Thruster88

Preliminary report is out. Loss of directional control resulting in impact with a small tree caused substantial damage to the horizontal stabilizer rendering the aircraft uncontrollable. Log into Facebook | Facebook M.FACEBOOK.COM Log into Facebook to start sharing and connecting with your friends, family, and people you know.

It is unlikely the crank would have fractured in two places without some external event.

The climbing side slip is never good.

Glen, I just checked about 15 approaches to the farm in the RV on fr24. My driveway is on the map, it seems like accuracy of SkyEcho2 is better than 10-20 metres coming over the tree line at the house. Is the altitude transmitted taken from the barometric or gps source?

For your application, mostly mechanical seal and on top of tank an automotive product will be fine.

Should be no aileron drop. I had a t84 from 1985 to 1990 and thought it was a great aircraft, then upgraded to a t500 two seat which I still have. Bought a T85 last year, it is a lot different to fly, controls seem "loose" compared to the later t500. There is a lot of adverse aileron yaw in all Thrusters. They have high drag and low inertia especially the single seat model. Loose skins on the tail can make them behave strangely.

In 2014 cowra aero club member Bert flew the brumby 610 around Australia solo age 90.

It most likely happened like this one, one aircraft above the other, neither pilot would be able to see the other aircraft due to structure. Look at the propeller slashes in the roof of the cirrus, nothing on the tail, both aircraft travelling at same speed, scary stuff.

If it leaks with an inferior product and you have to do it again $62us will seem cheap. CJ aerospace in Sydney should have it in stock. CJ Aerospace: Aircraft Parts | Superior Service | Technical Experts - HOME WWW.CJAEROSPACE.COM.AU

No recorded flights or press of Alice N882EV or that other wonder aircraft celera 500 N818WM in the last 9 months. ??? If they show up at oshkosh 23 we will give you all a first hand report.

At work we use this on certified aircraft. Pro-Seal Fuel Tank Sealant P/S 890 B - 1/2 Hour | Aircraft Spruce WWW.AIRCRAFTSPRUCE.COM Pro-Seal Fuel Tank Sealant P/S 890 B - 1/2 Hour P/S 890 Class A is an aircraft integral fuel tank sealant. It has a service temperature range from -65°F (-54°C) to 250°F (121°C), with intermittent excursions up...

If the student did the research and ruled the strip out that would be a good outcome. If the student did the research and like Rossk had a look and made a good decision that is a good outcome. If the student did the research, flew an accurate approach (airspeed) and hit the desired touch down spot that is a good outcome. Better to learn all this with an instructor that is prepared to teach for the real world. It is easy to become complacent landing at a big wide very long strip like Cowra, at my farm strip in the RV or Musketeer with a 70knot approach speed and a narrow strip accuracy is required.

The right wing ? How? Where is it?

Great minds think alike. After listening to the Archer pod cast I wondered would water in the carb bowl be able to be sucked thru the carb jets to clear after changing to a good tank. I have my doubts water was the problem in this case, on the PA-28 the drains are correctly located at the lowest point and there is x? amount of unusable fuel. Why did the engine not fail when that tank was initially selected if water of a very significant amount was present? One possible solution to clear water from the carb of a lycoming would be to pump the throttle. The accelerator pump should? pump fluid of any viscosity. Prop will continue to windmill around 1000-1200 at best glide, my guess

A worthwhile interview with pilot Michelle who is very honest about what they could have done differently after the engine started surging. Ep 85 - Interview with Pilot Michelle Yeates - Ditching Piper Arrow VH-FEY - Flight Training Australia Podcast WWW.FLIGHTTRAININGAUSTRALIA.COM.AU Engine failure or malfunction involving Piper Aircraft Corp PA-28-181, registration VH-FEY, 12 NM WSW Jandakot Airport, WA on 20 April 2023I chat with pilot Michelle Yeates on her experience ditching off...

ATSB investigation discontinued. https://www.atsb.gov.au/media/news-items/2023/unlicenced-pilot-flew-towards-poor-weather-prior-collision-terrain

The o-320 lycoming in my Musketeer only has the brass screen, it is very fine. Much easier to check for metal contamination the the paper filters. It is on track to make TBO.

There were roller cranks for the vw back in the day, they are pressed together like a 912 crank.

Your solution could be like the the little old lady that swallowed the fly.... or change to a sensor that is not dependent on pressure.

Anyone really interested in aircraft engine reliability should check out the findings of the ATSB https://www.atsb.gov.au/aviation-investigation-reports in regarding the Van's RV fleet in Australia. About 600 aircraft that owners love and fly regularly. Most lycoming and some Rotax 912. Just search Van's and Vans at the ATSB site. My take is these engines are very reliable when operated correctly. The other accidents listed not involving engine failure are a good insight into why planes crash.

The belite system using pressure is to me an example of shit engineering in the modern world. Low on fuel? Just pull 2 g's and you will have twice as much.

I like the mechanical master isolation. Good thing is it can go on the negative side of the battery for complete isolation.

You may be better off just going to a capacitance type sensor that is compatible with Dynon.

I don't think VFR aircraft are required to contact.

I think there have been plenty of potential test cases, accidents, since the RAAus "insurance" began. Start date anyone?