turboplanner

......... the log by the river with the others, but he made the mistake of piquing at Sergeant Doubtfire, who was still recovering from realising the good sort she had thought of marying was her brother (not that Cappy would have minded; they get scarce when you get to his age). No ne knows why, but Hilo gave Doughtfire a Gippsland cuddle when he walked up, and that was when the .........

You're halfway there Dick; might have hit the Reply button too early by mistake.

No, it's OK, I'm finished with bulldozers today.

You can "punch" a plane out of a stall. Now, you ex bulldozer drivers better not take this to much to heart, We don't want to be vertical, nose to the ground at 50 feet. OR in an inverted spin.. Nev

You're closer than you think; if you're sliding down a steep hill in a 40 tonne bulldozer, punching small trees is a good way to slow down.

This time I actually simulated in-flight conditions as closely as possible. In-flight attitude by propping the tail up in a trestle ladder, wheels chocked, engine running, aimed exactly at MN (which I had previously painted in the Tarmac) and followed the instructions.

There used to be a dedicated compass swinging bay at Moorabbin Airport. I never took much notice of it because it was only ever used by LAMES. Tried to find it using Google Earth but the are is now covered by retail factories and I couldn't see any other bays from the air. It had a white line datum.

If you're talking to a LAME some time, he might be able to explain the procedure he uses, but what you did sounds like what I used to see from a distance; an aicraft parked in the bay set to the datum line.

the only negative is that the fuel tank is inside the fuselage aka a Europa so i don’t think you want to spend too much time in there inverted

Easy fix; it's mandatory in some race cars for a breather pipe to be fitted with a bend which ensures that at no angle can fuel flow from the breather.

.......but it wasn't Bull, it was a Tasmanian, and not only that but a Tasmanian who flew Beavers, and not only that, but if a cylinder or two was missing he didn't care, and not only that but ......

I remain sceptical of self drive .Autopilots, which deal with far simpler parameters, malfunction far too often. Humans are by evidence a weak link so the challenge is out there. Not taking the job seriously enough and doing other things while driving. Mental instability and drugs are obviously a factor as well. There really ARE some serious nut cases out there.. They shouldn't be allowed off their leash and we have a lot of very young ones sealing Cars and hitting high speeds they are unable to cope with skills wise. Most Netflix have hundreds of cop cars etc smashing so I guess they might consider it normal and a FUN thing to do. Even "Little" cars today have spectacular performance by yesterdays models. Nev

All true, but the Autonomous Car bubble has burst with no one having enough skill to build a foolproof algorithm. The test cars got in accidents, killed a lot of people and the industry now doesn't expecte to revisit them for several decades.

Even the lower level autonomy like Adaptive Cruise Control and Lane Keeping Assist require a substantial learning curve if you don't want an embarrassment.

question oh wise forum from a neebee who has never had to calculate W&B.

 

I was reading some of the PIlot Handbooks for all their planes.

Since the 170D and 230D share a wing, and based on the payload schedule for the 230D, I was guessing the wing moved back for the 230 relative the the front seats. And it has.

 

Now, from reading the CG envelope / loading diagrams for the 170 and 230 .

The 230 has the same fore and aft limit for all weights up to MTOW. The 170D has additional criteria, weight dependent. The fore limit is different for 440kg v MTOW.

 

At MTOW the 170D CoG limit is only 272 - 255 = 17mm wide ! golly. better get that right. The 230D has a fore-aft limit of 277-99 = 178mm.

 

Makes me think W&B and CoG goes awry for many flights going from full to empty fuel loads.

 

I see there is a graphical proceedure to calculate this loading scenario in the manual . More study required. Obviously the CoG must remain inside limits.

 

The 230 looks much less fussy with loading variation , and where you might put luggage when you have an empty passenger seat (likely in the passsenger seat or immediately behind) .

 

Sure 'just adjust the trim' but my understanding is that aint going to help you in a stall if there is reduced airflow over the tail and the plane is tail heavy, so you must avoid the CG envelope limits.

 

glen

Firstly, in calculating Mass Distribution if you input the correct moment arm length, the correct dimensions, and the correct masses, you will always get the same accurate result, but if you select a wrong starting point you won't.

