turboplanner

The video shown on TV showed the aircraft shaking like an out-of-balance washing machine on spin cycle, banging loudly. One shot of the engine intake showed the fan spinning, although it may have been windmilling and not under power. Wouldn't have done any good for the engine pylon.

Is the fan totally free wheeling or can it be braked to zero?

 

 

I ride a Yamaha ag bike on the farm. It is an air-cooled 4 stroke, like the Jab engine, but the airflow over the engine is nowhere near as good. Yet is has shown no overheating problems.And it doesn't run on avgas or need aeroshell oil.

Why is this so? And why does it just use normal oil and not need special air-cooled engine oil?

Combustion chamber temperature; which is much hotter than, but not a direct correlation to, cylinder head temperature. Combustion chamber temperature varies substantially with time and amount of power demand, and fuel available for cooling.

 

 

When you fly with a foreign airline you fly with foreign values.

 

 

An amazing report on the 13/6/2017 Dumara incident.

 

 

I always find it funny how armies and airforces decide how the enemy will fight them.Most times the opposite of what they expect occurs.

Now enemy forces KNOW that to kill a F35 you need to get in close and dogfight it!!

Yes, but we don't know what it's got to ensure one of those old fighters doesn't get closer than 40 miles.

 

 

Investigation: AO-2014-053 - Loss of control involving Cessna Aircraft Company U206G, VH-FRT Caboolture Airfield, Queensland, on 22 March 2014

I see that Mike Bushe, who runs Savvy Aviator recently had an article in the US AOPA magazine, extolling the virtues of the Rotax 4 strokes. He is hoping for a bigger Rotax, so that he can put a couple of them in his Cessna 310. Reckons they would be better than the old continental 0-540s.

Someone reckons an engine which hasn't been designed yet but is based on one designed for low a/ hours for the recreational market would be better than an 0-540?

I've heard everything now! He does use the word "old" but you'd have to ask a few questions if someone had been doing rebuilds beyond the life cycle.

 

 

Seems Trike's fingers should more walking and thin down some. I thought he might have been playing the liability card, and I wanted to hear his story.

We can see that there are two schools of thought here. I'll take both into consideration. However, having done the storeman's role in a maintenance facility, I well know that inexperienced AMEs rarely know the the part numbers of the things they want. Same would apply to a home-builder.

 

Your comment about dropped rivets causes me to consider adding a small percentage for wastage. I suppose the ability to provide replacement of builder buggered bits will be a measure of after sales service.

 

OME

Small number of replacements is a great idea, covers situations where item is damaged during assembly, lost, or the kit is 1 item short even though it was checked before dispatch. The hunt for a replacement from local component suppliers can take hours or require a delay of several hours/weeks, and the part you lose always seems to be the o e which will not allow you to fit the assembly and get on to the next stage.

 

 

Tell that to the millions of dirt bike riders who ride on public land and beaches etc lol and also on private property ie the servo forcourt and those dirt roads to the side are private property,and I,m sure he would have only taxied up to the edge of the forecourt and pushed it to the pumps anyway all legal..............

The answer's in the posts above.

 

 

Tell that to the millions of dirt bike riders who ride on public land and beaches etc lol and also on private property ie the servo forcourt and those dirt roads to the side are private property,and I,m sure he would have only taxied up to the edge of the forecourt and pushed it to the pumps anyway all legal..............

How are you sure? You saw it?

 

 

I was there at the time bull, went looking for it after I heard the news. I was at the Cappi roadhouse at the time but couldn't find the plane.but yes it actually happened as others claimed to have seen it.

Another event I heard about was a light airplane landed or attempted to land on Ayers Rock. The news broadcast the incident showing the black

 

marks made by the tyres. It seemed that most of the focus was cleaning the rubber. I never heard of any follow up.

The Uluru landing was a hoax; some guys having a great laugh

 

 

....... and do what you you feel you can get away with.This sounds somewhat cynical and perhaps even bordering on rule breaking/bending.

But you have to remember this is a game not a physical earthly law and you play by the rules of a game.

Really?

 

 

Bet I still do any of the flyins that I do in a lightwing or Poky little jab or a gt500 or a savanah ect ah...................

Are you talking about the Piper Tomahawk?

