Area-51

Its just a very very tragic situation, and clearly something somewhere went very wrong. And the speculation will abound. I just find it extraordinary that two aircraft can start their roll on two seperate runways without the other knowing. Its almost saying one or both of the aircraft had the radio muted or completely tuned off. Or as someone else pointed out confusion from surrounding off field radio calls maybe played a part. Surely somebody working in a nearby hangar was listening to the ctaf

That's all totally correct; poor planning can lead to a poor outcome. And poor design can also lead to a poor outcome, hence the use of a header tank and low level warning. Why? Because the LSA manufacturer in this case refuses to acknowledge and rectify a known issue that results in an EFATO 15-20min after takeoff with full tanks. Why? Because Rotax require a choked return line to mitigate vapour lock and the AC manufacturer in all their wisdom has sent the return line back to only one wing tank, and switching to the opposite wing tank will provide the pilot an EFATO within 15-20 minutes, or less depending on fuel volume being less than max. Why? Because the return line pumps all the opposite tank's contents out through the fuel vent of an already full fuel tank.. So what? Well if you've been flying on the opposite tank for 10-15minutes, switch tanks and fly some more before landing, then take off on both tanks and switch to the opposite tank thinking you have plenty fuel (because you have correctly run your inflight fuel logs haven't you), well you are at maybe 500', or less, departing and get an EFATO? Hope the training kicks in but better to identify and fix the problem long before it gets to that; three forced landings due to unexplainable fuel starvation were trying to tell the pilot something was not right with the AC. The idiot light is not there to deal with poor planning. The idiot light is there to notify the pilot that there is a situational issue with the planned fuel reserve and that an unforeseen leak down of the fuel system has occurred. This is why a low level warning indicator and a header tank with 20min useable reserve is a good idea.

That's not true. Jab's can fly through buildings. 🧙🏽‍♂️

"Such projects are geared toward helping the Pentagon prepare for potential conflicts in the Indo-Pacific region – where vast swaths of open ocean and small, lightly developed islands present substantial challenges to military planners." - WTF? 🤦🏻‍♂️ These people are just pathologically insane.

But there's no propeller... Is it an electric engine? Must be electric, no propeller...

Bag of cement used properly will seal any type of combustion chamber, once; shape is not an issue 🧐

If he wanted to go real fast why didn't he just use an Alison T701 🤷🏼‍♂️

I've heard of a novel fuel quantity device that monitors the mass pressure of the fuel in the tank via a pressure transducer. The sensor is calibrated after installation. As the fuel gets used the pressure weight is less so gauge reads lower. The AC also has a seperate flow rate monitor. Another aircraft I made a 7L custom header tank with a magnetic low level sensor that activates a light on the instrument panel when the header tank drops 250ml, providing 20min flight time at max cruise. The warning lamp also has a test button for preflight checks. A seperate flow rate monitor is fitted as well.

🤷🏼‍♂️ The american made motor exploded 🍩🙀 amazing. Glad to hear they all walked away.

I like the dual spindle main gear; makes it more big plane impressive

The rotax 912UL will happily idle smoothly all the way down to 1200 before gearbox starts chattering and if really well tuned 1000; my 80hp will idle at 650rpm happily all day if allowed to. The ULS manages 1500 ok as it has slightly hotter cam. In the air they both windmill down to 1500 off power at around 50kt. Had the same float problem with aircraft after purchase, idle was set at 2000 and thing just floated right down the 900m strip in ground effect; handed controls over to more experienced right seat and was not an issue. Higher nose up attitude while above the stall speed also helps on round out but requires sufficient experience and practice of flying power on stalls at safe altitude beforehand.

That would of been the renault 18; yes 15,21 also a great car; better still and best all-round car ever experienced has been the peugeot fuel injected 404gt; thing did 180kmh effortlessly and felt like it just glided silently over rough outback roads; handled really well and was also amazing on fuel

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