Jaba-who

 Agreed. Fuel can leak  or pumps can fail. Another Plus for Hi wing?  Filler caps can come off and make the bladder tanks empty while still showing full.. There's no mechanic in the sky. It has to be right before you fly.  Nev

But most of those are not relevant in this case. It’s a jab - so high wing, it’s a wet wing model, the caps are clearly visible in place, they have fuel flow under gravity ( mine will run with the pumps inactive on the ground. Don’t know for sure but suspect it would run better in the air with the pressure effect of the vents) 

 

Oh and the PIC reported he ran out of fuel, ( well that is what is clearly stated earlier in this thread) 

 

 

Heathrow now getting same problem. 

 

Closed for an hour earlier today due to  sighting of a drone on approach path. 

 

 

I heard he landed at Mundubbera and the motor stopped shortly after take off fuel starvation makes no sense to me. If he took off with almost empty tanks to go to Bundaberg then what the!!

ERSA doesn’t show any fuel available at Mundubbera. Maybe he felt he had no choice but to push on and hope he could reach Bundaberg. 

 

 

Would the Cunard Line have suspended sailings over the sightings of a few icebergs?

We certainly know they didn’t suspend travel based on the fact that they only had equipment enough to rescue about a third of the passengers in the event of a sinking from any cause. Action which even in the times, when lower class lives were considered expendable, was afterward found  to be poorly considered.

 

If that happened now the owners would be in jail. 

 

So  I don’t really think that’s a viable comparison.

 

Can you imagine the legal outcome  if a full aircraft sucked in a drone and crashed and it came out that the drones had been there and known about for any length of time. 

 

 

All the very best mate, work on the assumption that the devil looks after his own. I too had a very recent spell in hospital with ticker problems, pneumonia and fluid on the lungs and made a discovery about hospital food. The orange bits are carrots, green bits are beans and the yellow bits are sweet corn. Cleverly they manage to get them to all taste the same. Any leftovers are exported to China

?. Take care, and we all look forward to your return, fitter and better. Kindest Regards, Planey

Oh no - Not true!! 

 

Not even good enough for them. 

 

The Chinese have become very picky about the food they’ll import. ?

 

 

Well that's interesting. What's the basic science behind it I wonder. Why did it work so well when normal methods didn't?

Doesn't appear to be in the Lycoming operator manual. Please report yourself to nearest CASA office (within 7 days) for prosecution.?

I suspect it was, in effect,  just leaning it a bit more.

 

Not sure how it could “shock the plug”. After all nothing really changed except the fuel:air ratio. The temp change from sucking in pre-warmed  air would be minuscule compared to the temp at the plug. 

 

 

While there's nothing wrong with the sentiment in the OP, and the picture of the Spit is nice, why the hell does it say "Mormon Women Stand" at the bottom?  Are they required to stand every time they read the words?

For what it’s worth “Mormon women stand” is the name of a group apparently. ( I just googled it - I have no prior knowledge or interest in it apart from being inquisitive). 

 

Probably that caption in the image is just an advert rather than a direction. 

 

Cut and paste below

 

”Latter-day Saint Women Stand

 

Latter-day Saint Women Stand (formerly Mormon Women Stand) is a collaborative online effort to join like-minded female members of The Church of Jesus Christ of Latter-day Saints who share a desire to make a public stand as witnesses of Jesus Christ and support The Family: A Proclamation to the World.”

 

 

I have one registered at 760kg, and I'm pretty sure I'm not the only one.

Did you build it and get it certified at 760 straight off or did you get it upgraded from 700 to 760? 

 

 

Reckon theres an SB about it, even 600 kg lsa if theres too much movement, ie clunk when wobbling end of the wing, they get drilled out and upsized

Mine were done at Bundy, had wings off for other tank work, when reassembled they werent happy and replaced bolts.

Don’t recall any SB about it. I do a search for them all every time I do 25 hourly or yearly. Haven’t seen any. 

 

But I also have not heard of an Australian jabs actually been given the up-weight to 760 (or now 800 kg ). 

 

Anyone know an an actual real aircraft that has been approved for the upgrade in Oz? 

 

 

As you quickly learn when a drone disappears into the distance, wind speed is the key factor.

And all the other factors that could could cause loss of the drone or its cargo. 

 

Including technological/mechanical issues, eagles, nefarious activities of people. 

