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Everything posted by allardjd

  1. I wonder if I can use MS OneDrive for this? If you're a Win10 user you get a certain allotment of free OneDrive space on their cloud. John EDIT: https://1drv.ms/i/s!Am3hRJmvUbZRgx2VyjPtt7-2pDVg Hmmm - the OneDrive page gives an option for this and generates the link text, including an option to include HTML tags but I can't get it to display here. The link to the image above works but the link given in the "Copy URL to embed image" (different from the one above) doesn't. I think there must be a way to make this work but can't seem to find the combination. If we can work this out, anyone with a free OneDrive footprint could be their own image host. JDA
  2. Shift-E together, then release them and quickly press "2" key (top row - not sure if numeric keypad keys will work or not). Try it on a door opening sequence on a default aircraft and you'll soon get a feel for it. Shift-E + 2 will open (and close) the starboard side pax door on the stock C-172. John
  3. Interesting, and plausible, though it's just a single photograph this is based upon. The Japanese were not above such things in those days, though the distance to the Marshalls from Howland Island, which was their intended destination for that leg, is a pretty long way. They'd have had to be FAR off course to have ended up there. The TIGHAR group has for years been trying to promote a theory that they landed on the reef flat at Gardner Island (now Nikumaroro) and survived as castaways for a while before succumbing there. If true, amongst the challenges they'd have faced was the fact that there's no source of fresh water on the island. The island is uninhabited now and was then, though there was a period of a few years when colonization was attempted not long after the time of her loss. There was also a US Coast Guard Loran station established, manned and operated there for a while after the war but that was also abandoned after a few years. TIGHAR make a plausible, fairly convincing but entirely circumstantial case with a lot of supporting artifacts and period documents. They mount an expedition from time to time, as funding can be generated, to go back and search for more. They do take a pretty logical, scientific approach to the project, even down to characterizing it as a "hypothesis", i.e. something postulated to be proven or disproven with evidence. If nothing else it's a good read. Their site for the project is here... http://tighar.org/Projects/Earhart/AEdescr.html
  4. Drop into Ocala if you're in the neighborhood. John
  5. allardjd


    You could use Snapper or any of the other screenshot savers too. Snapper has been around and used by flight simmers for years. http://www.softpedia.com/get/Multimedia/Graphic/Graphic-Capture/Snapper-Michiel.shtml
  6. I just had a look in Google Earth at this sand patch and felt like I ought to update this thread. Per November 2016 satellite photos, there are still only two runways, one if which is only GA sized and lacks any markings - it looks as if it may be under construction yet. There is one large runway that appears to be in service and no sign of any construction activity for any of the others that are postulated. It looks like the wheels have fallen off this project. You'd think that the current oil glut and low prices for oil would result in more air traffic and make asphalt cheaper. I just can't understand why they aren't building the other four promised runways.
