quote:

While on final approach to runway 4 left I was given a go-around without a reason by the tower, which I complied with. On my second approach, on base leg, I was asked if I had a green light condition for my gear and I replied that it was coming down at that time. When I got on the ground and back to the gate, there was a message for me to call the tower. When I called the tower the chief asked me if I had forgotten to lower my gear. I told him that I had not forgotten but that I was dropping the gear late on purpose. The chief seemed satisfied with my explanation and asked me to inform them the next time I desired a delayed gear extension.

Reason for delayed extension: I work for a Part 135 scheduled service. We fly twin engine aircraft which have a quick extension system for the gear. We are paid from a Hobbs meter which stops counting when the gear is lowered. It is my procedure to lower the gear relatively late. On this particular flight I was empty so I held off loweringthe gear a little longer. On the average,we make 16—20 landings in a day. If you save 2 to 3 minutes on each landing through late gear extension you make $8.00 to $10.00 more a day and $40.00 to $50.00 more a week that you would not have made by extending the gear further out.

oohhboy posted:

Not exactly something to be proud about. It sounded too stupid to be a thing as the other poster pointed out it's stupid.

quote:

ACFT WAS FLYING FROM ZZZ1 TO ZZZ2. 20 MI N OF ZZZ AN ENG VIBRATION WAS NOTICED BY PLT AND PAX. PRECAUTIONARY LNDG WAS MADE AT ZZZ. PLT CALLED ME AND I SUGGESTED CHANGING LOWER SPARK PLUGS. AFTER THE CHANGE, ENG RAN SMOOTH AND FLT WAS CONTINUED TO ZZZ3. NEAR ZZZ3, OIL PRESSURE GAUGE NEEDLE BEGAN MOVING ERRATICALLY. PLT CALLED ME AND I SUGGESTED A LOOSE LINE IN OIL PRESSURE INDICATING SYS. A MECH AT ZZZ3 FOUND A BROKEN WIRE IN OIL PRESSURE SENSOR AND REPAIRED IT. (SEE MORE DETAILS ON ENCLOSED LETTER.) PLT THEN OPTED TO RETURN TO ZZZ1. ON THE FLT N, PLT NOTICED SMOKE, OIL PRESSURE GAUGE INDICATED VERY HIGH PRESSURE, AND A FEW SECONDS LATER THE ENG STOPPED. AN EMER WAS DECLARED ON 121.5 AND A SAFE LNDG WAS MADE IN A COW PASTURE. THERE WERE NO INJURIES AND NO DAMAGE TO ACFT EXCEPT FOR THE ENG FAILURE. THE REASON FOR THE ENG FAILURE WAS A LOSS OF OIL DUE TO A BROKEN FITTING BTWN THE ENG AND THE OIL PRESSURE SENSOR. THIS FITTING HAD BEEN CHANGED 10 HRS PREVIOUSLY WHEN A HOBBS OIL SWITCH WAS INSTALLED. THE STRENGTH OF THE FITTING, IN THIS APPLICATION, WAS EVIDENTLY INSUFFICIENT. A NUMBER OF FACTORS CONTRIBUTED TO THIS INCIDENT: THE PRESSURE TO COMPLETE THE JOB IN A TIMELY (AS DETERMINED BY OWNER) MANNER, UNAVAILABILITY OF ADEQUATE HARDWARE, THE PERCEIVED NEED TO KEEP COSTS TO A MINIMUM, AND FINALLY THE POOR JUDGEMENT AND CONSEQUENTIAL ACTION TAKEN AT THAT TIME.

quote:

[DURING FLIGHT, SMOKE & FUMES ENTERED THE COCKPIT, & SUBSEQUENTLY, THE ENGINE FAILED. THE PLT TRIED TO GLIDE TO AN AIRPORT, BUT WAS UNABLE, SO HE ELECTED TO LAND ON A ROAD. HOWEVER, JUST BEFORE TOUCHDOWN, THE LEFT WING STRUCK A TREE & THE ACFT CRASH LANDED ON THE ROAD. AN EXAM OF THE AIRCRAFT REVEALED THAT A FITTING ON THE ENGINE TURBO-CHARGER OIL SUPPLY LINE HAD FAILED & ALLOWED OIL TO ESCAPE. THE AIRCRAFT HAD BEEN MODIFIED WITH AN OIL PRESSURE SWITCH TO OPERATE THE HOBBS METER; HOWEVER, THE ADAPTER FITTING WAS NOT INSTALLED IN ACCORDANCE WITH THE PRODUCTION CONFIGURATION. AN ADDED TEE FITTING HAD BEEN TIE-WRAPPED & WAS STRESSED IN A SIDEWARD DIRECTION. FAILURE OF THE FITTING OCCURRED ON THE SIDE OPPOSITE OF THE DIRECTION OF THE TIE-WRAP.

quote:

The aircraft is a new light sport aircraft with total time on airframe and engine of 55 hours. On may/xa/06 a brass 'T' on an oil line broke; resulting in loss of oil; and the subsequence seizing of the rotax 912 uls engine. The plane was successfully landed in a pasture and there was no damage to the airframe or injury. The pilot was the only person on board. The reason for this report is that under the light sport aircraft rules all alterations to the aircraft must be approved by the manufacturer of the aircraft (as distinct from the FAA). An alteration had been made to this aircraft without obtaining such approval. The alteration consisted of adding an oil pressure switch to activate a hobbs clock meter whenever the engine was running. The plate came equipped with a hobbs meter but was activated anytime the master electrical switch was on. If manufacturer approval had been obtained the manufacturer would had approved the installation but with this oil pressure switch located in a different position on the engine. However; the installation was made using a brass 'T' that also connected the oil pressure transmitter (to the cockpit instrument). With both units on this same brass 'T;' it was subject to additional weight and other forces that eventually caused the brass 'T' to fail where it screwed into the engine.

schmug posted:

crosspost from a crosspost:

https://www.youtube.com/watch?v=krBJxUpWz0I

That's art right there. Skip to for the actual felling, but I recommend watching the whole thing for backstory.

oohhboy posted:

Not exactly something to be proud about. It sounded too stupid to be a thing as the other poster pointed out it's stupid.

