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The Home of Photos in Dunnunda! Mk I

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The Home of Photos in Dunnunda! Mk I

Old 26th Feb 2010, 10:06
  #6561 (permalink)  
 
Join Date: Jan 2008
Location: Australia
Age: 73
Posts: 93
Red face

The sheep forgot to close them?
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Old 26th Feb 2010, 20:34
  #6562 (permalink)  
Silly Old Git
 
Join Date: Aug 2005
Location: saiba spes
Posts: 3,727
By jove Supercecil, you are right!
Its been so long I cant remembry
The canopies were left open so little boys like Tin could play in 'em



The shed they melted most of em in



Every cow-cocky in the district had a farm trailer with P-40 or Corsair wheels



I likes this photty




Here they were before the delivery flight

Last edited by tinpis; 26th Feb 2010 at 20:59.
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Old 26th Feb 2010, 23:29
  #6563 (permalink)  
 
Join Date: Jun 2008
Location: South Pacific
Posts: 851
I'd loike one of those with the fold up wings, so I could trailer it home between flights, stick it in a shed, and save on airport hangarage..
The original older DH 60's USED to be like that.
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Old 27th Feb 2010, 00:31
  #6564 (permalink)  
Silly Old Git
 
Join Date: Aug 2005
Location: saiba spes
Posts: 3,727
A four and bit tons a little heavy for towing with the Morrie 8
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Old 27th Feb 2010, 04:45
  #6565 (permalink)  
 
Join Date: Apr 2004
Location: Up The 116E, Stbd Turn at 32S...:-)
Age: 77
Posts: 2,698
Will somebody / anybody, p..please tell me they've got just a couple safely 'parked' in their shed - somewhere.....just a couple of 'em...

(Yep - have seen the one that performs at Wanaka, and hopefully, will see it again this Easter...)
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Old 27th Feb 2010, 12:10
  #6566 (permalink)  
 
Join Date: Mar 2003
Location: NSW Australia
Posts: 2,326
Devil

Orright you lot, enough of the reminiscing.

Spotted at Camden:



Both mains burst on landing, I was told, and then she was taxiied off the runway and to the tie-downs.
... a very sore fleet indeed

Oil caps: Handy.

Last edited by Horatio Leafblower; 18th Mar 2010 at 21:53.
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Old 27th Feb 2010, 18:26
  #6567 (permalink)  
 
Join Date: Aug 2003
Location: UAE
Age: 51
Posts: 119
Devil

What's the difference between a "toe limit" and a "tow limit"? Not sure ..... just ask a camel!
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Old 27th Feb 2010, 20:00
  #6568 (permalink)  
 
Join Date: Dec 2005
Location: Sydney Australia
Posts: 768
What's the difference between a "toe limit" and a "tow limit"? Not sure ..... just ask a camel!
And while we are at it I thought a camel toe was something not related to camels.
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Old 27th Feb 2010, 23:40
  #6569 (permalink)  
 
Join Date: Oct 2003
Location: Dark Side OF Moon Or SE Qld
Age: 36
Posts: 1,296
So I'm assuming he got the trophy for shortest landing then?
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Old 28th Feb 2010, 01:37
  #6570 (permalink)  
 
Join Date: Mar 2003
Location: NSW Australia
Posts: 2,326
Rumour was that he flew it on at 120 kt and slammed on the brakes. Possibly stopped shorter than he thought he would

great skid marks down the runway (only a Cessna twin has a wheel track that wide) but didn't check upholstery for same.

Last edited by Horatio Leafblower; 28th Feb 2010 at 09:25.
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Old 28th Feb 2010, 05:20
  #6571 (permalink)  
 
Join Date: May 2004
Location: East of YRTI
Posts: 223
How do I know?

"Brian told me so!!"
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Old 28th Feb 2010, 21:55
  #6572 (permalink)  
 
Join Date: Dec 2006
Location: Behind a CB near you
Age: 39
Posts: 199
Aaaah, the old "high speed apoproach with maximum braking" aye??? I've seen it done a couple of times and it seems to be most effective if you land with the brakes already on!!!

