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Did that -answer is (drumroll) Last seen at Palau Perak WEST of Penang in the North exit of the Malacca Strait at 0240 - Rodzali Daud RMAF Presumably the Orions called first hence their activities

Remember that part of the population in Xinjiang is non-han. In Urumchi in 94 maybe 5% of the population could pass for southern european and some had blond hair/blue eyes. It appears that the two in question were codeshare and booked on a chinese airline.

Asiana Pix - from 98 http://www.aviationpics.de/ramp/alaska/alaska.htm Commentry is a bit cynical and some may call it racist Just into Anchorage and looking at all the Korean debris on the airfield. What a beautiful job the Asiana boy did in his 747-400. Asiana is KAL's "opposition" company, also run by the military cronies. Pranged in Anchorage trying to do a "U" turn in a parking bay... in a 747-400???? Poor Aeroflot was in the way though, minding his business, parked at the gate with passengers on board. Asiana thumped his # 1 engine against Aeroflot's wing and tore open the engine cowling and fuel lines on the 747, pissing fuel all over the apron. With standard Korean procedure, that calls for more power so you can get out of the way and hope nobody saw! This he did, but it was icy as hell on the ramp. The skid started and took out 2 Evergreen staff vehicles sending the occupants fleeing for cover. THE CIRCUS HAD BEGUN! Still more power and he put his left wing (last 15-20 feet) into the vertical stab of the IL62 and cut into the tail about 15 feet. When he reached the main spar of the vertical stab... the 747 stopped... you guessed it..... MORE POWER!!! I think he thought there was still time to run for it but he didn't seem to be going anywhere.......SO..........MORE POWER!!!!!!!!!!!! In trying to escape the grips of the Russian aircraft, he managed to reach take-off thrust, and in so doing, put a bunch of containers behind the aircraft through the terminal building and trashed it. Heard NCA got it in the clamps, the Japanese must be pleased about that! Still no shutdown or evacuation (fuel still pissing everywhere over the apron from the 747 #1 engine) The Yank ground mechanics finally managed to run over and told them to shut the aircraft down but the crew were busy writing a report for management to apportion the blame. After the entertainment ended, spoke to our crew driver and she said the two (ground) vehicles he hit during his exhibition were badly trashed. The Asiana aircraft is looking quite sad. Took all day yesterday to separate the two aircraft and in desperation, the mechanics finally had to cut about 20 feet of the Asiana left wing off to get the aircraft apart. Talk about "dog lock"! The engine is off and the cowlings are all torn open. The opposition (Aeroflot) was taking cover in the hangar...Good idea! Well, not to be outdone, KAL landed a 747 freighter the very next day on the runway lights on 6R!!! Lights, tyres, stuff everywhere.... you know the rest. Ah yes, another boring day in aviation! Y'awl be careful out there!!!!

Sort of: Each character has a base (the radical 217 of those) so is in order of number of strokes in the radical followed by total number of extra strokes. The first character is the surname and there are only about 100 of those so many pages of Wang. similar for the next two characters of the name then address etc. Dictionaries typically have indexes with radical order, total number of strokes and sound then look up the number.

You would get pretty hungry - that "super" stuff that gets spread on farms is superphosphate. Plants don't grow without phosphorus.

Phil Think I remember you, I'm John Campbell the guy with DTC on the line 74-5 before Alan Baskett made me an offer I couldn't refuse so did CPL with Speedair at EN. Used to fly Scouts through until 79 with Dick Humphrey and socialised most Sunday nights (often bought Beef Stroganoff) People you may remember (caution AFAIK) Bill Campbell Hicks - Retired 75 to Gippsland Lakes, in 91 stubbed toe infected and seeing the quack a week later was too late COL (Not LT COL) Keith and Elsa as mentioned Bronwyn Married kids not flying John Zmood looking at getting back into the air David Hooten (father aerodynamicist at CAC/GAF?) finally passed CPL aerodynamics on something like the 40th! attempt still in GA Didn't fly for 18 years until 2000 and don't see the BWK crew around much Edited to add Squirrel (sparrow) I got into taxi, driver is semi-conscious "uh where to" "some dark alley where I can take your money" that got his attention so back to my place to force fed him coffee to a caffeine OD point then back on the road.

Last saw him late 80's driving a taxi. Heard he was doing avionics in Sydney about 10 years back.

Link is: http://d-motor1.vpweb.be/Registrations.html

Looking on the D=Motor site the there is a French document which appears to be a list of engines (including a D-motor) which are approved for a particular categories of light aicraft. Not sure what the approval is for but it doesn't include Rotax, Lycoming or Continental. The D-motor site refers to registration not certification and it doesn't mention certification.

