old man emu

I am thinking of installing a weather station permanently to know wind speed and direction, as well as temperature. Just be careful: aircraft operate on area QNH. What you are suggesting is broadcasting QFE, but doing that would open a bag of worms where the worms were the size of boa constrictors. Also there is a legal limit to the amount of this type of information that can be broadcast. It's all in the CASA airport operators MOS. As I said, your suggestion for pilots to advise clear of runway meets my needs perfectly. I've already put it in the race rules.

Due to the fact that the competition route means that the aircraft will be approaching the circuit area at a right angle, straight in approaches would not be an option to contestants. If you look at the diagram I posted, if 22 is the active runway, then they can enter the circuit at crosswind for 22 and join at the start of downwind. If 04 is the active, then they can let down on the dead side and enter the circuit on the crosswind leg of 04. Also, as a result of the starting order - fastest first - aircraft should be returning in groups related to their cruise speed - C172s withC172s/PA-28s and Gazelles with whatever flies as fast as they do.

I'm getting the feeling that getting a whole lot of pilots to think and act for the benefits to the whole group, rather than being self-centred, is worse than trying to herd cats. Anyway, Facthunter has given me the answer to my problem that will work to achieve the goal I want. It just means that I'll be a nervous wreck until the last contestant is tucked up in bed, because if any hot shot pilot causes an incident, CASA is coming after me, and they won't approve future events of the same ilk. So once again, some idiot will stuff up something good.

Hadn't thought of that. That's a lot easier and has the advantage of telling following aircraft that the runway is clear for landing. I just hope that we don't get the Oshkosh problem and have to have aircraft land long or short due to congestion. Like the majority of rural aerodromes, there are no constructed taxiways. However, the other day I took a run in my car along a suitable path for a taxiway and had no problems at 30 kph in a car with sports suspension. What we are going to do is lay out a path as indicated here by mowing the grass very short. We'll use empty 20 litre herbicide drums secured to the ground to delineate the taxiway. We are also going to make short taxiways about every 100 metres so that aircraft only have to go about 50 metres after slowing sufficiently before they can clear the runway. This is a part diagram. The runway goes a lot further in the 22 direction, and there will be a runup bay at the threshold of 04.

I know that a landing aircraft is required to broadcast its intention to turn onto Base Leg, but it it also OK to report turning onto Final? The reason behind my question is this. The flying event I am trying to run involves the contestant making good the ETA claimed in the flight plan for the event. Therefore I have to have a way of noting the time of touchdown. My first idea was to mark out an area on the runway, about 50 metres long, near the threshold, and ask pilots to make that space their landing zone. I was going to station observers adjacent to that area to observe the touchdown and record the time. Then I began to worry about the safety of the observers, although the risk level of being hit by a landing aircraft would be minimal, but, no doubt, extreme in CASA'a eyes. So I thought that, if I monitored the circuit frequency, I would know which aircraft was turning onto the Base Leg. Then, I was going to ask pilots to make a short broadcast " <call sign> <Turning Finals>". I would record that time. To determine time of touchdown I was going to find the most common airspeed of the contestants when they turned final (book value), and calculate a time to descent from 500 ft based on that airspeed and wind strength and direction and add that to the time the pilot reported turning Finals. The same value would be added to every aircraft. I'm expecting pilots to fly normally on the Final leg, not full STOL, nor C-130 tactical approaches. Gyrocopters will just have to wear fixed-wing values. MY QUESTION IS: Is it safe, considering workload, for a pilot to make that short broadcast at that point?

WARNING: How accurate is your measuring device? When you are measuring very small diameters such as those you need to here, it doesn't take much of a mechanical error in the device to return a reading several poofteenths out. To help you decimalise the sizes of numbered drills, here's a link. https://vermontamerican.com/drill-bit-decimal-equivalency-chart/

I love it when people do a bit of research into the literature and provide references to back up their comments. Well done, that man!

I'm the only one who lives at Gil, and I'll be a mite busy on the day. If you wanted to mtel it in Gil, I've got to go home on Saturday night and come back Sunday. I could drop you of at your motel and pick you up Sunday AM. If a lot of people are staying at Gil, I might run a minibus on Saturday Night. There will be one running around Toora between the parking area in town and the aerodrome. Shh! If you don't tell, I won't. Narromine, Dubbo, Coonamble, Mudgee Yes. Dubbo and Coonamble ASIC card country. Coonabarabran No. Don't forget to apply for a Skyfuel carnot card. I'll check out that tank hire place tomorrow.

Strewth! $50 freight from the USA????????? Grab it with both arms and wrap your legs around that price!

