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red750

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About red750

  • Birthday 22/10/1944

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  • Aircraft
    Former Pilot - PA-28, B23, B35
  • Location
    Vermont Victoria
  • Country
    Australia

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  1. A Jeju Air flight has been forced to turn around after experiencing landing gear issues just a day after South Korea's deadliest airline disaster in decades. This morning, another Jeju Air flight departed Seoul's Gimpo International Airport for Jeju island, but was forced to turn around after a landing gear issue was detected shortly after takeoff, the South Korean airline said. 'Shortly after takeoff, a signal indicating a landing gear issue was detected on the aircraft's monitoring system,' Song Kyung-hoon, head of the management support office at Jeju Air, told a news conference. 'At 6.57 am, the captain communicated with ground control, and after taking additional measures, the landing gear returned to normal operation. 'However, the decision was made to return to the airport for a thorough inspection of the aircraft.' Local media reported that 21 passengers chose not to board an alternate flight to Jeju, citing concerns over safety and other reasons. The airline has seen a surge in customers cancelling their flight reservations since Sunday's incident, with a total of 68,000 tickets cancelled, Yonhap news agency reports. Jeju Air's 41 plane fleet includes 39 Boeing 737-800 aircraft.
  2. The heartbreaking last words of a passenger on the doomed Jeju Air flight that crashed, so far killing 179, have been revealed. Jeju Air flight 7C2216, arriving from the Thai capital Bangkok with 181 people on board, was attempting to land shortly after 9 a.m. (0000 GMT) at South Korea's Muan International Airport when it veered off the runway and erupted in a fireball as it slammed into a wall. A passenger texted a relative to say a bird was stuck in the wing of the plane, the News1 agency reported. The person's final message was, 'Should I say my last words?' The crash is the worst by any South Korean airline since a 1997 Korean Air crash in Guam that killed more than 200 people, according to transportation ministry data. The twin-engine Boeing 737-800 can be seen in video from local media skidding down the runway with no apparent landing gear before slamming into a wall in an explosion of flame and debris. Other photos showed smoke and fire engulfing parts of the plane.
  3. Have done a few times.
  4. An updated report... https://au.yahoo.com/news/passengers-being-rescued-plane-crashed-005000634.html
  5. At least 29 are dead after a plane carrying 181 people crashed off a runway and smashed into a wall at a South Korean airport. For reporrt with video, followed by other accident clips, click here.
  6. Onetrack is correct. When I first saw the name, I thought is was wrong, because we all know a Tiger Moth is a biplane, but de Havilland built two different Tiger Moths.
  7. Clearest photo yet of super weapon.
  8. Here is an article claiming Russia refused permission for the airliner to land, to force it to ditch in the sea. Russia tried to make plane crash in sea
  9. Here is an MSN article with slideshow which gives a background on the Chinese superplane. Chinese super weapon.
  10. The Dassault Falcon 6X is a large, long-range business jet developed by Dassault Aviation in France. Its precursor, the Falcon 5X twinjet, was launched in 2013, rolled-out in 2015 and made its first flight on July 5, 2017, but its development was frozen as its Safran Silvercrest engine failed to meet performance objectives. In December 2017, the Falcon 6X was launched as a stretched version with PW812D turbofans, made its first flight on 10 March 2021, and entered service on 30 November 2023. It has the widest purpose-built business jet cabin at 2.58 m (102 in). Its 70.7 m2 (761 sq ft) wing allows a 35,135 kg (77,459 lb) maximum weight with 59.9 kN (13,460 lbf) engines, for a 5,500 nmi (10,200 km) range and a Mach 0.90 top speed. The Falcon 6X is largely based on the Falcon 5X aerodynamics and systems, validated during its preliminary flight test program, but it is optimized to take advantage of its 58–62 kN (13,000–14,000 lbf) PW812D engines for a longer cabin and a greater 5,500 nmi (10,200 km) range, a Mach 0.90 top speed and a Mach 0.85 cruise. Its cabin is 12.3 m (40 ft) long, is 1.98 m (78 in) high by 2.58 m (102 in) wide (the largest in a purpose-built business jet), and can accommodate 16 passengers in three zones with 29 windows, including a galley skylight. A front-fuselage extension makes its cabin 51 cm (20 in) longer.[30] The Falcon 6X reinforces the 5X new 70.7 m2 (761 sq ft) wing and keeps its digital flight control system and Honeywell Primus Epic EASy III flight deck. The new engine fans have a diameter of 110 cm (44 in), 15 cm (6 in) narrower than the Gulfstreams, with four low-pressure turbine stages instead of five, engine weight is reduced by 91 kg (200 lb). Its empty weight increases by 1,030 kg (2,270 lb) or 5.7%, from 18.1 to 19.2 t (40,000 to 42,300 lb), due to heavier engines, fuel system and structural reinforcements.[31] The Falcon 6X will be the first Dassault aircraft with a nitrogen inerting system.
