WayneL

Reno air racing is exciting.......especially the view standing inside the course at a pylon. I had that privilege back in 1988! Wayne

Had thoughts that site might crash on Tuesday night, so I did it on the day before knowing who was going to be home the following evening. Does that make us boring! :-(

Just don't do the chinese manual first and then convert it to an English one!

Sorry Bex, I did not see your post before I posted the same letter. Wayne.

The following copy was sent to me recently, maybe Dutchroll can comment on the content. Wayne. Piece copied from “The Australian”, authored by Byron bailey. How flight computers misled pilots Emirates B777 crash was accident waiting to happen The crash of an Emirates B777 during an attempted go-around in Dubai last Wednesday was always an accident waiting to happen. It was not the fault of the pilots, the airline or Boeing, because this accident could have happened to any pilot in any airline flying any modern glass cockpit airliner — Airbus, Boeing or Bombardier — or a large corporate jet with autothrottle. It is the result of the imperfect interaction of the pilots with supposedly failsafe automatics, which pilots are rigorously trained to trust, which in this case failed them. First, let us be clear about the effect of hot weather on the day. All twin-engine jet aircraft are certified at maximum takeoff weight to climb away on one engine after engine failure on takeoff at the maximum flight envelope operating temperature — 50 degrees C in the case of a B777 — to reach a regulatory climb gradient minimum of 2.4 per cent. The Emirates B777-300 was operating on two engines and at a lower landing weight, so climb performance should not have been a problem. I have operated for years out of Dubai in summer, where the temperature is often in the high 40s, in both widebody Airbus and Boeing B777 aircraft. Secondly, a pilot colleague observed exactly what happened as he was there, waiting in his aircraft to cross runway 12L. The B777 bounced and began a go-around. The aircraft reached about 150 feet (45 metres) with its landing gear retracting, then began to sink to the runway. This suggests that the pilots had initiated a go-around as they had been trained to do and had practised hundreds of times in simulators, but the engines failed to respond in time to the pilot-commanded thrust. Why? Bounces are not uncommon. They happen to all pilots occasionally. What was different with the Emirates B777 bounce was that the pilot elected to go around. This should not have been a problem as pilots are trained to apply power, pitch up (raise the nose) and climb away. However pilots are not really trained for go-arounds after a bounce; we practise go-arounds from a low approach attitude. Modern jets have autothrottles as part of the autoflight system. They have small TOGA (take off/go-around) switches on the throttle levers they click to command autothrottles to control the engines, to deliver the required thrust. Pilots do not physically push up the levers by themselves but trust the autothrottles to do that, although it is common to rest your hand on the top of the levers. So, on a go-around, all the pilot does is click the TOGA switches, pull back on the control column to raise the nose and — when the other pilot, after observing positive climb, announces it — calls “gear up” and away we go! But in the Dubai case, because the wheels had touched the runway, the landing gear sensors told the autoflight system computers that the aircraft was landed. So when the pilot clicked TOGA, the computers — without him initially realising it — inhibited TOGA as part of their design protocols and refused to spool up the engines as the pilot commanded. Imagine the situation. One pilot, exactly as he has been trained, clicks TOGA and concentrates momentarily on his pilot’s flying display (PFD) to raise the nose of the aircraft to the required go-around attitude — not realising his command for TOGA thrust has been ignored. The other pilot is concentrating on his PFD altimeter to confirm that the aircraft is climbing due to the aircraft momentum. Both suddenly realise the engines are still at idle, as they had been since the autothrottles retarded them at approximately 30 feet during the landing flare. There is a shock of realisation and frantic manual pushing of levers to override the autothrottle pressure. But too late. The big engines take seconds to deliver the required thrust before and before that is achieved the aircraft sinks to the runway. It could have happened to any pilot caught out by an unusual, time-critical event, for which rigorous simulator training had not prepared him. Automation problems leading to pilot confusion are not uncommon; but the designers of the autoflight system protocols should have anticipated this one. Perhaps an audible warning like “manual override required” to alert the pilots immediately of the “automation disconnect”. My feeling is the pilots were deceived initially by the autothrottle refusal to spool up the engines, due to the landing inhibits, and a very high standard of simulator training by which pilots are almost brainwashed to totally rely on the automatics as the correct thing. Byron Bailey is a commercial pilot with more than 45 years’ experience and 26,000 flying hours, and a former RAAF fighter pilot. He was a senior captain with Emirates for 15 years.