And you shit yourself.

Bloody fuel!!!!! Try as I might, I can't get a supply of Avgas for the event. Basically, the legal liability of the risk cannot be insured against. Then there is the legality of conveying fuel from a nearby source to the aerodrome. Then there is the problem of metering the distribution. The least of my worries is getting paid for the fuel. So all I can do is provide the distances to public bowsers and advise which ones you need an ASIC card for. Mogas. I can possibly help here, but I need your feedback. I can collect a heap of 20 litre plastic containers that have had herbicides in them. I can flush them out with Mogas to get rid of any herbicide residue. I can provide these containers to pilots needing 98 octane Mogas. A servo in Gilgandra had its underground storage tanks replaced late in 2022, so they are basically brand new. If a pilot wants to get some 98 Mogas, I can have a couple of the event volunteers take the drums and get them filled, each with 20 litres by the bowser meter (they are brand new, too). The price of 20 litres would simply be the price from the pump plus, say, $5 per pilot getting fuel to cover the cost of our petrol to go too and from. Once again the legal buzzards are circling, so pilots using this service would have to sign a waiver to relieve the organisers of liability from anything arising from the use of fuel obtained in such a way. The alternative is that pilots grab a container and hitch a ride the 45 kms into Gilgandra, get their fuel and hitch back. WILL THIS WORK?

If high +ve drains the blood from your head, do high -ve Gs flood it?

Imprint this in your mind

Is the -ve G feeling of an outside loop, or bunt, the same as you get from a ride on a drop tower?

Thanks for that.

According to the weather forecast, this week you'll get all the Sun and warmth you'll ever want. Welcome to Mainland weather!

The diagram I posted of the motion of the gears was simply to show the direction of movement. I didn't take into regard the cut of the teeth, which can be seen in the illustration of the Merlin showing the gears to be straight-cut.

Damn! I have to question that point, but I can't pull up good references to back my comments. The Merlin and Griffon did cause the prop to rotate in opposite directions, one from the other. OK a bit of research and I come up with this. If the crankshaft, viewed from the right hand end of this diagram rotates in a clockwise direction, would that cause the reduction gear to turn anti-clockwise?

Somehow I don't think that obtaining a long service life in a military vehicle would be uppermost in a pilot's mind when someone was hurling lead and fire at you with the intention of causing you more than a little more paperwork on your return to Base.

Bloody oath I do!

Which one are you referring to - PMC's or mine? I'd say that the "bunt" part was the full forward stick which would rotate the aircraft around its lateral axis. Any other movement of controls would be methods to affect the direction of the aircraft after it had rotated 90 degrees around the lateral axis. But don't as me about doing aerobatics. I get airsick everytime I go up in an elevator.

It's easy to make a typo when the keys for the numbers are so close together. The aircraft involved was a DH 89A.

The Merlin tank engines used in the tanks did not have the superchargers of the aircraft engines, simply because they did not need them for the job the engine was doing. Fast forward to 13:00 in this video for a description of the engines used in the earlier Cromwell tank.

First consider the word "bunt". Its etymology harkens back to meanings implying a push by the head or horns as many animals do in a fight, and it may be related in concept to "butt" from Anglo-French buter, Old French boter "push, shove, knock; thrust against". That would account for the first action of the manoeuvre - pushing forward on the control column to push the nose down. Next we have to account for the aileron movement. Early in its development, the Merlin engine's lack of fuel injection meant that Spitfires and Hurricanes, unlike the Bf 109E, were unable to simply nose down into a steep dive. This meant a Luftwaffe fighter could simply "bunt" into a high-power dive to escape an attack, leaving the Spitfire behind, as its fuel was forced out of the carburettor by negative "g". RAF fighter pilots soon learned to "half-roll" their aircraft before diving to pursue their opponents. There's the reason for the aileron movement by Spitfire pilots, and once the technique has been developed, it becomes the standard. Finally we have the rudder movement. The best explanation I can find is one that is an extension of the effects seen in an aircraft with a conventional landing gear (tail dragger) when the tail is being raised during the takeoff roll. This change in pitch attitude has the same effect as applying a force to the top of the propeller’s plane of rotation. The resultant force acting 90° ahead causes a yawing moment to the left around the vertical axis. Seen from the pilot's point of view, the Merlin engine spins in a clockwise direction, so during a normal takeoff right rudder would be applied to counter the left hand yaw. In an escape situation, moving the rudder to the left would enhance the rate of yaw so that the escaping aircraft would reverse direction causing the pursuer to overshoot. Once the bunt was completed it might have been possible for the pilot to complete a 360 turn and end up chasing the original pursuer.