Thruster87

Float Plane Takeoff from Concrete Runway - YouTube

Knowns and unknowns Crystal icing is deadly because unlike normal icing, it is hard to detect or predict, and we have no defences against it Crystal icing is implicated in a growing number of insufficiently explained crashes below freezing up to zero – a sign that ice was building up on it. Crucially, Ratvasky was able to confirm the association between HWIC and convective storm systems, and identify the mechanism: the strong updraught from the storm sweeps water vapour to much higher altitudes than normal. The effect does not seem to appear when the convection is strongest, but when the storm is dying down, for reasons we don’t yet fully understand. The hope is that all the data gathered will yield a distinct signature that corresponds to HWIC. This will enable “now casting” – using satellite data to predict where aircraft are likely to encounter dangerous conditions. Researchers are also working on modifications to existing radar that allow them to detect crystal-icing conditions. That’s a few years away, but at least it’s closer than a full engine redesign. What’s more, the team managed to establish a makeshift HWIC detection method: by pointing the aircraft’s weather radar downwards, you can see if you are flying over patches of heavy rainfall and should consider changing course. Even better, Fuleki and his team have cleverly hacked existing instruments to create two sensors. The first, a beer-can-sized device called the particle ice probe, is mounted outside the aircraft and detects the presence of small particles by the way they change the air’s electrical characteristics. It was originally designed to detect debris from the engine, but the team modified it to distinguish the particular signal of ice crystals. The other device – an ultrasound ice accretion sensor – directly measures ice inside an engine. A series of dime-sized sensors sends ultrasonic pulses whose reflection changes as ice builds up. Both devices are advanced enough that Fuleki is now in talks about turning them into commercial products. Even when planes get the new sensors and radar, however, we’re not out of the woods. For one thing, we are still not done tallying up the true toll of crystal icing. Speculation is building on its role in yet more unexplained crashes, such as that of Air Algérie flight 5017 in 2014, which killed 116 people. We know about flight 447’s blocked pitot tube because of the flight recorder, but with some other incidents we may never know for sure. Sometimes there is characteristic physical damage, but aside from that, all traces of crystal icing tend to vanish below 10,000 feet, whether the plane survives or not. There’s even a chance the problem could get worse. The warmer, moister world predicted by climate change will have more convective instability, “ says Sue Gray, a meteorologist at the University of Reading, UK. “These systems will be more vigorous and more frequent.” And according to a recent analysis by Rolls Royce engine labs, these increases in extreme weather could make the conditions in which crystal icing flourishes more frequent. In a presentation, Rory Clarkson, an engine specialist with the company, offered an inconvenient but undeniably safe answer: “Restrict operation during severe weather.” ■

The Zenith 601xlb/650 supplied kits, all the rivets are countersunk [avex] and the supplied nose die is ground so you end up with a shallow domed finished head. This work hardens the rivet head to give it extra strength and to date I'm not aware of any issues with this method of construction. Cheers

The model number appearing below the captains window is AH 12 not AN 12

My bubble canopy was made by Todd's Canopies USA the material used was High Impact Acrylic.Used a 1mm thick metal cutting disc in an 5" angle grinder to cut excess [sanded edge with 400 wet/dry] and 1/16" pilot drill followed by a step drill bit for finished hole sizes [also drilled from other side to de-burr holes] and no cracking to date. [ the rye bread should have eggs and herring on it] Cheers

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The process is use Aluprep [rubbing the part with scotchbrite ] then dip in Alodine if possible [you can make a shallow large container using timber and lining with plastic] The treated part should then be coated with either a Zinc chromate /Zinc oxide or a two pack epoxy primer [DO NOT USE ETCH PRIMER ON TREATED PARTS AS IT REMOVES THE PROTECTIVE LAYER]. There are other non chromate treatment options out there eg Prekote Cheers

Just bought tongs made from bamboo with a magnet to hold to the side of the toaster.No more burnt fingers or getting zapped. cheers

