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Thruster88

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Everything posted by Thruster88

  1. Thruster88
    Departure call in a ctaf sould be part of the taxi call. No need for duplication. Cowra traffic RV kilo hotel alpha taxi for runway 33 departure to the north West cowra. Repeat departure direction if a rolling runway xxxx call is needed.
  2. Thruster88
    The controller when passing traffic to the inbound aircraft basically gave them the same information they would have received in a departure call from the other aircraft. "Traffic is xxx a xxxxxxxxx departing mangalore for xxxxxxx via LACEY. Going to LACEY way point ment their tracks would cross. It is a lot to remember were every way point is.
  3. Thruster88
    Good point Skippy, from the description of the fuel system the pump(s) will be after the collector tank so they will be sucking thru the non return valves. To much resistance could lead to vapour lock/ fuel starvation. Is the collector tank vented? In which case only the gravity head pressure is available to overcome the non return valve. Fuel systems are not always as simple as they seem.
  4. Thruster88
    Coroners findings have been released for the Mangalore mid air collision. https://www.coronerscourt.vic.gov.au/sites/default/files/Mangalore Aircraft Accident (LC COR 2020 000950) - Form 37 .pdf His advice, get IN.
  5. Thruster88
    Holbrook '92 I think. Thruster T500 25-400 that I have owned and operated for 34 years now. I am doing my bit to promote Thrusters, have got some young guys going in Thrusters in my area to keep the knowledge and dream alive.
  6. Thruster88
    Exactly. However neither aircraft was probably visible to the other once they were on final. One behind, one below the nose. If either or both aircraft had adsb in and out a quick glance at a screen would have alerted them to the proximity. We cannot rely on adsb, systems can fail, it is just a very good tool to have. Should we not look at the wind sock while in the circuit, it is after all another distraction from keeping a good look out. We can most often get the wind from AWIS before making the 10 mile call. Also helps to plan entry to the circuit.
  7. Thruster88
    As per the statistics I posted previously, final approach is were the real danger is. 12/7/2024 OCC3751 Serpentine Aerodrome WA Jabiru J160-C Jabiru 2200B OCCURRENCE DETAILS SUBMITTED TO RAAUS: The Jabiru 160 was on mid finals for runway 05, when a VH reg... OCCURRENCE DETAILS SUBMITTED TO RAAUS: The Jabiru 160 was on mid finals for runway 05, when a VH registered Socata TB20 overtook them, directly above them. The VH registered Socata TB20 then continued to descend in front of the Jabiru 160. The instructor took immediate action by diving to the right however the difference in approach speed of the two aircraft meant that the VH registered Socata TB20 rapidly moved away from the Jabiru 160 aircraft. The instructor immediately radioed the pilot of the VH registered Socata TB20 aircraft.
  8. Thruster88
    The Cessna 150
  9. Thruster88
    Pilots can do all that in a cessna 150 at a fraction of the cost.
  10. Thruster88
    I believe Mike said turbulence will do 372 knots so it is considerably quicker.
  11. Thruster88
    Good to know, did not realise they had gone to 12mm threads on the final version of the 582.
  12. Thruster88
    That one has to stay with the engine, no oil is used there unless the crankshaft or rotary disc valve shaft seals are leaking.
  13. Thruster88
    Some reasons 582's can be hard to start. Weak battery, slow cranking will not produce any spark from the Ducati ignition. Throttle not closed completely results in no choke. Gapping one plug per cylinder at 0.4mm (standard 0.5mm) will improve starting performance.
  14. Thruster88
    If the oil injection is adjusted correctly the plugs should not be oiled up. I removed the oil injection from my blue 582 from new because I did not want the big oil tank on the thruster and I like simple things. Only carry the oil needed in the fuel tank, cannot fail. If your engine is mounted inverted then oil will run down to the plugs when parked regardless of oil system. Had to remove the plug from the Skycraft Scout and clean before each flight.
  15. Thruster88
    The docile aircraft seem to claim the most victims. Perhaps the more high performance ones get some respect. A 172 or any aircraft will only "fall backwards" if the nose was pointed straight up and some elevator is used as the speed goes away. Not a normal manoeuvre for a 172.
  16. Thruster88
    BR8ES for all 582 engines. The ones with the solid steel top are the best. Aluminium tops will make conductive dust in the caps. Wade Marhlo has them at a good price. Find him on FB or see thruster flyers group downunder for the add.
  17. Thruster88
    A question. If over flying and descending on the dead side for a runway with a right circuit do we make all turns to the right? When I trained all turns were left in the vicinity of the airport.
  18. Thruster88
    Ground speed got very low, winds fairly light. Stall or wake turbulence from two L39's landing in front.
  19. Thruster88
    No, that was Brumby's hangar.
  20. Thruster88
    An engineer smart enough to design that valve should have been well aware of its shortcomings. It could have locked from freezing or a sliver of metal in the hydraulic system. Not unlike MCAS version 1, seriously what were they thinking, let's allow the system WE designed to drive the trim to full down in the event of a single component failure.
  21. Thruster88
    The thing is airline operators gradually improved and stopped doing the things that caused crashes. Meanwhile almost nothing has changed in general aviation pilot performance in the last 50 years. We continue to do the same dumb shite.
  22. Thruster88
    I believe the Ron Wheeler skycraft scout had a lower empty weight.
  23. Thruster88
    It would happen at an equal rate around the planet. Humans make mistakes. There is just more of these beautiful old aircraft in north America.
  24. Thruster88
    I should have twigged with the reference to the AU door handles.
  25. Thruster88
    According to the FAA 84% of collisions in the circuit occur on final, short final or the runway. Obviously this is due to the concentration of traffic into a single line. Perhaps this is why the base call is important. The limitations of see and avoid are shown by the 84% occurrence at a time when it should be very easy to see another aircraft.
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