Keenaviator

All these tips are great IF you have the capacity to perform them. I would suggest that someone with Terry's experience would already know and practice these valuable practices. Was he well enough to carry them out? Was he conscious? Who was flying the plane at the time? I believe there was a go around prior to the last attempt. Lots of questions. Let's wait for some answers. Laurie.

I know the aircraft well. The stripe/join in the white and blue along the side of the fuselage is meant to be straight and it appears to sag in front of the firewall. Also it appears to be very flat on the ground and the wing appears to have less dihedral than it normally would have - all signs of a relatively high 'G' pancake onto the ground. Laurie

I think if you are unfortunate enough to end up in a high sink rate close to the ground (as can fairly easily attained in a low aspect aircraft), the high 'G's your body may be subject to may not be survivable. The springy RV tubular undercarriage may not be able to absorb the downward energy and the couple of centimetres between the bottom skin of the fuselage and the seat pan doesn't provide much distance to absorb energy through crushing. With this accident there are many variables and possibilities leading to the loss of control. If I were conducting the investigation I would be very keen to get the post mortem results. Laurie

Very neat.

Two of the most gentle and kind people you could ever meet. Plus an experienced, fastidious aircraft builder and pilot. These folks are a great loss to our flying community. Thoughts and prayers for them and their family. Laurie.

The scimitar prop hub? Laurie

They did Mike but the video showed that it recovered itself as Dave got out through the stopped propeller blades. Apparently he only had time for the chute to pop open before he landed hard. The GA 8 landed harder. Laurie

Which hair Mike? Laurie

Just bit the bullet and ordered a Jabiru scimitar prop for my UL 450. Seems a bit pricey but in reality not that much dearer than the Patroney I put on the Starlet when you include prop, hub, back and front plates and spinner (painted Jab white). And it's pre assembled and approved. I've been chasing a slightly high egt on no. 4 cylinder and have tried 4 different props: Jab 60 x 42 - 3300 rpm @ 75 knots, Jab 60 x 44 - rpm a bit lower on climb but not very smooth so I didn't persist with it, Sweetapple 58 x 44 - 3400 rpm @ 75 knots and Sensenich 60 x 46 - 3200 rpm @ 75 knots). I've fitted a new stepped needle, 045 main jet and 290 needle jet but no. 3 is still a bit over 700 at WOT (flowing 27 litres per hour). After fitting the new prop I'll check the egt at WOT at 75 knots. The next step is to update the induction set up - mine is an early 2200a with the induction manifold cast into the sump and induction tubes coming out of this at 90 degrees. Laurie

May be the SK, SP and J120 aren't too bad after all with their very simple fuel system - tank behind the seats (where the later model header tank is). Laurie

Like a Drifter, wouldn't like to go through a fence in one - in the front seat anyway.

I've only been asked for one at Kalgoorlie by a groundsman and Merimbula where I believe they have a vested interest in them. Laurie

Those drug test kits are pretty expensive so the selection of test subject is not completely random. It looks like the police performing the tests were getting a bit over 50% hit rate on the subjects they thought looked worth testing. Laurie

I too have no doubt that the Rotax 912, most Lycomings and Continentals are more reliable than Jabiru engines but none are as reliable as turbines. It's all relative. Jabiru engines were developed out of necessity when there were much lower weight limits for our aircraft and no four stroke alternatives with the required power to weight ratio available. The 912 may have been available but too heavy for the early weight limits. No doubt Rod and his mates are the type of blokes who don't mind a challenge and went for it after KFM let them down. We seem to be overlooking the fact that Jabiru have pretty humble beginnings (compared to Rotax who have a massive company behind them - Bombadier who not only produce engines for aircraft but jetskis, snow mobiles, lots of motorbikes.....). If Rod and co at Jabiru had 600 kg to design to back in the '90's they probably wouldn't have bothered developing an engine. Imagine, the 170 with a 912s, they'd have to work well together. Anyway, the Jabiru engine manufacting industry is established and very successfull and has allowed many people to get into the air in a variety of aircraft. I'm on my second Jabiru powered aircraft, the first being Corby Starlet 28-3381 (no longer owned by me but still going great and much loved by its current owner) and my current UL 450. For me, there is a certain amount of national pride in Jabiru's achievements. Hearing the incessant and often hasty, uncalled for put downs by some, is in a way offensive. You've got to smile and think 'what the heck' when some of the most vocal critics of Jabiru have proudly displayed in their avatars that the aircraft they fly is powered by an engine with a 300 hour TBO. So far the only real engine failures I have experienced have been in aircraft powered by these. I understand that Jabiru engines are a work in progress. So too are all other aircraft engines although Jabiry may be a bit more intensive in their requirement for vigilance. I also understand that flying is dangerous and there is no such thing as an infallible engine, aircraft or pilot. There are no guarantees on a safe return from any flight - that's why we should perform a careful risk assessment prior to any flight (or drive to the airstrip....). Laurie

Yes, that was the distraction. I'm sure we are all a bit lucky to be here and able to critique other people's incidents. Laurie

Especially if you get distracted from flying the plane - ask John Denver.

The aircraft is an Aircam.

My new (old) 2200A with its small starter motor would have been a real challenge to start in cooler conditions. But I have fitted a 'cold start kit' which makes starting a breeze. With this kit you don't have to achieve the normally high cranking rpm to get the ignition system to produce a spark. Laurie.

I get plenty of carby ice during warm up on the ground but none as yet during flight with the Jab. Used to get lots in flight with the 0200 in the C150 and that was disconcerting. Laurie

When I recently finished my 19 registered Jabiru UL 450 there was absolutely no way I was going to fly, or allow anybody else fly the aircraft without a full dual inspection. Laurie

You'll probably remember this for ever now! That's probably the point. Laurie

I've owned and flown a GT400 and very much enjoyed it. I've also flown a GT500 and felt it was better, 2 seats, more power, more inertia. A GT400 is good to solo in - not that you have any choice :) Laurie

I thought you get maximum braking in a tail dragger in 3 point - proper braking puts more load on the mains increasing traction resulting in better retardation. If the tail comes up from 3 point you are overdoing it. Laurie

I've got LED wing tip strobes/nav lights combined. Not cheap from Aircraft Spruce but the work well with no induced radio interference. Laurie

After several days of very ordinary weather, I managed to squeeze in a nice hour or so after work today - from Latrobe Valley to Glen Maggie the West Sale to catch up with Daryl, Jill and Darren who were making tracks due to the low temperatures. The lighting from the setting sun was quite dramatic on the way back to YLTV from YWSL. Laurie.