Thruster88

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.

I bought a ticket, it was just the entry, and I was going anyway, in the Bushcat/Parkes deal. I could not see how it would work based on the usual numbers of people going to these flyin events. I also bought a few tickets in the jet life cirrus. Who doesn't want a Cirrus? The jet life promoter, who has been named in the media, would have been well aware of the total ticket sales at the time of draw. Most punters would have thought all was well when he launched the next promotion with the Helicopter.

I imagine this will result in some prison time, if not our faith in the legal system will be further eroded.

Can Am is a BRP product. So it's a Rotax, should be excellent. Could be a 582 replacement on Thrusters in the future.

Good job Damien getting another one flying again. They are great fun, safe aircraft. I may or may not be be the stuart referred to above. The tiny tach works well if the rotax 582 tacho has failed. This is usually due to the resistor on the tacho coil of the stator failing. Join and make a post on our Facebook group "thruster flyers down under" about your Thruster. message me here if you have any questions.

As a somewhat experienced tail wheel pilot, I see wings level down the runway suggesting the cross wind was not that strong. Then no rudder input when it was required. There would be a fair amount of pressure flying into oshkosh.

If the straps pulled the vertical stabilizer off there would be some marking on the paint. Is anyone actually investing this accident? Will there be a report?

There is still very good value aircraft to be had. Last week my mate and I flew north in the RV6A to SE QLD. He is now the happy owner of an RV4 which I believe was built by rec flyers very own Yenn. Visited my old thruster flying mate who retired near Caloundra for a few nights. Flew home solo and happy.

The like new j230's with new gen4 engines don't seem to be commanding a price that reflects the new price of jabiru and other makes. Long time aircraft market watcher.

Aircraft appeared to be on the down wind for 29 right at Bankstown. Engine failed about were the green adsb line ends and an approach to the closest north south taxi way L was carried out successfully. No spare energy for gear or flaps.

Well done. Aircraft is for sale, might be a bit cheaper now. Very low total time for a late C210 1978 Cessna 210 Centurion II | Aircraft Listing | Plane Sales Australia WWW.PLANESALES.COM.AU A 1978 Cessna Centurion T210M, 6 seater. Known to be a reliable and versatile aircraft. It will cruise at 170 knots and stall at 65 knots. The MTOW is 1,723 kg and empty weight is 1,015 kg. It will hold 409 litres...

We all know Skippy will never miss an opportunity for a dig.

I am sure the efis industry is lobbying the government as we speak.

I am sure we would all love to buy new altimeter, airspeed indicators and WAC charts. FFS.

Hi Mark, back in 81, 82 I did 28 jumps at Collector, while a student at Canberra CAE(belconnen). I really just wanted to fly, the jumping out not so much.