  7. = = = = = = = = = = MH ATWC VII - Sector 1.zip = = = = = = = = = = = Click to download MH ATWC VII - Sector 1.zip - Link to OneDrive folder for Events Mutley's Hangar Around The World Challenge VII - Sector 1 Airport Diagrams Created 7/1/17 This zip file will not be updated unless changes are made to the official route by the event staff. 16 Airports, 27 files NOTES: These diagrams are also contained in their respective country/state/province bundles, as appropriate. The list below is in ICAO code order, not the route sequence. This zip contains airport diagrams for... EETN Tallinn - Tallinn, Estonia EGHI Southampton Intl - Southampton, United Kingdom EGLS Old Sarum - Old Sarum, United Kingdom EGPN Dundee - Dundee, United Kingdom EGSS Landvetter - Goteborg, Sweden (2 plates) UACC Astana - Astana, Kazakhstan UUEE Sheremetyevo - Moscow, Russia (2 plates) VDSR Siem Reap - Siem Reap, Cambodia VIAB Agra AB - Agra, India VMMC Macao Intl - Macao, Macao SAR (2 plates) VNLK Lukla - Lukla, Nepal VQPR Paro - Paro, Bhutan WSSS Changi - Singapore, Singapore (5 plates) ZBAA Beijing Capital - Beijing, China (4 plates) ZLXY Xianyang - Xi'an, China ZSNJ Lukou - Nanjing, China (2 plates)
  8. Love it, Coff. Nomad mode is going to be very popular with the hardcore AirHaulers, methinks. John
  9. Right up to the moment where death or injury occurs. John
  10. Some aspiring private pilots do take the buy-instead-of-rent route with the intention of selling the aircraft again after getting their PPL or their instrument ticket. Well maintained GA aircraft hold their value pretty well and normally the biggest depreciating factor is the time to the next required overhaul, measured in engine hours. You will invariably find that statistic listed in the sales ads for piston-powered GA aircraft. It's not unreasonable to expect to be able to unload one for almost what you bought it for if it's still in the same condition. Adding to the cost of that method are the costs for the required annual inspection if one comes due. Also, the last I knew, "...aircraft used for training..." require a 100 hour inspection - every 100 engine hours. I don't know how that applies to a privately-owned aircraft - they may be exempt from it. None, or at least very little of this can be done by the owner. A licensed A&P mechanic's signoff is need for the aircraft maintenance log. You are allowed to fuel it, check the oil, add oil, pump up the tires and that's pretty much the extent of it. Almost anything else requires a licensed A&P guy. Also, of course, if you own it you have to buy the insurance for it and for occupants, which covers your instructor. Financial risk factors of owning vs. renting include accidents, breakdowns and the possibility of one or more ADs (Airworthiness Directives) being issued by the aviation authorities requiring some expensive inspection, component replacement or new limitation for the aircraft type. ADs can be "before further flight", or have an hours or months time limit, or be tied to the next required inspection or overhaul. They are almost never cheap. Pending ADs, issued but not complied with, go against the potential sales price of the aircraft and buyers are almost always savvy enough to check that out. If the plane can be sold again after the training, buy-rather-than-rent option may still be cheaper, but it's not guaranteed, and it's not going to be a cheap evolution, either way. John
  11. I'm not against research in most cases and specifically not against it in the projects above. They're interesting and potentially valuable. I do believe, however that sometimes worthless "research" (or even, sometimes, worthy research) is pursued on the government dime simply because the government dime is easily available for it. I think governments in general ought to be a little more parsimonious with the taxpayers money - ask Greece, Venezuela, Puerto Rico and Illinois where deficit spending got them. I hope the projects we're discussing are not boondoggles for government money, but such things exist and they are far from rare. I'm not sure I agree that much of scientific value came out of the human-powered flights but if I recall correctly, they were in pursuit of a monetary prize that was privately (I hope) funded, and of course bragging rights for their university's engineering program. That latter is no small thing and has a pretty attractive financial payback for the institution too. I don't think anyone's life is significantly better because of those projects. I also don't feel that these cutting edge projects have to "win the profitability contest", but neither do I think that we all ought to squeal in glee at the