Thruster88

Jeffair Barracuda

BOT SC07 Speed Cruiser

I did my last road train medical about four years ago, (retired) the eye test was the same as class2's I have done before and since then. Maybe they are getting tougher on commercial drivers now day's.

Hi Geoff, did you give the good doctor any feed back, as you know a dame can do a class 2 in about 30 minutes. There is nothing complicated about the eye test.

Yes Papafox, it's a beautiful spot and easy walk to the pub for lunch. Bit cloudy today so we didn't get a great view of the snow.

There was a disgruntled employee of Connellan Airways in Alice Springs who flew his employers plane into the head office and killed a few people including the manager of the company.

Southern NSW

An ASIC card would have prevented this, or maybe not.

That is a very strong house to keep the cessna citation out, some thing doesn't seem right.

I can run 95 but usually run 98 in my O360 in a Piper Archer. And I usually blend with Avgas just because I refuel with Avgas every second or third time. No problems have arisen.

Proximity keys work at ski lifts, two pilots with today's coded key at the cockpit door problem solved.

The guy said "this will come as a shock to a lot of people" how would ASIC get around that ?

But did he have an ASIC ? If it happened in Australia yes he would have an ASIC, would the result be any different ? No. ASIC = useless . If anyone can put forward a senario were an ASIC would work let's hear it.

If it happened in Australia that guy would have had an ASIC card. Shows how useless a card the anyone can get is. If anything it shows ASIC for what it is.

'someone' noticed I was not co-ordinating my turns correctly - he showed me what happens (in a Drifter) when you wash off speed in an un-coordinated climbing turn (as you could do climbing away after a take-off)the Drifter virtually flicked inverted and it took 700 feet for a full recovery - and then he said "now imagine what would happen if you did that at 500 feet in the circuit, David"

as an instructor he is a demon on airspeed and co-ordination in turns, which may be something to do with the fact that I'm still here.....which brings me to this:

 

did anyone else notice the article in the latest Sport Pilot magazine, where it was stated in an aircraft flight review: "The instrument panel is missing a balance ball so you can never be flying out of balance, or indeed in balance".

 

this is obviously a flippant comment, but I do wonder about the lack of balance information being communicated to the pilot

 

This was in relation to a pusher prop aircraft, so (as per on Drifters) the little piece of red wool taped to the bottom of the 'screen gives you all the info you need as far as 'balance' is concerned...

A pilot drought, I'm sure it didn't happen overnight, maybe Qantas should have planned for it like the good farmers do.

Crop inspection near Nyngan in a "normal" year

Hi Greg, if you haven't already check out Tucker Gott paramotor he sometimes flies in remote areas. Easy transport and as close to a flying bike as you will get. The most important thing is get good training for the type of flying you will be doing.

Hi Allen

I'm sure we would all be interested in a pilot report on the lycoming Rebel when you get some hours up.

Like facthunter said most of us don't have an angle of attack indicator we only have airspeed, but we should all know what a 60 degree bank turn feels like (2g) and that our stall speed will be 1.4 x normal.

The vane type stall warning systems do work regardless of airspeed, 80kts 2g the beech23 will sound.

I have seen thruster's do similar but not with the flags. Aussies are just not into flags like you guys.

The hour's flown on the RAA stats page seem to be sorted now, 138,000 or about 230 for the full year, i can believe that. It was over 500k last week.

#1131 Leo Loudenslager's zivko shark

Just another two stall spin crashes, airspeed airspeed airspeed at all times.

Why is the Thruster family a bit touchy on ground handling ?Well the issue is primarily one of wheels too far forward of the cofg so once it starts to wiggle it wags really strongly.

 

The bigger two seaters are worse than the Single seaters and the reasons are:

 

1. For construction simplicity the springs come straight off the bottom of the Aframe and for simplicity that frame is in the plane of the leading edge.

 

2. The two seaters have higher Aframes and longer spring legs - higher ground angle and also moves the cofg on the ground even further rearward of the mains

 

1. And 2. Mean it’s set up to swing easily into a ground loop

 

Add in 3. The fact that the main legs are springs with absolutely zero damping and they are long. The wiggles start easily with this leg setup and are compounded by the undercarriage geometry.

 

So basically you probably couldn’t design a worse/more susceptible to ground loop undercarriage without a lot of effort !!!

 

Having said that I did a few flights in a t500 two weeks ago and the grin is still with me so go figure - love the Thruster and just get a good training in it for its behaviours.

 

How would a better solution look on a Thruster ? - have the main legs closer to the cofg - move the Aframe backward and use v struts to front and back spars. Change the legs from steel springs to be like the UK t600 that uses a tripod leg setup with rubber in compression for suspension

 

But then again - it wouldn’t be a Thruster and you’d have access issues for pilots if you move the a frame back