Thruster87

Looking at the pic What does the lower longeron attach to other then the firewall rim? What supports the longeron from just bending if you say the skin doesn't act as part of the structure, would it be the same if it was fabric covered. I'm not talking about the area where the U/C and wings attach only the nose section. Cheers

Isn't the structure on the sierra a semi-monocoque and all 6061T6 ? From their web page[The Cheetah Sierra 200 is an all metal 2 seat high performance aircraft that uses a simple aluminium tube, alumminium sheet and pop rivet construction method. The main support frame that holds the undercarriage, pilot and wings to the fuselage is a welded steel tube frame.] So the skins are load carrying. Maybe the type of pop rivets used are not strong enough. Cheers

The rivets should NOT unzip like they did,the parent metal should have torn.When we tested our rivet spacing requirements on samples at tech they always tore the parent material rather then the rivets if done correctly.Cheers

Intersting the way the rivets just unzipped Cheers

Again well done .Does bring back memories of learning to fly at Jaspers.Should let one of the TV channels know as I think it would make a good story. Interesting to hear Motz voice change to a much higher pitch towards the end of the 1st video [you big girl or was it Liz:drive:] Cheers T87

enjoy

The LAME needs to have RAA Level 2 approval authortity to sign work. Who is actually saying the work is below par?? and what qualification do they have ?? or experience and what standards are used [eg FAA or manufactures ] to evaluate the repair/servicing. You will need this info to make a complaint to Ra-Aus Cheers

British Airways flight asks for push back clearance from terminal. Control Tower replies: 'And where is the world's most experienced airline going today without filing a flight plan?' ----------------------- ATC: "Al Italia 345 continue taxi to 26L South via Tango - check for workers along taxiway." Al Italia 345: " Roger, Taxi 26 Left a via Tango. Workers checked - all are working" ----------------------- Nova 851: "Halifax Terminal, Nova 851 with you out of 13,000 for 10,000, requesting runway 15." Halifax Terminal (female): "Nova 851, Halifax, the last time I gave a pilot what he wanted I was on penicillin for three weeks. Expect runway 06." ----------------------- Lost student pilot: " Unknown airport with Cessna 150 circling overhead, please identify yourself." ----------------------- Tower: Have you got enough fuel or not? Pilot: Yes. Tower: Yes what? Pilot: Yes, SIR! --------------------------- Frankfurt Control: 'AirForce 1733, You are on an eight mile final for 27R. You have a UH-1 three miles ahead of you on final; reduce speed to 130 knots.' Pilot: 'Roger, Frankfurt. We're bringing this big bird back to one-hundred and thirty knots fer ya.' Control: (a few moments later): 'AirForce 33, helicopter traffic at 90 knots now 11/2 miles ahead of you; reduce speed further to 110 knots.' Pilot: 'AirForce thirty-three reining this here bird back further to 110 knots' Control: 'AirForce 33, you are three miles to touchdown, helicopter traffic now 1 mile ahead of you; reduce speed to 90 knots' Pilot (a little miffed): 'Sir, do you know what the stall speed of this here C-130 is?' Control: 'No, but if you ask your co-pilot, he can probably tell you.' -------------------------- ATC: 'Cessna 123, What are your intentions? ' Cessna: 'To get my Commercial Pilots License and Instrument Rating.' ATC: 'I meant in the next five minutes not years.' -------------------------- Controller: AirForce 123, say call sign of your wingman. Pilot: Uh... approach, we're a single ship. Controller: Oh, Oh, Shit! You have traffic! --------------------- O'Hare Approach: USA212, cleared ILS runway 32L approach, maintain 250 knots. USA212: Roger approach, how long do you need me to maintain that speed? O'Hare Approach: All the way to the gate if you can. USA212: Ah, OK, but you better warn ground control. ---------------------- ATC: Pan Am 1, descend to 3,000 ft on QNH, altimeter 1019. Pan AM 1: Could you give that to me in inches? ATC: Pan Am 1, descend to 36,000 inches on QNH, altimeter 1019 ------------------------ Cessna 152: 'Flight Level Three Thousand, Seven Hundred' Controller: 'Roger, contact Houston Space Center ' -------------------------- Beech Baron: Uh, ATC, verify you want me to taxi in front of the 747. ATC: Yeah, it's OK. He's not hungry. ------------------------- Student Pilot: 'I'm lost; I'm over a big lake and heading toward the big "E". Controller: 'Make several 90 degree turns so I can identify you on radar.' (short pause)... Controller: 'Okay then. That big lake is the Atlantic Ocean . Suggest you turn to the big "W" immediately ..' -------------------- Pilot: 'Approach, Acme Flt 202, with you at 12,000' and 40 DME.' Approach: 'Acme 202, cross 30 DME at and maintain 8000'.' Pilot: 'Approach, 202's unable that descent rate.' Approach: 'What's the matter 202? Don't you have speed brakes?' Pilot: 'Yup. But they're for my mistakes. Not yours.' ----------------------------- Tower: 'American...and for your information, you were slightly to the left of the centerline on that approach.' American: 'That's correct; and, my First Officer was slightly to the right' ----------------------- Controller: 'USA353 contact Cleveland Center 135.60. (pause) Controller: 'USA353 contact Cleveland Center 135.60!' (pause) Controller: 'USA353 you're just like my wife you never listen!' Pilot: 'Center, this is USA553, maybe if you called her by the right name you'd get a better response!' ----------------------- BB: 'Barnburner 123, Request 8300 feet.' Bay Approach: 'Barnburner 123, say reason for requested altitude.' BB: 'Because the last 2 times I've been at 8500, I've nearly been run over by some bozo at 8500 feet going the wrong way!' Bay Approach: 'That's a good reason. 8300 approved.' ------------------------------------ Controller: 'FAR1234 confirm your type of aircraft. Are you an Airbus 330 or 340?' Pilot: 'A340 of course!' Controller: 'Then would you mind switching on the two other engines and give me 1000 feet per minute, please?' --------------------------- Tower: 'Cessna 123, turn right now and report your heading.' Pilot: 'Wilco. 341, 342, 343, 344, 345...' --------------------------------- Foreign Pilot Trainee: 'Tower, please speak slowly, I am a baby in English and lonely in the cockpit' ----------------------- Controller: 'CRX600, are you on course to SUL?' Pilot: 'More or less.' Controller: 'So proceed a little bit more to SUL.' ---------------------------- Pilot: 'Good morning, Frankfurt ground, KLM 242 request start up and push back, please.' Tower: 'KLM 242 expect start up in two hours.' Pilot: 'Please confirm: two hours delay?' Tower: 'Affirmative.' Pilot: 'In that case, cancel the good morning!'

