Thruster88

Hard to argue with a crash test dummy.

Onetrack, we know were the centre of gravity is on the aircraft. Ok it may have moved back maybe 200mm? With the wings folded. This still puts the load well ahead of the axles. We also cant see the towball, which makes the pic look worse. I am sure the guy who built it worked it all out.

Any EFIS with a temperature probe or old style ASI with the movable temperature and pressure sub scale will show true airspeed.

I flew into Caloundra last month. Fortunately it was not to busy and I got my 3 calls in, just. There was almost continuous chat from another airport 18nm to the south. Bit of a silly arrangement I think. Lots of local place names used, not helpful for someone from another state.

Aileron/ flapperon control heim joints incorrectly installed caused this recent fatal in the USA. The Junior GA Reporter WWW.FACEBOOK.COM - NTSB issues the preliminary report into the fatal accident involving a Van's RV-12, N412JN, that occurred on June 6, 2024, in Auburn, Washington: On June 6, 2024, about 1159 Pacific... - NTSB issues the preliminary report into the fatal accident involving a Van's RV-12, N412JN, that occurred on June 6, 2024, in Auburn, Washington: On June 6, 2024, about 1159 Pacific daylight time, an experimental amateur built Vans Aircraft Inc. RV-12, N412JN, was substantially damaged when it was involved in an accident near Auburn, Washington. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The airplane departed Auburn Municipal Airport (S50), Auburn, Washington, for what family members of the pilot reported as a routine pleasure flight. Preliminary Automatic Dependent Surveillance-Broadcast (ADS-B) data indicated that shortly after takeoff the airplane followed a southeast track, and after reaching the eastern foothills of Mt. Rainier, performed a 180° right turn, and followed a similar track back to Auburn. As the airplane approached the airport from the east, the pilot reported over the common traffic advisory frequency (CTAF) that he was just over midfield and intended to perform a full stop landing on runway 35. Correlation between recorded CTAF audio and ADS-B data indicated that over the next 60 seconds, the airplane overflew the runway, while descending from 1,500 to 1,250 ft. It then began a left turn, and as it rolled out onto the left downwind leg, the pilot transmitted, “Pan Pan RV412JN, I just had a control failure, I’m inbound for 35, without any controls”. Over the next 45 seconds, the airplane began a descending left turn, that witnesses described as similar to a spin or spiral dive. A west-facing security camera, located on the exterior wall of a warehouse about ¾ miles southwest of the runway 35 threshold, captured the final 3 seconds of flight. It showed the airplane come into view at the top of the frame while in a 45° descending left turn. The airplanes roll rate rapidly increased, and the airplane struck the warehouse roof inverted in a 45° nose-down attitude. The airplane came to rest inside the reception area of the warehouse. The forward cabin sustained crush damage through to the main wing spar. The complete right, and the inboard left section of the wings remained attached to the fuselage by the main spar, and the outboard fragments of the left wing were located on the building’s roof. The airplanes roll control system consisted of full-length flaperons, connected to tandem control sticks through a series of pushrods, torque tubes, and a centrally mounted flaperon mixer bellcrank. Examination of the wreckage revealed that the left control stick pushrod (F1264-1) was not connected to the inboard eyebolt bearing (CM-4MS) at the flaperon mixer bellcrank (see figure 1). When compared with the airplane’s plans, the inboard eyebolts were installed such that the eyebolt stud was connected to the pushrod, and its body to the mixing bellcrank, rather than the other way around (see figure 2). In this configuration, the stud end of the eyebolt was free to rotate within the threaded inboard section of pushrod. Construction of the airplane was completed in May 2021, and by the time of the accident it had accrued about 100 hours of flight time. The pilot was flying the airplane from the left seat. The wreckage has been recovered for further examination. - Report: https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194412/pdf

That is a mixture of oil and water. Internal combustion engines always produce water as a by product. Some of this gets past the rings and into the crank case, out the breather and condenses in the catch can. Not in the Jabiru but some installations feed this shite back into the crank case.

I hate the circuit and the one above called over flying. Flying at the farm in a thruster is bliss. In the ctaf always make the calls, listen and hope for the best. Traffic on the screen is a bonus. Good luck everyone.

Many more people, mostly female do it week in week out. Just about every small town has an active pony club.

The four or five most common ways to die in an aircraft cover about 95% of fatals. All easily avoided for a long life.

I work at a maintenance organisation. Have never seen it done. Engine oil can damage the rubber in engine mounts.

I think the message is damage can lead to thermal runaway. If the above had happened in flight it would have been very very bad.

