turboplanner

1 hour ago, RFguy said:

Turbs, and J170C as you probably know did get a ventral fin to improve the tail authority. I reckon that aircraft might have been too much 'she'll be right'.  Tail- yep, same with LSA55.

ALthough - I think,  if you can fly those airplanes which are arguably less forgiving than the Piper, it puts you in a place where other planes are easier, or at least "better different". Those planes are very much lower inertia, I feel there is more scope to muck it up in the light, slow flying , low inertia airplane in the landing phase. 

That's my point; that's not where you want students for a start if they are training for PPL. It chews up hours of practice overcoming those characteristics.

There were a few people on here about ten years ago arguing that if you could fly X you could fly anything (and that was supposed to be good sound advice). Several sold their aircraft without warning the buyer, several just parked their aircraft, and one of the buglers who we would assume could "fly anything", sold his aircraft as parts.

50 minutes ago, RFguy said:

"It's a little like learning to fly within RAA because "it's cheaper - advice given time and time again on this site, but by the time the student has to learn to fly the less-developed Rec aircraft the extra hours load up, and then there are the extra hours learning GA system and procedures to the point where without some luck it's cheaper to do all the training in GA to PPL."

That is not true. Little difference between the Brumby and Jab I learned in and the 'big '  Piper I now fly. I did have an instructor that taught like it was GA.... So I had zero extra to learn to fly the bigger airplane in complex situations..... The Instructor makes alot of difference.  I do know RA people who I think fly and do stuff like they got their licenses out of a corn flakes packet.  But I also have seen GA people do some poor airman's ship things.

 

 

 

 

Well it IS true; I went through part of it. I notice you didn't mention the models, so the difference might not be so stark with some, but the LSA55 Jab was not even close to being up to the standard of a Cherokee Warrior, and in the strong sea breezes we had to land in and the technique we had to follow, I was out of rudder authority many times in the J170. 

25 minutes ago, skippydiesel said:

I guess its just about a rethink/mental adjustment - asides from a TIF my actual training started with on ground familiarisation, which included the use of the Check List. Fuel & oil, engine/flight/seat adjustment/nav instrument naming & function all included  Then we went flying. 

 

I imagine that an electric aircraft would have none of the engine & related instrument component  - subject to transitioning to IC motor, this would all have to come at a later time in the training schedule - just seems a little odd to an old fart.

 

I see no practical reason why a student could not start at King Air or any more complex aircraft (subject to being able to afford the staggering cost/hr). Most of us start at the cheap end of flight training because that is what we can just about afford and what is commonly/traditionally available.

You're right Skippy and in my case, while doing a long taxy when the engine stopped, and the instructor said "You're the PIC" and I found I had turned the fuel tap the 1/4 turn but turned it off, because the previous student left it on instead of turning it off. I don't believe you could let people transition from electric straight to going off on cross countries without a lot of accidents. It's a little like learning to fly within RAA because "it's cheaper - advice given time and time again on this site, but by the time the student has to learn to fly the less-developed Rec aircraft the extra hours load up, and then there are the extra hours learning GA system and procedures to the point where without some luck it's cheaper to do all the training in GA to PPL.

1 hour ago, FlyBoy1960 said:

All of the freight trains have been diesel electric for years and years, the diesel is basically just a generator for the electric motors (i am told)

That's correct.

Most capital cities in Australia also had fleets of electric buses and the passenger trains today are electric.

But the comparison with the BEV or BEA are similar to trying to compare golf with football, both certainly involving a ball.

1 hour ago, skippydiesel said:

My computer understanding is embryonic,  however I do have some idea of redundancy - car manufactures would seem to be " loading" a single computer with every conceivable function within the vehicle.

You're talking about a very old design there. Today's Prime Movers have about 18 computers on board.

6 minutes ago, facthunter said:

I'm a piston engine nut but I don't consider them reliable . Jets are perhaps 20 times more reliable. Electric should be even more so If necessary critical switching should have a back up. There's lots of redundancy in good systems  Pitch control needs it. You cannot fly without it.   Nev

Electric reliable?

Have a look around the suburb at the next hard waste collection.

Have a talk to someone with a car built in the last 5 years; sure most of the repairs are under warranty, but a car off the road for days at a time because it has forgotten how to operate the throttle or thinks it might limp home or shuts down the entire braking system links is worse than a 1962 Holden waiting for a part to come from Melbourne.

1 hour ago, onetrack said:

With the incredible amount of money and research effort currently being poured into battery development, we can look forward to battery energy density increasing to a viable level within a few short years, possibly as little as 5 years.

 

https://www.monash.edu/news/articles/smaller,-lighter-lithium-sulphur-battery-lowers-costs-and-improves-recycling-options#:~:text=Smaller%2C lighter lithium-sulphur battery lowers costs and improves recycling options,-13 October 2023&text=Researchers at Monash University have,required in a single battery.