Looks like they should have issued a SPECI for vis reducing to 500m in moke near the threshold!
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Old 28th Feb 2010, 22:14
  #6573 (permalink)  
 
Join Date: Jul 2006
Location: Up yer nose, again.
Age: 62
Posts: 1,122
A little late on the roundout Hoskins...



Perfect spot impa....umm landing, right on the green lights

Last edited by Peter Fanelli; 28th Feb 2010 at 22:44.
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Old 1st Mar 2010, 00:47
  #6574 (permalink)  
 
Join Date: Jun 2008
Location: South Pacific
Posts: 851
A long post this one. For the new generation.. and the oldies..
Also note the Accurate and Descriptive Reporting of the era !!!
Thanks to Ted Wixted, former Aviation Historian - Queensland Museum, with whom I corresponded briefly 30 or so years ago, and who sold me the souvenir about early '90. Also credit to the Maryborough Chronicle for the description of the first 'Takeoff' and 'Landing' all those years ago..







THE TOUR OF QUEENSLAND BEGINS

Following the successful flight of 22 May 1890, which ended with a parachuting descent into the grounds of Brisbane Hospital, an attempt was made at a second flight in Brisbane, this time from Breakfast Creek Grounds on 26 May 1890. There were difficulties of crowd control during the dangerous procedure of inflating the balloon and an accident resulted when one of the supporting poles fell prematurely. The performance was cancelled. A few days later, on Saturday 31 May, Gladys Van Tassell took off from the same grounds. After a successful flight she descended in the nearby suburb of Albion.

Plans called for a tour of Queensland cities. At this time Queensland was well served by coastal shipping. At 4pm on Tuesday, 3 June, the Van Tassell team embarked at Brisbane on the “Derwent”. They arrived in Maryborough the following morning, with a display already scheduled for 6 June at the Show Grounds. Passsengers for Maryborough on that historic trip of the “Derwent” were listed as follows –

Mesdames Higgin, Walker and child, Thorne, Cornish and 2 children, Evans, Misses Bayford, Neil, S.R. Tandevin, Schwartzrock, Van Tassel (2), Ripley, Messrs Lilley, Kruger, Littkop…t, Q. Hill, Langley, R. Gardner, Bartholomew, Hedges, Chadwick, Whalley, Stanton, Leftwich, Thorne, Lawrence, Sock, Coulthurst, Green, Howard, Dodson, Hughes, Mullen, Fitzwilliam, Traighey, Van Tassell, and 45 in steerage.

The name recorded as “Lawrence” should almost certainly be “Lorentz” the person concerned being a member of the Van Tassell team.

The arrival of the balloonists/parachutists was noted in the Maryborough Chronicle on 5 June. “The celebrated aeronauts and gymnasts, the sisters Van Tassell, who have been giving sensational exhibitions of their athletic skill and nerve, down South arrived in Maryborough from Brisbane yesterday, and will give exhibitions in this town on Friday. The balloon ascent will be made from the Showgrounds tomorrow afternoon, when Miss Gladys Van Tassell will sail among the clouds, and then springing from the balloon, will descend into the Showgrounds again, suspended from a parachute… The whole exhibition is very novel, and as this is the first time that the opportunity of seeing a balloon ascent, or even a balloon, has occurred in Maryborough, it is likely to attract considerable public interest. In addition to this feat, the clever sisters will appear at the Albert Rink in the evening, and give their double trapeze performance, in which they had won a good name before they took to balloon ascents”.

In its issue of the following day, the Chronicle wrote again of “the novelty of the exhibition” and exhorted Maryborough citizens to give it “proper patronage” by passing through the gates. A large advertisement informed the populace that “Miss Gladys Van Tassell will make a grand balloon ascent and parachute jump, returning within the enclosure, with the aid of her new patent parachute”. The afternoon of 6 June was to prove a disappointment: a strong south-east wind was blowing and it was obviously too risky to make a balloon ascent under such unfavourable circumstances.
There was nothing to prevent the sisters from performing on the double trapeze at the Albert Rink that same evening, however, and the public occupied all available accommodation to watch, and applaud, Valerie and Gladys as they performed a number of graceful and difficult evolutions in the air.

