Spice Cat

Yes, wasps are vindictive, the sort of taxman of the insect kingdom. I was stung recently at the field by a wasp and having no anti sting stuff, I resorted to a series of wet wipes. They seemed to work remarkably well. Hornets it is and will advise all clubbites to avoid them. Regards.

Thanks. I couldn't get anything to scale out with and should have said it's about an inch long. Best avoid them I think!!

Really not sure whether to go to this. The first was a bit disappointing.

Found this and many like it crawling on the oak tree near the pits at our club. Any ideas what it is and can it sting????

Posted by trebor on 07/08/2016 08:15:28: Hey Spicey, what were you searching for to find that one ? You're not going to believe this but it was parts for a Briggs and Stratton mower. God knows what the connection was!

That's what l like to see; a quirky sense of reality.

I'll give it a go. Cheers

No idea what the starter pulls but I can check. As for the breakers it's one of those small ones not a wheelchair battery though.

3s 2650mah. I stress for emergencies only.

Nigel, You forgot the bit where the second American police officer says "Nice grouping"

Good afternoon all, I recall reading an article about starting a car with a LiPo, but can't remember if it was a spoof or not. The reason this has become top priority is that I have recently inherited a ride on mower with electric start and the battery is a little flaky. Being tight fisted, I don't want to lash out the £50 for a new one so as an emergency back up, can it be started from a 40C 11.1v LiPo?? Cheers.

Not an expert in these things but in this are they SS uniforms, looks like Wehrmacht to me and as for the 'Kubelwagen', looks liks a VW Thing as the fuel filler is a bit of a give away. Any ideas?

Can't shout myself. Most days you can't even see the shed.

Dear Leader, Are you sure that's your workshop as I can actually see the floor... Edited By Spice Cat on 06/08/2016 23:59:50

Please read the description of this. I'm not sure I would feel safer having one or not....

Thought I would share some wisdom with you all. Don't strim a patch of stinging nettles when you're wearing shorts.

Thanks Pat. Using Taranis in D8 mode. I'll keep a good eye on it.

Just re bound it and it seems fine but I will give a full run through. I cannot find the thread but can these be updated??

Don't know if anyone else has had issues with these receivers, but I have had two duff ones so far. The first didn't work from the work go and thanks to getting it from the global HK website, not worth returning it. The second had been working fine two months ago but packed up on Friday. It wouldn't bind and would only work on channels 1,2,3. Anyone else had this problem and is there a fix or should I put a hammer through it??? Regards

Denis good to see you back. With regards to cofg I will check again as I did bolt a camera to the front. On another issue I see that Poundland have agreed to be sold for £597 million. Funny, I thought everything was a pound.........

I have just finished watching a program on Sky about Aircrash Investigation. Cheerful stuff with the holiday season upon us but it concerned a China Airways 747 that went into a 6,000 metre dive from 41,000 feet (sorry about the mixed units) in 1985. The sequence began when the No. 4 engine stalled at a low thrust setting and flamed out. That engine had failed twice during previous flights and in each of those cases, the engine was restarted after descending to a lower altitude. The maintenance response to the logbook entries that noted the problems included engine inspection, fuel filter drainage and replacement, vane controller inspection and replacement, water drainage from Mach probes, insufficient modules, and other filter replacements. None of those acts fixed the recurrent stalling and flameout problem of the No. 4 engine. After the flameout, the captain instructed the flight engineer to attempt to restart the engine, while the plane remained at 41,000 feet with the autopilot still engaged and the bleed air on. This was contrary to the flight manual procedure, which required the plane to be below 30,000 feet (9,100 m) before any attempt to restart a flamed-out engine. The attempt failed. The airspeed continued to decrease, while the autopilot rolled the control wheel to the maximum left limit of 23 degrees. As the speed decreased even further, the plane began to roll to the right, even though the autopilot was maintaining the maximum left roll limit. By the time the captain disconnected the autopilot, the plane had rolled over 60 degrees to the right and the nose had begun to drop. Ailerons and flight spoilers were the only means available to the autopilot to keep the wings level as the autopilot did not connect to the rudder during normal flight. The crew managed to regain control at 9,000 feet. A restart attempt brought No. 4 back into use. They began climbing and reported to air traffic control, and this bit leaves me speechless; "condition normal now" and continuing on to Los Angeles! They then noticed that the inboard main landing gear was down and one of the plane's hydraulic systems was empty. Because they did not have sufficient fuel to reach Los Angeles with the drag added by the landing gear, they diverted to San Francisco. An emergency was then declared (!) and they flew straight in to the SFO airport. On final approach, the elevators didn't respond to the captain's control inputs, forcing him to control the plane's pitch angle with differential engine power. The plane landed without further incident. I have left out a fair amount, but this is the crux of it. An NTSB investigation concluded that the 'mishap' (as the programme quaintly termed it) was mostly the fault of the crew in that initially they had failed to descend below 30,000 feet to attempt to restart the engine. The engineer had failed to shut an air bleed valve on the engine worsening the restart situation, they disregarded their instruments and the pilot let the AP in control for too long, didn't, and this is the bit that really interests me, prevent the stall by using the rudder. It also looked at the crew working pattern and in particular to Circadian Rhythm. At the time this was relatively new research and the investigation found the pilot had flown through something like sixteen different time zones in the last six days. He had slept on the flight as part of a rest regime but admitted that on a flight the captain rarely sleeps well. Bit of a ramble but for me the bit about the use of rudder was very interesting and although the programme did not say it, the AP using ailerons had probably worsened the situation. There are photos of the damage, parts of the elevators and undercarriage doors torn off, that are quite spectacular. The programme concludes that the crew got the aircraft into the situation then got them out of it but probably the true hero was the 747. This aircraft had been pushed far outside its design parameters and survived to save the day. Apparently the wings were permanently bent up two inches after! Well done Boeing.

Looks like an older ASP or SC

Take the point about speed not being the decisive factor in stalling. I recall that some Stuka pilots managed to stall at 300kph. As for the flat earth bit; it was a joke OK?? The tee shirts are out of stock.

There is an interesting video on YouTube called airflow in a Stall.