CASA will have a copy of your last "application for pilots license" which has (had?) hrs in various categories dual,solo,cross country etc on it and will supply a copy

406 transmits who immeadiately then every 50 seconds. If GPS then who and where after GPS has a fix (few minutes). If no GPS then 406 fix to a few km after a few satellite passes (hours). A weak 121.5 signal is transmitted for homing with all the problems of homing in a hilly forested area. If single transmission then not much to go on.

Rapid burning of powder (the gun) followed by a (non chemical) rapid heating ie explosion. Nagasaki was detonation (the explosive lenses) followed by a (non chemical) rapid heating ie explosion.

Actually So like Jetstar (or Jetstar Vietnam?)

No - the cost of tracking down a PLB is much less than a search. In the case we are discussing, guess few K for a chopper to scene; at least that for a Citation (as previously mentioned) for a radio search usually followed by the cavalry. Long history in aviation,-If you go down we will go after you- make it easy even if the Government pays.

Spec is actually 35km. The limit can be reduced by the carrier ( and varied by direction) hence the situation where GSM doesn't work until about 100m before the speed restriction starts.

This one was not in a Designated Remote Area unlike the William Creek one, however from a SAR/survival point of view it's similar country although currently a bit wetter (unusually). Relying on being able to walk 50k after a forced landing is not a good idea. The other issue is SAR resources being used looking for a needle in a haystack. In the analysis of the Newman - (not to) Tennant Creek incident in 2003 it was pointed out that a call on 121.5 or use of a PLB would have saved the use of 17 aircraft (with another 20 being assembled) in a visual search.

With amount of sugar involved that may be DE-hydration

From memory at bit of a climb from motel to airport. Waving cursor around on google earth shows airport at 90 - 115 ft, fields by river at 15 - 30 ft and town at 40 - 60 ft. Google probably gets it elevation from something like the 3 second DEM laser and interpolates so town part may show higher with rooftops, waving around the YMML terminal will show this

Yes 6 months for VTC, VNC whatever for WAC. IF I had so many lines on the chart it was confusing I wouldn't need the chart anyway You don't know the wind until you are at cruise altitude, do you then carefully work out that your 156 minute mark is in fact 173 min and change it. An hour later the wind has changed do you then change them all again. Lot of work and more chance of error.

Time markers are only useful if you have the wind ie after you have worked out the wind using what? People who rely on the forecast wind will have nav problems. There is also the issue of redoing them for every flight; I do the lines and 10nm marks in biro, on routes I use a bit I have the 10 nm marked in both directions (different marks obviously).

Would like to see close up pictures of both broken surfaces jc BSc(Metallurgy)

Vest No! you have to get out, have neck bag under shirt - don't have full list with me but IIRC in priority listing: Arterial Bleeding - Compression bandage, clotting pack Beacon - 406 with gps also CD mirror Burns - Silverzide, dressings (I know first aid theory says water but if this what you have the water is in the burning wreck) Fire - Bic, lifeboat matches, fire starters, wire saw knife Shelter - Reflective blanket Drugs - personal, painkillers, caffeine (if you drink coffee like most pilots) Water - Clear plastic bags, tape for transpiration bags Glasses - folding reading, distance, stockings for sun Also big bandaids, disinfectant keyring torches, compass etc More in grab bag Note all all this stuff needs to be high quality eg wire saw is not camping store bargain but NSN 110-99-565-2549 (weighs 8 gm) Also try it all out before you need it. Comes to about 650gm

The most important soldering tool is some form of magnifying gear to ensure the wetting is OK. For assessing joints in training we use a 25x stereo microscope. For normal use a headset magnifier (like the Jaycar one) is OK. Where wires are joined to connectors crimping is better. This does not mean a $20 crimping tool, it means the type where the dies for a particular connector are $300+ - that's not the crimping tool just the dies. After the electrical connection is made the next thing is to secure the wire to ensure minimal flexing at the joint. Where the wire is joined to the connector it is rigid and if soldered properly (ie proper tinning) there will be solder flow between the strands making the cable rigid for some distance along the cable. This solder flow may not be visible from the outside but in the case of instrument leads (several hundred strands) can extend for over 1cm on the inside. Where the strand goes from being rigidly fixed (crimp or solder) to being free any flexing (including vibration) will cause fatigue failure. The aim is to ensure a transition between rigid join (solder or crimp) and the freely flexing cable; generally connector assemblies have some method of ensuring this (just look at your normal power plug). This can be approximated with 4 bits of heatshrink tubing (from the inside): 1. Piece covering complete join including any tinning extension or connector crimp on the insulator and 2cm along the cable 2. As above but 1.5 cm along the cable 3. As above but 1.0 cm along the cable 4. As above but 0.5 cm along the cable

How far in the back - consider the B part of W&B.

Need to work at getting one into a spin but they will. Thought it still is the case in Oz that only the Aerobats are OK for spin training - as usual with aero's it's not the exercise that's the problem but the f**up and/or f***d recovery that is the problem.