I cringe a fair bit at GA flying on GPS as it is not the safest thing to do as you tend to stare at normal instruments too much as it is which rightly should be beaten out of you.

Platystemon posted:

I was watching this guy’s channel all day yesterday but can’t recall where I was linked to it.

He is a natural at editing.

schmug posted:

crosspost from a crosspost:

https://www.youtube.com/watch?v=krBJxUpWz0I

That's art right there. Skip to for the actual felling, but I recommend watching the whole thing for backstory.

Renegret posted:

Sorta tangentially related:

Renegret posted:

Sorta tangentially related:

I will never in a million loving years gently caress around with trees like this myself. Growing up, a neighbor had a tree on his property that he wanted gone, He figured that, to save money, he would just rent a cherry picker and do it himself. Since he didn't really know what he was doing, he cut the tree wrong and huge piece the trunk fell the wrong way and hit him in the head. Officially he died at the hospital but he was probably dead way before then.

I'll never forget the sight. The tree hit the cherry picker on the way down and broke the hydraulics, so the fire department couldn't get the cherry picker down to the ground. They decided the fastest way to get him down was to put a few fire fighters into the cherry picker with him, then dangle him over the edge and drop him into the arms of a dozen or so firemen who were waiting to catch him. I saw the guy on the gurney getting loaded into the ambulance and his head was completely caved in.

I'm hiring professionals.

Pigsfeet on Rye posted:

Several years ago, a guy in a neighborhood a mile away from me went to trim a tree, about 40 feet up. No safety line, tie off, or anything. He lost balance and fell about 36 feet...right onto the upright pole of a 4' chain link fence. He suffered a "fatal penetrating wound". gently caress climbing trees.

Imagined posted:

AKA "Yeaahh, I don't think we have to bother taking a pulse here, guys."

BrianBoitano posted:

https://i.imgur.com/KZDQkWD.mp4

The real safety line is the one in your heart

Cojawfee posted:

What happened there? Looks like the rim is still intact.

Trabant posted:

Stealing from the GIF thread:

schmug posted:

crosspost from a crosspost:

https://www.youtube.com/watch?v=krBJxUpWz0I

That's art right there. Skip to for the actual felling, but I recommend watching the whole thing for backstory.

Cojawfee posted:

Wow, that was a really nice tree. Sucks it had to come down because of some rear end in a top hat.

Say Nothing posted:

Say Nothing posted:

Cichlidae posted:

He's lucky he made it out, then! The aeration ponds I've seen are too deep to stand in, and the bubbles make the density too low for swimming. On top of that, the process results in a good deal of heat. People occasionally fall in, and they get simultaneously cooked alive and drown in sewage.

quote:

Les Raine, chief flying instructor at Southern Air Services, which operates out of the aerodrome, said the plane overshot the runway and "splashed into the water ... in the poo poo pond at the end".

"It just looks a bit sad sitting in the water," he told NZPA.

"(The) engine's full of water and gravy on it and everything, so that's probably $100,000 (of damage)," Mr Raine said.

Mr Raine said the wastewater treatment pond was quite shallow, about 1.2m deep.

quote:

The Thames cess-pit is a good example of this. In the last
six years, three Cessna aircraft have ended up in the sewage
oxidation ponds at the end of Runway 14 at Thames
Aerodrome, a C150, and two C172s. Two of these encounters
show elements of get-there-itis

Phanatic posted:

How else are you supposed to fly IFR? A big portion of IFR training is beating "watch the instruments" *into* you.

Say Nothing posted:

Hermaphrodite posted:

Check this out: https://www.youtube.com/watch?v=gxwWf-MfZVk

Rah! posted:

https://i.imgur.com/NeT0ZxU.mp4

veiled boner fuel posted:

If you watch Forged in Fire you can watch guys make Damascus blades out of soup cans and toilet valves and pinballs and stuff.

veiled boner fuel posted:

If you watch Forged in Fire you can watch guys make Damascus blades out of soup cans and toilet valves and pinballs and stuff.

DrPossum posted:

I mean, I know that can't be in flight but what the gently caress

Bad Munki posted:

Sure it can, that layer is basically just a dust shield with a bezel. That has actually happened to me pre-flight: I sat down, leaned up against the wall a little, and the whole loving thing popped off. I could have just stuck it back up there for the sake of appearances, but I sat there a little too long trying to decide how to proceed, and so of course a mechanic had to be called out to look at it, say, "it's cosmetic," pop it back into place, to be dealt with at a future maintenance stop, and off we go. If we'd been in the air, it would have been much the same process, minus the mechanic. Those things are *made* to come off.

Bad Munki posted:

Sure it can, that layer is basically just a dust shield with a bezel. That has actually happened to me pre-flight: I sat down, leaned up against the wall a little, and the whole loving thing popped off. I could have just stuck it back up there for the sake of appearances, but I sat there a little too long trying to decide how to proceed, and so of course a mechanic had to be called out to look at it, say, "it's cosmetic," pop it back into place, to be dealt with at a future maintenance stop, and off we go. If we'd been in the air, it would have been much the same process, minus the mechanic. Those things are *made* to come off.