If you want my copy of Tony Hayes Thruster Types Handbook [TST,TST-L ,TST-E] and Tony Hayes converting to Tailwheel student training manual [as new condition ] you can have them for what they cost me $ 83.00 + postage Cheers

Hi I have a copy of Tony Hayes Thruster Types Handbook [TST,TST-L ,TST-E] and Tony Hayes converting to Tailwheel student training manual. Don't know if you can still get the items listed below. Cheers Getting Started in Ultralight Aviation $27.00 ea. Thruster Two Seat Identification Guide for Owners and Inspectors (all Thruster and Vision Two-Seaters are described and illustrated) $32.00 ea. Converting to Tailwheel Aircraft – Student’s Manual $35.00 ea. Converting to Tailwheel Aircraft – Instructor’s Manual $42.00 ea. Thruster Type Handbook – T83, T84, and T85 Series $48.00 ea. Thruster Type Handbook – Gemini X,Gemini A, and Gemini B Series $48.00 ea. Thruster Type Handbook – TST, TST-L, and TST-E Series $48.00 ea. Thruster Type Handbook – TST L/T300 and TST E/T500 Series $48.00 ea. Manuals From: Tony Hayes Training Systems Only available by Mail order directly from Kay Hayes. Postal Address: Kay Hayes,183 Lower Cressbrook Rd, Toogoolawah, Qld. 4314 Telephone: (07) 5423 1963 International: 61 7 5423 1963. Email: [email protected]

http://edition.cnn.com/2015/07/21/us/gun-drone-connecticut/index.html

Now available Issue 5 of the Jabiru Engine Maintenance Manual http://jabiru.net.au/eula/eula.php?u=/Manuals/Engine/JEM0002-5.pdf

