Deano747

Rock and a hard place - I agree that the magazine could be done with less 'gloss' as it would be very expensive to produce. Last one I was associated with was >$400,000 for 20,000 copies after advertising. I suspect that the advertising revenue for Sport Pilot is significant. It was decided to remove all the gloss and get back to basics - advertisers left and the price out of our pocket to produce went up ............. Eventually the decision was made to go to online only (with those wanting a printed copy to pay for their copy), and the readership stats went down and advertisers left at an accelerating rate. As I have mentioned, the editor of any magazine is always chasing content - send in an article. It would only need one short article every few years from each member.

Sorry - did you not note that the Southern Sun is an LSA, probably the most common type of airplane that RAAus members are involved with nowadays - and yes, I know that it used to be all about the AUF - times change.

On a positive, the sulphur content has to reduce to the rest of the World's levels - so that's the end of Australia's fuel being among the dirtiest in the World.

Not talking about E10 as it is appropriately labelled. I am talking about the Fuel Quality Standards Act which allows up to 1% Ethanol without labelling and commonly found (according to the fuel companies own data) in 95 and 98 RON fuel in Oz. And for the other pilots that fly legacy type aircraft that the AUF started with, perhaps an article submitted to the editor would be a way to be seen. Or how about a suggestion to the editor about, say, a segment on 'Me and my Airplane' with a photo or 2 and a few paragraphs. They could get 2 or maybe 4 stories on a page as a monthly feature. No point bitching about lack of content if it is not forthcoming from the readers. I know that Editors are always scrabbling to find content......

Disagree. Interesting reading about the new breed of aviators coming through, and the possibilities surrounding electric propulsion. Good reminder on heat. Good reminder on recency. Good read from contributors and their adventures - one an around the World flight and the other from a relatively new pilot and the airmanship involved in landing on an unknown airstrip. Oh, and all service station fuel can contain up to 1% ethanol without it being declared. If you are looking at how to waste an afternoon, delve into the Fuel Quality Standards Act.

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Or no engineering and/or spares wherever they were going .....

Worse - hillbilly country USofA

Take it you mean Hamilton Island. 1,700m landing distance is bloody short. 737 has a little wing - high wing loading - high Vref (landing speed). Faster than the 767 and 747 for example. Touchdown zone is ~ 300 m in for them, so ~ 1,400m max to stop in using tiny little brakes on 4 wheels. Little wonder it was a positive arrival (no float) and then everything it had to avoid getting the passengers wet.

Taxiing out to the reef runway in Honolulu would have the temps in the amber zone before takeoff on the old 747's with steel brakes. An abort would deflate all the tyres. Newer airplanes (744) with carbon brakes wasn't a problem. The hotter they got got the better they worked and less they wore. Old airplanes use max reverse thrust and go easy on the brakes. New airplanes use min reverse thrust and maybe less landing flap if that is an option, and go harder on the brakes. Even after a max effort stop they were coolish by the time you had got to the gate.

Airplane tyres don't do a lot of kilometres. Big airplane does maybe 2 from gate to runway, another 2-3 getting airborne and the same after landing. 1 flight per day gives maybe 3,000kms per year. Private GA airplanes would be lucky to do half that. Airplane retreads have been around a long time with a very low failure record.

3 degree glide path puts you at 750' at ~ 2.5nm.

Had to use differential reverse thrust one stormy night in Bali to stop it going sideways.

Happens to all tyres - cars as well. If the wheel locks (ABS inoperative) (not a no-go item) on the top of a film of water, then the friction heats the water to boiling and melts the rubber. Tyre not spinning so a localised melt. Why pilots never aim for a 'greaser' on a wet runway. You want to get the tyres through the film of water onto the bitumen. Heavier the rain the more positive the touchdown.

On condition - the tread can retreaded a number (forget how many) of times. Deep cuts through the tread and sidewall can be an issue and aquaplaning can get rid of a tread in 1 landing.

Would have been an interesting half hour or so for the crew and fire crews. Engine debris was contained in the cowling except for the bits that 'escaped' out the big round hole at the back. Those escapees at upwards of 1,000 degrees C was what started the grass fire on the runway edge. Why Sydney Airports Corporation safety department allowed the dry grass there to grow to knee length during our bushfire season will be a question for the ATSB. As far as the evacuation decision - there was no subsequent aircraft damage, no engine fire as confirmed by the crew and fire department when they stopped at the upwind end of the runway for a visual check, so a taxi back to the gate was deemed to be the safest course of action. If the engine was on fire then the decision would in all probability been a different one. Last time I had an engine that decided to morph into a different shape, my wingman reported that he heard the tinkle of turbine blades on his windscreen through his helmet shortly before he went IMC in the extinguisher cloud. He mentioned that also was interesting for a little bit. They can escape with some force and glee to be free .... As for the journalists story - he is a respected investigative journalist that has covered wars, famine etc around the world. The notion that "his blood ran cold" has likely been misquoted and probably written by someone who normally covers flower shows.

He's not alone .......

Because it's American Airlines major hub and it's too far to Sydney or Melbourne.

Do we know if the Cessna was solo or 2 up? It may well have been a check flight as Gaz was a grade 1 with CASA check & training certifications so the idea of a 'practice' into Oaks is a definite possibility. Problems with big blind spots on high wing airplanes .....

Floatplane adopting its natural position - heavy side down. Pleased they all got out.

A Skyecho and iPad with AV Plan or Oz Maps would have done it Rolls Royce solution is Transponder with mode S and ADSB in/out and a Flarm. https://www.flarm.com/en/

Sad news. Flew with XXX for a number of years in the RAAF, the Wollongong Aerial patrol and QANTAS. He was very involved in all things aviation with a school and an aerial survey business as a side hustle. What he was doing at that altitude is anyones guess ....... Another reason for ADSB in/out.

short runway, hot and early configuration was up around the 130 mark.

Remember when QF Link first started using them out of the Gold Coast. In summer with a full pax load (high density all economy configuration), they couldn't take any baggage if they were going further than Brisbane. Useful airplane ...........

Sensationalised media reporting .........only panic from professional pilots would have been where to eat that night in a strange city. Losing a few screens is not a drama. Other screens are switchable and funnily enough, autopilots don't need any screens to still work. They lost LNAV - oh dear, imagine having to rely on radar vectors (or GPS) and use your heading bug; whatever next. Losing multiple screens was par for the course in early days of the 767 and 744 as was the FMC dumping all data so you lost VNAV as well as LNAV. Worst case that I heard of was on an Australian based international airline that lost all 4 primary screens just after take off so reverted to standby AI, ASI, altimeter, E2B and secondary engine screen to dump some 100t of fuel to come back and land - didn't even make the papers.