  11. The Cessna 190 and 195 Businessliner are a family of light single radial engine powered, conventional landing gear equipped, general aviation aircraft which were manufactured by Cessna between 1947 and 1954. The 195 model was also used by the United States Air Force, United States Army, and Army National Guard as a light transport and utility aircraft under the designations LC-126/U-20. The Cessna 190 and 195 were Cessna's only postwar radial-engined aircraft. The first prototype flew in 1945, after the end of World War II and both the 190 and 195 entered production in 1947. The 195 was the first Cessna airplane to be completely constructed of aluminum and features a cantilever wing, similar to the pre-war Cessna 165 from which it is derived. The wing differs from later Cessna light aircraft in that it has a straight taper from root chord to tip chord and no dihedral. The airfoil employed is a NACA 2412, the same as used on the later Cessna 150, 172 and 182. The 190/195 fuselage is large in comparison to other Cessna models because the 42" diameter radial engine had to be accommodated in the nose. There are two rows of seats: two individual seats in the first row, with a comfortable space between them and up to three passengers can be accommodated on a bench seat in the second row. The 190/195 has flat sprung-steel landing gear legs derived from Cessna's purchase of the rights to Steve Wittman's Big X. Many have been equipped with swiveling crosswind landing gear which allows landing with up to 15 degrees of crab. While the crosswind gear simplifies the actual landing, it makes the aircraft difficult to handle on the ground. The 195 is equipped with a retractable step that extends when the cabin door is opened, although some have been modified to make the step a fixed unit. The aircraft was expensive to purchase and operate for private use and Cessna therefore marketed them mainly as a business aircraft under the name "Businessliner". The engines fitted to the 190 and 195 became well known for their oil consumption. The aircraft has a 5-US-gallon (19 L) oil tank, with 2 US gallons (7.6 L) the minimum for flight. Typical oil consumption with steel cylinder barrels is 2 US quarts (1.9 L) per hour. A factory-produced floatplane version was equipped with a triple tail for improved yaw stability. The Cessna 195 produces a cruise true airspeed of 148 knots (274 km/h) (170 MPH) on a fuel consumption of 16 US gallons (61 L) per hour. It can accommodate five people. Including the LC-126s, a total of 1180 190s and 195s were built. The 190 was originally introduced at a price of USD$12,750 in 1947 (equivalent to $173,978 in 2023). When production ended in 1954 the price had risen to USD$24,700 (equivalent to $280,239 in 2023) for the 195B. This compared to USD$3,495 for the Cessna 140 two seater of the same period. Variants The main difference between the 190 and the 195 models was the engine installed. 190 Powered by a Continental W670-23 engine of 240 hp (180 kW) and first certified on 1 July 1947. 195 (Specifications below) Powered by a Jacobs R-755A2 engine of 300 hp (225 kW) and first certified on 12 June 1947. 195A Powered by a Jacobs L-4MB (R-755-9) engine of 245 hp (184 kW) and first certified on 6 January 1950. 195B Powered by a Jacobs R-755B2 engine of 275 hp (206 kW) and first certified on 31 March 1952. It featured flaps increased in area by 50% over earlier models. LC-126A Military designation for the Cessna 195, five-seat communication aircraft for the US Army, it could be fitted with skis or floats, 15 built. LC-126B Similar aircraft to the LC-126 for Air National Guard use, five built. LC-126C Variant of the LC-126A for instrument training/liaison, 63 built. U-20B LC-126B redesignated by the USAF after 1962. U-20C LC-126C redesignated by the USAF after 1962.
