Garfly

A rival forty-horse, 4-stroke, one pot screamer is the Airtech AERO1000: AERO 1000 HO ENGINE PACKAGE – Air-Tech Inc. Ultralight Aircraft AIR-TECHINC.COM

As far as I can tell, it's basically a one man operation. One guy with a passion. Here he (in orange) is taking on some of the YT critiques: @andrekemp5059 2 months ago Nice HONDA @kidkhaos6427 2 months ago There are exactly zero parts of this made by Honda. Yes it is loosely based on a Honda. @andrekemp5059 2 months ago @kidkhaos6427 Ok. So is it Chines parts or car parts in there. Because Honda crankshaft and piston rod are great and high quality. Koyo bearings. @kidkhaos6427 2 months ago There are very few chinese parts, but yes a couple. Most are US made from various racing industries or here in my shop. Every part and specification is important and I have not just simply put a prop on a generator engine here. I have gone through several iterations of this to reach successful reliability and power delivery. I have tested multiple combinations of valves, pistons, camshafts, carburetors, exhaust configurations , and so on. The engine you see in this video actually now lives in a box in the attic. It was brutally murdered between the test stand and two different airplanes. I have also revised the reduction drive design since this video was made. This is simply a snapshot along my journey.

I also found that Air Tractor video very helpful; it was clearer than most I've seen on the complex of forces acting on a turning aircraft. I think Nev's problem was with the guy uttering the word "downwind" while talking turns, seeing it, I guess, as adding to the (much discussed) myth of the downwind turn. Like Brendan, though, I doubt that this savvy ag/airshow guy simply buys-into the widely held myth and is, therefore, 'wrong'. The video was, after all, an ad hoc interview and he didn't really seem to finish that thought. If he had, he may have complicated the matter with the 'wind-shear' exception and/or dangerous visual illusions. Who knows? In any case, for anyone interested, here's one example of the topic debated online (with some relevant bits extracted). (There are many discussions of the same thing on here, as well) Why do gusts change the airspeed during landing, but turning (which changes where the wind is coming from) does not? AVIATION.STACKEXCHANGE.COM As we know it, aircraft are extremely sensitive to gust during its final landing stage. They can lose airspeed if the wind changes to tail, ad thus loose lift or need to adjust their thrust in orde... "The myth of the downwind turn ... As you stated the plane is moving along with the airmass. So, for the plane, aerodynamically there is no head-, side-, or downwind. Only us on the ground can feel it, as we are locked into to the coordinate system of the earth with our feet. The airplane is locked into the coordinate system of the airmass, and as long as the airmass itself does not experience acceleration, the airplane flying in it can turn in whichever way, and it will not notice any change in the wind direction. The direction of the wind is locked into the coordinate system of the earth, so in your example there is no change in wind direction." Jpe61 "Windshear (a sudden and/or drastic change of wind velocity) will affect airspeed momentarily until the plane’s momentum is overcome by the aerodynamic forces acting on it. This will be most apparent as turbulence or loss of performance. It is also most apparent during slow flight due to being so close to your performance envelope edge. The sudden gain then loss of altitude when flying through a microburst is a good example of that. ... During landing, your slow airspeed and proximity to the ground combined with the vertical component of your momentum makes any loss of performance dangerous. It could lead to a sudden increase in descent rate at the wrong moment or a stall if you are too slow. A change in wind velocity as little as 5-10 knots can have an effect on the plane. That’s why pilots are encouraged to add half of the gust factor (the difference between the steady wind and the peak wind) to their approach and landing speeds. In your example, it looks like you are concentrating more on changes in relative wind velocity based on changes in aircraft heading instead of windshear. That is different. The aircraft’s airspeed will remain the same. There will be no loss of performance relative to the airmass because the aircraft is flying IN the airmass. The airplane does not care about its performance in relation to the ground unless it is on the ground." DeanF

Here's Kid Khaos demonstrating a prototype and explaining/defending his concept in the YT Comments (Watch on YouTube to see them). And here he is doing some crow hop flight testing. https://www.youtube.com/watch?v=swBVXPkzWUo

Okay ... but to be fair, it is called a Thump-Air (from Chaos Concepts ... powering the Badlands ;- )

Another video about the Badland Ultralight (Part 103 compliant) now sporting the new Thumpair 40 Horse 4-stroke. Badland Aircraft – 100% Part 103 – 100% Airplane WWW.BADLANDAIRCRAFT.COM Thumpair – Badland Aircraft WWW.BADLANDAIRCRAFT.COM

It could be worse ... (but then you might need to do something with the VS ;- )

Oi, oi, me too!

