forcebwithu

I like adventure, but think I would give this one a miss.

^^^ I'll have to give the Bosch series a look. But what I'd really like to know, how was the Waffles & Fried Chicken?

Looks like they're finally getting around to backfilling the open sewer. Assuming this is an access shaft to the below ground storm water line, why is it full of water. We haven't had rain for over a week, so I would expect the storm water line to have a minimum amount of water in it. Certainly not this much.

I used Nam's Taxi Service last month and can confirm the rates on her site, while a year old, are correct. Price includes tolls. Highly recommend Nam's service.

More to do with higher than anticipated levels of stress at bolt and rivet holes. Window shape misconception[edit] The accident report's use of the word "window" when referring to the Automatic Direction Finding (ADF) aerial cutout panel[121] has led to a common belief that the Comet 1's accidents were the result of its having square passenger windows. In fact, Comet 1's cabin windows were very similar in shape, with similar corner radii, to those of the Boeing 377 and Douglas DC-7,[122] both of which were pressurised aircraft. The windows in Northwest Airlines' B-377 were in fact larger and notably more rectangular[123] than those of the Comet 1. While stresses in the area of the passenger windows were significantly higher than de Havilland had calculated, nowhere in the accident report is it claimed that the fatigue failure of the Comet fuselage occurred was a result of the shape of the passenger windows, but instead from excessively high localised stress at bolt and rivet holes, for which insufficient reinforcing (and therefore structural load distribution) existed.[citation needed] The report found that it was a combination of factors, as well as incomplete contemporary knowledge of the effects of metal fatigue, that led to the production of a fuselage that was not sufficiently strong, and for which the distribution of stress was not properly understood.[citation needed] Response[edit] In responding to the report de Havilland stated: "Now that the danger of high level fatigue in pressure cabins has been generally appreciated, de Havillands will take adequate measures to deal with this problem. To this end we propose to use thicker gauge materials in the pressure cabin area and to strengthen and redesign windows and cut outs and so lower the general stress to a level at which local stress concentrations either at rivets and bolt holes or as such may occur by reason of cracks caused accidentally during manufacture or subsequently, will not constitute a danger."[124] The Cohen inquiry closed on 24 November 1954, having "found that the basic design of the Comet was sound",[111] and made no observations or recommendations regarding the shape of the windows. De Havilland nonetheless began a refit programme to strengthen the fuselage and wing structure, employing thicker gauge skin and replacing the square windows and panels with rounded versions.[110] The fuselage escape hatch cut-outs retained their rectangular shape.[125] Following the Comet enquiry, aircraft were designed to 'Fail safe' or 'Safe Life' standards,[126] however several subsequent catastrophic fatigue failures, such as Aloha 243 have occurred.[127] In June 1956 some more wreckage from G-ALYP was accidentally trawled up from an area about 15 miles south of where the original wreckage had been found. This wreckage was from the starboard side of the cabin just above the three front windows. Subsequent examination at Farnborough suggested that the primary failure was probably near to this area rather than at the rear automatic direction finding window on the roof of the cabin as had been previously thought. These findings were kept secret until the details were published in 2015.[128] https://en.wikipedia.org/wiki/De_Havilland_Comet The link below has a very good analysis of the inflight breakups the Comet suffered. Also interesting is how they originally used water instead of air to conduct pressure tests. That led to underestimating the real world effect of repeated pressurization cycles on the airframe. http://aerossurance.com/safety-management/comet-misconceptions/

I remember too MM posting about driving himself to the hospital while having a heart attack. Found the post. Hope all goes well for you @midlifecrisis.

Looks like Tree Town is getting another row of bars or shops.

The concrete pad across from soi 13/1 has a definite tilt to it now. Seaside edge that was once even with the drain channel has now sunk a good 10cm.

The delay on 2nd Rd is due to work on moving the overhead utility cables underground. Posted last week was a pic of them disassembling and removing the drill.

Not really sure. That area of Buakhao is prone to flooding, so perhaps they're improving the storm water drainage. Previously I posted the following pic of the plans. Perhaps someone that can read Thai could translate.

Easy R-Con open sewer as of yesterday afternoon.