 

The scarcity of donor organs is so severe that if I were a patient I think I’d want the precious cargo in someone’s care the entire time not released out into an uncontrolled environment where anything could cause its loss. 

 

These organs aren’t the equivalent of a book or a pizza. In monetary terms I’d guess each is worth hundreds of thousands or perhaps even more dollars - and if you asked anyone  to justify and guarantee delivery sending the same amount in cash across town in a drone he’d change his tune a bit. 

 

 

Next step is drones EXTRACTING these organs right on the scene of road crash, even before road police arrived. Black painted and noiseless.

Another one hipsters nonsence. To deliver live organ from LA to NY, SYD to MEL, where it is in need - this is the real task and the real problem. Donors appear randomly in time and places, rare recipients that could get the organ can be far away, organs can not be delayed for long time. But if there is a organ (kidney) in one (big, well equipped, able to extract and prepare the organ for transportation) hospital and recipient somewhere nearby, in hour of drone flight (less than 100km) - why drones and anything else? It does not allow to extend catchment area, does not reduce risks or improves conditions. This kidney travelled 24H before this drone without damage, by usual medavia and ground transport, how 1-hour drone delivery can be critical if such logistics already exists?

Yeah. This is pretty much just self justification hype. 

 

The reality is that donors are usually alive but in donor state for days while in ICU having formal brain death testing to be sure the patient won’t survive and continue to use the organs themself. 

 

Sure there are occasional situations where  it is different but they are few and far between. 

 

Then there is complex compatability testing to be done all while the donor is kept alive AND planning  for harvesting  AND recipient organizing takes place. 

 

Usually the harvest team ( this is a highly specialised and critical skill - they can’t be just harvested by the local GP who does the occasional appendix) travels significant distance to get the organs ( frequently they happen in regional centres and then travels back with the organs to the centre where the transplant will take place. They harvest team are often  part of the implant team so often they are needed just as much as the organ. 

 

But even if not the organs usually travel far further and far longer than can be delivered by a drone. And there are a multitude of more secure and controlled methods than drones. 

 

The hype around all the technology tends to ignore the real practicalities that are actually far more important than the often minimal or non existent gains technology might bring. 

 

(And don’t get me started about  the ignorant hype around remote/distant robot surgery by Tele links)

 

 

Fair enough, reckon I know someone who upgraded to 760 after an accident and rebuild

he also indicated that over 700 kg they loose much of what makes them nice to fly, there is a take off distance chart for 760 and you will see some serious increases in todr as weight goes up.

 

only upgrade is wing bolts, and they are std now I think

 

jabiru have done w&b and testing for the RSA guys for 800kg

Do you know what size bolts they went to? 

 

I sssume just the next thickness up. 

 

I think from memory they are AN 4 bolts in it now. 

 

 

South Africa

thought a J430 can be modifed to whatever you wanted if you were the builder

Nah. Turns out to be much harder than that.

 

I built mine in 2007 and the Jabiru kit was stated by Jabiru to be 700 kg MTOW in the literature that came with the kit. I assume they  have had to do some "certification" of the kit at some stage. 

 

When I got its C of A done by the AP,  the kit had been built using the standard Jabiru build schedule and was essentially unmodified. So the AP said something along the lines of " if you want me to certify it at 700kg I'll do it here and now. If you want it certified at anything more you have prove to me that it would be safe at that extra weight. " 

 

that would mean repeat  all the testing that Jabiru has done but at the higher weights. 

 

So I said "no thanks, no need, I want to go flying. 700 kg is fine. "

 

At that time I was unaware ( or maybe they hadnt at that time anyway) that in Sth Africa they had a 760 kg limit on the same aircraft. 

 

Much later ( maybe 2014 or so?..) when I learned about the 760 kg in South Africa and heard that Jabiru can write you a letter that upgrades the MTOW I spoke to Stiffy and asked about getting a letter. 

 

He was not keen ( and didn't) and said basically once the aircraft has been C of A'd at one weight that's it. CASA don't let you just chop and change. 

 

If I was building a new one - then they could supply the letter and that's it straight away go to the new weight. 

 

I don't know if that that is still the same now, I haven't bothered as I am rarely concerned by the weight going to 700 kg MTOW cos I don't fly with more than two people in it much at all any more. 