I'll have one then........

Hi Mark, is your aim to reduce transmitted wind/engine noise or reduce the same noise feeding back into headset when transmitting. The last is my issue, find it a bit off putting and tend to try and talk over it (read: yell!). Other pilot say my transmissions are quite readable though. Wayne.

Thanks Mike, got a few more as well as some nice video too. Will see about putting the video together and posting when I get time. Yes Fred, batteries don't last long in the action cameras. I had one that swelled enough to not fit in the slot anymore. Wayne.

Great weekend for flying, light winds. These photos were from this morning (sunday) at the Turf Farm. Wayne.

Some photos from the Flyin.

Anyone on the 127.65 not knowing about the Wellcamp flyin would have wondered what was going on.... the radio was busy for a while! Wayne

Was a great day Pearo, sorry I missed talking to you today. I was there in the yellow and pink parasol. Landed on the displaced threshold and off at the first taxiway, 7th to land but 3rd plane to park! Wellcamp wanted us all in within a half hour time slot last year hence the slowest left first. Don't know why this year but it did feel more relaxed as we had the option of more turnoff taxiways this year. Last year there was only one taxi way available. We were lucky with the weather considering the recent winds and rain on previous weekends. Will post some photos later.

That guy would have to be a 100% bred cat with the full nine lives! Can't imagine how hard it would be to get back into the cockpit after experiencing that! Wayne

Anyone know of a local (aussie) retailer of glue suitable for gluing on the plastic inspection rings to ceconite? I want to add a couple of inspection plates to my wing. Wayne.

Wow! I know most planes gain weight as time goes by....but 3 pages later the Affordaplane is now a sporting a streamlined metal skin, a Jet engine, retracts and guns to boot!

Sorry Frank, can't answer that........just passing on the message about the flyin sent out to club members. Wayne

