facthunter

The undercambered wing gives a Low Vne and You might have trouble at higher Levels. As they are on a hot day 2 up 4000 ft is about it for the 80 HP motor..  Nev

Might be better if you do before you commit. It goes back a fair way and a lot has happened in the Meantime, I don't know of any plans or homebuilt ones.  There's Gazelle's  around Much easier to Land.  Nev

Have you flown one?  That Power would make it exceed Vne in climb. Nev

Complete structural inadequacy of the forward part of the fuselage. Came on after Pressurisation cycles accumulated . Eventually checked under water. To their credit De Havs made all their findings Known to other Aviation Builders. The Perils of Pioneering .  Nev

I'd be a bit disappointed, if that were the case. In Aviation particularly IF you aren't sure, Check it. " We ALL make mistakes" wouldn't be an acceptable response  at the Inquest.  IF you want to Aviate "THINK Aeroplane". Nev

Unless you go with Musk or in a submersible. . Regular Inspections and mandated checks help make Aviation safe, Airlines lose their AOC. Types are grounded extra training  required Pilots and others are GAOLED. Nev 

Commercial Aviation is not in the EXPERIMENTAL category.  Nev

They CAN be hacked they say.  Aeroplanes are special cases with computer function and redundancy  in many ways is more a part of Aviation Philosophy perhaps than most other engineering . I've had computer experts  express the views you have. way back.  I'm a Sceptic myself A faulted system is rejected and reverts to another MODE or is selected to an over ride.. Faulty LOGIC should be quickly rectified. Failing to anticipate a possibility is more likely in a very new concept than a proven  one.  A Human  Factors element falls into that category of where do you stop? .  Mechanical or hydraulic systems fail also. statistically Commercial Jet travel is by far the safest Way to get anywhere even though many in the game KNOW things are not as Good as they could be due to Laxety and cost cutting  Nev

Be better it's name didn't sound like some kind of food and Virus's are not good.  Nev

 Not directly relevant to this specific accident.  Most of these systems self identify a fault and are essentially Fail safe. Most of you are indulging in "what ifs" if you are not very familiar with this aircraft and it's specific systems Logic. Plus as time goes on more wild suggestions emerge to confuse things. One thing is lever lock switches do not move themselves and self activation of such a vital function of fuel flow to 2 ENGINES AT ONCE SHOULD BE COMPLETELY  regarded as not very likely.. Nev

Yes, but that should ALSO show on the FDR.  It's usually done by the yaw damper, (gyro stabilised)  on  the rudder  (YAW)and would probably show visually as well. Planes with marked wing sweep back usually have Yaw Dampers for other reasons. This is utilised in the engine failure case until flap is retracted to keep straight automatically. Nev

Not really much Inertia compared to the thrust they generate in thew FAN section.. AT V2 you have to get full  opposite rudder in pretty quickly or you will turn more than permitted to fail the exercise.  As the speed increases you can reduce the rudder. NO aileron applied(or differential spoiler). A Staggered cut off WOULD definitely show, even as  a small delay. The Thrust is gone  when the fuel flow stops, essentially.  Nev 

The switches Could NOT Possibly Move by themselves.  Nev

They are Lever-Latch switches. You can't just accidently flick them. They have to be LIFTED first.  Jackc I've flown 2  (Jet) types with flight engineers. Sometimes an engine is shut down during taxi to  the terminal to avoid excess brake use and after Parking also and the PF  does that..

  This was posted before the one above was able to be read by me.  The switches would be accessible as they are closer to the Pilot than the throttles and they can easily be in full forward from both seats when restrained by the seat belts  with seats in normal position.  Nev

They appeared to be on the lines but that doesn't protect you IF you are TOO close  You still have to keep your distance between. I think that is pretty obvious  As I commented earlier you have to know the trajectory of the wingtips and tail when the Nosewheel is not straight.   It can go to nearly a right angle where the cockpit is going sideways. You are Marshalled where clearance with anything is Minimal, even IF you are on the line. If you have a very long plane you go further into the corner before you turn to prevent the Inner main gear from cutting the Corner and going onto the grass which would get you a DCM on an over 150 ton plane. Some main gear bogies can also turn. Nev

It's what the sailors call them that matters. Nev

Does it depend on how they Rodger? Most ships are SHE.  Nev

The  first 182's were straight tail like the one shown. RNAC had one, VH  RNT. Done in 2 greens If I recall correctly.  A Percival Procter used to fly the Newspapers from Sydney to Newcastle back in the days when it operated out of District Park. The distinct Noise of the Gipsy 6 Heralded it's arrival. It flew a bit faster than most  small planes of the day.  Nev

That is due to geopolitical tensions. Nothing else.  Nev

Haven't you got to  turn them upside down to find out?  Nev

ideal bleed is automatic from high points in any part of the system that may need it is  not restricted to radiators. Nev

It's not unusual to use two where one larger one is inconvenient. IF you want to know how effective they are, measure the radiator OUTLET temp compared with inlet. Nev

Don't bother with second hand ones.  Nev

Having that many screwed fittings is just ridiculous.. It's like a prototype of something.   Nev

Apparently many whale noises are like that.   Nev