 

 

Looks like large Jabirus in South Africa can be supplied factory built to 800kg MTOW

Can update older models too

 

https://www.avcom.co.za/phpBB3/viewtopic.php?f=59&t=214017&sid=c1624f53defa1e088026f0b48533b716

I tried to follow the links etc to see where in the world this link emanated, given that I continue to be keen to upgrade my j430 to heavier MTOW. But as previously stated I tried but Jabiru said no, not once it’s already C of A’d At the old weight. 

 

I think this posting  saying it could be done might be from somewhere beyond CASAs grasp. 

 

 

But what would the American Military-Industrial Complex, do then? And have you ever contemplated the effect on the American economy?? The last thing we want, is boatloads of broke Americans turning up on our shores! ?

No fear of that.

 

If  you are white you can’t come to Australia and seek asylum or be a refugee according to the PC Do-Gooder brigade. 

 

Even if you have indesputable evidence that you are being targeted on the basis of your race. 

 

 

I have to say I find it a bit odd that people have accidents, sometimes fatal as in this case, and the principal preoccupation here seems to be critiquing how that news is conveyed.

I'm trying to think of any other group or community that does that...........anyone???

Motor cycle industry, medical, nursing, actors, heavy vehicle. The law.  

 

Basically every specialised narrow industry which is not understood by the lay public is reported on with hyperbole and sensationalism and frequently as if it has something to hide ( which requires sensationalism to justify the probing and exposure ). 

 

Usually the reporter has little knowledge of the field and resorts to jargon and technical terms that are often incorrect in the context presented

 

This destroys faith in the article by those who do have knowledge in the field and it is they  who make the complaints about the reporting because it serves little to know aid in adding to knowledge about the event or how it may serve to prevent similar events in the future. 

 

 

You usually need to get the ATIS as well. 

 

The actual word order while stated in the AIP is usually not going to be held against you if it’s a bit wrong. 

 

So you’d need the atis first ( I haven’t flown through that airspace in years so cut me off here if There isn’t an ATIS but I’d be surprised if there wasn’t. ). Say the information is information Charlie. 

 

You’d say all as you’ve said it there ( or leave out the 172 bit. “Cessna CFG” is enough ) then add “ one POB with Charlie” in there somewhere. 

 

The order is usually CLR DEL - APP - TWR  regardless of steps or altitude. And the GRD or Surface Movement Control if you land. If you are transitting  and staying well away from the airport you might not get passed to TWR  at all. Often they’ll only get involved if you are flying in the cutcuitvarea or landing. 

 

If you get onto BBN centre early then it’s really easy. They’ll tell you who to talk to and what frequency. And they’ll have forewarned them you’re coming and they’ll usually give you a discrete code right from the start. Otherwise if you want to call up Oakey itself ( or any controller  in any other place ) you usually start with CLR Delivery (if there is one) who then tell you a code and clear you and when to call APP, who hand you off to TWR, who hand you back to APP, who say goodbye and tell you to go back to code 1200 as you leave. Some places have slight variations -like Townsville ( another military control area) often combine two of these entities BUT they tell you clearly on the ATIS whose manned and whose combined and who you call first. 

 

I often call up BBN centre right from the start or early at least and tell them who you are and where you are going. I’m often also traversing through sky diving places so I also ask about meat bombers!  Most times you get coded straight away and helped out the whole way then.

 

On occasion I have got back a sort of surly response “call Tvlle clearance delivery on 126.8 (or whatever it is) by 36 miles Townsville!”  

 

As if to say “bugger off and don’t bother me “ but if they do then fine revert to plan B. No big deal. Usually they are more helpful then that though. 

 

 

Actually, I thought it was pretty balanced and comprehensive for an initial news report. Nowhere was the word 'Cessna' used.

And one witness making apparently garbled comments does not amount to inaccurate reporting.

But it’s not one witness. It was several I think. 

 

One said the “death barrel roll” and “90 degrees” and another that it “nose dived and landed flat on its belly. “

 

The biggest problem is people try to sound like they are knowledgeable by using jargon, which makes them sound contradictory and unreliable. It would be far better if people used a solely descriptive explanation. 

 

 

But what about the pediatric specialists widow who has to keep all his notes etc for 21 years after his last consult and lives in fear of an insurance claim for that time?

Yep and not only paediatricians. Any doctor who has treated a child. The time you have to keep them is actually till the child’s majority plus 7 years. Majority currently being 18 years so it may be 25 years if you see a newborn the day you retire. 

