Old Koreelah

It takes great skill to appear as if you have NO skill. Nev

...I'll take that as a compliment!

 

 

When a prop chucks a blade you have a problem for sure...Most times you won't get a lot of warning...

Sobering thought, Nev. That's why some sort of "automatic" shutdown is needed; it takes a normal human a couple of seconds to recognise the problem and react. By then the engine may have shaken loose, leaving an uncontrollable aircraft.

Jabiru engines normally shutdown by shorting out the coils, but those flimsy wire connections could be instantly pulled out by a badly-vibrating engine.

 

 

OK coil bind is when the spring compresses as far as it can. It's a common term. DD air brakes are something else. You need a special sensitivity to be smooth with them. Nothing like hydraulic. Nev

My original tail wheel was steered via a cross-arm with a single central spring from a New Holland cultivator. It worked well for several years, then broke when far from home. I was all over the paddock until I tied it up with string. The current ones are in tension, and I can adjust the "bite" by moving the anchor point in and out.

I agree about the "feel" of hydraulic brakes. I spent the last few weeks riding an excellent mountain bike with hydraulic front disc. I'm a convert.

 

 

Have them in compression if you can. Gives a more positive action when they coil bind. Bev

Coil bind?

 

 

I have seen differential brakes similar to the ones pictured above, but they had two lugs down to the top of the cables and you could pull both cables by keping the handle vertical, or twist the handle one way and get one brake only. I think it was on a Borabee, but it may not be in the original design. Will see if I can get a photo next weekend if that plane is still at Rodds Bay.

Sounds intriguing, Yenn. Any reports on how easy it was to use?

Meanwhile, I have just tightened my tailwheel springs by changing the attachment points. Hopefully this will improve ground handling.

 

 

I am one of those who was grateful that the Blanic doesn't fully retract its wheel.

 

 

Why? 'merica that's why...

They sure like destroying stuff.

 

 

Even in Nebraska they only got 30,000 and they blew up a heap of stuff

the even dropped this car from the hel0

Why?

 

 

Wow, awesome pix Marty! Looks like you had fun. You can't beat the aerial view. Love seeing the different patterns people make in other countries. Those Romans understood the importance of streamlining their bridges. If I'd been far from Oz and seen the rusty old corrugated iron shed it would have made me homesick.

 

 

......we as a membership seem to be apathetic in voting and apathetic in getting involved. that in turn means that the reps don't get feedback so they do the best they can, the members seeing their reps apparently going it alone stay apathetic or become even more apathetic......How do we break that cycle?

As a member of a very large credit union I am guilty of regularly tossing voting forms into the recycling bin. Even after reading all the standard blurbs about each candidate I have no idea about their character and motives. The same applies to RAAus; we can hardly rely on election statements alone. What we really need to know is the performance of each candidate seeking re-election, whether they did the hard yards and studied the reams of documents they are given, how many meetings they slept thru (or missed) what constructive contributions they made, what disasters they saved the association from... We don't get that information- and even if they did, voters in some states may simply return the same familiar faces.

 

...We can only react to the feedback that we get. If you don't feedback info via the survey, or write/call your rep's then how exactly should we represent you?

...Its hard for people to form a position if they don't even know a subject is under consideration or discussion and for that reason I'm trying to improve the communications quality and timelines and transparency when possible and so far I don't believe I have anyone actually opposing such a position. I believe that quantity and quality of comms has improved .....

RAAus is on the right track. Regular surveys of member opinions on critical issues seems the way to go. Sort of like Citizen Initiated Referenda. Keep up the good work Andy.

Hang on, if you've never had a problem with them then why have you been chasing their service?

Re-read my post. You were talking about Apple customer service, who I have always found to be accessible and helpful.

The problems I have taken to them include rare software glitches which were easily resolved, and my Google mail being hacked, which they helped with. Google were uncontactable; maybe they can't afford to run a call centre support service.

 

 

Here's a warning, be aware of Apple's customer service, or rather, lack of it before you decide.

