pylon500

Somehow I don't think the position of the wheels makes much difference to the appearance of Heinz/Sav/clone/etc....

Something has gone wrong with your file upload, original too big maybe?

Which is why it's called 'flight idle' as opposed to 'ground idle', but yes, flight idle probably produces enough thrust to overcome the drag of the engines, and avoid the risk of a flame out. Dead engines would produce a bit more drag.

These guys are pvssies, if you want to crash a Beaver, do it for REAL!!! (You've all probably seen this..., the movie is 'Mother Lode')

All of the above story sounds credible, but when I got the the 'glide distance' comment, I also was a bit confused. However, I was confused at the author's questioning of the statement, as from the airline flying I've done (as a passenger), I would happily accept the implied glide ability of a B777. In my earlier years of travelling from Perth to Sydney and back, in the old B727's, it was not uncommon to hear the engines go to flight idle around Goulburn (90nm) at 30,000ft, and even then it was not unusual to see the speed brakes come out to avoid overspeeding in the glide. These days in the wide bodies, tending to start from closer to 40,oooft, and trying to be as efficient as possible (no wasting energy with speed brakes, no dropping below glidepath and no lowering of gear 30 miles out and 'driving' the plane toward the airport), it is not uncommon to hear the engines go back to flight idle passing Canberra (130nm) and not be touched till approaching the threshold. As such, I would think a 125nm glide to be quite reasonable.....

I guess if they do find the wreckage, then they can go and find Amelia Earharts plane. All that ever washed up from the was a wheel (they think).

Looks a bit like some dissatisfied customer may have suggested to CASA that something was amiss in the school? At least when our CASA defectors came to do an audit, they had first hand knowledge of what problems to look for, and knew they could find different problems in subsequent audits to keep the pressure on..... Fire suit on.

Somehow I don't think CASA will have any nightmares finding that RAAus records are possibly below par, but I think the Board might be in for some sleepless nights !!! If an incident occurs, and it turns out the RAAus data doesn't match a member's logbook data, CASA will be looking to discipline some one, which could get messy.

Who are you, and what have you done with 'fly_tornado'? Most of that made (some) sense, and didn't sound like a rant.....!?

I guess you could tell 'em it's from a Trabant!

Best I can do in a hurry... Takes a while to get back into using photoshop, and I was never a pro in the first place.

Looking at the keys to the Foxbat I fly, they look very similar to the keys to my ride-on lawnmower (Husqvarna).

Your ground tracks actually look pretty consistant, especially with turn points over water. One would normally assume you were doing left hand circuits, although the squeezing effect at the top right hand corner would suggest a gliding turn onto base? The height profile is interesting... You can glide better than your climb rate, which indicates a pretty good climb, are you in a Foxbat? (Just looked at your profile, I guess this was in the CTMC?) The little climb at the end of each downwind just before the decent would suggest pulling on flap while still a bit fast? It is also good to see real glide approaches, getting your circuits down to the 4~5 minute mark. Keep at it...

?

I suppose all the Cirrus pages are stuck together?

Was just questioned about GPS in Wifi only iPad Mini's.... Interesting?, just went back to the Ozrunways site; http://help.ozrunways.com/kb/getting-started/which-ipad-should-i-get Upon closer reading it suggests as was said, no GPS in WiFi onlys?! Had a dig into the Apple sites, which seems to suggest the same... http://www.apple.com/shop/buy-ipad/ipad-mini-2 (you need to open the tech section at bottom) Did read a site somewhere that said the iPhones don't have a GPS, but I know my old iPhone4 has GPS, as I was running Ozrunways demo on it a couple of months back. This is now a dilemma for me as I was going to get a WiFi Mini 2, and upload all required details from my computer before each flight, and if really needed other info, could tether to my iPhone to update. My other problem is being with Vodaphone, so I don't get real good coverage. I would change to Telstra, but they want nearly twice the price, just so I can get the last 10% of coverage that I miss with Vodaphone. All starting to get expensive what with a cellular Mini, a sim contract and subscription to Ozrunways. For the amount of cross country flying I do, maybe I'll stick to my handheld GPS's and maps 'borrowed' from some of the local GA pilots...