From that, the correct aircraft datums and masses to use are those for the aircraft you are about to fly, not a generic equivalent. Many people have come unstuck due to different equiment or layout in the same make and model aircraft.

With Jabiru, you have to be careful about generalising because they are very good at minimising component variations.

In the examples you've given, the J170D has a 4 cylinder motor and the J230D has a six cylinder engine, and the engine CGs might well be different dimensions from the datum.

The J230 is also 11% longer and has a wider cabin.

So it's better to treat them as separate aircraft (although its always possible for someone to make a mistake in the manual)

Both the J230D and J170D have envelopes printed and instructions on how they want you to calculate.

If you're fluent in Maths, Moments etc. and trying to do an aircraft for the first time, I'd advise getting a Piper, Cessna or Becchcraft POH chart and doing work ups on that becaise you can see how the CG jumps around inside the envelope.

Jabiru do it slightly differently, but as I mentioned in Para 1, if the inputs are precise the outputs are precise.

RA aircraft in both two and three axis are very sensitive to weights outside their envelopes, and very little is required to lose control.

I was going to use the example of one RF forum member who put a 15 kg tool box in the footwell of his Morgan ahead of his passenger seat and lost control of the aircraft on take off, bening very lucky to get it down without damage.

OK has just given us another example of a 4.5 kg battery in the wrong place at the wrong time.

And a much more aggressive approach to weeding out those people who should never drive a car;

let's face it, there are plenty of them!

That's a pysychological problem to solve, as I mentioned the task is huge. In some cases good progress has been made.

Gull wing doors

They need to move down when you are upside down so a problem, but some other geometry might work. The main problem is, if you are in a high wing nose over you retain full door height, whereas in a bubble canopy to enter and exit you are using more that the canopy height, so even with a lightweight roll cage you will be crawling through a gap, but there should be a solution which provides that gap height.

Is it possible to have Plain English weather converter for New Zealand?

It's here on the site somewhere, invented by a New Zealander.

Ye Gads what is it with the Australian obsession with blaming others for the choices we (adults) make of our own free will, that sometimes put us in harms way.

Yes I understand that we have another cultural/legal **** up - no national fund, that looks after people temporarily/permanently incapacitated. In stead we pay for the luxury lifestyles of legal parasites, to argue for injury payouts, many of which are clearly vexatious.

A broken system that benefits the few.

This story isn't about the civil process though where the individuals who are negligent pay for their negligence.

This is about Culpable Negligence where a person is punished by a Court for doing something they knew was wrong.

The authorities like quick fixes and even better, fixes that bring in a lot of revenue. Any medico will tell you it is usually better to treat/prevent the cause of a disease, rather than than just the symptoms.

Road safety is often debated in forums like this or the letters to the editor in newspapers with single ussue fixes being very popular, but it's an incredibly complex set of factors. I was once part of a think tank run by Vicroads where we were asked to predict future requirements for atomotive and transport industries 50 years out. The auditorium held several hundred people, so it was a big one and it had a whiteboard running its full width.

I can remember one day a few people were coming up with single issue solutions, and an engineer from the Adelaide MTT which at the time were running several hundred buses stood up, walked over to the whiteboard and started laying out Australia's transport industry, and filled the full width of the whiteboard for as high as he could reach, in about 30 minutes.

He'd hardly taken a breath, but it left us all breathless, and we realised each of us were working in a minute part of that industry. I've tried to replicate that list a few time on spreadsheet but never succeeded in capturing it all.

The speed "fix" fits under the heading "Environment" and is simply designed to try to get all vehicles travelling as closely as possible to the same speed.

We've done the same in motor racing over the years, where these days racing is run in "Classes" where the speed is decided by the specification rules.

The reason is that drivers get less "surprises" that way, and their subconscious reactions are based on learning at just a few speeds, e.g. 40, 60, 80, 100 km/hr.

The latter would require mandated proper training, from a young age and policing of dangerous driving - all too hard for our dim witted leaders.

Here's a current quote from Vicroads

"All learner drivers under the age of 21 are required to complete 120 hours of supervised driving (including 20 hours at night) and record these hours in their learner log book"

(.Jul 2, 2020)

How does that compare with your requirement for the aircraft you sell?

