All Activity
- Past hour
-
That was my thinking, I had an ASIC from when they came in, but this time I decided to follow the instructions on the ASIC application. It says that you can only apply if you have a regular need to access security controlled airports. I have only done it half a dozen times in twenty years so I should not apply for an ASIC.
- Today
-
The Bell 533 was a research helicopter built by Bell Helicopter under contract with the United States Army during the 1960s, to explore the limits and conditions experienced by helicopter rotors at high airspeeds. The helicopter was a YH-40—a preproduction version of the UH-1 Iroquois—modified and tested in several helicopter and compound helicopter configurations. The Bell 533 was referred to as the High Performance Helicopter (HPH) by the Army, and reached a top speed of 274.6 knots (508.6 km/h; 316.0 mph) in 1969, before being retired. The U.S. Army began a program to study improvements to current helicopters that could be demonstrated by testing. Analyses by three helicopter companies showed that performance could be greatly improved. Bell Helicopter was one of the participants and investigated improvements to the UH-1B Iroquois. After the study, Bell submitted a proposal for the High Performance Helicopter. On 7 August 1961, the Army's Transportation Research and Engineering Command (TRECOM) awarded a contract to Bell Helicopter for a high-performance helicopter to conduct research. In response, Bell built the Model 533 from a YH-40-BF, one of the six preproduction UH-1s. The dynamic components of the YH-40 were updated with components designed for the UH-1B. The research for the contract was split into two phases; phase one would be to determine the benefits of an overall reduction in drag, phase two would determine the benefits of auxiliary thrust. The Bell 533 was flight tested in three main configurations. The first configuration was the basic YH-40 helicopter with drag reduction changes. The second configuration added a pair of jet engines for additional thrust. The third configuration added swept wings for extra lift. Second configuration. Third configuration.
-
The Martin XB-48 was an American medium jet bomber developed in the mid-1940s. It competed with the Boeing B-47 Stratojet, which proved to be a superior design, and was largely considered as a backup plan in case the B-47 ran into development problems. It never saw production or active duty, and only two prototypes, serial numbers 45-59585 and 45-59586, were built. In 1944, the U.S. War Department was aware of aviation advances in Germany and issued a requirement for a range of designs for medium bombers weighing from 80,000 pounds (36,000 kg) to more than 200,000 pounds (91,000 kg). Other designs resulting from this competition, sometimes nicknamed "The Class of '45", included the North American XB-45 and the Convair XB-46. Production orders finally went to the North American B-45 Tornado, and even this airplane served only for a couple of years before again being replaced by the much more modern Boeing B-47 Stratojet, although the B-45 had the inherent performance – especially if it was not burdened with a payload – for it to then serve as a reconnaissance aircraft. All of the bombers comprising the Class of '45 were transitional aircraft, which combined the power of turbojets with the aeronautical knowledge of World War II.[citation needed] The XB-48 was no exception, as its round fuselage and unswept wings showed a distinct influence of Martin's B-26 Marauder medium bomber. Still, where the B-26 had enough thrust with two massive 18-cylinder radial engines, the XB-48 needed no less than six of the new jet engines. At the time of the XB-48's design, jet propulsion was still in its infancy. And, although it appeared superficially to have six separate engine nacelles – that is, three under each wing – the XB-48 actually had only two, unusually wide, three-engined nacelles. Each of these large nacelles also contained an intricate set of air ducts that constituted the engines' cooling system. The XB-48 was the first aircraft designed with bicycle-type tandem landing gear, which had previously been tested on a modified B-26. The wing airfoil was too thin to house conventional landing gear mechanisms. The main landing gear was in the fuselage and small outriggers located on each wing were used to balance the aircraft. The XB-48 made its first flight on 22 June 1947, a 37-minute, 73 mi (117 km) hop from Martin's Baltimore, Maryland plant to NAS Patuxent River, Maryland, but blew all four tires on its fore-and-aft mounted undercarriage on landing when pilot Pat Tibbs applied heavy pressure to the specially-designed, but very slow to respond, insensitive air-braking lever. Tibbs and co-pilot Dutch Gelvin were uninjured.
-
Whitsundays joined the community
-
Thanks for clarifying, Arron25. I stand corrected.
