Seal

I have used both types and I find the CR easier to use and the small size very convenient. The front side is much the same on both except the CR has a rotating cursor which can aid accurate reading. On the back side, the method for wind calculations is different and I found the CR easier to comprehend but either is easy enough once you get your head around the method. I actually use an E6 because the CR´s are plastic and the examples I had did not survive being left in a cockpit or car on a hot day, the plastic buckled. One of the small E6b variants might be worth a try, easier to manage in a small cockpit provided the eyesight is up to the job. Cheers.

Absolutely no problem in using the raa domain, just working through the changeover. You could go the route of mapping the auf site to the raa site as suggested or just put a redirect for any auf request to the top level of the raa site. This could have a delay which shows a ¨This site has been relocated, please adjust you browser" message then, after a little while, kill the auf domain completely. Talk to your hosting provider about the best way to implement this. Cheers,

Just for interest, what sort of differences were you getting in blade chord at different stations along the span? For a wooden prop to suit a Continental you could look here http://www.sensenichprop.com/ These guys have been making props for Continentals since not long after the Wright brothers :big_grin:

Can´t say I feel ripped off because I did not contribute much to the Apollo program or to any space exploration for that matter. I do feel sad that, for 30 - 40 years, our species became totally sidetracked by immediate welfare and comfort issues and forgot about working and planning for future exploration and expansion of the alternatives available for our long term future. As a society Australians have not invested in this future at all and there is no recognition that we will eventually have to venture of this particular ball of rock. Currently we seem completely unable to embrace the concept of change being a permanent fixture of our existence and have allowed those who want things to remain as their grandfathers knew them to gain the ascendancy. Why we have not been back to the moon for nearly 40 years is a relatively easy question, for a variety of political and social reasons the American people lost the will to do it. The hard question is, what are we going to do to support and encourage the investment to do it again and continue on from there?

If it is any use in troubleshooting, the auf domain has been off the air for at least 10 days. Unless there has been a very recent change the nameservers for the domain are: Name Serverns.lannet.com.au Name Server IP121.223.205.167 Name Serverns.auf.asn.au Name Server IP210.11.222.52 The lannet server says it is down briefly for maintenance and the auf server does not reply. Just bye the bye, it is interesting that a small organisation such as RAA chooses to maintain its own nameserver. The raa nameservers both reply. The raa record was last changed yesterday afternoon and the nameservers are completely different to those for auf .

I agree that the reporting and discussion of incidents and accidents is a valuable function and the proposed guidelines seem reasonable to me. There may be a few changes I might make but I believe, for this to work, the KISS principle should hold and a discussion of the nuances of the wording would not lead anywhere useful. As others have said, people need to be aware that information provided is often preliminary and that one persons facts are anothers fibs. Some mechanism to update threads as new information is developed, often months later, would be useful. That way the initial reporting could be refined and corrected in context. I have not yet thought through how this could be done. I have two further guidelines for consideration: 1. Discussion and development of theories of actions and causes by third parties based on on the facts provided should be actively discouraged. We do not want entire edifices built by extrapolation from shaky information. 2. We agree that the prime purpose of the area is for information sharing and should be kept to that. Expressions of grief and condolence, no matter how heartfelt, do not belong here. That may seem a little harsh at first reading but my motivation is precisely because of the sensitivities. People who may be personally involved should know that they are going to find an objective and perhaps upsetting discussion here which they can avoid if they wish and that they can find messages of a personal nature somewhere else on the forums. As things operate at present, families who may gain some small comfort from the thoughts of the RA community are required to also read through comment which they may rather avoid. My thoughts for discussion. Selwyn

Ah hah, that explains it. I had the auf one in my bookmarks and that was also the one google came up with. Thanks all.

Does anyone know where this has gone:question: I have not been able to get to it for several days now.

For those interested in launches see http://www.nasa.gov/missions/highlights/schedule.html

Yeah, the old Harley might do well chugging up the highway but I fear it may be a different story if you ask it to put out 80% of full power for a few hours at a stretch.

Nope, but I can´t figure out what it is doing there. I think one of these has been out here setting up ski lift towers so could be related to that. Just a guess.

Great explanations of the PA and DA calculations but I wondered if this definition may still be causing an issue. The Calibrated (or corrected)airspeed (CAS) is the Indicated airspeed (IAS) corrected for measurement errors, that is errors in the instrument itself or the pitot static system. So, to be pedantic you take the IAS, correct it to give CAS then apply all the other corrections to get TAS. As the man said, in practice IAS=CAS works for us. Also, if you don´t feel like calculating your Pressure Altitude you can set you altimeter subscale to 1013 and it will then read PA. Stick that and the temperature into your whizz wheel and hey presto.

Interesting. Coming from here I still find it amazing that so many languages survive in such tiny areas. The social dynamic must be incredibly powerful. However, the part I was having trouble with was the juxtaposition of ¨Mac¨ and ¨engrish¨, the l-r substitution is generally associated with another part of the world. I guess you were referring to the Irish version of english. Cheers.