I used to be a devotee of "Defensive driver training" where a driver with a few years experience did some intensive training to avoid accidents. That started to change when four of our top Victorian speedway drivers died in a very short period. None of the accidents was their fault, and at their skill level their car control was way above the average, yet they died on the roads. These days I'm more in favour of five year driver testing to keep their knowledge of road rules up to date and weed out bad habits.

This story, published in roday's Age is about two modwives charged with negligent manslaughter over a home birth death.

The elevation to this over and above the civil negligence based on Donoghue v Stevenson is explained:

"For this form of manslaughter, prosecutors must prove the accused owed the victim a duty of care and breached it negligently, both consciously and voluntarily"

WQ10151.pdf

...........Mixmaster.

"My long lost brother" cried Doubtfire, and Cappy went into panic mode.; he.....

.......357 Magnum and said "What are you doing here Punk?"

Cappy, who was of English extraction as we know (all Cooks are sent to Eton) didn't recognise the word Punk and made the near fatal mistake of saying "I'm not Punk, I'm Cook", and Doubtfire took a step back and the Magnum wavered. Could i be? Could it possibly be? No, it couldn't and she looked at him again then threw her arms around him.

They were .......................

....gasped in an effeminate tone (NTTIAWWT), and was in full PISD mode when the gin bottle slipped out of his back pocket.

This put his weight and balance back inside the envelope and he gracefully assumed the flight position.

Sergeant Doubtfire had taken the day off from the harrowing C-19 talks she had to deal with. It seemed like every second wanker in the population had a reason not to comply with health regulations and she was sore from punching and being punched.

She settled down on a quiet bend of the Murrumbidgee River, threw a line in and was just settling in to a book when she heard a loud "PLONK!!!!!!!"

Shortly after, the unmistakeable neck of a gin bottle broke the surface and she recognised the brand "Bombay Bang"

She knew the only person to drink this ghastly stuff around here was the Captain, but where was he? How did the bottle get here? She was about to ....................

........total of six minutes training. The photo shows him while he was still remembering the instructor's words.

Shortly after this he bent his knee and ..................................

It's a pity no one has found our previous discussion on this. Like switching off your computer when you forgot to save a killer speech you were writing, the second edition never seems to be as good.

If you look at incidents you would survive in a high wing aircraft, that puts the reasonable design task into perspective.

• the occupants need to be protected from being hit or crushed.
  
• the occupants need to be able to exit the aircraft when it is upside down; the nose over may not have been severe, but if a fire starts the occupants need to escape.
  

Recreational Aviation aircraft have an upper limit where it is pointless discussing energy because it isn't feasible in 2020 to design a frame to absorb the forces of a stall/spural dive/collision with terrain due cloud etc. so we focus on Operations for that.

This allows us to focus on things the frame can change, like the slap down in a nose over.

The bubble canopy when made out of materials light enough to produce a working RA aircaft, is probably not a good design to proceed with.

One alternative for a low wing is to bring the fuselage up to canopy height from the tail.

Another is to focus on a structure strong enough to allow egress of people from the side when the aircraft is upside down, and also prevent a locatise object like a rock or log from killing them in the slap down.

I wonder why you are forced to fly so low.

My answer is that CASA WANTS you to crash so that they can get more bureaucratic power.

If this were not true , you could fly higher and be safer without having any effect whatsoever on RPT.

Usually you can make a relatively small deviation in track, go past your destination slightly, then come back in complete safety.

Depending on the winds there may not be miuch difference in air time.

...........CatRat Plus, and environmentally-friendly fertiliser brought to you by TEGREEN INC. The product is made in a factory next to Turbo's Cat Farm, and the wayward Thruster was on a course to intercept the farm.

By now the wet carbide had not only lit the Thruster's spotlight, but the whole van was on fire.

Cappy stepped in to save his friend's facilities. "Get me a plane, 20 Kg of Catrat Plus, a detonator a coil of fuse wire and I'll fix it" he yelled, but had he miscalculated............

There are many better performing GA & RAA types that could significantly change the cost per Nm

The spreadsheet covered aircraft available for hire in the local area at the time.

When you opt to hire aircraft, you can quickly walk away from lemons or non-performers, but the downside is you can only fly in what's on the flightline.

......Carbide that had been very unwisely placed in the open cockpit to light the way home from Natflys of the past. It hadn't mattered in the dry shed but now.............