That's what I thought.....in 1986.

Someone has to invent something.

36 minutes ago, BrendAn said:

I meant the aircraft doing 80 knots for 48 hours between recharges. Carrying hundreds of tons. I assume he is talking about an airship .

The equation is Exponential power demand = Exponential battery drain. Think about electric drills; you can drill 2 mm holes for a long time before the battery gives up, but if you are drilling 15 mm holes and you have to push hard you may run out of power on the third hole. Aircraft have a very high power demand, and it’s not intermittent with a gearbox,it’s constant so battery capacity determines range.

20 minutes ago, skippydiesel said:

Without experience in all the pre-flight rituals (fuel/oil/pressure's/temperatures/etc)I wonder how a student , training in an EA, will transition into a petrol powered one?

Most likely have to add most of those hours back in extra training.

17 hours ago, BrendAn said:

thats true but i wonder if it would extend the range or reduce it.   i guess if it was possible they would already have something like that on there.

Have a look at the “world record” ; it’s flight was extended..........by two ground crews with trailer-mounted generators. 

The material is FRP, Fibreglass reinforced Plastic.

Glass doesn't burn, just melts.

So we come to the plastic and there are dozens of them to choose from to suit the application.

There are fire retardant resins, so that's what I would use in an aircraft construction.

There used to be a video floating around of a UK fuel tanker which had been in a crash. The whole tank was on fire and the fuel could be seen boiling, but the tank was still holding up.

For those who want to know the strength properties of the various FRP laminates of a certain thickness with a suitable Fire Retardant resin suitable for outdoor weather operations vs the resins currently used in these aircraft that caught fire, I would suggest contacting Monsanto.

7 hours ago, onetrack said:

Notice how all these craft are shown operating over relatively smooth water? I wouldn't like to be on one that encountered reasonable-sized waves. Even flying boats are limited as regards wave height when landing or taking off.

...and also calm conditions.

On 19/10/2023 at 12:50 PM, onetrack said:

.....on a par with one of bulls backyard compost bins, and people started to avoid Turbo simply because of the lingering aroma that followed him everywhere. Turbo finally realised what the problem was, when everyone who approached him, stepped back a couple steps, before they spoke to him.

 

He decided to Google "what to do about offensive personal odours" .... but before he'd even finished typing, Bing AI produced the answer - "stop rolling in cow manure" - and Bing AI even provided a photo of Turbo and his problem, which stunned Turbo, and made him very aware that everything he did and said, was now tracked 24/7/365 by........

 

 

 

OneTrickAI. As we can see, AI has failed again in the simple task of searching for and obtaining a simple photo of a named person.

As we know AI was invented by three Americans from Silicone Valley in the US, Willy Nilsson, aged 13,  Chuck Krupp, aged 12, and Grover Pyle, aged 13. They were aboe to prove a working system of analysing a written question, but the importance of the answer to the recipient left a lot to be desired, and ............

Typical AI photos:

Q: Photo of Tina Turner     

Photo of President Biden:

The caravan specification lists Max Occupants: 10 - 14

How would this compare to 17 jumpers+ parachutes + pilot

Boundary layer machines and hovercraft  have the same issues; the moment they lift off the ground/surface they are subject to weather, just like a boat or aircraft but with a lot less control than either. Hence by the time you see photos posted the craft is usually scrap.

Boundary layer machines have usually been designed to look like aircraft and at times claims have been made for fast river transport, but apart from being wrecked by being unable to cope with a crosswind etc. The cost is usually much greater and the timetable much slower than the bus service going along the side of the river.

I've seen some very nice examples in central Queensland, Benalla, and other NE Vic strips, and there was a claim on this site a few years ago that "about a third of them just ran unregistered" which if true, unlike the other BS he was shouting, would account for not being aware of them. I saw one, after sunset, when we were camping at Theodore Showgrounds and had the lights on, happily sailing past under the trees. Others in NE Victoria offer joyrides for a reasonable fee.

1 hour ago, RFguy said:

I wonder if my concerns about the way Jabiru aircraft are wired is any contribution to the (post?) accident fire.

The fire percentages are too low. On the other hand I've seen a few positive to negative circuits with kit builds and boats as well as a few negatives to negatives with accessories and wornering why they don't work.

6 hours ago, BrendAn said:

i think you are missing the point of what i said.  raaus to me is the same as vicroads , except i pay a membership as well.

Good example; Vicroads gave up truck transport control to a Queensland - based body, National Heavy Vehicle Regulator,  which was originally set up to ensure regulations such as load limits matched between States (a full time job for about four people). The NHVR once appointed decided to model itself on Queensland Transport and now has a staff of probably more than a thousand, is building depots around Australia. At one stage control over weight/width permits was handed over from Victoria to NHVR and instead of phoning up the local Vicroads branch in Country Victoria, operators had to wait days while someone in Queensland worked out where the route was and what bridges and obstacles were involved. Now we are seeing road trains operating into the suburbs of Melbourne and tippers so heavy that the towing vehicle needs the interaxle and diff locks on to prevent wheel slip away from the lights. That's where you can be headed with central control and no democracy.