Maybe here? https://www.casa.gov.au/sites/default/files/2021-11/experimental-certificates-coa-02-protocol.pdf

This recent video from France offers timely evidence for that. The relevant bit is the minute or so after 03:00 Rough auto-translate is available but hardly necessary. The guy beats himself up, saying it's his habit to taxi away parallel to the hangar doors to avoid blasting prop wash inside, but then clumps of ice, I gather, have made the grassy ground unusually uneven. Ouch.

Spin Training - Deadlier than Not? BLOG.COMMUNITYAVIATION.COM Rich Stowell's specialty has always been spin, emergency maneuver, and aerobatic training. He doesn't provide primary flight instruction but has seen the result of our flight training system in pilots who have... https://www.communityaviation.com/hubfs/Rich Stowell/Blog/Post 004 Spin Training Myth/Link 3 - 12 Stall Spin Myths with Bonus Myth.pdf

As a further line of defence (back-up for your PLB) recent iPhones come with their own Sat-based SOS system which now works in Oz. Use Emergency SOS via satellite on your iPhone – Apple Support (AU) SUPPORT.APPLE.COM With iPhone 14, iPhone 14 Pro, iPhone 15 or iPhone 15 Pro, you can use Emergency SOS via satellite to text emergency services when you're off the grid with no mobile and Wi-Fi coverage.

But with so much international attention, all seems to have been forgiven!

As long as you pass under the LL2000 shelf of the WLM C2 (southern half of the Lane) you shouldn't need any clearances. So it's pretty much as it was for VFR transit, except for another 400' of headroom in the lower part of the route. And, if you are able (a/c rego and licence) to request clearances, you might be better off asking for the coastal route.

Adding just a Phone sized EFB would provide an ADSB-IN display for use as and if needed. Not to mention up-to-date local maps, etc. (Minimalism plus peace of mind ;- )

Things have changed with the Williamtown Inland Lane. As I understand it, the south half of the Lane from Dungog to East Greta/YMND no longer penetrates a Restricted Area but lies underneath a new Class C space WLM C2 LL2000 The northern half still does (D589 'tunnels' through R584B - UL2500) Effectively the main change for VFR flights on the south half seems to be an extra 400' headroom. (up from 1600') Also, there's a new 2,500 LL above YMND (Maitland). CLICK FOR FULL REZ: Williamtown (YWLM) FAC.pdf a23-h45 (1).pdf

Interestingly, there's a similar sequence of transmissions from this 737-800 crew from an incident in May 2023. Flight AAL329 out of Miami also had a rapid decompression. Their comms are, naturally, incoherent at first but soon come good, presumably after they've donned their masks and taken a few seconds to understand WTF just happened. Even then, their only communications priority is "On descent 10,000" (After that, most of the discombobulation is back on earth. ;- ) https://www.youtube.com/watch?v=RtptbpDd_FU

Chinchilla pilot Cameron Obst's flying for RFDS Fundraiser | Queensland Country Life | QLD WWW.QUEENSLANDCOUNTRYLIFE.COM.AU Chinchilla pilot Cameron Obst's $500,000 RFDS fundraiser. https://www.youtube.com/channel/UC-XYZHucRPLyLZRWWpy0YoA

Apparently it was difficult due to headsets, checklist folders etc. etc. being blown clean away in the explosive decompression followed by the scramble to don masks amid the chaos (presumably SOP, even from 16,000'), So this would explain the first incoherent words on frequency but then it seems only seconds after that big (dusty, foggy) bang (hard to emulate in the sim, I guess) that they'd settled into clear professional comms and did what they had to do. I'd imagine it was not easy.

Who, I wonder, would have expected otherwise?

This is another educated guess coming from the Comments Section of this Capt. Brady video. : @USAmerican100 2 days ago (edited) As an Aerospace Engineer, my "guess" is the lower hinge bolts were not installed properly. It looks like they are in an out-of-the-way, hard to see location. Could have been overlooked during a demanding work day. So as the plane climbs to altitude air pressure pushes out on the door, and it bends the door outward slightly. The lower hinge sliders move up slightly due to this bending. All of the upwards loads are now being taken by the two upper bolts. After a few dozen flights/cycles, those two overloaded upper bolts fail and allow the door to pop up and off.

And then, Northrop gave the Flying Wing a go ... (another incredible story, very well told by Mustard, methinks)