Old Koreelah

Welcome Debs; you seem to have got the hang of it.

 

 

Just heard from a very respected source what that damned white stuff was; a very toxic chemical which is now added to AvGas to burn off the lead so it doesn't build up on places like valve stems.

 

We were always told not to get fuel on our skin but many of us were a bit sloppy and didn't really worry about the odd spill on the hands. This new stuff is said to be in a whole new league of nasty.

 

 

Every child should be raised to follow the 10-second rule: count to ten before reacting. It would prevent so many unnecessary disputes and crimes. Our prisons would be nearly empty. Sales of firearms would diminish...

 

I should have followed that myself; might still have some friends...

 

 

Another tragedy. Very sad end, but they were doing what they loved.

 

 

Upsetting for you Russ but is it possible one of you had intermittent radio issues and he didn't hear your earlier calls? If so it might explain the frustration and agro. Radio problems are all too common.

 

 

Wear flip-up clip-ons.

 

 

Looks awesome Oscar. You're getting lots of air into the front. Sounds like you've built some fancy ducting from the lower intakes to the barrels. Ideally I'd like to take my air in under the front and let it draw up thru the fins to take advantage of 'hot air rises' but that idea, as you say, is better suited to a pusher installation.

 

 

Star Wars Stormtrooper!

 

 

...J160 C cooling...isolate the oil cooler air circuit from exiting into the lower cowl and reducing the low-pressure scavenging effect of the lower cowl air exits; something I've been working on myself.

[ATTACH=full]38850[/ATTACH]...

Very interested in how that works, Oscar. My installation works okey but I reckon it can be improved. I'm about to remove my ram-air ducts and replace them with a simple fence that seals against the cowl. If I can get the sealing right it should cool better, but I need to get as much suction below the engine as possible. Best way might be to totally separate air flow to the oil cooler and the engine, and have a cowl flap for each.

 

I have heard from a source at the factory that someone put a lot of work into a similar setup but went back to standard ram-air ducts.

 

Would be nice to know more before I start cutting.

 

 

It is amazing how they get up and walk away after laying the bike down at speed, but very much helped by the lack of hard vertical obstructions. Sliding at speed along bitumen/concrete/grass/dirt while wearing a very good suit will probably not do you much damage, whereas things like trees or "cheese-grater" fences found on or next to roads tend to decelerate the human body far too quickly for continued health.

I agree Marty. I've slid down a racetrack at 130k without damage but broken bones at 10k. (Your angle of arrival affects your chances of survival). My greatest fear is being high-sided; my reaction time never was great but age has made it worse. I used to hammer my Ducati down the Oxley. Heaps of bikes having fun there last Sunday when I drove it in my car. Yes, I was envious, but I also remember how much it hurts when you fall off. No run offs or air fences. Pushing bikes to the limit is best left to fit, fast young blokes, preferably on a proper racetrack.

 

 

...when Bill Whitney was designing the Boomerang, he did quite a bit of research on the bio-mechanics of whiplash - and found that it is a far more serious problem...If you can arrange a decent head-rest with some impact-absorption....

Bill was a great help to me when I took some design problems to him, and he put me on to Dafydd.

 

Oscar you're right about whiplash, I was lucky to survive a rear-end shunt in a 1960 Triumph without head restraints. That and almost forty years of rescueing road accident victims has made me a bit safety conscious, so I have a large pad behind my (helmeted) head. This pad also has a recessed polystyrene pad behind it.

 

All good, but the best way to avoid testing it out is not prang in the first place...

 

 

Thanks for that Oscar. I've been in touch with them and it looks like they can rebuild my lap belt to a more appropriate design.

 

 

You can get just the webbing replaced.

I'd be interested in that. Any idea of a business to approach?

 

 

I can get waist straps reasonably tight, but it ain't easy. If I can't replace them with pull-up straps the next best option is to install a rigid "push down" extension or a change of direction pulley.

 

 

Update. After quite a few flights I've sorted out my new harness, cut off the excess and melted the ragged ends to stop fraying. The straps are nice and wide and I've added lambs wool pads between the metal buckles and my hips. While flying thru rough air it's reassuring to be able to pull the shoulder straps tight without the waist straps being pulled up above my pelvis.

