old man emu

Turbo,

All the reassuring talk, or efforts to ignore it, will not overcome this phobia. I know, because I suffer from it. It is a real drawback when all you want to do is go fly a plane.

Reviewing my airsickness incidents, I see that most of them occurred during training when factors, such as being in a strange environment, stress to complete the instructor's tasking correctly and the level of fear of crashing that instructors are keen to instill "in the interests of making you a safer pilot", all mount up. Once you escape the training area and start doing cross-countries, the stress level drops and airsickness is usually only caused by rough air.

Why don't many young people get airsick? For the same reason they don't get carsick anymore. Children are travelling in cars from the time they emerge from the Maternity Ward. They are used to that sort of motion. As well, modern cars ride more smoothly than the comparatively primitive cars of the 50's and 60's.

Motion sickness is due to either the actual, or perceived, rapid directional changes that the brain misinterprets. That's why you sense movement while sitting still in a theatre and watching that type of movement projected onto the screen.

There's a phobia for that - Aeronausiphobia - vomiting due to airsickness fear, vomiting due to airsickness phobia, fear of vomiting due to airsickness, phobia of vomiting due to airsickness, fear of vomiting, phobia of vomiting, vomiting phobia, vomiting fear, airsickness fear, airsickness phobia, Emtephobia

If you are prone to airsickness, you'll know that for that kid, the 10 minutes from decision to divert to wheels on ground would have seemed like ten hours. Ruins a father/son outing.

Actually, it is the lease arrangement with the Federal Government. These companies do not "own" the airports.

One of the reasons for the maintenance facilities closing down is that the owner/operators are getting well past retirement age. Most of these blokes did their apprenticeships with QANTAS in the 1960's-70's. At that time they learned how to do things from scratch. There are very few young people undertaking apprenticeships in aircraft maintenance.

The other reason for these closures is that the companies have included in the leases that should a tenant cease business, the company resumes the building the tenant was occupying, even if the tenant had erected the building years before the company got the lease from the Government. So for many the buildings which represented their retirement fund are worthless, and the tenant's lifetime work is valueless.

The next old beggar you see might just be the bloke who kept aviation going for the previous 50 years.

In the interests of promoting aviation, the airport lease-holders have worked the magic disappearing trick at Bankstown.

Navair - gone

Chieftain - gone

Illawarra - gone

Clamback & Hennessy - gone

Australian Air Props - gone

Air Ag - hanging on by its fingertips

Aviation Welding - surviving on outside work

Identifying individual animals by electronic tagging using tag readers is well and good when the animals are in yards and are accessible. The problem is getting them into the yards from the vast areas used to graze them. Pushing them together from the air is probably more efficient where they are grazed on extensive areas than by the use of horses or motorcycles. Probably safer, too. We always hear of a mustering related aircraft incident, but how many stockmen have been killed or injured as a result of falls from horses or motor bikes?

Contract mustering in an RAAus plane? Isn't that a tad naughty?

Takes the concept of pissing in someone's pocket to a whole new level.

'Ere, George. Have a listen to this engine. It's got an unusual 'owl innit.

How do you ensure no shock damage done to engine before flying again?

kaz

If the aircraft is VH- registered, the engine has to be stripped down and inspected after a prop strike. Isn't what is good for those gooses good for an RAAus gander?

"The beast laid schemes o' mice and men

Gang aft a-gley"

I bet you were somewhat perturbed when you found out about the bolt spacing.

Still, your friendly offer is most appreciated.

Bloody Conshie! Is a ham-fisted pilot so he drops in at home and sits out the rest of the War.

Does it matter? It was his mutter.

At the beginning of March 1945, "White 5", W.Nr. 111745, was one of roughly ten Me 262’s which the unit of Jagdverband 44 had in service. Many different pilots have sat behind its controls, including Uffz. Eduard Schallmoser. He was assigned to JV 44 as a freshly trained fighter pilot, after completing an accelerated training program in the Me 262. Eduard Schallmoser flew the “White 5” also on April 4th 1945, when his Rotte met in area of München-Riem a group of twelve P-38’s of the 15th USAAF, which the German pilots attacked. In the following combat Uffz. Schalmoser collided with one of the Lightning’s piloted by Lt. William Randle. This was mainly due to his excessive speed and carelessness behind the controls. While Uffz. Schallmoser managed to land his damaged “White 5”, Lt. Randle must have left his Lightning by parachute and became a POW. 