BRISBANE WEST WELLCAMP AIRPORT FLY IN INVITATION Fellow Aviators, You may have heard that Brisbane West Wellcamp airport is now fully functional with its 3,000 metre long runway that is 45 metres wide. Perhaps some of you could land across the runway. In 2015 members from the Lone Eagle Flying School had the opportunity to fly in to this wonderful new airfield and we graced their airfield with 27 aircraft, all landing within a half hour. The activity was so successful that we have been invited back again this year and to bring our aviator friends. The date approved by CASA for this activity is Saturday 30th July 2016, from mid morning to mid afternoon to fit in with flight schedules. You are invited to come and join us for the day at Wellcamp and to partake in the lunch provided. This is a special opportunity to fly into one of the larger international airports in Australia without any controlled airspace requirements. It may even be a one off opportunity, so come one but come all , but lets beat the 27 aircraft numbers from last year and impress the general aviation community. Wellcamp airfield, which has cost somewhere approaching $250 million to build, is privately owned and is a business venture. We have negotiated a "special deal" which includes the landing fee, parking fee and the finger food lunch. Avgas fuel is available as well if required. Wellcamp airfield is a Security Controlled airfield so if you have an ASIC card please wear it. For those without a card, arrangements will be made to give access to the airport security area. The total cost per person flying in will be $ 25 per person (NOT per aircraft) ( includes landing/parking fee and lunch) The finger food lunch with be self serve platters of: Chicken Tandoori Wrap Fresh Sandwiches Caesar salad Station Gourmet Sausage Rolls Mini Pies/quiches Self- serve tea and coffee The flying arrangements for the day is that all pilots and aircraft flying in must assemble at Clifton airfield in the morning for a compulsory briefing at 0930, with Clifton departure planned from 1030 hrs. Fuel is available at Clifton. The flight plan route will be Clifton airfield, overfly Clifton township, Nobby, Greenmount, Cambooya, Wyreema and possibly Westbrook before arrival at Wellcamp. The final legs from Wyreema will be advised at the briefing dependant on the weather and known traffic. The aim is for all participating aircraft to arrive in quick succession from about 1100, stay for lunch at 1200, then depart as a group from about 1400 hrs to return to your home destination or back to Clifton. A look around the airport terminal will be enjoyable. Club members are advised that there will be a club meeting at Clifton at 1500 hrs, followed by a camp oven bush meal that night at a nominal cost. Visitors are welcome to join us, but please advise for catering purposes. We are looking at getting media involvement as well for the Wellcamp visit. Any visitor who would like to come back to Clifton for the camp oven dinner, bring your swag for camping in the hangar (could be cold out under the wing of your plane). If we have sufficient numbers of stopover members and visitors, we will stoke up the BBQ for a quick bacon and eggs breakfast. We will need to know numbers for this also, so let Kevin know that also. We have to know numbers for catering before the day, so if you are interested in flying in, or driving if your want, you will need to advise one of our co-coordinators Kevin McGrath or James Bange ASAP to register your bookings contact Kevin by email : [email protected] or telephone on : 07 4636 3760 or mobile 0407 627 751 (which is not within signal range a lot of time, especially at night) . James Bange by email : [email protected] or by mobile 0410 649 414 The information required will be: Pilot Name: ASIC card holder: Yes or No Passenger/s Name/s: Aircraft type: Aircraft Registration: Contact Phone Number: To confirm your booking, you will be required to make payment to the Lone Eagle Flying School by cash, direct deposit or cheque to reach us prior to 26th July 2016. Refunds will not be available if an aircraft cancel’s on the day. Kevin McGrath & James Bange Activity Co-Ordinator/s 6th July 2016 Wellcamp Fly In photo July 2016.doc Wellcamp Fly In photo July 2016.doc Wellcamp Fly In photo July 2016.doc

Shucks...disappointed. .....you burst my illusion bubble!

I know where 23 F-111 's are buried but I am sure that's common knowledge!

Further update on the fly into Wellcamp. All aircraft must depart from Clifton, Trevor Bange will brief all before a planned departure at 11am EST. There will be a landing fee which is still being negotiated it this time.

If the windsock is a fabric non rigid sock, I would say it's to small to indicate wind speed. Small socks tend to fly straight even in light winds. If windsock is a rigid structure then the same as above applies. Compass rose serves no purpose. Hard to improve on current windsocks. They show wind direction and relative angle to runway, wind speed and gusts. Wayne

Sure has changed over the years, back in the 70's the resort was on the beach side of the strip. Looks like the strip will be gone in the future if a good cyclone passes.

A flyin to Wellcamp is confirmed for the 30th July 2016. It is hoped that more than last years total of more than 27 aircraft will be able to attend. Further details are not yet available. Please contact Kevin McGrath by email at: [email protected] or by phone on 4636 3760 or 0407 627 751 or James Bange by email at: [email protected] or by phone on 0410 649 414 to register your aircraft for the day. Wayne

Wellcamp flyin is planned for the 30th July but not confirmed yet. If it goes like the last flying it would probably be best to fly to Clifton first up for the briefing then we all fly in, most likely mid morning after the RPT's depart Wellcamp. Wayne.

After not using AirNav VFR for 5+ years and my software and contact details being out of date, on making contact, I was very impressed by Pete Smith's handling of my concerns. I have decided to 'revisit' the program and Pete had me sorted out quickly.