Thruster88

In this discussion I am more interested in the pitot aspect than the medical. If you are suggesting the answer to the mount Gambier crash that killed two innocent victims was for the non instrument rated pilot to press the blue button then you are just another muppet like that person flying the tb10 was. Have you read the report and looked at the inbound track and weather at time of departure?

Yes friday 16 looks like rain over most of NSW, Saturday and Sunday look ok. Will have to reposition the aircraft, otherwise runway will look like this next Saturday morning🤔. Ground is so wet now 20mm makes a flood.

https://www.cherrabah.com.au/restaurant/ Went there about 25 years a go in a c172xp.

The requirements for pilots to fly for angel flight missions are not onerous. They can be found here https://www.angelflight.org.au/support-us/pilots there is nothing stopping any pilot that meets the requirements flying for angel flight. The aircraft just has to be certified and have a valid maintenance release. I own an experimental and it is brilliant, however I can see why they don't allow experimental.

The other thread has been closed so only discussion about price, availability and suitability etc, no global warming or intelligence BS please. A brief recap of how GAMI developed the product and how it may all work. I think it will be a very good thing for anyone with a traditional certified aircraft or engine.

Brumby Aircraft have done done some. https://www.planesales.com.au/details/Listing/Single-Engine-Propeller/8770/2022-Brumby-610-Evolution-Aircraft?utm_source=ListingID-8770&utm_medium=banner&utm_campaign=2022 Brumby 610 Evolution Aircraft

$2000 and it didn't come with documents.?

We all know that stalls occur when the critical angle of attack is exceeded. For pilots not involved in aerobatic manoeuvring stalling has every thing to do with airspeed I would suggest. Whether that is straight and level or a 60° banked turn, fly the appropriate airspeed and all will be good. The other thing is many, most? recreational aircraft have no angle of attack stall warning devices. Only 1/4 of my aircraft have this feature.

The Gami G100ul approval https://www.avweb.com/ownership/fuel-news/gami-unleaded-avgas-stcs-approved-for-ga-piston-fleet/ This will be good news for owners of turbocharged piston aircraft who live in California.

There is a difference between maximum structural cruising speed, Vno (start of the yellow arc) and maximum maneuvering speed Va (often not marked on ASI). For the Beech 23 Vno is 136knots and Va is 118 knots IAS, there is no mention of wieght in the POH, I guess they worked it out on the worst case and kept it simple. For the RV6a Vno is 156knots and Va is 117knots IAS again no mention of wieght. Most thinking pilots will err on the side of caution.

The only structural failures in Thrusters I think have been the result of failure to inspect properly and or substandard repair to damaged aircraft, straightening critical parts etc. The 582 has been a brilliant engine for me over the last 32 years. New complete in 2015 with B gearbox was $7700, excellent value for a light 65hp engine that will do 500 hours easily.

Standard empty weight of a Cessna 150 is 490kg so min flying weight would be about 600kg. Many aircraft have cruise speeds far greater than Va (example all RV's). As for any aircraft the PIC should read the POH and operate the aircraft within its limits. Nothing wrong with flying a group G or even a Cessna 210 by yourself.

Having observed many ASI being tested in the hangar I don't believe there is any lag. It would happen if there is a significant but not complete blockage in the pitot line. The reason there is no lag is because there is no flow, it is pressure in a closed system. Squeeze the hand pump on the test rig connected to the pitot tube and the needle will immediately jump up 10-20 knots and stay there if no leakage. Lag could also be caused by problems with the mechanism as facthunter said. This is why we test them in the hangar.

Flying into wind and experiencing a rapid reduction in head wind due to gusting is no different than flying down wind and experiencing a rapid increase in tail wind due to gusting. Gusting can also be vertical resulting in an instant increase or decrease in angle of attack. It matters not which way you fly. The down wind myth will live on.

Yes differential braking would have been available. The ATSB will not investigate.

A paper WAC is 552 wide by 443 high. This is just the map part in southern Australia, they get bigger as you go north?

Read the ATSB report. I wonder about the cost of the ATSB report versus the Coroner's report and there worth for pilots and the general public. The coroner appears to have little knowledge of aviation. https://www.atsb.gov.au/publications/investigation_reports/2018/aair/ao-2018-078/

No oil will be lost if the breather pipe is not disrupted. The open end of the breather is way above the oil level now.

Elevator trim tab is in a fair nose down position, not what you would expect for landing with one pob. Maybe a go round.

This has a good graphic of the traffic with the radio calls in real time at about the six minute mark. Not sure if the c152 said I am going around or you go around in the final transmission. I will always maintain having traffic on a screen greatly improves situational awareness and only takes a glance now and then.

It is fire season over there now so it will be ok.😁

That is the rule in Australia. This is like something we see on dashcam, neither party will yield. Sad and stupid.

From the FlightAware data it looks like the cessna 340 making a straight in approach to runway 20 hit the cessna 152 on final for 20 at about 400-500 feet agl. The 340 was maintaining 190knots in a steady descent.

It would seem unlikely that the student froze on the controls. He had been flying for 10 years and had 250 hours (that is an hour every second weekend over those years so not nothing). He had also previously taken an aerobatic trial flight in a Decathlon. He wanted to do the aerobatic endorsement in the C150. Would the student do the first spin or would the instructor demonstrate and talk through the procedure?

It has to centred behind the pilot looking out front. If we can see attitude, airspeed, controls, weather and what was happening leading up to any upset there would be little doubt as to how it all went down.