http://360vr.com/2011/06/22-discovery-flight-deck-opf_6236/index.html

The prototype, a 1923 F-3X Farman Jabiru was a high-wing strut-braced monoplane with a wooden wing, tapered in a curve from 6 metres chord at the root to 3 metres at the sawn-off tips. The fuselage was of mixed metal and wood construction. The nose was like that of the Goliath only deeper and contained two passenger seats. Behind this front cabin was a small section with semi-bulkheads fore and aft. In the top was the open cockpit for one or two crew. The main cabin had six seats. Four 180 hp Hispano Suiza 8Ac water-cooled engines powered the aircraft. They were mounted in tandem pairs at the ends of stub wings. The biggest problem was the cooling of the rear engines. The prototype, F-ESAR originally had cooling surface on the inner struts, but later two Lamblin radiators were mounted above each pair of engines. Still later, a triangular radiator was mounted in front of each engine. Was this name sake the pre-curser to the current jabiru engine cooling issues ?

About bloody time Cheers T87

Permatex 27200 appears to be a replacement at half the price at $22.00 delivered on eBay for a 10ml bottle http://www.ebay.com.au/itm/Permatex-27200-Hi-Temperature-Threadlocker-Red-10-ml-B-/320689180602?pt=Motors_Automotive_Tools&hash=item4aaa908fba 61yQtEp-3jS.pdf 61yQtEp-3jS.pdf 61yQtEp-3jS.pdf

The following company from the USA might be an option http://www.rshughes.com/products/079340_62015.html. If enough people want to put an order in maybe Ian could get it via the store .Volume Discount Prices :Loctite® 620™ Retaining Compound; 10ML Bottle Quantity, BOTTLE (BO) Price 1 - 9 $16.82 10 - 49 $12.94 50 - $11.52

Has anyone found a cheap supplier of loctite 620 10ml bottle and primer. Blackwoods quoted $41.00 approx, Cheers

I would go with the wing off, fuel sender removed and if you know the approx point of leakage and can get your hand in their, just use an approved fuel tank sealant .I used to put it on with finger tip or stiff brush when working on RAAF Skyhawks and it was all done by feel and then mirrors. Cheers

A friend is building one but it's going to cost about $250,000.00 with all the extras [ a very nice aircraft and great cruise speed]

My standard plug socket fits just right, no problems at all.Most items that come under the category basic field maintainer I find all easy to reach and service. [Couldn't let this one go] Cheers