thought that this is the future of flight. Unless they can evolve into at least a credible entrant in the profitability contest at some point, they aren't likely to be where we're going at all. There is room for more than just the winner in most markets. Ask Airbus and Boeing and Lockheed; ask Ebraer and Gulfstream; ask Cessna, Piper and Beech. I don't know that there's a clear winner in any of those market contests, but those who are still in the market are competing credibly and turning a profit for their shareholders. On the other hand, there's a long, long list of aviation companies that no longer exist because at some point they lost their ability to be a credible entrant in the profitability contest. If one or more of these state-of-the-art projects that we see in the posts above is indeed where we are going, sooner or later they'll have to be credible contestants too - otherwise they'll join the ranks of zeppelins and autogyros - aviation curiosities that didn't quite pan out. That's exactly why when I see one of these things, I try to put on long-range glasses and ask myself, "Will it ever sell?" If not, it's not likely that we'll ever adopt what they're developing. I'm frankly betting against them. I don't think pure electric flight is ever going to go mainstream either in GA or the larger aircraft. The future of hybrids MAY be a little rosier but things like that REQUIRE one of three things, 1) prohibitively higher prices for fuel for the conventional types based on supply and demand, 2) serious government subsidies, or 3) serious government taxes on the technologies they are competing against. You'll note that 2 and 3 are opposite sides of the same coin - government using taxpayer money to tilt the playing field in favor of a technology that can't compete economically on a level field. Finally, I agree that the tone of this has been refreshingly high-brow compared to some threads in the past. No lock yet. John
  12. Good choice of words - "honest" is the crux of why I AM bothered by them calling it a "Jet". It goes against their credibility for whatever else they say. John
  13. Well, certainly not at any cost. That's only a valid question if the cost of buying and maintaining the Schpitzen-Schparken 500 Jet FlugZug is comparable to that for a similar-performing conventionally powered aircraft. The ongoing cost of periodic battery replacements must be included in the maintenance costs as well and that is not likely to be chump-change. GA aircraft can and often do, if properly cared for, last 3 or 4 decades with no diminishment of utility or performance, so the long term cost of ownership is even more relevant for a light aircraft than for an automobile. It's not unreasonable to speculate that the battery pack of an electric GA aircraft would require total replacement a number of times during the expected life of the plane. As with all AC, that kind of serious maintenance must be performed and documented by licensed (read high-priced) people, certified to do so and with replacement parts certified for aviation use. Only home-builders escape any of this and even in their case, not all of it. Periodic wholesale replacement of the battery pack in an electric plane is going to be a very significant cost factor over the expected life of the plane. There are some other issues of flexibility that enter in as well. For example in an avgas aircraft, the pilot has the ability to forego some fuel (and range) in favor of more "stuff" placed aboard. It happens all the time. If you fly AirHauler you're no doubt intimately familiar with the concept. Fill the seats - fill the tanks - fly; pick any two. On the other hand a flat-on-its-arse battery pretty much weighs the same as a fully charged one. You don't have that capability to swap some range for some payload. In the hybrid, there's still some ability to do that but it seems obvious that the amount of fuel carried (and thus potentially left behind in favor of payload) is going to be much less. Re-fuel time is also an issue. I see some are saying that fast-recharge batteries are in the labs now, but nobody is talking yet where those stack up in terms of power density (KW-hours vs. weight), cost (including disposal cost which you will no doubt be charged for) and overall battery life. If your AC won't make it all the way to the intended destination without a fuel stop, four hours or more vs. 40 minutes (approach, land, taxi, park, pee, refuel, pay, taxi, take-off) to top off the tank is not going to please you. John
