kgwilson

10 out of 15 Boeing Engineers said in an interview they wouldn't fly on a Dreamliner. There are plenty of youtube videos citing Boeings problems and especially the problems with the 787. https://en.as.com/videos/video-of-boeing-engineers-goes-viral-i-wouldnt-fly-on-one-of-these-planes-v/ https://www.youtube.com/watch?v=jxV0CqGlgwQ&t=12s

I always understood that the CVR & FDR were located in the tail section of the aircraft as this is the least likely place to suffer severe damage in a crash. The tail section got torn off & stuck in the first building so unless the units are further forward in a 787, you'd think that they should be in reasonable condition & not fire damaged.

Report from ABC website. No other details & it would seem no one knew about it till the wreckage was discovered by Police who were looking for a stolen car NSW farmer who died in aircraft crash remembered as community man - ABC News WWW.ABC.NET.AU Father of three Paul Adam died when his recreational aircraft crashed in Central West NSW.

There will be a fair bit of scrutiny on Boeing as well. During the 737 Max & the door blow out fiasco a number of Boeing Engineers working or had worked on the 787 project were scathing of Boeings build and safety processes, some saying they would never fly on a dreamliner

I agree with Brendan. I reckon the piston is not returning after braking. Pull the whole wheel cylinder apart & check for rub marks grit etc, clean everything meticulously, reassemble & make sure moving parts i.e. the piston moves freely.

Make sure you reset the spark plug gap to the minimum (about .020 in) for the cold weather. That and make sure the throttle is fully closed & the choke fully on. My gen 3 3300 always started even when it was pretty cold with a light frost with the plug gap about 023 but when I went out west and there was ice on the fuselage I could not get it to start & flattened the battery. I took all the plugs out, closed the gap up & at the time not with any feeler gauge, just a good eye, got a jump start & it fired almost straight away.. Never had a problem since as I change the gap when it gets cold every year. If all that fails get a cold start kit from Jabiru. It is basically a gruntier coil. It replaces one of the standard coils & provides a much bigger spark on one of the plugs in each cylinder.

Given both are in the tail and it was left intact sticking out of a building extraction of the data should not present a problem. Then again stranger things have happened before.

Bird Strike. There is no indication of birds in any videos but then the video quality is fairly poor. If you can't see whether there was any flap deployed you'd hardly be able to see birds either. In the Korean Jeju Air 737-800 crash last year at Muan none of the early videos showed birds but that was the cause of one of the engines to fail completely. Later videos, possibly enhanced, showed a large flock of birds.

I agree about power loss. Even if the flaps were retracted and the wheels down I would have expected the aircraft to at least maintain altitude under full power once it was at 400 feet. The initial climb out was reasonable especially in 40 deg heat & fully loaded with full fuel.

Many places have automated response units which is a good way to check if your radio is working. That is if the airwaves are not busy. The one at Grafton will respond if there has been no other received calls in the previous 5 minutes. Also if you are hearing radio calls you at least know the receiver is working. There is no harm in asking for a radio check if other aircraft are in the vicinity.

Aviation is littered with scenarios that should never have happened, many when all the procedures and communications were carried out correctly. CASA uses a lot that ended up as near misses as case studies in the hope that we can learn from them. While we continue to learn and hopefully reduce the likelihood of such events, we will never eliminate them. Every now and again, against all odds the holes in the proverbial Swiss cheese will align and we will go through the process all over again.

Water is like concrete if you hit it at speed & it will hurt. Water skiers can attest to that. So just like bare foot skiers with appropriate skill and speed the wheels won't dig in. If you don't have both of those it will be a very expensive exercise.

Most are probably MAGA nutters.

By the time they get this to market it will be just about all over for internal combustion engines even for aviation. All the Japanese auto makers are struggling right now losing huge ground in their biggest market, China.

The answer to that vid is "It depends". Practicing over an airfield is easy and the windsock will guide you to the best runway. In the middle of nowhere everything changes when the engine fails for real. You forget half of the engine failure procedures though trimming for best glide & looking for a landing spot are the 2 most important if you can't get the engine going as in changing from the empty to full tank etc. Altitude is your friend with no power so then you use that to your advantage so when you have identified the landing spot make the most of the altitude you have.