Still working on the temps [cht's] as the aircraft has only 13hrs on it.Modifing the ram air ducts etc. The egt's so far in limits [a tad high] and plug colors good.You really don't have much of a choice on the distance.Can't remember exactly but I think it was 50mm ish Cheers

Hi I have the solid lifter in my aircraft and I have an edm 700c which moniters 6 EGT's and 6 CHT's.I placed the egt probes all equal distance from the exhaust manifold flanges but as far as allowed by the jubilee clamps.Where you have the arrows seems to be close. Cheers

Get set for the new Qantas anthem ‘I-now-call-Singapore-home’ The rhetoric in the Qantas pilots dispute today is more bitter than anything heard in airline circles since the infamous pilot strike of 1989. But it is not otherwise similar to that brawl, which provoked the strongest anti-union reaction from a Labor Government since Ben Chifley used troops to break a coal miner strike in July 1949. Instead this brawl, whether it leads to a Qantas pilot strike or not, is one that is set to force Canberra to deal with the ‘I-now-call-Singapore-home’ effect in which Qantas is shifting its flying and its resources offshore, in contravention of the purpose of the Qantas Sale Act, and preparing to import foreign pilots to undercut Australian pilot pay. The business plan of the current Qantas management, to de-Australianise Qantas, and continue to sacrifice ‘costly’ legacy flight and maintenance arrangements through outsourcing, is something the Gillard government and Abbott opposition haven’t been prepared to contemplate. But in this sense, that of forcing itself into the political arena, it is an incredibly risky dispute for both Qantas and the pilots to engage in. Both sides know this. They had their lobbyists on the ground in Canberra at various times this week and last. As far as strike action goes, even if there is an overwhelming vote for protected action on the floor at off duty pilot meetings tomorrow and on Monday, a formal ballot will be required of all pilots, and any consequent disruption to Qantas flights would be weeks away. (Easter sounds good.) The reality for Qantas has already been signaled by its CEO, Alan Joyce. The international business is unsustainable, and in need of serious investment. Less clearly signaled was the culpability of his management in further running the product up against the wall by failing to correct (so far) the disastrous fleet planning errors by his predecessors, and removing the engine shop that actually kept the aged Rolls-Royce engines reliable on its clapped out 747 fleet, followed by a cluster of failures that has damaged customer confidence in the carrier. As for the world headline grabbing A380 incident, Qantas under Joyce has learned nothing about avoiding self harm, embracing a power-by-the-hour deal for those Rolls-Royce engines in which it found itself left ignorant of issues that were known to the manufacturer. Internationally Qantas is being destroyed by better product being flown more directly to more destinations, and has tried to find an answer across its overseas and domestic networks by transferring assets to a Jetstar product that its higher yielding customers detest. These management failings give the pilots nowhere to go other than to take their skills and experience to Emirates, Cathay Pacific or Singapore Airlines, all of whom are carving up Qantas up in terms of product and schedule. At yesterday’s meetings between the Australian and International Pilots Association and Qantas management including Oldmeadow Consulting ((a firm associated in the union’s mind with the supplying of strike breakers) both sides dug in deeply. Neither side agreed on how much a proposed pilot pay and productivity deal from the association would cost, and the key point was that the company refused point blank to contemplate any deal which wrote in job security. This morning Qantas had not made any further comment on the dispute. However the association hardened its language, with a statement headed ‘Tragedy looms for QANTAS as hard line management trashes its brand, seeks to smash its pilots.’ It said: QANTAS is on the brink this morning as a questionable management team shows its contempt for its workforce by refusing to negotiate job security in return for improved flexibility and productivity. President of the Australian and International Pilots Association Barry Jackson said the situation was a tragedy, with management seemingly eager to destroy its relationship with loyal workers. “We are witnessing the demise of an icon through mismanagement. This is not the first time some of the Qantas managers have been through this. Many were centrally involved in the destruction of Ansett and Australian Airlines and back then, as they are today, the same industrial consultants are advising them. If Qantas disappears they will have wiped out all of the founding entities in Australian aviation.” “This dispute is about jobs and whether there will be a recognizable aviation industry based in Australia in the future. Mr. Jackson said that the degradation of QANTAS mainline has not stopped at the first subsidiary. “Jetstar is now being undercut and off-shored at every opportunity, with the imminent formation of more off-shore bases proudly announced by Mr. Joyce at recent Company roadshows.” ………………………………………………………………………………………. Is Qantas ditching unaffordable excellence? Here is something risky to think about in the context of the dispute between Qantas and the Australian and