Ultralights

it looks like it failed before touchdown, my guess is it is a spoiler/speedbrake actuator, if the UC system looses pressure, it will fall under gravity, and its own weight and aerodynamic forces will lock the gear in place, (well on a 747 anyway) seeing as all flight controls seam to be working, aileron and flap, i see that 2 spoilers didnt deploy, so it could have been a failure of the speed brake spoiler actuator or drive unit. speed brake might have been deployed in the decent, and jammed causing the actuator to twist up through the skin. the skin in that area is only 6 layers of fibreglass with a bonded honeycomb core.

MYTH: I CAN FULLY DEFLECT THE CONTROLS BELOW MANEUVERING SPEED!

The wing structure in light planes is usually certified to take +3.8 G's, -1.52 G's (plus a 50% safety factor). Put more load on the wing than that and you should consider yourself dead.

But here is the nice part: Below a certain speed, the wing simply cannot put out a full 3.8 G's of lift! It will STALL first! This speed is called "Maneuvering Speed". "Maneuvering Speed" is defined as the maximum speed the plane can be moving and still STALL before the WING BREAKS no matter how much you pull back on the stick.

If you are going slower than this and you pull all the way back on the stick, the wing will STALL WITHOUT PHYSICALLY BREAKING. If you are going faster than this and you pull all the way back on the stick, the wing can put out so much lift that it can be expected to break. So, as a result of the info above, people think they can deflect the stick as much as they like below maneuvering speed and stay alive. WRONG! The maneuvering speed is based on pulling BACK on the stick, NOT PUSHING FORWARDS!

Note what I said above: The "Maneuvering Speed" is defined as how fast you can go and not be able to put out more than 3.8 G's of lift... but the while the plane is certified for POSITIVE 3.8 G's, it is only certified for a NEGATIVE G-load of 1.52 G's!!!!! In other words, you can fail the wing in the NEGATIVE direction by pushing FORWARDS on the stick well BELOW the maneuvering speed!!!

Nobody know this. They just think they can fully-deflect the stick below Maneuvering Speed and live but THAT IS ONLY TRUE FOR PULLING THE STICK BACK AND BEING GUARANTEED 3.8 G's OF POSITIVE G-LOAD STRUCTURE, NOT PUSHING FORWARDS, WHERE THE WING CAN FAIL AT A MEASLY 1.52 G's!

Also, for airliners, certification requirements require that the rudder can be fully-deflected below maneuvering speed, BUT ONLY IF THE PLANE IS NOT IN A SIDESLIP OF ANY SORT! WHAT A LOAD CRAP! In a wonderfully-timed accident shortly after Sept 11 2001 that everybody thought might be terrorism, an Airbus pilot stomped the rudder in wake turbulence while the plane was in a considerable sideslip. The COMBINED loads of the sideslip and rudder deflection took the vertical stab to its critical load! A very simple numerical analysis based on the black box confirms this. The airplane lost its vertical stab in flight and you know the rest.

Also, if you are at your maximum allowable G-limit (say 3.8) and you put in some AILERON CONTROL, you are actually asking for MORE LIFT FROM ONE WING THAN THE ALLOWABLE LIMIT! SO COMBINED ELEVATOR AND AILERON CAN BREAK THE PLANE, EVEN IF THE ELEVATOR IS POSITIVE-ONLY!

yep so wouldnt it be correct to say the aircraft has more inertia when landing downwind? isnt that why it takes longer to stop

with a 20kt tailwind.. IAS is still 60 kts, but groundspeed is 80Kts, at touchdown groundspeed will be 80Kts, IAS still 60kts.

so in landing with a tailwind, your touchdown speed will be Double than if you landed in a a headwind,(in the example above) this is why you take much longer to stop with a tailwind, and why landing with a tailwind is NOT recommended. as even a small tailwind has a significant effect on landing (ground)speed and hence stopping distance required.

sadly i cant get OZiExplorer and the Imac to talk to each other.... i have a Garmin 96C.

i vary my method depending on wind strength, 0 to 5 kts cross. then crab in and kick it straight, anything over, ill use the wing down method. and there is a lot more satisfaction in nailing a smooth landing with 15 kts crosswind, and feeling the upwind wheel touch first, followed a few seconds later by the downwind wheel, and letting the nose settle on the centerline....

kayak will be a good viewing point!

a rule of thumb i was taught years ago, keep flap setting and associated speed at the same angle as the windsock, nill wind = full flap, gale == no flap, and hence higher speed. if the wind is 20kts, then a higher approach speed would be used, and i would fly the aircraft on more than flare. if i wasnt on the deck when the gust hit, full power and climb away,

WRONG! The myth is that if you are flying into a headwind (of say 20 knots, and you are indicating 100 knots airspeed, thus covering ground at 80 knots) then if you turn 180 degrees, the headwind will become a tailwind and you will find yourself with only 60 knots of indicated airspeed after the turn! (80 knots groundspeed with a 20 knot tailwinds leaves you with only 60 knots) WRONG!! MYTH! Of course you have a headwind before the turn, and a tailwind after, but this has no aerodynamic impact on your whatsoever. You can forget about the ground when doing (non ground-effect) aerodynamics. It means nothing. It is nothing but dirt underneath you that is not touching you, and that you tend to use as a reference since most places you go are conveniently located on it. You might as well use the moon as your reference, or the sun, or maybe the center of the Milky Way Galaxy. These are nothing but reference points, and have no impact on the nature of the flying machine. The aircraft is borne by the wind, and reference to GROUND SPEED has no impact at all on aerodynamics.

