turboplanner

will Yes some older people are getting older and moving on but there is still interested people out there who just need some positive flyers to infect them with the bug. I am trying to do my part by keeping the kids excited about flying:thumb up:

In the 1930's we were losing the pioneers, in the 1960's we were losing the immense WW2 talent, in the 1970's we were losing the Arthur Schutt types who provided cheap aircraft and motivation for revreational flying, but a new breed always came along.

Recreational aviation is more than the RAA world.

In looking at Ron Hoey's earlier photos, there is a fundamental engineering issue with the design.

To make use of the strength in a channel you set it up to put tension or pull the flanged (otherwise the flanges would buckle)

So you don't compromise the flanges by drilling them or otherwise removing material.

In this case much of the flange material has been removed, the flanged are in tension and what's left of the flanged is not enough to carry the load.

That's the easy part because that is a very busy little area.

A couple my thoughts are:

* weld a shaped plate to the flanged where material has been removed.

Reinforce the channel by a much heavier plate back to back with the channel so the flanged don't have to do any tension work in that area.

So much for the hissy fitters.

There will be be break throughs in solar film and battery technology and electric motors will offer a whole new range of possibilities as they are now doing in RC.

There is potential for GA private and charter to make use of new engine technology to revive the cross country (day trip = two or three States. There will also be new grass routes and safer touring aircraft to replace the failed exotics Lancair and Cirrus.

South Australians - you won't want to pinch them!

...and let's ban bloody black livestock! At least you could see those Droughties!

Let us not forget there are Senators in Senate both Liberal and Labour who weren't voted in at all and yet get to vote.

Two good scenarios HITC; given the "Oh Sh!t, we're in trouble now" body language from the girl with the horse as she surveys the damage at the front of the truck, I'd say the former.

I have to make an exception for them, the Hume Highway was known as Sesami Street.

The brakes all changed with ADR35, you don't have a hand piece now, just the foot brake and park brake. DECA trains drivers to look ahead and come down in speed in the higher gears over a longer period to save fuel.

I can remember using the hand piece to pull a semi straight after the drive axles locked up, and the modulation was terrible - you either had nothing or full lock up. I was driving an Atkinson once, and a Mini flicked past and dived in front of me as I was slowing for a red light. Despite all I could do the Mini completely disappeared under the windscreen, and I thought it would be squashed, but there was no bang. must have missed it by a millimetre. Today the Prime Mover would probably outbrake the Mini.

Yes he goes over the lines just after seeing the aircraft, probably wondering what the hell is going on, may have gone out to try to see further round the corner.

No exhaust brake either.Kaz

They are designed to retard a loaded truck on a steep grade, which allows the brake drums to run cooler and with less wear.

The brake system has ample capacity to stop a fully loaded truck at maximum tyre performance without using the jake brake.

But they sound soooo manly!

You can hear the engine going down through the gears at about .28, may have been a road train.

Almost certain to have been a road train in that locale but I thought he seemed to be right on them before I could hear the air come on. No exhaust brake either.Kaz

Here's a link to a single cow hit at highway speed - around $50,000 damage out of that one.

I would say the Truckee may have had "pushonitis" because regardless of whether lights were flashed or not he should have slowed until he figured out what was going on. I concur with Kaz on this one

No cattle signs out was the start of it. The standard signs are easy to see; I've passed a few of them in the last two weeks, and you know there will be stock on the road ahead. The aircraft must have been tying to push the mob across the road, but all too late in the day, decision to quit for the day would have been obvious a couple of hours before. Cattle value around $8,000.00, truck damage around $30,000.00.

Killed about 10, shows you the poor standard of droving around. Also shows that even with good lights you can get caught up in a series of events - distracted by a low flying aircraft, dust, masking by oncoming headlights.....

What problem do you have with the CFS and ABC reports?

Useless press or useless witnesses?

Maybe it's a pre-AD J170

Sh!t yes! based on RAA focus

That's about right Nobody; in GA the three hours under the hood will teach you scanning and some of the difficulties of adapting from visual flight to instruments and vice versa. It's usually done in calm conditions, so the fear fsvtor of stuffing up your met forecast followed by not having a firm 180 degree out of there plan are missing.

Clearly you can master instrument flying because that's how commercial pilots fly much of the time, but it's not something you can teach yourself because there are a number of aspects to it that you will not be aware of from VFR training and flying.

Even after IFR training, you require regular recency training and it is expensive.

The good news is that today's VFR rules, based on distance from cloud should give you plenty of time to turn away from cloud.

I think the biggest risk is still knowing how to predict potential trouble areas from the met forecasts and I've had a thread going on it for a few years, and it's clear that most others have the same difficulty because there aren't too many brilliant solutions posted.

There are people who say flying through cloud is easy, and boast they've done it a few times, and that's usually a precursor in the ATSB fatality reports, as is the strong urge to press on to the destination.

Learning to do flight plan changes to alternative airports on the run is good practice to wean you off destinationitis.

I mentioned aspects of IFR training. One of these is the necessary flight training to calculate lowest safe altitude for ten miles each side of your track. This involves getting a WAC chart out and drawing the lines for your route so you don't hit a hill on track or drift into one nearby. You can't do this with the aircraft bucking in rough weather and no idea what your alternate is going to be. At least two smart Alec recreational aviators have died in this way in the last few years.

If you do get caught in cloud, call a mayday to ATC immediately. They've saved a few pilots by taking over navigation and altitude, and helped the pilot calm down and totally focus on the instruments until they can get him clear of cloud.

Ah, those iphones can't spell for nuts.

In the ATSB booklet "a pilots guide to staying safe in the vicinity of non-towered aerodromes" it also states the 6 minimum broadcasts that pilots pilots should make when operating from non towered aerodromes. Same as stated by Robbo.Quote"broadcasting on the CTAF effectively helps reduce the risk of mid air collisions or reduced separation by SUPPORTING pilots visual lookout for traffic. This is known as radio-alerted see-and-avoid"

A no brainer really

Perhaps, rather than confusing things by referring to "Capital City airports", which people have taken to mean the international airports, I should have said "Archerfield, Bankstown, Moorabbin, perhaps Parafield and perhaps Jandakot, which are Capital City airports.

The point of the post was that you don't get the same level of crosswind practice at these that you get on a single strip country field.

There was some concern raised by some members on here complaining that it was progressing without satisfactory consultation, but unless those members stand up and take control of their organization it's not going to stop.