The historic first flight in Maryborough took place during the late afternoon of Saturday, 7 June 1890. According to the “Chronicle” it was a brilliant success. There was something to criticize, however: “Buggies of the well-to-do were drawn up round the fence on the outside, and the occupants stood on the seats; the fences across the streets were packed with human beings, like crows on a rail. This great crowd had gathered together to see one of the finest and most daring feats ever seen in Maryborough – and to see it for nothing. Inside there was a smaller and less economical assemblage who apparently did not object to contribute a trifle to the people who earned their money by their performance”. It was a repeat of circumstances which attended all Van Tassell aerial performances in Australia, whether in Melbourne, Adelaide or Brisbane. Indeed, a hundred years later, the organizers of air shows might well be heard voicing similar concerns.

In 1990 it is a simple matter to inflate a hot air balloon. The balloon cloth is laid out to its full extremity, the mouth is opened, and a stream of cold air is blown through the mouth by a powerful fan. Soon the balloon fills out with air. A burner which replaces the fan heats the air inside the balloon and the balloon rises above the basket. The procedure takes no more than a few minutes. The method used in 1890 was quite laborious: it is depicted on page 3.

The Maryborough ascent was described at length by the Chronicle on Monday, 9 June 1890: “Shortly after 5 o’clock on Saturday all was ready; the northernmost pole was brought down, and the ropes taken away so as to give the balloon a clear escape, a number of assistants holding the balloon down by the ring around the aperture. The parachute and the trapeze were then attached to a bar across the hoop, and all the fittings were closely examined and secured by Mr. Van Tassell. Miss Gladys Van Tassell, wrapped in an ulster, and accompanied by her sister Miss Valerie Van Tassell, then appeared on the scene and received a hearty round of applause. The parachute and trapeze were stretched out on the ground in an opposite direction from the balloon to that which the balloon would take when liberated. Miss Gladys picked up the trapeze and caught hold of the ropes, her sister standing by her with her arm around her waist. The moment had come and excitement was high, but suppressed. The sister drew off her sister’s ulster, and she stood revealed in her charming athletic costume. Then Mr. Van Tassel in a loud voice sang out“Let go the balloon”. Amid a chorus of “Oh’s” and “Ah’s” and feminine shrieks the great globe rose with a quick but steady motion. Miss Gladys springing from her sister’s arms gave three or four strides over the ground and was then whisked into the air and in a moment, amidst a cry almost of horror, was hanging from the bar by her toes over the heads of the startled spectators. She performed a number of graceful feats until she had reached a great height and became quite dimunitive and her features indistinct.
As the balloon rose it took a northerly course, and many outside set out in that direction, but the great majority with their necks craned were rooted to the spot and gazed upwards in wonderment. Presently, when Miss Gladys had become reduced to a spec, the dark object above her was seen to fade away, and the cry was raised, “The balloon is going through the cloud!” This was the case, and presently it had completely vanished. Some 20 or 30 seconds of suspense followed, then “There she is” was cried and all eyes were turned to the same cloud, through which the intrepid young lady sitting on the bar of the trapeze with the expanded parachute above her, was gently and gracefully descending. The parachute seemed remarkably small compared with the balloon that had taken her up. It was seen that she would land somewhere near the hospital, and there was a great rush of horsemen and vehicles in that direction. Nearer and nearer came the parachute to earth and Miss Van Tassell could be seen oscillating it in a certain direction, and presently it disappeared amongst the trees and was lost from view. At this moment a very heavy shower of rain fell which lasted about 7 minutes and obscured everything. As it cleared away the balloon in a collapsed state was seen coming to earth still further to the north. Miss Van Tassell who had gone in that direction in a cab, returned in about a quarter of an hour to the grounds with her sister safe and sound, and they were escorted by about 20 horsemen. Miss Gladys was greeted with great cheering and taken into the Exhibition hall a large crowd following, and there she received an enthusiastic ovation…”

The parachutist landed on the left hand side of Walker Street, near the Hospital. In a later interview, she said she had descended from 7,500 feet, then described the sensations experienced as the parachute left the balloon. Closer to the ground she saw she was “over by your Hospital. I could have oscillated down there, but I don’t like coming down near buildings, and besides they had told me they had a bed ready for me there. Then I saw someone on horseback waving a handkerchief to me near an open spot. I steered for that, and as I came down I caught on top of a tree, breaking off two branches and alighting in a swamp, splashing myself with mud. The man who had waved to me was Constable Amies…”

The Van Tassell team left Maryborough for Rockhampton on 8 June.
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Old 1st Mar 2010, 07:26
  #6575 (permalink)  
 
Join Date: Feb 2006
Location: Mel-burn
Posts: 4,882
Point Cook Air Pageant 2010.