A LOOK AT THE HORIZON SUMMARY Aerospace today is effectively is a tale of two industries. The commercial sector is brimming with vitality and surging upward. In stark contrast are the businesses who serve government customers; they face a highly uncertain future in the near to mid-term—so much so that the ability of enterprises to manage through extraordinarily difficult conditions during the next few years will be tested to an extent not seen in more than a generation. Orders and production of new commercial air transports is at historic highs. While this record-level of activity could slow temporarily mid-decade, stubbornly high fuel prices and healthy traffic growth, especially in Asia/Pacific, will continue to fuel demand for at least the remainder of the decade for the newest airplanes that offer the lowest operating costs. Market forecasters have long predicted that airlines in Asia/Pacific would outpace the rest of the world in the demand for new aircraft. And it is now becoming increasingly clear just how explosive the growth will be during the next 20 years. The projected numbers are staggering, implying that Airbus and Boeing will have all the production volume they can handle and then some. The numbers also imply the potential for substantial revenue and earnings growth for all suppliers. But there is a darker side to this halcyonic image; the challenges will be every bit as daunting as the production rates that manufacturers will need to sustain—no small feat in itself, given the overall performance of global supply chains on major aircraft development programs in recent years. To reap the rewards, manufacturers will need to achieve and sustain what may be unprecedented levels of productivity. They also will need to demonstrate a high level of flexibility so they can adjust their production rates, as required. This is especially true for lower-tier suppliers, who historically have proven to be weak links in commercial supply chains. Boeing, pushing for double-digit profitability, will insist on deep supplier concessions in return for access to future aircraft programs. Airbus may follow suit, although there were no firm indications of such action on Airbus’ part as of the end of the first quarter in 2014. OEMs also will face agonizingly difficult choices over whether to re-engine certain older models, as in the case of the A380, or invest huge amounts of money in new designs. Errors in judgment could cost both builders sizeable market share and put them at a financial disadvantage for years, constraining their ability to invest in new product development. In addition, all Western suppliers must anticipate serious competition from China and possibly Russia, although they too will experience their own challenges developing new aircraft and winning certification. Chinese and Russian forecasts of first flights and initial deliveries should be considered unreliable guesstimates, at best. All the same, the two countries, working both solo and in partnership, are apt to introduce clean-sheet models, with technology newer than what was available when Boeing launched the 787. For all its industrial and technological prowess, Japan seems to be content to remain a major supplier to other commercial airframe OEMs. Posing more of a long-term competitive threat are Brazil and Canada, depending on the innovation, manufacturing process improvements and marketing savvy they can bring to future product design and development. Western suppliers will need to figure out how to protect intellectual property and market share in the face of growing pressure to forge more industrial partnerships, especially with China. Then there is the perennial question surrounding program execution—that is, how skilfully will OEMs be able to produce derivatives and next-generation models that offer improved life-cycle costs, versus finding themselves yet again over-promising and under-delivering to customers who have demonstrated less tolerance for suppliers unable to bring products to market on time and on cost? Manufacturers who successfully meet these challenges will ride an enormous wave of business, although there will be no letup in the pressure of all players to strive for step changes in efficiency across their operations. Boeing expects the Asia/Pacific fleet to nearly triple in size, to 14,750 aircraft, by 2032. Of this number, nearly 13,000 will be new airplanes. About 75% will be for annual growth in air travel (about 6%) —including the rapid proliferation of low-cost carriers—while 25% will be to replace aging equipment. Altogether, Boeing expects Asia/Pacific airlines to account for 36% of the world’s new aircraft deliveries by 2032, with China taking nearly half. Total value: nearly $2 trillion. Airbus forecasts for new aircraft demand are comparable. On a more sombre note is the near- to mid-term outlook for defence contractors, although there is this encouraging note: The value that the Department of Defence is placing on government-funded R&D for technologies critical to national security—and DoD’s expectations for industry to maintain healthy levels of company-funded R&D in select technologies—suggests that there will be substantial business opportunities up for grabs in certain markets when weapons modernization resumes in earnest. Until then, suppliers will face an extremely challenging future as they attempt to adjust to three business/political realities: 1) sequester-driven cuts in programs, particularly during the next two years 2) uncertainty in program funding, with Congress being the biggest wild card, and 3) the next phase of the Pentagon’s affordability, or “Better Buying Power,” initiative. While some of the biggest challenges that defence contractors face is beyond their control, there is much that companies can do to improve their business prospects.For example, they could shorten the time it takes to develop contract proposals. Excessive timelines put execution-year and follow-on dollars at risk. OEMs also could encourage their suppliers to do a better job of preparing contract proposals, with an emphasis on reducing costs that otherwise would be reflected in those proposals. All contractors in general would do well to consider this assessment by Lt. Gen. Charles R. Davis, Military Deputy in the Office of the Assistant Secretary of the Air Force (Acquisition): “All programs that struggle are doomed to do so before the contract is signed.” Expendable overhead can range from 30-60% of contractor costs. In addition, companies could focus more on mature technologies to help contain costs. There are three areas where contractors should be concentrating on innovative technology and processes. Mitigate current threats or emerging ones, such as countering weapons of mass destruction. Exploiting commercially available technologies. Building modularity into weapons systems to improve their affordability. Developing technological surprises for existing or potential adversaries. Finally, expect DoD to differentiate between companies who are trying to reduce costs and those who are not. The two groups will not be treated equally. From DoD’s perspective, the biggest opportunity for cost savings is in sustainment.

Beer contains female hormones! Yes, that's right, FEMALE hormones! Last month, Montreal University scientists released the results of a recent analysis that revealed the presence of female hormones in beer. Men should take a concerned look at their beer consumption. The theory is that Beer contains female hormones (hops contain Phytoestrogens) and that by drinking enough beer, men turn into women. To test the theory, 100 men each drank 8 large drafts of beer within a one (1) hour period. It was then observed that 100% of the test subjects, yes, 100% of all these men:- 1) Argued over nothing. 2) Refused to apologize when obviously wrong. 3) Gained weight. 4) Talked excessively without making sense. 5) Became overly emotional 6) Couldn't drive. 7) Failed to think rationally, and 8) Had to sit down while urinating. No further testing was considered necessary!!