- Miscellaneous/other (Fire/smoke, non-impact). NTSB issues the final report into the battery fire event involving a Mooney M20E, N5632Q, that occurred on April 26, 2024, at Hornell Municipal Airport (HTF/KHTF), Hornell, New York: The pilot intended to depart his home airport for another airport to perform an owner-assisted annual inspection. While loading the airplane with supplies, the pilot placed a portable ADS-B receiver on the top of his airplane. The ADS-B receiver utilized a commercially available portable lithium-ion battery pack for power, and the battery was attached to the receiver via a hook and loop fastening. The receiver and battery pack fell from the top of the airplane onto the ramp which resulted in damage to the receiver and battery pack. The pilot attempted to power up the receiver but noted that the receiver was no longer working; he then placed the receiver and battery pack behind the front seats and underneath an airplane cover. The pilot subsequently taxied and began his runup of the engine, during which the pilot noted smoke coming from behind the front seats. The pilot lifted the airplane cover and saw that a fire had started. The pilot exited the airplane and unsuccessfully attempted to remove the airplane cover, which was on fire. The fire eventually consumed most of the cockpit area (including the battery pack itself) and substantially damaged both wings. Based on this information, it is likely that the portable lithium-ion battery pack sustained damage to at least one of the battery cells when it was dropped onto the ramp, resulting in thermal runaway of the battery pack and subsequent fire. - Probable Cause: A cabin fire as a result of a damaged lithium-ion battery pack. - Report: https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194155/pdf - Docket: NTSB Docket - Docket Management System DATA.NTSB.GOV The Junior GA Reporter WWW.FACEBOOK.COM - Miscellaneous/other (Fire/smoke, non-impact). NTSB issues the final report into the battery fire event involving a Mooney M20E, N5632Q, that occurred on April 26, 2024, at Hornell Municipal Airport...

Your RAAus training should, would, hopefully, have taught the various airspace types and the requirements.

There is only one airspace.

A Question. I think I was taught many years ago when I got a PPL that all turns above the circuit (over flying) were to the left. If joining crosswind to a RIGHT hand circuit like we now have at Cowra on 15 would this not make the mid field the only option. Perhaps this is why pilots should spell it out. Skippy saying you are joining cross wind FROM THE DEAD SIDE is just cluttering the air waves, is there another way to join cross wind?

They made an approach with 40 flaps then decided to go around. Flaps would not retract, C150 could not climb. The point is Dan did not fly the usual pitch attitude for no flaps, that's not going to work. Some have tried this and died. He flew safe air speed and landed IN THE CORN.

Rudders were definitely deflected correctly to the right when the swing started. The tail wheel locking mechanism could have failed, think seat locking mechanism. There may still have been air in the brake system if it has a shuttle valve like my Musketeer. The right brake line had been disconnected in the days prior. First flight out of maintenance. I see this aircraft has dropping ailerons with flap extension. When it was probably to late the left aileron is down while the right is neutral, would not have helped.

John, Please take this post as it is intended, to try and figure out what happened, and not point fingers. Good pilots learn from every flight. Lets find out what happened and move forward to get you and your plane back in the air, this time longer than 3 seconds. Last night I decided to test fly -12 with trim fully deflected in "up and down" position. My speed was about 60-MPH (to simulate rotate speed) and I used no flaps, 1/2 flaps, and full flaps. While the -12 trim demonstrated good command over the stabilator I was able to maintain flight straight and level with one arm, and actually control the plane up and down as if to attempt to land. Granted, I was prepared and ready for the "heavy stick" and had this happened on my first flight it certainly would have been a surprise and I possible would have needed longer than 2-3 seconds to figure out what was happening. The stick does become heavy and pushing on it hard to counteract the force would seem very unnatural and unnerving, especially on the 1st flight. The Dynon has a trim indicator gage on it that appears after calibration. What does it indicate now? Where was the trim set for take off? xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx The above is from the US forum and answers the question I have had, how much stick force in a runaway trim for an RV12. I have done the same tests in the Musketeer, manual trim stabilator and RV6a electric trim conventional elevator trim tab. Scenario based training like Dan Gryder advocates, less surprising when it happens for real.

I would like to make a rule that all calls in the ctaf cannot include local place names. Direction and distance only. Not everyone is a local. WTF is that place.

I find it strange the pilot of the N reg RV12 was looking at the tachometer and not the air speed indicator on the takeoff roll. Rearward stick pressure would have been building as the aircraft accelerated.

It is the nature of bare earth strips. Occasionally my strip is a little on the wet side if the water won't all fit through the 18 inch pipe.

The crow hopping at low airspeed is actually a fairly difficult manoeuvre for pilots with no real experience.

I did the self taught thing age 21, in a mk3 Scout, 6 months after the Australian ultralight federation AUF was formed. I guess it was legal, the Thruster Gemini two seat trainer didn't come till 1985 I think. Only scary moment I have had was getting into a holding pattern with 20-30 other aircraft going to Avalon East for the air show. Stupid organisation. The "junior GA reporter" on Facebook is a great resource of what not to do in general aviation aircraft. Read one or two a day will keep you safe.

Will permit, and will be required not the same. A mode C transponder will permit as it stands now.

The tacho on a 582 works from a single independent coil on the stator. Two wires from that coil go to the tach, no 12 volts involved. That type supplied with the 582 requires a minimum load of 1 amp to regulate correctly. The voltage will go high with no load.