-
The Supermarine Stranraer is a flying boat designed and built by the British Supermarine Aviation Works company at Woolston, Southampton. It was developed during the 1930s on behalf of its principal operator, the Royal Air Force (RAF). It was the RAF's last and fastest biplane flying boat. Derived from the Supermarine Scapa, the aircraft's design was heavily shaped by Specification R.24/31, issued in 1931. After an initial rejection by the Air Ministry, Supermarine persisted with development as a private venture under the designation Southampton V. During 1933, a contract was placed for a single prototype; it was around this time that the type was named after Stranraer. First flown on 24 July 1934, the Stranraer entered frontline service with the RAF during 1937; most examples of the type were in service by the outbreak of World War II. The Stranraers typically undertook anti-submarine and convoy escort patrols during the early years of the conflict. During March 1941, the model was withdrawn from frontline service, but continued to be operated in a training capacity until October 1942. In addition to the British-built aeroplanes, the Canadian Vickers company in Montreal, Quebec, also manufactured 40 Stranraers under licence for the Royal Canadian Air Force (RCAF). These Canadian Stranraers served in anti-submarine and coastal defence capacities on both Canada's Atlantic and Pacific coasts, and were in regular service until 1946. Following their withdrawal from military service, many ex-RCAF Stranraers were sold off to fledgling regional airlines, with whom they served in various commercial passenger and freighter operations into the 1950s. The Stranraer was a six-seater, twin-engined biplane flying boat. Its empty weight was 11,250 pounds (5,100 kg), with a maximum take-off weight of 19,000 pounds (8,600 kg). As the design of the Stranraer progressed, it was changed from that of the Scapa, having a two-bay structure. The Stranraer's weight, and the surface area and span of its wings, were 12 per cent greater; the elevator was also 7 per cent larger, while the rudders featured trim tabs capable of holding the aircraft straight under single-engine flight. The Rolls-Royce Kestrel was initially considered as a powerplant, but eventually the moderately supercharged Bristol Pegasus IIIM radial engine was selected, . Much of the airframe was alclad, while detailed fittings were made of stainless steel; metal components were anodised as an anti-corrosion measure. For additional strength, a second pair of interplane struts were added. The hull was considerably larger, its cross-section being increased by 18 per cent, yet it had identical hydrodynamic performance. The forward gun was redesigned to be retractable, the middle gunner's position was lowered, and a tail gunner position was added just aft of the control surfaces, completed with a hooded windshield. In general, the equipment of which the aircraft was to be fitted with were the result of lessons learnt from operations of the earlier Southamptons. For more details including operational history, click here. A total of 57 aircraft were built.
-
Bottom line is if you’re a private pilot and not based at or regularly operating from a Security Controlled airport get an AVID. You could argue any pilot who doesn’t have the need for an ASIC is breaking the law by obtaining one. When I have to pay for my own ASIC I’ll be switching to an AVID.
-
Earlier comment: "I recently experienced multiple small holes ,in one of my Ranger tubeless tyres, and for the first time used a pressurised goo type sealer - worked a treat. Did have to pump up to to correct pressure and complied with driving instructions, by doing a 20 kilometre round trip at 100 kph - not so skeptical now" Scepticism has returned - a week later, leak has significantly slowed but still there😈
- Yesterday
-
Thorn/puncture resistance strategies; First and foremost is inflation to max permissible pressure Higher ply rating, will help but do little to reduce punctures through the side wall (see above) Avoid using worn tyres😈
-
Hi Jerry, I had forgotten just how badly writen, full of apparent contradictions, crazy prerequisites & exceptions, the "Security requirements for pilots" & the associated document, is. Here are a few examples: Pilots under 18 must have an ASIC (2 years) Pilots under 18 can not apply for an AVID (5 years) AVID's do not give the holder access to airside/security area of an airport. You can be escorted by an AVID holder ithrough the security area To hold an AVID you must have a currentaviaton medical (sick people being known security risks) ASIC would seem to be aimed at work related needs (not private pilots) Red ASICS give you some access to security controlled/airside areas Grey ASICS do not give you access to airside- why would you want or need one? White ASICS give sweet FA. Then there is a VIC - Bureaucracy gone completely made "A visitor identification card (VIC) can be issued to a person, if the person needs to enter a secure area of a security controlled airport for a lawful purpose. Followed by more insanity the Temporary AirCrew Card "A Temporary Aircrew Card (TAC) can be issued by an aircraft operator if either of the following applies: the person holds a valid red or grey ASIC, however, the person does not physically have their ASIC on them" Further confusion; (1) Subject to subregulations (4), (4A) and (5), regulations 3.05 to 3.09 and subregulations 3.18(2) and 3.26(2): (a) a person in the airside security zone of a security controlled airport must properly display a valid red ASIC; and (b) a person in a secure area (other than the airside security zone) of such an airport must properly display either a valid red ASIC or a valid grey ASIC. 4A) At a security controlled airport from or to which no screened air service operates, paragraphs (1)(a) and (b) apply only during traffic periods.😈
-
Its close; received message that will be approved to fly early next week. We've had short weeks and school holidays over here so expected possible delay. Didn't matter much two weeks ago as weather was horrible, great now. I'll post when I have paperwork back. Thanks for asking, Cheers.
-
.........ailerons, and even though I don't believe in ailerons, they do give me ......
-
.... Broken Hill Wino and Druggies Cooperative, who, given the popularity of gay 60s effemera in Broken Hill, could now only find an occasional thong at Vinnies or at the tip. "I don't like wearing thongs" commented Bluey "As even when you wear them the right way around, they still chafe your .....
-
I understand the AVID is required to fly anywhere in Aus, where as the ASIC is required to be able for security controlled airports (unless you can arrange someone with an ASIC to escort you in the secured parts of the airport at all times). From memory, ASIC lasts two years and AVID lasts 5 Haven't read this and often I have found CASA general info web pages out of date: Security requirements for pilots WWW.CASA.GOV.AU Learn about the aviation security requirements for pilots and how to apply for your preferred option.