1 hour ago, johnm said:

There seem to be 2 groups of people in this landscape:

 

Group 1 - these people - their pulses race with words like AGM's, boards elections, board member, associations, incorporated associations, diplomatic, elections, constitution, nominees ......... etc

Group 2 - this group just are not interested  

Group 3 - and other groups, in case this is to much of a generalisation

 

Group 1 - love throwing rocks and will keep throwing rocks at group 2. Group 1 thinks Group 2 is at fault for not participating. Rock throwing is obviously contradictory to diplomacy. Rock throwing is the same fault that Group 1 thinks .............. Group 2 has 

 

Group 2 - usually never react - because probably there was no reaction in the first place. Rock throwing is not a provocation to Group 2. Group 2 does not think Group 1 has a fault - generally Group 2 never even considered any one had a fault at all

 

 

 

Every one is different and his its own personality.

An association can work well with an Alpha male or female President or Secretary doing all the admin work and making all the decisions.

It can also work with a good commitee doing that with a weak President and Secrtary.

It can also work with some strong members provided there are regular meetings and all decisions are voted on.

I have had a collection of about 50 Associations represented by about 15 Presidents, all A type personalities, all knowing our constitution and our powers, and that surprisingly worked when I held over any item that wasn't unanimously passed. Usually by the next meeting the subject had been talked about the objector had been placated and the Association worked well.

However, RAA doesn't have an Association any more; as someone famously said in the lead up to RAA LTD, "No point in having a dog and barking yourself". 

.....were using AI until Turbo had "the experience" with Microsoft yesterday, and banned MS from all platforms. He'd found out Microsoft had been double charging for the same service; after the first hour "Susan" dropped into the discussion, MS honestly admitting she was AI. They could have paid a PNG girl $1 to say "Him fella stuff,boss", but when Turbo started to use similar language "Bryan" came on and smoothly said "Sorry about that, I was tied up with another issue", proceeded to ask Turbo a lot of questions including eveything but the weather, and Turbo realised that "he" was another AO programme, admittedly taken from the real - life responses of some of the coporate dills we've all met. Then a message came on that Jack was here and a line of stars came up asking Turbo to rate Jack from 1 to 5, so Turbo rated him 1 and told him not to woryy, he'd talk to Google; they only charged you once. Amazingly within 6 minutes all the complex issues were solved and Turbo was offered a trip to Hawaii, but he just said "Google me".

But we digress; Cappy mentioned his friend George. Not many people know that Cappy was a good friend of George, and in fact when George wrote his book back in 1984, many of Cappy's anecdotes were embedded in the book. Some people even say the book was more about Captain Cook IX than George.

The TFTPDIC were in fact AI on-line Susans. When any of TFTPIDCs cameras detected an offence, it triggered an AI call to the pilot, after the AI "Susan" or "Mark" had messaged the aircraft owner or CFI,  These didn't hesitate like the phone marketers, but started a patter about how CASA was here to help; they were video calls and all the "Susans" were 40D equipped to keep people like Cappy on the line until, they got into the details of the offence. Once, Cappy exploded "I wasn't even there" in a gentle way to his new sweetheart (who had wires for a head) and "Samantha" said, like a KC, "but you could have, so we're suspending your Certificate for six months" The AI programme allowed for a one second delay for an answer failing which a six month suspension and $10,000.00 fin was processed by CASA.

But they hadn't counted on Cappy who ............................

7 hours ago, coljones said:

Or they are neutral with the way the organisation is being run and are unable to form an opinion about who to vote for.

A limited company is remote; do you attend the AGMs and vote for the Board on your passenger carrier; Qantas, Virgin, or your main suppliers, water boards, etc.?

With Incorporated Associations where the operating group is the Committee of Management, I've always insisted on public monthly meetings where members can be listened to and a monthly report so everyone knows what the issues are and be a part of making major decisions. When a problem crops up, action is much faster than the remote structure which is more suited to boring corporate activities.

1 hour ago, Bruce Tuncks said:

Is there information available about the performance of existing board members?

For example, their voting pattern, any comments/speeches that would be relevant?  Their attendance record?

You would have to ask the Company Secretary, although the girl on the switch in Limited companies knows the most.

......person who has flown a DC6B. This narrowed the field down to.......................

.......grey turban indicates he possibly has sub-continental blood.

"But he is .................."

....in fact a TAA Captain.

This narrowed down the field and before long two Detectives from Sydney, who had been called in by PNGPOL arrived in port Moresby and headed straight for the bar where they met ..............