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facthunter

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Everything posted by facthunter

  1. Most light aircraft with radios had a shielded Ignition harness.. Nev
  2. We can go to Mars but aircraft radios are still crap. Who arranges for a radio check before committing to fly away somewhere. . Nev
  3. The later engines run a more retarded spark. and tend to run hotter. That is just as likely to be part of the stem failure and poor metal. It stretches the stem and forms cracks in it. IF the head overheats the (insert) seat may move into the aluminium and lose the adjustment in the hydraulic lifter Nev
  4. Alitalia does it better with Vino. It's nickname was "Air Lethal" At one stage Garuda was banned from European Airspace. Too many incidents. Nev
  5. Be a bit like shaving or cutting/ trimming your hair in front of a mirror.. The wool gives you AoA and skid. Very useful. Nev
  6. A short length of wool out the front would give you a lot of information for minimum cost. Nev
  7. Exhaust valve stem failure. The head of the valve must have floated around in there for a while. It's made it's impression.. ALL engines can fail. Particularly Piston engines. Nev
  8. Didn't someone do that a while back and follow migratory Geese with very basic U/l's down the West Coast? The Imagery was fantastic. It must be still around. Nev
  9. AVOID Rush Rush People. They will disturb your Karma. Nev
  10. Having nothing much in front of you for a pitch reference makes this sort of thing more difficult to fly than a more normal design. A breezy has a similar problem. Nev
  11. May I suggest an ejection seat. It can get you out of BAD situations, but don't wait till you are inverted. Nev
  12. Never in a Citabria I forgot to add. Nev
  13. My Citabria had a "G" meter. Handy to equate what you're doing with stresses. Can be reset anytime. Usual spin recovery 2.5. Pull out from dive at recovery. A very ROUGH loop could register 7 positive. if you work at it. Nev
  14. It's designed specifically to carry a certain size cargo container. Nev
  15. I'm listed as a non Pilot also. That's not quite true but I don't know how to alter it. (or care much). I'm happy to be judged by what I post, provided you read it with an open mind. . Nev
  16. You get your adrenalin charge for free when it fails. Nev
  17. Plenty of opportunity to get your own back doing that. Nev
  18. In the later 60's the Wacket was removed from certification due some wing failures. It's casein glued wood but the fuselage was steel tube and al Panelling. They were also a bit underpowered. Warner super Scarab if I recall correctly. RNAC had a couple of them. Made in Australia. Nev
  19. Don't tackle pelicans. They are too big. Wedge tail eagles even at 8,000 ft. Seen one take a C-180 wing leading edge back to the Mainspar of the wing. Nev.
  20. Trouble is the People familiar with these planes are deceased or OLD and the Planes are old too and Parts can be scarce... There's only a couple of Constellations still flying because the wings are past their use by date. Nev
  21. I would expect it ALL to come out due to the seriousness of this one. . . Anyone operating that type would need to know and there are Aviation related organisations who routinely get all this stuff as a matter of course, like FAA and other nations AVIATION authorities and Pilot unions etc.. At one stage I was getting all of them too because of a job I had at the time.. Nev
  22. The repair to the Rear pressure bulkhead was not done in accordance with Boeing's recommended procedures. The repairs needed on this one will be even more extensive. It may be written off IMHO. Nev
  23. When Dogs do that they usually have worms. What happened with that plane was EXCEEDINGLY Dangerous. Something is VERY WRONG alright. You can't do it if everything is normal. There's a special shock absorbing sacrificial strut fitted to the B727. It will ALL be determined by analysing the recorders on the Plane. It will need considerable repairs before it flys again. Nev
  24. It's difficult to scrape the tail/ fuselage with the horizontal stab low down Not a T tail) and ground effect trying to prevent it. The pitch attitude remained too high unless the plane was quite light.. A 747 took off on the wrong runway at Tulla and damaged the underside of the rear fuselage when they had to drag it into the Air and the approach lights at the far end penetrated the rear fuselage. This incident is not like that . Such a Nose high attitude early would create more drag than normal, so the acceleration rate would be reduced. I have no idea what caused it and I'm not speculating but I'm glad I wasn't on it. Nev
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