Area-51

There is a general lack of knowledge within western countries as to how fast and productive the rest of the world really is. The default view on every occasion we are presented by the media in the west is that this rate of development is a "threat to national security". Then low and behold a conflict will break out and the chances of further development destroyed. Seems to happen very often; most odd; most odd 🤔

This is true; that's why westerners have such a challenging time roaming around the planet; they expect too much will be the same as it is at home 😊

Ok, thanks for the pre mission briefing 😊 China is actually a great place to experience; great food great people. It is not one single culture but a basket of hundreds. Like anywhere you should know the local rules and customs, be polite and respectful and a great time will be had.

Agree

Valve seats will only fall out in operation due to the mitigating factors at the moment they are installed; most likely insufficient temperature differential clearance factor between cylinder head and valve seat. It is a more common scenario than you might think and can affect any engine employing this method, not unique to just jabiru. As long as there have been valve seat inserts in alloy heads there has been this scenario. Some have an added threaded screw in application to deal with this. boils down to manufacturing tolerances and QA standards to maintain and deliver those. Overheating can also lead to this scenario.

It was not me, but I declare that if people wish to embellish me with a few bags of cash, bullion, and high grade plutonium first then I may give it some thought over a plate of fresh donuts before disappearing back into the ether!!! 😃 hurry, opportunity ends soon!!!! 🍩

Watch the Right Prop rpm fluctuating afterwards; expensive badness; big fat invoice 😊

Excellent demonstration here 😃

It's electric right? Everyone will ask if its electric because there is no propeller; like the big planes... 🤦🏻‍♂️🤷🏼‍♂️

Read a book?? I need to get one of those autopilot thingymajigs 😃

What about a straight NPSM tap and converting to a banjo fitting; more choices when it comes to dealing with tight spaces.

This is a challenging and anxious situation. My personal experiences in similar scenarios at non-controlled airfields along with feedback afterwards from extremely experienced pilots. The other aircraft may provide a very incorrect position report. I have joined circuit downwind with another aircraft clearly transmitting they were entering, backtracking, lining up and rolling on the opposing runway with no aircraft to be seen on the strip the entire time and no response to four repeated queries of their position until I called late final with a very heightened preparedness to bank hard right and power on, only to see them 50m off my port 10 o'clock at equal 150' flying the opposite direction in a twin. This was a new and very unsettling experience. Advice received for above was: "If the other aircraft is not visual where they say they are, request they "CallSign" confirm they "are" where they say they are and to acknowledge your request", and be prepared to exit the circuit immediately if you believe it is required. Runway numbers can be misleading if either aircraft has them perceived in reverse. (I have done this, and safely exited the circuit as soon as I realised the loss of situational awareness early in the circuit). If one aircraft is familiar then that's still 50% chance of something going pear shaped. Get familiar, and if the other aircraft is clearly not situationally aligned then use the radio to advise; that's what the radio is there for. The radio is not there to abuse other aircraft in flight for making an error. You can do that later on the ground when it's safe to do so if you feel, or submit an incident report. Primary objective is to fly the plane in a safe and responsible manner. Learn from every flight.

Its all relative; either throw more fuel out through the exhaust valve using a big bore lug engine; or throw less out using a small bore high speed reduction geared engine. Forget any reference to horsepower; the only useable comparative data set is "Torque" delivered at the propeller flange at RPM. Nothing wrong with running a gearbox; been done successfully for past 150 years along with pulse absorbing devices. The only difference between then and now is Material's Technology. X horsepower (derived from torque and rpm formula) = X btu's regardless of capacity. X btu's = Fuel + Air @ X ratio / time

Bose A20; everything sounds awesome! 😀

Check out Speedflow or Morosso catalogues for off the shelf AN manifold blocks; might be something in T6 ready to bolt up

😀😀👏👏👏

Rotax Heavy Maintenance, SEC 72-00-00, Pg23 - Pg25, Propeller Shock Load, Inspection Crankshaft Distortion.

I don't understand why anyone is even debating this subject. The engines are cheap with unknown reliability. So just buy and install two 🤷🏼‍♂️

So today during a check flight the AvTraffic OzRunways solution was given another run. For now it is an immediate stop gap solution, and fully agree, it is not able to supersede or replace the accuracy of realtime ADSB live signal observation equipment, or Visual when proficiently scanning the circuit in VFR. The OzRunways screen was showing a Jetstar RPT on departure climb and there was visual on the aircraft tracking perpendicular also; so it was a good opportunity to observe actual Latency. The Jetstar RPT was also displaying both an AvTraffic ADSB and OzRunways bubble simultaneously. The observed positional Latency was about 10 seconds. Eventually the AvTraffic solution will be replaced by a Uavionix Ping or similar real time ADSB-IN solution.

Correct, a pilot in command always needs to continue using the primary flight instrument of the "windscreen" to maintain visual awareness around the aircraft at all times. The other query regarding lack of "time stamp" on OzRunways traffic, again, from the app Developers of both AvTraffic and OzRunways, its a few seconds. After watching a Youtube video of a fatal WX in the US due to Latency of a few minutes at the user end it prompted me to ask both app developers what their latency was for Traffic. OzRunways had that data published already, AvTraffic updated their FAQ immediately upon presentation of my question being asked. Onscreen Traffic is a great tool if used affectively within its limitations. It allows a pilot to see approaching aircraft at a radius between 1-80nm. For the type of flying I do 8nm works well and provides ample time to divert and monitor. I do no use it in the circuit.

After one more recent near miss have upgraded the situational awareness by taking out a paid subscription with AvTraffic ADSB in, which now allows that data to be overlaid onto OzRunways' screen (so no longer need to switch between apps and miss critical information); and its paid dividends. The first flight afterward saw almost the exact same scenario with the very same other aircraft, however this time was able to see the situation unfolding well in advance, so simply turned away. A second dedicated wifi slave screen for AvTraffic will be installed to add additional layer of situational proximity visual and audio warning cues. Cockpit workload has been reduced. The positional receive/transmit latency on both app servers is a few seconds, and works great providing there is cellular signal reception.

👏👏👏👏 yippydooo, join the club

Looks like the SR23 will be arriving some time around spring. How did the following aircraft on final for touch n go not see there was an aircraft already on the runway?

🤔

Everybody is correct on this occasion; but we can still throw mud around the cage because its fun. Heavy Maintenance Section 72-00-00, page 39-54 Line Maintenance Section 05-50-00, page 2-10 (propeller strike) Line Maintenance Section 05-50-00, page 15-17 (overload clutch) Line Maintenance Section 12-20-00, page 60-61 (propeller gearbox) The Dog coupling is there to absorb rotational pulsation; it is provided cone springs to provide a set preload upon the two Dog halves returning the Dog back to central position when the pulsation ends; these Dog teeth are allowed a max limitation of 30deg free rotation at a specified torsional breakaway load. The clatter often heard in a 912 at idle and shut down is from the Dog lugs clashing back and forth due to loss of preload at the cone springs as the Dog ages. They will clatter away until the cows come home and a new Dog installed. The Slipper Clutch is there to absorb sudden extreme torsional loads experienced from propeller strike or kickback when the sprag clutch is damaged. Cone springs are again used within the Slipper Clutch assembly to provide a specified breakaway preload and 360 deg of free rotation at the propeller with the crankshaft locked. Loss of preload can result in partial or in extreme failure total loss of thrust.