PC21, my next ride.



Sexy from any angle...





What year is it?



Jim & Jenny. Always putting in everywhere they go.


P40F. So well restored and pretty, it looks like a fake



The Boomerang that came back (it was built at Fishermans bend)



We all know this old girl



I guess it was a military theme... don't think he was a spotter



The 3 members of the "strike" hangar...







Bit of a queue afterwards. Not every day do I have a Hudson up my clacker when taxiing.

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Old 1st Mar 2010, 22:23
  #6576 (permalink)  
 
Join Date: Oct 2003
Location: Dark Side OF Moon Or SE Qld
Age: 36
Posts: 1,296
And a Ryan a few in front of you too I see...
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Old 1st Mar 2010, 22:28
  #6577 (permalink)  
 
Join Date: May 2005
Location: nocte volant
Posts: 1,101
That P-40F is amazing considering what it looked like when it was recovered- back broken, large holes in the fuselage and wings. Great photos.

Last edited by Trojan1981; 2nd Mar 2010 at 02:07. Reason: Gen Y who can't spell
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Old 2nd Mar 2010, 01:11
  #6578 (permalink)  
 
Join Date: Oct 2002
Location: ɐıןɐɹʇsn∀
Posts: 1,963
You can do anything these days with a data plate, hard work and lots of $$
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Old 2nd Mar 2010, 01:36
  #6579 (permalink)  
 
Join Date: May 2002
Location: Australia
Posts: 408
Spotted at PC. Lucky there was no security!
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Old 2nd Mar 2010, 22:21
  #6580 (permalink)  
 
Join Date: Feb 2009
Location: australia
Posts: 415

They're all planes, but . . .

