Here is a list of all the postings Andrew Ray has made in our forums. Click on a thread name to jump to the thread.
|Thread: Airline Acronyms|
ETOPS, to allow twin engined jets to fly long distances over water.
Also known as Engines Turn Or Passengers Swim.
|Thread: Airbus disaster|
Hmm, not quite right there, all commercial pilots have flown light aircraft and will have done stall/spin awareness, certainly into a fully developed stall and then to recover. Conventional commercial jets have a stick shake which is an awareness of approching stall if the crew have missed reducing airspeed, nose high attitude and a reduction in airflow noise. If the stick shake is ignored then stick push will activate where the control column is pushed forwards thus lowering the nose, the autopilot is designed to disconnect at the stick shake. I think the difference with Airbus is the way in which the comuters fly the aircraft, I am of the understanding that an Airbus will not actually stall because it has a high alpha protection system.
Airbus computer logic has resulted in some accidents, notably the Air France aircraft that ended up in trees at the Paris Airshow many years ago, the crew commanded Take Off/Go Around thrust at the end of their low pass and the aircraft did not respond but instead mushed into trees. The interface between man and machine has in the past been through a mechanical means that man easily (?) understood. Now the man in part has to understand how the computer will interpret his input (because of safety protocols in the system) which in an already confusing situation will only serve to add to it.
If this had happened to an aircraft with conventional controls I am sure the crew would have recognised the onset of the stall before the stall ocurred and would have been able to control the aircraft.
Edited By Andrew Ray on 20/09/2012 13:26:35
The crew still had attitude reference, an altimeter and engine indications. It is not difficult to fly with unreliable airspeed (after this incident flight with unreliable airspeed became the hot simulator topic). For a given thrust setting there will be a pitch angle that for a weight will give level flight. In this case the pilot's did not recognise that the aircraft was in a stalled condition.
The pitots supply indications primarily for airspeed, the conditions this aircraft entered were very unusual and normally at the temperatures at these altitudes supercooled water does not exist but it did and as soon as the supercooled water (water existing at a temperature below the normal freezing point of water) meets a solid particle it freezes. Apparently pure water will remain as a liquid many degrees below zero. Usually there are enough microscopic dust particles for supercooled water droplets to form ice crystals but not in this case and the supercooled water froze on contact with the heated pitot probes, they were not designed for such an environment as it was not thought that these conditions existed.
As far as the crew losing control, all I can say that despite the best speculation, if you are in that situation it will be incredibly disorientating, it's dark, in turbulent cloud, auto pilot drops out, warnings going off and loss of control. I suspect that had the aircraft been fitted with conventional controls the pilot's may well have realised and centered the control column. As it was with one pilot holding the side stick back the more experienced crew member didn't realise this. It was apparent that due to the stress of the situation standard procedure was not followed. There was not a positive "I have control" call and "you have control" response.
Who knows until you are in that situation what the outcome will be?
Edited By Andrew Ray on 19/09/2012 23:24:54
|Thread: What happened to the Diesel Engine|
I have fitted a PAW .60 TBR to an ARTF Acro Wot. Only one flight so far so too early to tell as it's still running in. At the moment the noise level is somewhat on the high side. Throttling seems ok. Fuel is pricey and not too pleasant to use.......but the aroma is something else.
|Thread: Glitches when using 35Mhz with electric|
I seem to remember that the general rule some years ago was that it was ok to lengthen leads from the ESC to motor but not the battery leads, they should be as short as possible. Sounds wrong as one would think that noise would come from the motor leads. Anyone else remember this?
I have flown electric for a number of years on 35meg and never had a problem with electrical interference, I have used Micron home built rx's and JR rx's. I always placed the rx as far behind the motor, speed controller and battery as possible.
In fact at the moment I have far more confidence in my 35 meg gear than 2.4.
|Thread: Becoming a qualified commercial pilot.|
I have been flying commercially since I was 37. It is not easy to achieve and in the end it depends on just 3 things, will you pass a class one medical, if not then don't spend money as this is a pre-requisite. Can you raise the money? Lastly how determined are you?.......that's assuming you are reasonably well coordinated.