 

The insurance isn’t that big a problem as all the main insurers carry “run off” cover. So any case you saw before you retired so long as you had active insurance at the time you saw the patient is covered for ever as long as you have actually retired.  ( as long as the insurer is in existence. It’s a bit of a concern if they close down or go broke - but so far I’ve not heard of it. ) 

 

 

You can't hand off a Tort; that sign wouldn't have helped the doctor evade his duty of care.

The surge in governments handing control of sporting and volunteer organisations started in South Australia with deaths at a kindergarten, so the most likely thing the government did for the lifesavers was advise them to tale out event-based public liability insurance. We were paying $1000.00 per meeting and were back in business before we physically closed any tracks.

The point isn’t that having no insurance avoids negligence or removes a duty of care. 

 

He could always have a claim made against him  if someone  wanted to but it does decrease the value of the defendant as being a source of money to pay. 

 

If he truly had no assets and was at an age where the minute a summons appeared he shut down the practice and retired there’d be nothing they could get out of him so it might be a futile costly  excercise to sue. 

 

Tuncks - malpractice insurance is now far less expensive  and a Non-procedural GP would not have big premium costs ( and there is now government support programs to assist with indemnity premiums if they reach a certain percentage of the practice income but this really only comes into effect with high risk specialties like obstetricians, neurosurgeons and a few other specialists now. 

 

With the change in tort law the limits of awarded money’s dropped significantly in the early 2000s and premiums fell accordingly.  My premiums dropped by about $15000 per year. But some are still higher than most people’s income. 

 

 

That doctor with no insurance was on a tv current affairs show. I think the assets were in his wife's name.

Remember the " bottom of the harbor "schemes, where the legal responsibility was found to reside in a homeless person and the money transfer documents were in the bottom of the sea. I think they worked, at least for a while.

 

But I agree that the courts probably have the power to nullify any such schemes these days, if they are convinced the arrangement was just a ploy to work around the law. 

 

The family trust I referred to earlier had been in place for many years before the nasty wife arrived on the scene.

I'd be instantly sceptical if the source were a current affairs type program. Media and reporters have as much medical knowledge as they do aviation knowledge and their subject portrayal is usually heavily slanted away from truth and toward sensational story. 

 

 

Nope.  There are and have always been numbers issued in seperate sequences that are the same.  

The use of last numbers is pretty much just going to be when making calls on the radio.

 

These days I think the correct callsign when using the radio is “jabiru 1234” or “lightwing 1234” not just the digits  etc so chances of two aircraft of same make and numbers being registered in different categories and at same location at same time is probably close to zero. 

 

 

Even number's issued & payed for ?.

"RAAus have been using low vacant numbers for quite a while now"

 

No chance of a refund, Do all company's rip off their clients, by changing rules.

 

spacesailor

I don’t understand why it’s a rip off. 

 

It’s just a label to put on the item so it can be identified. 

 

Phone numbers, car Regos, boat Regos, GA Regos, amateur radio Regos- the list goes on and on- are recycled. 

 

They don’t take them off an active aircraft do they? 

 

And they have to be paid for ( renewed) every year so once it’s no longer in use or not renewed it’s no longer applicable to that old airframe whether it’s an airworthy frame or a heap of scraps in someone’s shed. 

 

I can’t see the problem. 

 

 

Who knows. 

 

I just had a look at the Sydney VTC and some of the notes for Bankstown and Victor 1 and around Sydney. 

 

Not a single mention of any routes or requirements for singles compared to twins or any other type of or numbers of engines. Sure there's vfr routes in and out but they are for everyone regardless of engine numbers and for conflict prevention not to stop specifically singles. Same for  the dedicated Choppers North and West - no freedom to go anywhere else  just cos you got more than one donk. 

 

Oh and the other thing was he was over water at the time of the tail rotor failure.  In the subsequent loss of control he travelled forward over land then made a left turn and travelled about the same distance again further over land. 

 

So the concept that this accident showed or was the instigator of travelling over creeks and waterfronts as somehow a safety thing doesn't make sense. 

 

 

I remember seeing video of the crash; what was the correct story?

And st the time he was operating completely within the legal altitude framework that was present at the time and still exists today. 

 

He was in the vfr route where the altitude limits sound the same as they are today and was according to the report at about a 1000 ft which is the same as the current lower limit over built up areas.