Starting, take off and flying with the wonderful Radial powered aircraft (an AD-6)
Radial Starting (3350 engine on an AD-6)
Be sure you drain both the sumps. (You can fill your Zippo lighter while you do this)
Look out the left side of the oily cockpit canopy and notice a very nervous person holding a huge fire bottle. Nod to this person.
Crack throttle about one-quarter of an inch.
Battery on
Mags on
Fuel boost on
Hit starter button (The four bladed 13’ 6’ prop will start a slow turn)
Begin to bounce your finger on top of the primer button.
This act requires finesse and style. It is much like a ballet performance. The engine must be seduced and caressed into starting.
Act one will begin: Belching, banging, rattling, backfiring, spluttering, flame and black smoke from the exhaust shooting out about three feet. (Fire bottle person is very pale and has the nozzle at the ready position)
When the engine begins to “catch” on the primer. Move the mixture to full rich. The flames from the exhaust will stop and white smoke will come out. (Fire bottle guy relaxes a bit) You will hear a wonderful throaty roar that is like music to the ears.
Enjoy the macho smell of engine oil, hydraulic fluid and pilot sweat.
Immediately check the oil pressure and hydraulic gages..
The entire aircraft is now shaking and shuttering from the torque of the engine and RPM of prop.
The engine is an 18 cylinder R-3350 that develops 2,700 HP.
Close cowl flaps to warm up the engine for taxi.
Once you glance around at about 300 levers, gauges and gadgets, call the tower to taxi to the duty runway.
Take off in the AD-6
1. Check both magnetos
2. Exercise the prop pitch
3. Cowl flaps open..
4. Check oil temp and pressure.
5. Crank 1.5 degrees right rudder trim to help your right leg with the torque on takeoff.
6. Tell the tower you are ready for the duty runway.
7. Line the bird up and lock the tail wheel for sure.
8. Add power slowly because the plane (with the torque of the monster prop and engine power definitely wants to go left).
9. NEVER add full power suddenly! There is not enough rudder in the entire world to hold it straight.
10. Add more power and shove in right rudder till your leg begins to tremble.
11. Expect banging, belching and an occasional manly fart as you roar down the runway at full power.
12. Lift the tail and when it “feels right” and pull back gently on the stick to get off the ground.
13. Gear up
14. Adjust the throttle for climb setting
15. Ease the prop back to climb RPM
16. Close cowl flaps and keep an eye on the cylinder head temp.
17. Adjust the power as needed as you climb higher or turn on the super charger.
Flying with the round engine.
Once your reach altitude which isn’t very high (about 8000 feet) you reduce the throttle and prop to cruise settings.
The next fun thing is to pull back the mixture control until the engine just about quits. Then ease it forward a bit and this is best mixture.
While cruising the engine sounds like it might blow or quit at any time. This keeps you occupied scanning engine gauges for the least hint of trouble.
Moving various levers around to coax a more consistent sound from the engine concentrates the mind wonderfully.
At night or over water a radial engine makes noises you have never heard before..
Looking out of the front of the cockpit the clouds are beautiful because they are slightly blurred from the oil on the cockpit canopy.
Seeing lightening the clouds ahead increases the pucker factor by about 10.
You can’t fly high enough to get over them and if you try and get under the clouds----you will die in turbulence.
You tie down everything in the cockpit that isn’t already secured, get a good grip on the stick, turn on the deicers, tighten and lock your shoulder straps and hang on.
You then have a ride to exceed any “terror” ride in any amusement park ever built. You discover the plane can actually fly sidewise while inverted.
Once through the weather, you call ATC and in a calm deep voice advise them that there is slight turbulence on your route.
You then scan you aircraft to see if all the major parts are still attached. This includes any popped rivets.
Do the controls still work? Are the gauges and levers still in proper limits?
These being done you fumble for the relief tube, because you desperately need it. (Be careful with your lower flight suit zipper)
The jet engine and aircraft
Start a jet
Fuel boost on.
Hit the start button
When the TPT starts to move ease the throttle forward.
The fire bottle person is standing at the back of the plane and has no idea what is going on.
The engine lights off---and---
That’s about it.
Take off in the jet
Lower full flaps
Tell the tower you are ready for takeoff.
Roll on to the duty runway while adding 100% power.
Tricycle gear---no tail to drag---no torque to contend with.
At some exact airspeed you lift off the runway.
Gear up
Milk up the flaps and fly.
Leave the power at 100%

Flying the jet
Climb at 100%
Cruise at 100%
It is silent in the plane.
You can’t see clouds because you are so far above them.
You look down and see lighting in some clouds below and pity some poor fool that may have to fly through that mess.
The jet plane is air conditioned!! Round engines are definitely not. If you fly in tropical areas, this cannot be stressed enough.
There is not much to do in a jet, so you eat your flight lunch at your leisure.
Few gauges to look at and no levers to adjust. This leaves you doodling on your knee board.
Some call girl friends on their cell phones: “Guess where I am etc”
Some observed differences in round engines and jets
To be a real pilot you have to fly a tail dragger for an absolute minimum of 500 hours.
Large round engines smell of gasoline (115/145), rich oil, hydraulic fluid, man sweat and are not air-conditioned.
Engine failure to the jet pilot means something is wrong with his air conditioner.
When you take off in a jet there is no noise in the cockpit. (This does not create a macho feeling of doing something manly)
Landing a jet just requires a certain airspeed and altitude---at which you cut the power and drop like a rock to the runway. Landing a round engine tail dragger requires finesse, prayer, body English, pumping of rudder pedals and a lot of nerve.
After landing, a jet just goes straight down the runway.
A radial tail dragger is like a wild mustang---it might decide to go anywhere. Gusting winds help this behavior a lot.
You cannot fill your Zippo lighter with jet fuel.
Starting a jet is like turning on a light switch---a little click and it is on.
Starting a round engine is an artistic endeavor requiring prayer (holy curse words) and sometimes meditation.
Jet engines don’t break, spill oil or catch on fire very often which leads to boredom and complacency.
The round engine may blow an oil seal ring, burst into flame, splutter for no apparent reason or just quit. This results in heightened pilot awareness at all times..
Jets smell like a kerosene lantern at a scout camp out.
Round engines smell like God intended engines to smell and the tail dragger is the way God intended for man to fly
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