I agree that is the common answer but it is not a very scientific one. Given the structure of wood, water does not flow through it in any normal sense, it moves via capillary action and vapour transfer neither of which are much affected by gravity at the moisture content typically encountered in a propeller. The idea that all the water in the prop is going to run down through it to one end is just a bit silly. A better question might be to think about the possible effects on water entry to the propeller. The idea being that we would want to minimise this to keep the internal moisture content as stable as possible. If the aeroplane is in a hangar, it is not getting wet so it really does not matter, from a moisture point of view, how it is aligned. You may as well leave it where it stops. If it is outside and going to get rain or dew on it, which way should it go? If you put it horizontal then the leading edges are going to be more exposed to water either from rain directly on the upper edge or from drops of condensation collecting on the lower edge. And where is the protective finish likely to be damaged? If you have a metal protective strip then you definitely don´t want a leading edge down as water will get in under the protective metal at any break in the seal between metal and wood, the area will remain damp and the wood will be damaged. Horizontal is not good. If you put it vertical then moisture does not stand on the leading edges and any that gets under protective strips has a chance to drain. Proper metal protective edges have drain holes to facilitate this. However, as a previous post mentioned, water can run down to the hub and possibly get under the mounting flanges, become trapped and cause swelling and other problems. Vertical is not good. All is not lost however. If you put it on a diagonal then you get the best of both worlds, the edges drain and contours around the blade root will deflect most moisture running down the blade around the hub area so the mounting flanges stay dry. There are plenty of pictures of rows of tigers and the like, all with wooden props parked at an angle, taken in the days when they knew a thing or two about operating wooden props. As others have mentioned, you also get the other benefits. The propeller is less exposed to hangar rash, being walked into, being used as a perch to encourage sparrows to nest in the engine or being used as a towbar to drag the attached aeroplane around. This last is an all too common practice which has far more potential to damage a wooden propeller than has any effect of how it is parked. Finally, a few words on respect for propellers from someone who spent several years operating with Gypsy Majors including hand starting the things. The big lesson learned from that was to never trust a propeller, there was an even chance that it had homicidal tendencies. It makes me cringe when Biggles arrives shuts down the engine, hops out, grabs hold of the prop, pulls it through a couple of compressions to get it to whatever position he has been taught then drags it off to his parking spot with a hand clamped around, usually one blade. It happens all over the place every weekend. For any engine with impulse magnetos this is just Russian roulette with a blunt axe. Even with electronic ignition engines there is a real risk. They may be hard to start but it is only a matter of time before the thing gets a bit of glowing carbon in it, there is no mixture cutoff so there is plenty of fuel there and it pops over a few compressions. That´s all it takes to cause smashed fingers and serious cuts, not to mention incidental prop damage. I´ve seen it happen, it has happened to me and the only reason I still have all my fingers is because I assumed it was going to and used proper technique to get my hand out of the way before the next blade came around. Please, don´t treat your propeller like a handle, treat it like the dangerous tool that it is.

Now I´m curious, a Mac with engrish as a second language? Does not compute:big_grin: How about: test jar evil in burg Recreational flying has too many letters for me

All this and it flies too: YouTube - Mi-26 2006 This looks like a Russian demo film complete with epic soundtrack YouTube - Mil Mi-26 T "Halo" And more than you ever wanted to know about an Mi 26. http://www.aviastar.org/helicopters_eng/mi-26.php

Hey, steady on there, that would mean that one hand knew what the other one was doing. Can´t have that sort of thing going on, its not the done thing you know.;)

Was that a dog, a wife or a solicitor.:big_grin: And just in case the management reads this, mine´s a goodun, I wouldn´t swap her for a dog and, as far as that goes, I wouldn´t swap the dog for a solicitor either.

Umm, have to pay for all those people in the green shirts somehow. There was a time when they used to be parking attendants, now they are ¨security operatives¨. I reckon they were more use as parking attendants.

The Rolls Royce solution is here http://www.andair.co.uk/system/index.html but any dual tank switching setup for a diesel will work as these have flow and return lines. Look in the 4WD accessory suppliers. Cheers, Selwyn

Sounds like serious fun with the Pawnee. I don´t know what the vapour pressure of ethanol is but it has to be higher than any mogas known to man.

Ah now, that brings back memories! I still have an Aristo Studio slide rule and it is still perfectly adequate for the general time distance calculations in navigation and NO batteries. The Kane computer is the same as an E6B with a circular slide rule and sliding wind component calculator. I have a vintage version which is an RAAF Mk 1 Aerial Dead Reckoning Computer G6B manufactured by W&G Melbourne. It is made from engraved stainless steel and probably should be included in weight and balance calculations but a lovely thing none the less. Cheers, Selwyn

I don know, but he was in there with your wife.

Of course, silly me:blush: . I was wondering what the tips were for, obvious really. Maybe it requires a brave Brazilian to fly it. Given the occasional fun we had with Pawnees on mogas I would think this could get jolly entertaining on a hot day.

Don´t know about that, it will be if you keep flying for long enough. :big_grin: Glad you got the problem sorted out, those things can be tricky and sometimes very hard to kill. BTW were you ever WGCDR AAFC? If that means nothing to you don´t worry, I promise it´s not rude :) Cheers, Selwyn