Jaba-who

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.

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.

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.

Oh no - Not true!! Not even good enough for them. The Chinese have become very picky about the food they’ll import. ?

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.

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.”

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

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?

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.

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)

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.

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.

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.

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.

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.

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.

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. )

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.

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.

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.

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.

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.