 

 

No flying tail on this one mate!!!! are you sure you really know what your talking about??or are you just a computer pilot mate??

He's just a keyboard warrior bull.

He's also flown just about everything from very basic ultralights to Boeing 727s on airline service.

 

 

I would never ever suggest contacting CASA pre-emptively unless you are required to by law. CASA has by their history proven themselves over and over again to be singularly interested in only stopping pilots flying not in helping them to get flying.Read the rules and interpret them allowably your advantage and do what you you feel you can get away with.

This sounds somewhat cynical and perhaps even bordering on rule breaking/bending.

 

But you have to remember this is a game not a physical earthly law and you play by the rules of a game.

 

The vast bulk of the evidence is that with the exception of a very few real medical conditions there is both no evidence to support medical restriction of pilot licences and significant evidence to support the safety of flying with many medical conditions. Unlike the biological facts ( like we must have a minimum 200 mls a minute of oxygen or we die) the medical limitations put out by CASA are proved not a problem for large numbers of the population every day who do similar or more bodily stressful tasks and pass the test of life quite successfully.

 

Similarly pilots all over the world fly their RAAus -equivalent aircraft with medical conditions (and no medical licence beyond "safe to drive a car",) and don't drop out of the sky. Proof specific that "If I am considered unfit for a Class 2 am I really safe flying RA? " is a factually pointless question, unless you have some very specific medical conditions that would preclude you driving a car.

 

CASA is involved in a "game" whose rules they have made up (absolutely MADE UP - not determined by evidence) so you are at complete liberty to play their game by their rules.

 

But don't forfeit the game without giving yourself a chance.

While there may be merit in this age old argument, early fights dating back to the history of the original flying doctor Clyde Fenton, who operated out of Batchelor, NT but apears to have been in the gun almost monthly of DCA who operated out of Melbourne, we are required to comply with the law as it exists, not as we would like it to be.

Confusing the issue, are many people who work, drive or fly by concealing their condition. Just bear in mind that's culpable negligence.

 

 

Wise old sayingIf you have time to spare go by air

If you HAVE to get there!!! Drive

 

Weather forecasts are only a prediction, things can change rapidly and be unforeseen

 

If there is any doubt reconsider it if you are already in the air, a simple 180 while you can might just save your family a lot of grief

All of that plus, although weather forecasts are a prediction, a NAIPS forecast is designed for airmen, and will include such things as known turbulence, which can also cost your life.

 

 

It's just as likely that the report was completely wrong and he made an emergency landing on the airstrip.

He may not even have been in the NT, could have been taxying in Hobart.

 

 

Thanks Oscar for setting us straight re backwards compatibility of the CAE engineering and mods. It's pretty obvious when you think about it but it helps to have it clearly enunciated for those of us who haven't clearly thought it through.I take issue with your totally unwarranted promotion of Microsoft products over Apple though. There are enough partisans here with the bike vs cars; plastic vs rag & tube; Holden vs Ford; Jabiru vs anything else and RAAus vs ELAA, without you introducing Apple vs 20th century computing technology.

 

What were you thinking man!?

There's an off topic forum where you can go your hardest on subjects like that now.

 

 

Yep: it's an unfortunate fact that people writing management books sell a lot more books by stroking their audience and helping them feel important, in control, and successful. This tends to mean rolling out some fashionable formula, and carefully ignoring any doubt or uncertainty: definitely an empowering read (whatever that means), just a pity it's unlikely to match reality...Meanwhile, out in reality: you're painting a picture of near insurmountable difficulties, Bex.

The latest management tool being circulated on Linkedin, and supported by hundreds of people:Photo of a Wolf Pack Explains Wolf Behavior-Fiction!

 

Even after the hoax had been explained, people continued to post about the wonderful example set by the wolves.

 

 

Check out the weight and balance limitations as well. The Tomahawk has limitations in this regards.

The Tomahawk is really a trainer. GA is about carrying people plus baggage over decent distances to interesting destinations. With a four seater you can take more friends with limited baggage to part fuel distances, but for two people you can do long legs with a lot of overnight gear

 

 

Sometimes GA plane( $50,000)? plus next 100 hourly (any number you might think of up to the price you will burn it rather than fix it) equals perhaps the best RAAus plane you can buy near new? Nev.