I've never had a problem with them. Prompt replies, often an Aussie speaker, and unhurried, knowledgeable advice. Most of that was also years after their "warranty" had expired as well! Try getting any help from Google.

 

 

I've heard of Rotax engines, after throwing part of the prop, vibrating so badly that one or both carbies came off their rubber mounts, stopping the engine before it broke free. Seemed a damned good design feature for carbies to be so loosely attached. Inspired by this, I ran a slightly loose steel cable around my Jab. engine's Bing, in the hope that it would be yanked free in a similar situation.

 

 

Wow OK, that's awesome!

Thanks Bex. Most of those features are untested. The best safety feature of all is pilot skill and caution- I've got to work on that part.

 

 

Good summary, HITC.

 

I'm completely self-taught, so my efforts are often a bit on the rough side, but they are the result plenty of thought and seeking advice from the wise.

 

Jodel safety features:

 

Battery mounted behind firewall, away from fuel system. A remote arm next to the pilot's leg automatically disconnects the earth in the event of a hard landing or crash.

 

Fire extinguisher plumbed into engine bay

 

Fuel tanks in the wings behind spar, protected in rubber-lined cradles. Tanks made from vinyl ester (resists all common fuels) and wrapped in layers of kevlar, which resists penetration and returns to shape after a major trauma.

 

Tanks vented from top inboard end to bent-up wingtips. Tanks can only drain thru the vents if upside down, dumping fuel (hopefully to soak into the ground) far from the upturned cockpit.

 

A sudden impact could cause a pressure shock in the fuel tanks. The large diameter vent tubes are designed to dissipate the pressure so the fuel caps are not blown out.

 

Fuel taps on each tank and also before fuel lines pass through the firewall.

 

Duplicated fuel lines in case one pump fails.

 

Ballistic Recovery System mounted ahead of the instrument panel with harness anchored on spar bolts. If rocket is launched, it tears out harness buried under outside plywood skin. Steel cables anchored on rear wing bolts hold parachute harness back so that aircraft descends nose down to ensure undercarriage absorbs most impact.

 

Trim system acts as backup elevator control circuit.

 

Flat plywood rudder pedals which won't injure feet in the event of a prang.

 

Windows in floor to improve visibility before startup and in circuit.

 

Wingtip strobes spring-mounted in sockets to allow movement if struck, reducing chance of damage.

 

Head protection: (the cheap approach) a bicycle helmet with Dave Clark earpieces bolted to each side. Light, easy to clip strap, you always have to wear it because that's the only headset.

 

A substantial rear bulkhead and two chrome-moly steel canopy hoops. Whiplash protection: deeply padded head rest.

 

Fibreglass seat moulded to pilot's backside, with hinged lumbar support. Seat mounted behind spar with provision to slide down, progressively crushing thick styrene blocks.

 

Sliding/folding canopy that seals shut, but which can be opened in flight.

 

Screen of polycarbonate (resists bird impact) and canopy of acrylic (easy to smash your way out of if inverted).

 

Cockpit lined inside with plywood to improve strength and reduce the risk of structural spruce timber splintering in a crash.

 

Carbon monoxide detector with independent power supply.

 

Fold-out chart table for maps and flight plan.

 

Fold-out iPad mount. Fixed iPhone running GPS.

 

GPS locator beacon carried on pilot's belt, can be activated in flight, and is not left aboard aircraft if pilot exits a wreck.

 

Humidity, outside air temperature and carby throat temperature readouts on panel.

 

The aircraft folds up and is transported on a carrier that lives in a secure shipping container.

 

 

...trying to fight your way out of a cockpit with inflated airbags would be difficult.

Airbags only fully inflate for an instant; there are bloody big holes at the back to let the gas out.

 

 

Was it fitted to your aircraft when they repaired it? If not, take your aircraft and your orienteering compass, and away from any building etc, line the aircraft up with magnetic north using the handheld compass, then adjust your aircraft compass to match (there are usually 2 screws under a little plate on the front- I cant remember which one is which, but it's east to tell when you adjust it), repeat this for south, west, east, also n/e, s/e. s/w and n/w, getting it as close as possible for each, then any deviation remaining is recorded on your deviation card. Best done with all normal avionics switched on and engine running.