Adolf Galland's JV-44 wingman. His 1st victory, he rammed a P-38 over Riem AP on 3 April, 1945. His 2nd victory, a B-26 in the Lanberg area on 16 April, 1945. His 3rd, a B-17 in the Munich area, involving a collision, on 17 April, 1945. On 20 April, 1945, he attacked a B-26 (victory # 4) formation and accidentally struck the tail of one of the Marauders. He bailed out as both AC fell to the ground. All victories in JV-44. Nickname 'Rammer'.

I've told you before! Blondes are no longer the butt of dumb jokes. Now the joke is on Millennials. But I suppose you could have a blonde Millennial.

Facthunter was correct. The gearbox of the Rotax does have an inspection schedule set by the manufacturer.

You would be surprised at the accuracy that can be achieved by skilled machinists. The problem engineers had up till relatively recently was getting over the poor metallurgical properties of the materials they were using. Now engineers have access to ceramic coatings, more suitable alloys and such. You could build a 4-cylinder copy of a Lycoming or Continental that was a whole lot lighter and more efficient than their usual products. 

Because I went there to pick up twelve people plus luggage from a cruise ship. 

Left home about 6:40 and got to the Quay at 8:30. For some reason there was extra traffic on the back roads.  Return trip only took an hour.

I reckon that an aero engine should be built on the KISS principle. The simpler it is, the less there is to go wrong. The advances on aero engine design should be directed at weight reduction; efficient combustion; heat dispersal. 

First rule of travelling by road in Sydney: Don't use motorways.

I have to go to Circular Quay tomorrow morning to be there by about 8:00 am. Leave Camden area about 6:30. M5 to Heathcote Road. Heathcote Rd to Milperra Rd near Bankstown airport. Milpera Rd/Canterbury Rd to Hurlestone Park. Old Canterbury Rd to the Western Distributor. Over Anzac Bridge, down past Darling Harbour to Walsh Bay. Be there by 8:00. No sweat.

The specs for the engine say that it has a compression ratio of 8:1, yet they say to tun it on 100LL. At that compression ration, there's more than CO2 and water going out the exhaust pipe.

I can't give a source for this graph, but is seems to be one commonly used in the "Which octane rating for my compression ratio?" discussions

As you can see, an engine with an 8:1 compression ratio should operate OK on 84 octane fuel. Since the lowest you can get at a pump is unleaded 91 octane, that should be OK in this engine. 

What I don't like about published engine specs is that they only ever state the maximum horsepower and the RPM at which that is achieved. 

You can calculate torque if you know the horsepower at a given RPM using the formula:

So, if the engine produces 100 HP @ 2900 RPM then.

T = (5252.100)/2900

T = 181 lbf.ft   (or in metrics 245 N.m)

The question an operator wants answered is who much torque does my engine need to produce to operate my propeller efficiently?

And if it's a private pilot, Mickey's big hand is on ....

You won't be training or operating out of Bankstown when Western Sydney Airport opens.

It took me an hour and a half to get to Bankstown from Camden last Wednesday morning, and I know ways to avoid most of the traffic. 

PT,

If you want to continue your flight training in that type of aircraft, get yourself down to Camden Airport and talk to Curtis Aviation. If you want to train in RAAus types, you could see Gostner Aviation at Camden, or make your way a few Ks further out to The Oaks where there are a couple of RAAus schools.

The benefit of flying out of either of these two places is that you don't have to taxi for miles to get to the runway, and you are in the training area as soon as you leave the circuit. More learning for each dollar spent.

The first aviation book I read was I Flew for the Fuhrer by Heinz Knoke.

It is written in diary form and follows Heinz from his youth in the city of Hamlin through to the end of the war. I still have that book, minus the cover.

I see no problem with people posting their opinions. As TP said, we are often pretty much on the money. Also if someone posts an opinion that is based on a misunderstanding of aircraft performance factors in all their various guises, then there are others capable to pointing to the right direction.

Just as long as differences in opinion don't lead to slinging matches. Polite, reasonable debate is always welcomed.

He is guided by OzRunways on his eyePad