  12. The Cessna Airmaster, is a family of single-engined aircraft manufactured by the Cessna Aircraft Company. The Airmaster played an important role in the revitalization of Cessna in the 1930s after the crash of the aviation industry during the Great Depression. Initial model 1936-built Cessna C-34 Airmaster at Blackpool (Squires Gate) Airport in 1950 In the mid-1930s, nearing the end of the Great Depression, the American economy began to slowly strengthen. Dwane Wallace (founder Clyde Cessna's nephew who was a recent college graduate in aeronautical engineering) decided to assist his uncle and cousin, Eldon Cessna (Clyde's son), in building more modern airplanes for Cessna Aircraft. The design of the first Airmaster is credited to Wallace, and the first flight of the C-34 model was in June 1935. Not long after introduction of the C-34, Clyde Cessna retired from the aircraft industry, leaving the company to his nephew. Later models Cessna C-37 on display at the Kansas Aviation Museum Cessna C-37 cockpit The original Airmaster, the C-34, evolved into more advanced versions of the Airmaster. The C-37 had a wider cabin, improved landing gear and electric flaps. The C-38 had a taller vertical tail, curved main gear legs and a landing flap under the fuselage. Changes common to both the C-37 and C-38 included wider fuselages and landing gear along with rubber engine mounts to hold the 145 hp (108 kW) Warner Super Scarab engine.The final revisions of the C-34 were the C-145 and the C-165, of which 80 were built. On these models, the belly flaps added on the C-38 were removed and the overall length of the fuselage was increased. The only difference between the C-145 and C-165 was the engine horsepower, with the latter having an upgraded 165 hp (123 kW) Warner engine. End of the line It was with the beginning of World War II that the Airmaster line came to an end. The welded tubular fuselage, fabric-covered body, extensive woodwork, wooden wings and radial engines, all characteristic of 1930s-era aircraft technology, became too expensive and slow to produce. The old-style aircraft was quickly replaced with aircraft constructed from aluminium with strut braced wings first seen in the Cessna 120. The design of the C-34 incorporates characteristics that were borrowed from previous models of Cessna Aircraft. These similarities include the high mounted cantilever wing and the narrow design of the cabin windows. The wings and tail surfaces were composed entirely of wood while the fuselage was structured with steel tubing coupled with wooden stringers and formers. Both C-145 and C-165 models were offered with floats. Variants C-34 Four-seat light cabin aircraft, powered by a 145-hp (108-kW) Warner Super Scarab radial piston engine; 42 built. C-37 Cabin widened by 12.7 cm (5 in), fitted with improved landing gear and electrically operated flaps; 46 built. C-38 Fitted with wide landing gear with curved legs, plus a taller vertical tail and a landing flap under the fuselage; 16 built. C-39 Original designation of the Cessna C-145. C-145 Powered by a 145-hp (108-kW) Warner Super Scarab radial piston engine. C-165 Powered by a 165-hp (123-kW) Warner Super Scarab radial piston engine. C-165D Powered by a 175-hp (130-kW) Warner Super Scarab radial piston engine. UC-77B Two Cessna C-34s impressed into service with the United States Army Air Forces (USAAF) during World War II. UC-77C One Cessna C-37 impressed into service with the USAAF in 1942. UC-77D Four Cessna C-37s impressed into service with the USAAF in 1942. UC-94 Three Cessna C-165s impressed into service with the USAAF in 1942.
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