  14. Yawn! Wake me when they turn a profit on it. Local avgas is $3.38 a gallon, lowest since 2011, despite OPEC "curtailments" to prop up oil prices (thank you, frackers). John
  15. The Lilium is still not a jet, no matter what they choose to call it. If it is, so is this... John
  16. I don't think that's available, but it comes stock with a Greenpeace bumper sticker and Sierra Club window decals on both sides. John
  17. It's not a jet engine... What your posts describe is an electric fan propulsor, related to a turbofan, but by definition, not a turbofan. A true turbofan gets 20-25% of its thrust from the jet engine that drives the fan (and the compressor, which is an integral part of the jet engine). The electric fan propulsor lacks this. It's not much more than a glorified ducted fan, which have been around for years, with an electric motor instead of an internal combustion engine driving the fan. Technically, it's not even an engine. It's all good research and is interesting but not sure where all this is leading. I don't see a commercial market for quite a while yet, so it's research. I suspect all of this is being driven by government grant money - not that there isn't private money involved too, but without the subsidies this research would dry up and blow away. I'm not against government support of research into applied sciences, nor even against this (these?) particular projects but the concept is neither needs-driven nor anywhere near the possibility of a fiscal break-even. John
  18. Notice the name includes "Jet". If an airscrew-driven column of air (or many) makes this a jet, then so too is the Piper Cub, the Spruce Goose and even the Wright Flyer. Who knew? I don't understand why organizations do things like that. It fools almost no one and damages their credibility on anything else they are claiming. It's not a Jet, it's a lie. John
  19. Change the frequency on COM1 to anything other than what it's set to. You're receiving an ATIS, AWOS or ASOS transmission from a nearby airport. They're on a specific frequency. John
  20. Impressive and promising, though 160 nm range at 160 knots is not earthshaking, particularly assuming that the useful load is probably quite low. As proof of concept it's pretty neat and appears to fly well and take off and land handily. It would be interesting to see a landing in gusty winds, but helicopters can do it so I guess this could too if the controls are up to it. The "spring" landing gear is a neat idea, no doubt saving considerable weight. I still contend that to be profitably marketable to GA customers an electric AC will have to meet or beat Skyhawk performance at a not-much-higher price. When you can fly, say 500 pounds of people/stuff 500 nm at 100 knots TAS and refuel in a few minutes, for a new price of ~$300,000 USD, including the legitimacy (i.e. certification) to use public airports and enough capability for night flight and a limited IFR capability, you'll have a marketable, competitive GA product. This one isn't in that ballpark yet, though the VTOL capability might make it attractive as a fair-weather commuter for technophile rich guys. If it can be certified and is price-comparable to a light 1 or 2 place helicopter there could be a niche market there, though I don't think those enjoy large sales volume. If noise is lower than for a similar performing light helicopter, that might make it more "acceptable" for use in residential areas. Light helicopters are too noisy to be "good neighbors". If your neighbor uses one to commute, you won't be happy. If this has a significantly lower noise footprint, and it may, that could be a real plus for that market, assuming that market exists. John