Thanks for that, M61A1. I took the compass out and gave it to an instrument repairer. The adjustment screws have had a hard life, but I will follow your suggestion.

 

 

VFR navigation is done by using land marks, WACs feature land marks. It is up to the instructor to choose an appropriate area which is not in the students back yard for training. There are way too many people who do not use land marks and use a GPS instead and every so often they come unstuck. To say not using land marks for VFR navigation is best is stupid as that is exactly how it is supposed to be done.

Agree, Teck; my point, which seems to have started this discussion, is that I regret not doing my nav training out west where landmarks are few and far apart. That would have forced me to rely more on accurate reading of compass, drift and groundspeed.

It's never too late to learn. I plan several trips over featureless country.

 

 

A man is cupping his hand to scoop water from a Scottish Highland burn.

 

The gamekeeper shouts, "Dinnae drink thon water, mun, it's foo o' coo's shite 'n' pish."

 

The man replies, "My good fellow, I'm English.. Repeat that in English."

 

The gamekeeper replies, "I said use both hands – you get more that way."

 

...http://m.smh.com.au/comment/by/Peter-FitzSimons

 

 

Dafydd, the worlds safest aircraft is one that stays in a hanger.Dafydd, i have never meet you, I dont know you, I only know of you by my readings here but I have strong suspicions you are motivated beyond normal interests in these discussions.

 

You 'seem' to be positioning yourself as some sort of expert on all things aviation and seem to be subliminally planting seeds that some plane designs are dangerous and others are not. Please declare your interests up front with the manufacturers you represent, this would be the fairest way for your contributions to appear unbiased.

 

BTW i dont fly and dont have a plane.

Simple, Asmol. Just spend an hour or two and read thru Dafydd's posts. Then you might figure out who he is and what he's on about.

 

 

Very informative maps, FT. The only group missing from that unholy mess is the Judean Peoples Liberation Front...or was it the Liberation Front of the Judean People?

 

 

I tried this with four beer cans on end; once they started to buckle, they crumpled at just about the ideal force; however they needed about double that force before the crumpling commenced, and that would provide precisely the lethal spinal load that the ARL work set out to eliminate... Ideally it should start to compress a little below that figure, and then maintain close to 700 Kg until it's fully collapsed...

Progressive absorption of impact energy is the key. Years ago this bloke, after doggedly working on his invention, finally got traction and the product is now on the market.

http://www.abc.net.au/tv/newinventors/txt/s2006698.htm

 

 

...Is there any recreational aircraft available, for a reasonable price, that has a higher crash worthiness inherently built in, that is readily available?

Jabirus come closest.

 

 

...this thread...shows me that whilst there are a minority of people who do care about " secondary" safety considerations, and some serious thoughts there, the majority of people really aren't interested. This demonstrates yet again what Edsel Ford found out - safety is not a marketable commodity...So we get what we deserve - stylised garbage.

A perhaps harsh judgement Dafydd, but I totally agree that few people look under the skin for safety features.

My little Jodel now has a dozen or so improvements that address most of the safety concerns raised here. They cost me quite a lot of money and several years of rebuilds and testing, but most are invisible to the casual observer.

 

Never having won anything in my life, I regularly enter judging in the innovation category at NatFly. Sadly the judges seem unable to see beyond the fairly ordinary paint job; one year I offered to demonstrate some of the innovations, including my automatic battery isolator. The judges pretty well bruised me aside.

 

After reading this thread I will make more improvements, particularly to the seat and harness.

 

 

Have you found what is causing the errors? Could it be your iPhone? I have noticed in the Drifter that if I have my iPad on my knee, the compass has a significant error, so I have to rely on one OR the other, I can't really use both and cross reference.

Just experimented with a good orienteering compass. The iPhone has no effect until within 50mm. The iPad a little further away. In my aircraft they are mounted at least 600mm away from the compass. Maybe I have a northern hemisphere compass, but the instrument shop which repaired it might have said so.