he's decided to call it an Archer Diamond. The workmanship is quite good. We know the wing spars are really good, because the manufacture was oversighted in our workshop. The fabric work is great. I can't wait to see its maiden flight. From what I hear, it should be a hot little goer.

Dave is a fiesty little bugger. Full of disrespect for his juniors, and always ready to do a bit of sparring. You wouldn't think that he's 91.

Old Man Emu

Curse on you Moderator! I only come here for the sex and violence and you go an delete all the juicy bits!

Keep a guard on your dunny, cause your chooks are lining it up for a kicking.

OME