 

Biggest disappointment is I didn't follow Oscar's advice to get one with "pull-up" adjusters on the waist straps. Now I know what he was on about. In a narrow cabin it's almost impossible to pull the belt down enough to get it firm.

 

 

White steel is a bit more reflective than shiny aluminium and is the best colour if you want your house cool.

 

 

Written tests have their limitations. I do well in exams but that doesn't always translate into expertise in the real world. Simulators have lots of potential for giving pilots (and just about everyone else) a more realistic test of their ability under operational conditions.

 

 

Yesterday morning the weather was perfect so, in company with several other Quirindi Aero Club aircraft I finally got to cross the Liverpool Range to join Scone Aero Club's flight to Elleston Station.

 

After a briefing about the route up the valley, the approach procedures and altitudes to use, pilots and passengers climbed into 19 planes and got started. To avoid traffic congestion at the another end, we were dispatched fastest first, 3min apart. My engine sure had time to properly warm up before takeoff!

 

After climbing out over the town we had to climb over hills and then follow the river up to Moonan Flat before turning onto the 5-mile leg to a local ag strip. The approach was tight due to some high ridges: drop in over power lines and land uphill. We parked in a neat line and had morning tea under a shelter set up by Scone Aero Club, with Elleston RFS on hand in case of mishaps.

 

Two buses took us to Elleston where security took us on a tour of the amazing facilities. Back at the main clubhouse, before lunch we met a bloke holding a small bundle: two tiny Tasmanian Devil babies. In order to save the species from the terrible Facial Tumour Disease, healthy Devils are bred in a 200 hectare facility donated by the Packer family. Over a hundred have been bred and several reintroduced to a special disease-free area back in Tasmania.

 

After a great lunch we were bussed back to the strip and aircraft took turns to taxi up to the top of the strip. Taking off downhill was a new experience. Pilots all headed off into the afternoon turbulence for the trip back to YSCO, where we tied down our aircraft. With flying over for the day, we had a beer or twelve, a great formal dinner for 65 in the hangar and entertainment by a band. It was great to catch up with so many fliers and get to know people with a lifetime of aviation experience. I learned heaps.

 

Visiting pilots stayed overnight, some upstairs in the new club facilities.

 

After a BBQ breakfast we all headed home. This morning's crossing of the range was not smooth like Saturday morning's. Northerly air spilling over the divide gave us a real roller coaster ride until we got over the top.

 

It's awesome to fly along in company with other planes, keeping them in sight on OzRunways and keeping in tough by radio. We are so lucky to be able follow our dreams.

 

 

A great achievement for a dedicated team. Looking forward to more test flights of this beautiful French design.

 

 

This is the one I have removed. Its a 'Narva' ; pardon my incorrect spelling.Regards

Mike

Looks like the one I fitted to my Guzzi after the battery had mysteriously gone flat a couple of times.

I installed a long connecting rod to turn the red key and found that even in the "off" position it carried a current because there was slight pressure holding the key in. As SD says, you need to remove the key to be sure.

 

 

Contact Microman. His club is a good starting point. Pilots seem to switch to the automated weather info channel every half hour for the latest forecast- with good reason; if you don't like the climate, just wait a minute.

 

I guess you already know that the kiwis have heaps of great aviation museums worth visiting. There are some excellent ones in the south.

 

 

I can remember when a mobile phone was mounted in a box on the side of the road. I think it was call a phone box.

My dad talked of the mobile phones of his youth. A mounted linesman could reach up from the saddle and clip his phone onto the overhead lines, crank her up and place a call.

 

 

Great pix Eric! One of my favourite warplanes. I was lucky enough to see a recently-built one up close at Narromine last month. Beautifully made, with complex air ducting to radiator and what I presume to be oil coolers. Lots of easy access panels for quick maintenance. Damned fast and manoeuvrable, but looks like a handful to land. 170kt over the fence was quoted. After putting on a great display he flew home to Tyabb, ran off the Tarmac onto grass and toppled her over.

 

http://www.bbc.com/news/magazine-34473589

 

 

Which plane r u talking about?