Should point out that although Ozrunways advise a cellular Mini, the WiFi only Mini DOES have a GPS chip. The problems with a WiFi only device is that it takes longer to 'find' itself without the ability to cross reference it's cellular location. The other problem is that if you do need outside information, you need to WiFi to your phone (tether), and doing the cellular downloading AND WiFi'ing the info to the Mini can really chew up battery life in the phone. You also need to be with a decent provider to get your info, ie, not Vodaphone! (unless you can get a Telstra roaming plan).

Actually, I had been wondering if there was going to be a folding tail with the amount of work there? Why not just add a hinge between the elevator horn arm and the elevator? It's getting late, so I've only 'shopped one side. Could also use an eyebolt into a couple of tabs..

Must have pre booked the cargo hull for something else? Any guesses?

G'Day HITC, Afraid to say I haven't been watching too closely (being a sheet metal builder), although I must compliment you on your welding work. I'm terrible, hence I built with sheet and rivets. While trolling through the photo's and CAD images, I had a look at your elevator/horn connection, and was thinking, 'Going to have to put an anchor nut inside the elevator, or have some form of access to do up the nut?!' Not sure how often you want to take off the elevators (not a lot I imagine), but had the thought of attaching via 'cuff' either end of the horn, and just slot in the elevators on assembly. Have photoshopped your image below; In hindsight, probably should have depicted in a slightly different colour to highlight. Just a thought.....

I think someone needs a holiday....

The good thing about animation is we can suspend our belief in physics and just enjoy the show; [MEDIA=vimeo]126090217[/MEDIA]

That's inedible!, I mean incredible.

Seriously?! I'm not smoking any crack, but my question would be, "What rock are you living under?" It may be true that 95% of the moslyms that move here are actually getting away from the oppression that has grown in their own countries. But that other 5% have latched onto our pathetic PC crowd (that believe minorities need to be heard and catered for) that are demanding their rights take precedent, or we get called discriminatory and or racist! I guess living in Mackay you only get to see the odd Asian tourist, but trust me, having moved out of Sydney nearly ten years ago, every time I go back, the change hits you in the face. And we are at least ten years behind what's happening in Europe.

Of course having hindsight is pointless to him, but some things to note; •It's a two stroke Pulsar, ie; fairly quick but has flaps. •Motor gave first signs about five to eight seconds earlier (usually all you get) but he didn't seem to react until it run down to seizure? •Interesting to note the rpm build up after lift off? Not sure if overly coarse prop holding engine below powerband until speed attained, or prop set too fine and not loading the engine by climbing after lift off. There is a third effect (which I know of from experience) that he may have 'cooked' the engine on the previous flight. I inadvertently did this to a 582 some years back during a long descent, but as I didn't need any power for the rest of the landing, the engine kept going. It was the next week that I took off, and the engine ran for about the same length of time as in the video, then started to drop off [by which time I was already picking options] before failing completely. I only lost one cylinder, so the motor ran for about eight~ten seconds at reduced power before stopping completely and against supposedly better judgement, I had began to turn back and got back on the strip. •Can't see if he applied flaps to slow the glide (in a plane of that performance and with all the landing spots around him, best L/D glide clean, was not really needed. Look at all the roads below to the left, looks like a new estate, just roads, no houses. •In a clean plane like that, and at the speed he was climbing, he didn't need to jam the stick forward to maintain speed, but still had a long 'This can't be happening to me!' moment. In my failure, I had the nose level at the first change of engine note, and was already descending back to the strip before it stopped, had about 400ft •Can't tell if he checked his ASI once in the glide, or just followed the programmed training of 'dive at the ground to maintain speed'? As a side note, applying a little bit of flap (take off or less) while degrading the glide performance, gives you that little bit of extra washout, which can protect you a little from ham-fisted control inputs. In my failure, I still had takeoff flap, about 10º •Just before the final touchdown, he looked to have a lot of rudder on and almost locked to be dropping the left wing at impact? I guess EVERY take off is a case of; 'I'm going down there, then there, then there, until you know you can get back, which might not be until turning downwind, or later!