  21. I told you not to have anchovies on it - the seagulls are chasing it. John
  22. The first monthly update of the Airport Diagram bundles in their new location has been completed. See here for a detailed log of changes... There are 125 new diagrams and 14 updated ones; 55 bundles had changes. John
  23. The monthly update of the Airport Diagram bundle files has been completed. The last bundles updates were completed on 5/19/17. Bundle downloads are available here... The following bundles have been changed with new or updated airport diagrams added to them: Brazil - 1 added SNHS Santa Magalhaes - Serra Talhada, Brazil Canada - New Brunswick - 1 added CYES Edmundston - Edmundston, New Brunswick - Canada Canada - Northwest Territories - 1 added CBC2 Ford Bay - Ford Bay, Northwest Territories - Canada Canada - Ontario - 2 added CNE9 Essex - Essex, Ontario - Canada CYTJ Terrace Bay - Terrace Bay, Ontario - Canada Canada - Quebec - 1 added CSU2 Chisasibi - Chisasibi, Quebec - Canada Canada - Saskatchewan - 1 added CJJ8 Macklin - Macklin, Saskatchewan - Canada Chile - 2 added SCCH Gen. Bernardo O'Higgins - Chillan, Chile SCER Quintero - Quintero, Chile China - 1 added Z08T Dajiaochang - Dajiaochang, China Ecuador - 2 added SETE Mayor Galo Torres - Tena, Ecuador SETU El Rosal-Tcrnel Mantilla - Tulcan, Ecuador Germany - 16 added EDAJ Leumnitz - Gera, Germany EDAZ Schonhagen - Schonhagen, Germany EDCK Kothen - Kothen, Germany EDCR Rerik-Zweedorf - Rerik-Zweedorf, Germany EDEB Bad Langensalza - Bad Langensalza, Germany EDGM Mosbach-Lohrbach - Mosbach-Lohrbach, Germany EDGR Giessen-Reiskirchen - Giessen-Reiskirchen, Germany EDNP Pfarrkirchen - Pfarrkirchen, Germany EDNT Treuchtlingen-Bubenheim - Treuchtlingen-Bubenheim, Germany EDOB Bad Berka - Bad Berka, Germany EDOS Pennewitz - Pennewitz, Germany EDQF Petersdorf - Ansbach, Germany EDRH Hoppstadten-Weiersbach - Hoppstadten-Weiersbach, Germany EDTK Forchheim - Karlsruhe, Germany EDWN Lingen - Nordhorn, Germany ETND Diepholz AB - Diepholz, Germany Greenland - 1 added BGUK Upernavik - Upernavik, Greenland Iceland - 2 added BIKP Kopasker - Kopasker, Iceland BITN Thorshofn - Thorshofn, Iceland India - 1 added VOBZ Vijayawada - Vijayawada, India Japan - 6 added RJDM Metabaru - Metabaru, Japan RJDO Ojika - Ojika, Japan RJFG Tanegashima - Tanegashima, Japan RJFT Kumamoto - Kumamoto, Japan RJOA Hiroshima - Hiroshima, Japan RJOW Iwami - Iwami, Japan Kenya - 1 added HKNI Nyeri - Nyeri, Kenya Korea - 7 added RK0J R 522 - R 522, Korea RK1K R 712 - R 712, Korea RK1M R 710 - R 710, Korea RKJU Jeonju - Jeonju, Korea RKPE R-813 - Jinhae, Korea RKPP Busan Aero - Busan, Korea RKTO R 500 - Jeonju, Korea Malawi - 1 updated FWKA Karonga - Karonga, Malawi (updated) Mexico - 2 added MMIA Colima - Colima, Mexico MMLO De Guanajuato Intl - Leon, Mexico Peru - 2 added SPJE Shumba - Jaen, Peru SPMF Manuel Prado - Manuel Prado, Peru Philippines - 3 added RPLV Fort Magsaysay - Fort Magsaysay Apt, Philippines RPUO Basco - Basco, Philippines Z25M Taggat - Taggat, Philippines Sweden - 1 added ESNP Pitea AB - Pitea, Sweden Taiwan - 11 added RCAY Kangshan - Kangshan, Taiwan RCDI Lungtang - Lungtang, Taiwan RCFG Nangan - Matsu, Taiwan RCGI Lyudao - Lyudao, Taiwan RCGM Taoyuan - Taoyuan, Taiwan RCLY Lanyu - Lanyu, Taiwan RCQC Magong AB - Magong, Taiwan RCQS Chihhong - Taitung, Taiwan RCSQ Pingtung North - Pingtung, Taiwan RCWA Wang-An - Wang-An, Taiwan Z28U Highway Strip 58 60 - Tapei, Taiwan Tanzania - 13 updated HTIR Iringa - Iringa, Tanzania (updated) HTKI Kilwa Masoko - Kilwa, Tanzania (updated) HTLI Lindi - Lindi, Tanzania (updated) HTMA Mafia - Mafia, Tanzania (updated) HTMG Morogoro - Morogoro, Tanzania (updated) HTMI Masasi - Masai, Tanzania (updated) HTMT Mtwara - Mtwara, Tanzania (updated) HTMW Mwanza - Mwanza, Tanzania (updated) HTNA Nachingwea - Nachingwea, Tanzania (updated) HTSO Songea - Songea, Tanzania (updated) HTTU Tunduru - Tundura, Tanzania (updated) HTUT Utete - Utete, Tanzania (updated) HTZA Kisauni - Zanzibar, Tanzania (updated) Thailand - 1 added VTCM Lanna - Chiang Mai, Thailand United Kingdom - 2 added EGHQ Newquay - Newquay, United Kingdom (Freeware) X2LR RAF Little Rissington - Little Rissington, Gloucestershire - United Kingdom (Freeware) US - Alaska - 14 added 2Z6 False Island - False Island, Alaska - US 63A Lloyd R. Roundtree Seaplane Facility - Petersburg, Alaska - US A23 Saginaw - Saginaw Bay, Alaska - US AQC Klawock - Klawock, Alaska - US CYM Chatham - Chatham, Alaska - US HYG Hydaburg - Hydaburg, Alaska - US KAE Kake - Kake, Alaska - US KCN Chernofski Harbor - Chernofski Harbor, Alaska - US KGZ Glacier Creek - Glacier Creek, Alaska - US KPB Point Baker - Point Baker, Alaska - US PAMD Middleton I - Middleton I, Alaska - US PAWS Wasilla - Wasilla, Alaska - US WSB Steamboat Bay - Steamboat Bay, Alaska - US Z81 Salmon Lake - Salmon Lake, Alaska - US US - Arizona - 2 added KPRC Love - Prescott, Arizona - US (2 plates) KSAD Safford Regl - Safford, Arizona - US US - Arkansas - 2 added 5M1 De Witt Mun - De Witt, Arkansas - US KASG Springdale Mun - Springdale, Arkansas - US US - California - 2 added KTRM Jacqueline Cochran Regl - Palm Springs, California - US L35 Big Bear City - Big Bear, California - US US - Colorado - 1 added KLHX La Junta Mun - La Junta, Colorado - US US - Florida - 1 added FL35 Eglin Field Nr 2 - Valparaiso, Florida - US US - Illinois - 1 added 1C5 Clow Intl - Bolingbrook, Illinois - US US - Indiana - 1 added KSER Freeman Mun - Seymour, Indiana - US US - Iowa - 2 added 3Y0 Wall Lake Mun - Wall Lake, Iowa - US 4C8 Albia Mun - Albia, Iowa - US US - Kansas - 2 added KEWK Newton City Co - Newton, Kansas - US KTKO Mankato - Mankato, Kansas - US US - Michigan - 2 added 07D Tackaberry - Avoca, Michigan - US KARB Ann Arbor Mun - Ann Arbor, Michigan - US US - Minnesota - 2 added KDYT Sky Harbor - Duluth, Minnesota - US KFBL Faribault Mun - Faribault, Minnesota - US US - Mississippi - 1 added KUOX University-Oxford - Oxford, Mississippi - US US - Missouri - 1 added 16MO Findley Field - Beaufort, Missouri - US US - Montana - 1 added 7S0 Ronan - Ronan, Montana - US US - Nebraska - 1 added KODX Sharp - Ord, Nebraska - US US - North Dakota - 1 added D05 Garrison Mun - Garrison, North Dakota - US US - Ohio - 1 added KOXD Miami University - Oxford, Ohio - US US - Oregon - 2 added KHRI Hermiston Mun - Hermiston, Oregon - US KPFC Pacific City State - Pacific City, Oregon - US US - Rhode Island - 1 added 08R Richmond - West Kingston, Rhode Island - US US - South Carolina - 1 added KCDN Woodward - Camden, South Carolina - US US - South Dakota - 1 added KMDS Madison Mun - Madison, - US US - Tennessee - 1 added KMQY Smyrna - Smyrna, Tennessee - US US - Texas - 3 added 77F Winters Mun - Winters, Texas - US 8F5 Greater Morris Co - Daingerfield, Texas - US KBPT Southeast Texas Regl - Beaumont/Port Arthur, Texas - US US - Utah - 2 added KRIF Richfield Mun - Richfield, Utah - US U13 Junction - Junction, Utah - US US - Virginia - 3 added KBKT Perkinson/Baaf - Blackstone, Virginia - US KCXE Chase City Mun - Chase City, Virginia - US KEMV Emporia-Greensville Regl - Emporia, Virginia - US US - Washington - 3 added KALW Walla Walla Regl - Walla Walla, Washington - US S52 Methow Valley State - Winthrop, Washington - US W56 Fly For Fun - Vancouver, Washington - US US - Wisconsin - 1 added 3D2 Ephraim Fish Creek - Ephraim, Wisconsin - US Venezuela - 1 added SVTJ Central Matilde - Central Matilde, Venezuela Water Runway Airports - 12 added 1C9 Frazier Lake - Hollister, California - US 2Z6 False Island - False Island, Alaska - US 63A Lloyd R. Roundtree Seaplane Facility - Petersburg, Alaska - US A23 Saginaw - Saginaw Bay, Alaska - US AQC Klawock - Klawock, Alaska - US CYM Chatham - Chatham, Alaska - US HYG Hydaburg - Hydaburg, Alaska - US KAE Kake - Kake, Alaska - US KCN Chernofski Harbor - Chernofski Harbor, Alaska - US KDYT Sky Harbor - Duluth, Minnesota - US KPB Point Baker - Point Baker, Alaska - US WSB Steamboat Bay - Steamboat Bay, Alaska - US Last Updates: 6/20/17 New Bundles: 0 Updated Bundles: 55 New Diagrams: 125 Updated Diagrams: 14
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