Thruster88

I reckon xair 4186 is perfect. This is what he will be saying in each radio call. Hear it, see it, situational awareness here we come.

We only look after one radial, a Beaver, it has a filter. All the certified aircraft have an alternative air supply, carb heat or a spring loaded opening.

I have yet to see a piston engine aircraft without a filter. The turbine Airtractor aircraft most definitely have filters.

The vid of it flying looks a little CGI. It will be a thing when VH-8A8 appears on flightradar24 or flightaware.

Crankcase breather to stop the skins getting oil soaked?

I like watching dash cam vids, it is a way to see what is really causing crashes in much the same way as reading aircraft accident reports. What is interesting is many dash cam owners are really shit drivers. After a collision that would have been easily avoided they speak about them selves in such derogatory terms, all very strange.

Like a Thruster, you can keep an eye on the engine as you fly.

Yes energy is the square of speed, this is why turning into wind for a forced landing can make all the difference. 45knots stall + 15 wind = 60. 45knots stall - 15 wind = 30. 3x3=9. 6x6 = 36. 36/9 = 4. That is 4 times the energy available to deform your aircraft and body. Just keeping it aircraft related.

978 UAT is not used in Australia.

It was a shame the carb socket split however the real problem here is the fact that the pilot stalled the aircraft which subsequently entered a spin. The pilot did not seem to understand how airspeed is controlled. Lucky not to die.

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?