PM me if you want a chat but speak to as many people in the industry you can, that way you will be able to form a balanced opinion.
Oh and PPrune is a rumour network so be wary what you learn on there as wannabees, spotters and the rest can post on there.
Edited By Andrew Ray on 08/09/2012 06:00:22
Edited By Andrew Ray on 08/09/2012 06:03:29
|Thread: New Poll - Has the recession had an impact on your hobby?|
Me too, because I have started doing more flying.
|Thread: Motor Shaft Removal|
PatMc, yes I did want to remove the shaft as there was only one circlip recess and by pushing the shaft through there was nowhere for the circlip to fit. Replacement shafts have two slots and that's what I am fitting. Having said that thrust from the prop would hold the motor together whereas in a standard bulkhead mount the circlip is needed to hold the motor together.
Shaft is out of the Turnigy using the vice method, I placed a couple of large washers inside the bell before inserting the socket to spread the load evenly. When I come to replace the shaft I will leave the shaft in the freezer overnight to shrink it and warm up the bell to expand it as the shaft was incredibly tight in the housing. I'm not sure the grub screws do much, there are no witness marks on the shaft.
Thanks for the advice guys.
Instead of the motor mounting on the firewall/bulkhead it mounts on the front of the nose (cowl) so the shaft needs to protrude through the stationary (fixed) part of the motor, in that way a standard prop adaptor will fit. I think that makes sense.
I have separated the motor so the bearings are in the armature not the bell
Didn't think of that. I have been concerned that I could damage the end of the bell if I belt it too hard.
Done that, hit it as hard as I dare, maybe I need a bigger hammer.
My Eflight Hurricane hit the ground pretty hard and bent the motor shaft. I pulled the motor out of the airframe and started to remove the grubscrews holding the shaft. They were very difficult to remove and secured with a thread locking compound, one grub screw came out with a bit of persuasion and heat, the other would not budge despite trying all the tricks, I even broke an allen key trying to remove it. In fairness Horion Hobby were very good, I returned the motor to their service department and received a new motor by return.
In the meantime I purchased a Turnigy motor and needed the shaft to poke out of the other end. This time the grubscrews came out easily but try as I might I could not shift the shaft, it was solid in the housing.
Has anyone had any success removing stubborn motor shafts and how have you done it?
|Thread: . . . anti social nature of ic activity . . . ?|
Can you imagine anyone displaying a Turnigy whatever thumping great leccy thing in a display case next to an OS IL-300 or an Oliver Tiger or a lovely Laser?....no I thought not, (no doubt someone will say otherwise just for the hell of it)
Me, I have powerless planes, electric, glow, diesel and petrol, point is I enjoy them all, favourite? It's the one I'm flying at the time
|Thread: Buying Expensive Gear from Forum Adverts|
Well, in the end after a few heated emails (I had pulled out of the deal on the basis of lack of information) the seller then said he was prepared to accept PayPal. I read the conditions for using PayPay outside ebay and was happy to pay the charges. The engine arrived safely. I think my initial doubts cropped up because both myself and the seller were being somewhat cautious which led to an initial misunderstanding.
|Thread: Acro Wot ARTF (balsa) chat|
Why does that happen? I had a Micro Mold Spitfire that would fishtail, it's not prop wash as it was not fitted with an engine, I flew it off the slope.
My old ARTB Acro Wot does not do it and I didn't notice any fishtailing on my ARTF Mk 2 even though I put it in a high speed dive.
I flew my Acro Wot with the PAW 60 today on a 15x6 as recommended for running in, knew I'd forgotten something....my other props
Still it flew but the conditions were not brilliant with 20kt gusts. My impression was that a smaller prop would be better, maybe a 13x8 APC rather than the 15x6 Master that was fitted for running in.
|Thread: F27Q Stryker motor noise|
I've just spun my Stryker motor by hand, it makes a slight noise but nothing I wouldn't expect.
Trouble is, you get used to the noises around you and when someone points out a noise it may be perfectly normal, it's just that you have not noticed it before......and that's when paranoia sets in.
On the other hand........
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