Probably the Diamond DA40 they used to keep in that hangar if I remember correctly

That is a really good idea

@@WalkerWeathers negative dihedral angle reduces the curve's length. Something else to play.

When you asked this I immediately thought of Think Flight and RC Test Flight. They do videos like this and I found one that somewhat answers this exact question. kzfaq.info/get/bejne/jM9pedR6pq2Ugps.htmlsi=ojulLXlNsmQ6u1S5 Based on that, I think you get benefits of tip mounted props even in the pusher configuration. They are small benefits, but drag reductions nonetheless. Having some kind of active suction to reduce pressure increases at the joint is an interesting idea. Unfortunately it is too much for most CFD tools as you have to choose between an internal or external analysis. Such a test would involve both. I’m sure there is a way to do it, but I think practical testing on drones would be the best way. Another thing to consider is would the fans draw more power and therefore consume more fuel than a more efficient winglet intersection? These are fascinating questions to think on. I wish I could give a better answer than more questions.

What aircraft are you flying where you calculate minimum takeoff and landing speed? I have never come across it in the POH for any aircraft I have flown. Most simply have a rotation speed

@@WalkerWeathersI am not pilot. Just curiosity. Thx.

@@denemesurumu7001 minimum takeoff and landing speeds apply to jet and airline transport aircraft. I have not had the opportunity to fly any of those yet so I’m not qualified or experienced enough to answer this question properly, but I did find an article on it that goes over doing the calculations for a B737. Even so, this is for calculating V1, VR (rotation speed), and V2. V2 is probably the closest to what I would call a minimum takeoff speed. The plane will fly at a lower speed, but not well. V2 is about the slowest a pilot would want to be on takeoff. Landing typically would be no slower than VREF which would have its own chart. It all depends on the specific aircraft and conditions that day. For the small planes I fly, we are simply given VR, VX (max climb angle speed), and VY (max climb rate speed) for the maximum weight of the aircraft and we use those every time. I hope that helps. Article: wiki.ivao.aero/en/home/training/documentation/Use_of_takeoff_charts_B737

@@WalkerWeathers thx. Greteful.

I have been wearing earplugs under my headset for years, so I have done both. I read in an aviation medicine textbook that it decreases fatigue from flying which sounded crazy, but it actually does work. Some of the fatigue from flying long days is from noise, so less noise helps some. To answer your question you should know that I have after market ear seals on my H10 and that has helped slightly with their passive noise canceling. Now for the comparison with earplugs worn under the two: H10 with stock ear seals and One X with noise canceling turned off are about the same noise level (uncomfortably loud for me) H10 with aftermarket ear seals has better passive noise canceling than the One X with active turned off (still unpleasantly loud) One X with noise canceling turned on is much better, but still not quite as good as I had hoped (loud, but bearable) For a long time after buying the One X I regretted not buying the Bose A20, but then I got a job flying multi-engine pistons and realized where the One X truly shines: it does a fantastic job of canceling the sound from two props out of sync. It makes the multi sound like a single and I really have to listen closely to get the two props synced. Pilots flying with me who have the A20 seem to be bothered by out of sync props far more than I do, and if I had to guess, I would say it is because of the noise canceling on the One X (I certainly notice if I forget to turn it on). I have purposely never worn an A20 with the noise canceling turned on because I'm afraid I would want one, so I can't say for sure, but just from seeing how pilots with them respond to out of syn props, I think I made the right choice going with the One X.

@@WalkerWeathers I’m about 1 month away from taking my PPL Checkride, so flying solo XC with no one to talk to other than ATC had me thinking about comparing the H10 and the One X with earplugs and I would agree with your assessment of the noise levels. When I started my flight training in a Cherokee I used the schools passive headsets but with the engine noise, needing to concentrate to hear and learn aviation lingo was more difficult. I then bought the One X after my instructor recommended I get an ANC headset to help with hearing the radios. I wanted to save some money so I opted for them over the Bose A20. After wearing the One X with ANC I thought it was still very loud maybe 20-30% less engine rumbling noise vs ANC off. Then I got the idea to wear foam earplugs underneath my headset after needing to use them during fireworks on New Years. I first tried Yellow 3M foam earplugs that my dad gets for free at work. Made a huge difference in noise reduction maybe 40-50% reduction, but they were uncomfortable after a while. So I bought Moldex Sparkplugs and found them to be even quieter than the 3M ones and more comfortable. It looks like you use the same brand as well. I’ll ask a friend to borrow his Bose A20 to compare with the One X side by side next time I fly. Also would you recommend the aftermarket ear seals? Are they the Oregon ones? Is it just the seal or is it a different ear cup foam as well?

This is not my aircraft, so I don't know, but it was certainly an awful lot.

Your first born and then some… that’s a Dynon system, with the navigator, you are probably looking at $50k. I’ve learned that whatever the cost of the hardware, you’re looking at least another 50% for installation cost.

The electric fuel pump uses electricity so I only wanted to use it to get fuel pressure to push some fuel into the engine. All low wing airplanes that I know of have at least two fuel pumps: the electric one and another that is turned by the engine. When the starter turns the engine the engine turns the other fuel pump, so the electric one is only really needed at first. It is used during takeoffs, landings, and maneuvers for safety in case the other one breaks, but technically the engine will run just fine with just the engine-driven pump

@@WalkerWeathers Thank you! I thought that there was no mechanical pump on an aircraft engine because they are very unreliable compared to electric ones.

​@@I___electric pumps may be a little more reliable but when they fail it's usually immediate. Mechanical pumps almost always fail gradually, allowing pilot to notice. Also they don't stop when the battery fails.

@@Second.Nature.Lawn.Michigan Let it be.)

I cringed quite a bit as well.

Ok, I cringed A LOT. 😂