-
I recently got an AVID which cost, I think, around $100. It is just a letter saying that you have had a security check. I have not found out when or where to use it. I am particularly interested to know whether it will save me from a fine if I enter a security controlled airport alone or with passengers. If not, what is it for?
-
Blue, any update on your 600KG Nynja?
-
Yea and the ride is cr@p, really harsh and you lose grip as the tyre doesnt deform and comply to the surface. You can also get Mousse foam inserts for off road motorcycles, Ive used them and again the ride and grip is reduced, plus they are bu99ers to fit and eventually break down. There is nothing to compete with gas filled tyres on any vehicle, just that the risk of punctures is always there Aviation wise, id still say there is nothing that provides the same shock absorption as a gas fill and as you say, weight can't be bettered
-
This is Not the JM2 but the MILLER TEXAS GEM also by Jim Miller the first of the three variants.. The yellow one is Pushy Galore See article..links MILLER TEXAS GEM | Simanaitis Says Miller JM-2 1000AIRCRAFTPHOTOS.COM Aerial Visuals - Airframe Dossier - Miller JM-2 Special, c/n M104, c/r N414M WWW.AERIALVISUALS.CA This Aerial Visuals page provides airframe history details of a specific airframe from the airframe database.
-
I pushed the new Durafly Rare Bear Reno Racer to 170 MPH !
dominicm replied to dominicm's topic in Remote Control
Not much tail wind actually. Mostly cross wind on that day. Some blue sky so tracking not too hard but I did fly against a cloud on one reversal and nearly lost it. I'll add some colour to the wing tips ! -
Marty_d started following Good show on SBS - Guy Martin Top Gun
-
Just watched this, it's on SBS on demand. Guy Martin learns about jet engines, trains in a Jet Provost, builds a model jet engine in one day (yeah maybe) and finally gets to fly a DH Vampire around the Swiss Alps. Good watch!
-
The P3 does not have a mess inside when used just a thin dried coating. (Skippy message not for your viewing; so don't get up tight about the fact that it is not my tube / tyre I'm talking about; I don't want you concerned that its not personal experience / ownership of the tubes😇.) The tyres I'm talking about are not ply rated but advertised as like 4ply in strength. Thread depth is 3mm. The Sava type on Wagga Bike and Tyres webb site. For sure a heaver thicker 6 ply tyre would be better. Yes the 3 corners get us for sure. I carry two spare tubes for this reason to fit a new tube, need to ensure no thorn or thorns in tyre before fitting.
-
Goneandun joined the community
-
......a big, gaily-decorated bus to run the mini-skirted miners around the aerodrome, and to carry the multitude of aircraft spares needed for their equally-diverse range of outrageous aerobatic aircraft, some of which were obviously very "girly", which led to jeers from the.........
-
Some ' run flat ' bike tyres are solid foamed rubber. " feel the weight " spacesailor
-
kgwilson started following Wedderburn Fly-In
-
Rain all day today to the North. 80mm at home. Very wet Anzac parades. Not looking flash for tomorrow either.
-
onetrack started following Flat tyres
-
Doesn't anyone manufacture "thornproof" tyres for aircraft? When I was a young teenager, riding a bike everywhere, "double-gees" (or "three-cornered jacks") were a curse to us for causing flat tyres, as they were in sizeable quantities in numerous places. But Dunlop made the "Thornproof" bike tyre (specifically because of the aforementioned seeds, I believe, from the early 1900's) - which tyres I bought, and they were a Godsend, no more flats from spikey plant seeds! - and they were very effective at resisting punctures from other sharp objects, too. The Americans produce a bike tyre liner called "Mr Tuffy", and this liner is effective at resisting flats from spikey plant seeds. Surely, someone has produced a liner for small aircraft tyres to improve puncture resistance? The tyre repairers hate the "Fix-a-flat", "Tyre Goo", and other puncture-curing liquid products, because they make such a mess, and make tyre repairs so much more difficult to carry out.
-
Red started following I pushed the new Durafly Rare Bear Reno Racer to 170 MPH !
-
I pushed the new Durafly Rare Bear Reno Racer to 170 MPH !
Red replied to dominicm's topic in Remote Control
Groundspeed or airspeed?, had a bit of a tailwind there😁 Nah seriously thats silly fast, I dont know how you keep track of which way its pointing
-
Who's Online (See full list)
-
Tell a friend
-
Latest Site Update
The Recreational Flying Classifieds are back and they are FREE for you to list anything that you have for sale. Do you have an aircraft you wish to sell or some aircraft parts, pilot equipment or anything in aviation that you no longer need, well convert it to cash through the Classifieds System here on Recreational Flying, IT'S FREE TO LIST YOUR ITEM, or you can select the Featured option for only $10 which goes towards the cost of running the site. -
Site Donations
Help towards the site running costs and keep this great resource here for all recreational aviators
Site Donations
and be a First Class Member! -
Join or Create a Group
-
U.S.A. FAA FAR Part 103 and Basic Flying Machines
Public Group
-
Jabiru Engines
Open Group · 49 members
-
Recreational Flying Site group
Public Group
-
-
Upcoming Events
-
-
Latest Gallery Image
-
Latest Books