So, you might be saying: Wait a minute! If you have 100 knots of airspeed for the whole turn, then you must have come into the turn with 80 knots of ground speed, and come out of it with 120 knots of ground speed! You just got 40 knots of speed for free! IMPOSSIBLE!

No, you did NOT get 40 knots of speed for free. You simply aimed your plane in a different direction where its true reference-system (the moving air) HAPPENS to be going in the same direction as the reference-system you keep using (the ground). Just think of the air as being still and the earth moving underneath it at 20 mph. Now imagine the airplane making a 180-degree turn through the nonmoving air. Nothing special, right? But your speed over the EARTH was different before and after the turn, because of the movement of the EARTH happening to be in the direction as the plane or not. Now you should see that the downwind turn has no impact on speed at all since you are moving with the AIR. The Earth can rotate underneath you however it likes... it makes no difference to you. You only THINK it does because the millions of years of evolution that caused our brains to turn out the way they did has us thinking about things in reference to the GROUND because that is how we evolved to move: With our LEGS over the GROUND. It is not natural for you to quit thinking about the EARTH reference and use the AIR as a reference instead, so we (sometimes) INCORRECTLY think of the ground as a reference... even when flying!

Someone emailed me in response to this, respectfully pointing out that if flying North into a 20 kt headwind and then turning to the South, it still seems dangerous to him since how could the airplane pick up that extra 20 knots in the downwind turn to the South to hold his precious airspeed? The answer: IT DID NOT HAVE TO PICK UP 20 KNOTS OF SOUTHERLY SPEED AS IT TURNED... THAT 20 KNOTS OF SOUTHERLY SPEED WAS THERE BEFORE THE TURN EVEN BEGAN, IN THE FORM OF A 20-KNOT LOWER GROUNDSPEED AS HE FLEW NORTH! Again, it is nothing but a change in your reference system.

was that in canberra?

i know its not aircraft related, well it can be if you have a runway full or rabbit warrens! i found this to be quite hilarious.

basically the device fills the rodent tunnels with propane, and ignites it, blast kills rodents, and destroys the tunnels..

i know this might be a big ask, but will there be a Vista OZ for X-plane and Aple.. i have used Vista OZ when in the pc days and absolutly loved it, sadly now i have an Imac, and flight sim just doesnt work to well on the Imac, so i have to use X-plane, but the scenery is just no where near Vista OZ quality..

in my expert i didnt witness anything based purely on speculation professional opinion, looks like he groundlooped.

is that the same aircraft that was at narromine?

thanks for that, they have what i needed... :)

i have met a few people who have flown with Sydney AIrways, my instructors were Brian Wetless, and Jack Curtis, sadly Brian has long passed away, he was a great guy and top instructor.

i was not on the receiving end of a bucket of water, though i know of a few who have, I leanrt to fly with Sydney Airways may yrs ago, and the initiation i got was a congratulatory handshake with a palm full of shaving cream.... then i had to sign a book at the bankstown tower. but that was back in 1989

with online checkins and seat selection, i usually always go for the last few rows, they are always the last to fill up, and every VB flight i have been on in the last few yrs, i have had the entire row to myself.

i see you are flying on the A380, a tip from a friend of mine who has flown on the A380 already, dont get a window seat over the wing.... oh, and dont look at the ceiling panels if your on the lower deck, from what i have been told is they flex quite a bit when a heavier person walks on them.

this is a day you will remember for the rest of your life!

Congratulations....

now wheres my bucket of water at?

and the inflight entertainment screens are an accurate airspeed indicator i_dunno

I have just received the new replacement CHT and EGT senders for my 503 in the vampire, unfortunately the wire is not long enough to reach the panel and hence the gauges, does anyone know what type, resistance etc is required for a wire extension so it does not give a false readings?

I am currently reading through the Aircraft Spruce and Wicks catalogs, and they have heaps of extension wires but of varying OHM resistances..

Thanks in advance..

Rob.

congratulations! will there be a Jabiru welcoming home fly-in?

good thing was, the rain wasnt very heavy, just light intermittant drizzle. not enough to stop you walking around. occasionally it would rain harder, but only for a few mins at a time. actually it meant you could walk around all day and not break out in an all over sweat, and it kept the dust and flies down.

nice pics! looks like an Autolanding landing :) i remember the United airlines flight well, when i was working in Hangar 2 for QF, i would sit out the front from about 1 pm till home time, when the United flight from LA arrived it was approx 2.30pm, and time to head back into the shop and go home.

the rag and Tube turnout wasn't too bad, a few Thrusters, and a few Xairs, i think i counted 2 drifters, that was about it.