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Soi Pothole update. Starting at the Nightwish bars in the middle of the soi and going towards Buakhao not looking so good. But looking the other way towards 3rd Rd surface still looks ok. Drilling a hole from Soi 7 to Soi 8 on 2nd Rd. Two pumps working to drain the Easy R-Con open sewer swimming pool. Hard to see in this pic, but 2nd pump is on the other end of the hole.

Some snaps from this afternoon on the progress of the repairs. North end, doesn't look like they've done anything. Across from Soi 3, repairs done. Have to say, the footpath has held up well so far. Soi 6 pumps are back, only two days late. Soi 6, repairs underway. Big pow wow underway too. Wonder what creative BS they'll come up with to explain why part of their multi-million baht project got washed away with the first significant rainfall. Across from Soi 12, concrete pad is in worse shape than what I noticed two days ago across from Soi 13/1. Across from Soi 13/1, shadow is hiding it, but there is separation the length of the retaining wall seaside. As well as on the footpath side.

Correct. They've been working on it for a couple of months now w/o anything to show for their efforts, other than a big hole in the ground. Edited to add: I used my mtn bike to get out and take the pics. At one point on Soi 13 all I could see were my handle bars. So yes, I did get my feet wet and quite a bit more.

Had a fair bit of rain this afternoon. Looking down Soi 13 towards Buakhao. Looking back up Soi 13. I can think of better places to enjoy a drink. Buakhao view to the north Buakhao view to the south The Easy R-Con open sewer. Talk about what lurks beneath murky waters. Walk past the green netting and you better be able to swim. Apparently there is a plan for fixing the open sewer.

We had our first significant rainfall this afternoon since the completion of the beach nourishment project. Got out and snapped a few pics after the rain let up as I was curious to see how the beach weathered the storm. Verdict is, not very well. Starting at the north end. Beach vendors were busy cleaning up the footpath as soon as the rain stopped. As expected, the drain channels they installed were completely ineffective. Probably not the best day to be working on the electric control panel. Stage and seating at the Klang intersection. Bit pissed off they completely blocked the footpath all the way to the edge of the road. Another great Thai idea. Put up a shrine that completely blocks the rain runoff channel. The Hilton waterfall is back, although much smaller than the 2013 version. The volume of water in this pic is about the limit of what the rain channels can handle. Less than a month since construction, and with the first storm cracks are already appearing. I give it one or two more storms before the whole concrete pad is undercut and washed out. This is the runoff pad across from Soi 13/1. I see the short sections of concrete walls are doing their job to help keep the palm trees from getting washed out to sea. Disgusting mess on the south end. I wonder if these large flapper valves are still operational. At least the pumps are working. Southend has the makings of a new Hilton waterfall.

AirAsia apologises, drops 'Get off in Thailand' promotion

From the latest reports I don't see how we can fault the pilots if there was no instruction given by Boeing on MCAS. Boeing promoted 737 MAX as requiring little additional pilot training Pilots at American Airlines, who are represented by APA, and Southwest Airlines, who are represented by a different union, moved from older versions of the 737 to the MAX by taking an online course that lasted between 56 minutes and three hours, according to union spokesmen. That training included some differences between the two-plane series but did not explain MCAS, they said. "MCAS was installed in the aircraft and Boeing didn't disclose that to the pilots," Mike Trevino, a spokesman for the Southwest Airlines Pilots Association, told CNN.

The article you linked to had this... Stab Trim Cut-Out Switches The MAIN ELEC and AUTO PILOT stab trim cutout switches are now named PRI and B/U on the MAX. The switches are guarded in the NORMAL position (switch up) and CUTOFF is switch down.

I was curious what the magic vapor was so did a quick search and learned it's acetone vapor. From what I read it clears the lens, but in the process removes the UV protection. As a final step you would need to add a UV clear coat.

Not much progress on the Easy R-Con Bar open sewer.

WTTB. Would be great to see any pics you took from your years past in Thailand.

Air Canada did the same in the infamous Gimli Glider incident.

I agree, Picasa was easy to use and was disappointed when Google gobbled them up and merged it into Google Photos. As for linking to Google Photos on this forum, from what I've read Google doesn't support that feature. For that reason, plus I don't like the file structure of Google Photos, I moved to Flickr.