And sometimes it doesn't. I think I remember a Cherokee 6 bought for about $15,000 as is, with a further $16,000 for a very thorough corrosion replacement, which then should have given many years of cheap cross-country flying, i.e. trips like Melbourne-Uluru-Darwin-Gulf-Barrier Reef-Melbourne.

 

 

Perhaps. But there is a difference between improving depth of knowledge and instrument training. There is a centre to the problem but additional learning is probably not it.

What I'm saying is that improving depth of knowledge is a very small part of it, then you have to learn the skills, and maintain currency, then you have to learn to flight plan so you don't smack into mountains or towers, then you have to learn the flight regulations to avoid flying across the nose of a Dash 8, and how to find an airport, then you have to learn what constitutes and IFR rated aircraft.

A good person to explain the workload to be able to do all this would be a CPL student who has got through PPL and is now hitting the next buzz saw of the learning curve.

 

 

Bob Tait has a great set of study books and after all it is not rocket science

That's central to the problem (not what Bob Tait has written, but the tiny amount of study)

Like teaching yourself brain surgery by correspondence.

 

 

Hi everyone, I'm completely new to flying and have decided that since I enjoy leaning around corners and getting my 200hp bike airborne at speed that I may as well go to the next level and stay in the air a bit longer.I'm looking forward to gracing the skies and mostly the education and discipline that goes with it. I enjoy learning new things and find that the saying "If you don't use it, you lose it" is accurate and true, especially when it comes to "grey-matter" and youthfulness of the body.

 

Having flown a glider, I feel that both the bikes (when riden the way they were intended to perform) and aircraft have some striking similarities, namely that "what goes up must come down" and that both disciplines require firstly a good teacher, then a good student. Throw in appreciable hand-foot-eye coordination (the ability to use each appendage independently, uniformly & automatically), the need for 360deg. spatial awareness, the ability to fully focus the mind on the task at hand (be "in the now"), to have the ability to discern conditions, distances, relative speed and be able to do what seems to be counter-intuitive in emergencies.

 

Riding high speed missiles certainly has the mind working on a heightened level, with senses keen and the body responsive. The old saying "he who hesitates is lost" applies here as I'm sure it would also do to flying.

 

Our bikes are capable of 300kph, get there in about 15 secs, and spend most of the time either pawing the air or going sideways. A good sharp rise in the surface will launch the bike, airborne for 30 metres or more, pitch and yaw needs compensating to make a good clean landing.Very exciting stuff but one mistake and it all comes undone very quickly.... and it really hurts!!!

 

Enter : Flying!

 

As I age I feel the need for freedom more and more and look forward to seeing the world from a higher perspective. With full appreciation to inherant dangers, it has been my experience that a life without calculated risk is very boring and dull, therefore I refuse to grow old gracefully. However, instead it is my aim that any future gracefulness will be experienced by me in the skies above and not in a nursing home (which from my experience is a place of a certain end of a certain kind). Nobody ever seems to come back from those places, have you all noticed?

 

So, I'm a newbie, here to say hi and at the start of the new journey, mindful of the right attitude and hopefully with a good teacher I'll learn the right habits. I expect to make mistakes on the way, it's not really "learning" without them.

 

I've been advised to learn to fly in a tail-dragger with the understanding that it'll make for a better pilot, especially when it comes to emergencies. I'd be very interested to hear what other members may have to say about this and will welcome any tips or advice that only experience can give.

 

Thanks for reading this "essay", I hope I haven't caused any boredom and look forward to hearing from others.

 

Cheers, Andre

Some people like taildraggers for the excitement of the more difficult ground handling, others because taildraggers can land on rougher ground, but don't get hung up on them, they were superseded from around the end of WW2 for some very good reasons, the main one being less AC write offs and expensive repairs. Tricycle allows you to tact on windier days without weathercocking or having a helper. In the taildragger heydays fields were mostly all-over paddocks so you could take off into wind. Tricycle prevents the nose-over under brakes. And you can steer round busy airport taxiways at a bit above idle. If you just want fun nothing wrong with a taildragger. If you want to fly cross-country, tricycle is one less issue to deal with. I'd try both. A lot of your bike skills will transfer well but in interestingly different ways.

 

 

News is this aircraft has a Camit engine not a Jab engine. VH Experimental category.

Does the news say what failed?