International Pilots Association over job security. If Qantas were to remove the burden of excellence from its balance sheet, those pilot training, maintenance and standards costs that do more than just tick the boxes that make the carrier legal, what are the chances of disaster striking? The answer is obvious. They would be the same chances that apply to other carriers who do the absolute minimum but claim to be conforming with ‘world’s best practice’, because in the weasel words of air safety standards, ‘best practice’ and ‘minimum required practice’ are identical. The probability of a ‘hull loss’ which is a euphemism risk assessors use for a heap of dead people on world wide newscasts is probably one disaster every 25-30 years for a large airline. This means that any such airline might not have a very bad accident for 50 years, or not until tomorrow. But if the company is saving $200 million a year by dispensing with excess excellence, meaning anything which is in excess of the minimum required to be able to claim conformity with ‘world’s best practice’, it will be more than several billion dollars ahead within a decade, and an accident could happen anyhow. Because ‘**** happens’ as Tony Abbott so lucidly put it the other day. This is what is troubling about the apparently urgent need for Qantas to put an end to the unsustainable losses on its long haul operations, as flagged by Qantas CEO Alan Joyce a week ago in an address to the Melbourne Press Club. The company has persisted with a failed network concept and a failed re-equipment program and uncompetitive products and seems determined to try and solve these issues by off shoring some of its assets and costs through the device of basing Australian registered aircraft in Singapore. The small beginnings of a major shift in strategy. It closed an engine shop that was critical to keeping its aged fleet of Rolls-Royce powered 747s safe over the far southern ocean routes or across the Pacific to North America. It deals itself out of knowledge and oversight over the engines Rolls-Royce put on its flagship A380s, only to put better versions on those supplied to other A380 operators without telling Qantas a thing until one of them rips itself apart, and tears 27 holes through the wing in the process, on the November 4 flight of one its A380s from Singapore to Sydney. At the tense meeting between itself, its strike breaker contractor and the union yesterday Qantas refuses to consider anything that might give job security to the pilots that are the best trained in the world. Why? There are several possible reasons for this. The widely discussed possible reason is that Qantas is determined to end the employment of pilots under ‘legacy’ terms and conditions and churn them back, through Jetstar, under different agreements. The less widely discussed reason refers to nebulous statements from Jetstar about the setting up of a pilot resource from which non Australian pilots flying elsewhere on the Jetstar franchises could perform flying in Australia for Jetstar at favorable rates. No doubt like those of guest workers in the building industry employed on temporary visas. If such an arrangement is set up for Jetstar there is no reason why it then couldn’t be applied to Qantas, what’s left of it. The bizarre situation arises now that Qantas has a cadre of pilots who appear to have a longer term loyalty to the carrier than its management. The former are prepared to put standards ahead of remuneration if it keeps the carrier truly Australian. The latter don’t want to know about it. It isn’t clear if Qantas has thought through the consequences of undercutting and severing those legacy costs that are its brand ‘premium’. It is clear however that Alan Joyce has calculated the immediate consequences of not lifting productivity at Qantas, and this is where there is considerable pain and bafflement and anger in pilot ranks. They are prepared to lift productivity and keep pay in check. Surely there must yet be room in this stand off for Joyce to make different, more constructive choices, that will engage and retain that part of the Qantas legacy which is priceless. ………………………………………………………………………………………………………….

https://picasaweb.google.com/robriggen/SunNFun2011Damage#5590353215673834370 Sebastien Heintz was in good spirits. His planes were destroyed but they saved some beer. good to see he is OK [This was taken from the Zenith forums ]

Top photos http://www.cdsg.org/forums/viewtopic.php?t=381 Cheers

Exfoliation is a special type of intergranular corrosion that occurs on the elongated grain boundaries. The corrosion product that forms has a greater volume than the volume of the parent metal. The increased volume forces the layers apart, and causes the metal to exfoliate or delaminate. However, in certain conditions, the grain boundaries can undergo marked localized attack while the rest of the material remains unaffected. The alloy disintegrates and loses its mechanical properties. This type of corrosion is due either to the presence of impurities in the boundaries, or to local enrichment or depletion of one or more alloying elements. For example, small quantities of iron in aluminium or titanium (metals in which iron has a low solubility), segregate to the grain boundaries where they can induce intergranular corrosion. Certain precipitate phases (e.g. Mg5Al8, Mg2Si, MgZn2, MnAl6, etc.) are also known to cause or enhance intergranular attack of high strength aluminium alloys, particularly in chloride-rich media.