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.

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.

The Cessna 150

Pilots can do all that in a cessna 150 at a fraction of the cost.

I believe Mike said turbulence will do 372 knots so it is considerably quicker.

Good to know, did not realise they had gone to 12mm threads on the final version of the 582.

That one has to stay with the engine, no oil is used there unless the crankshaft or rotary disc valve shaft seals are leaking.

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.

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.

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.

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.

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.

Ground speed got very low, winds fairly light. Stall or wake turbulence from two L39's landing in front.

No, that was Brumby's hangar.

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.

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.

I believe the Ron Wheeler skycraft scout had a lower empty weight.

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.

I should have twigged with the reference to the AU door handles.

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.

- NTSB issues the preliminary report into the accident involving a Lockheed 12A Electra Junior, N2072, that occurred on June 17, 2024, at Seven Lakes Airport Jackson (62GA), Jackson, Georgia: On June 17, 2024, at 1949 eastern daylight time, a Lockheed 12A airplane, N2072, was substantially damaged when it was involved in an accident near Jackson, Georgia. The flight instructor, commercial pilot, and one passenger were seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The airplane was landing on runway 36 at Seven Lakes Airport (62GA), Jackson, Georgia, when the accident occurred. A video of the landing recorded by a witness showed that the airplane veered off the left side of the runway during the landing roll. The airplane subsequently collided with trees. Examination of the airplane at the accident site revealed that the airplane came to rest about 1,682 ft down runway 36, about 50 ft from the left side of the runway. The airplane's cockpit was crushed aft toward the cabin. A tree trunk about 2 ft in circumference was observed within the cockpit. The instrument panel was buckled around the tree trunk. The pilot, co-pilot, and passenger seats were crushed up and aft. All flight control surfaces remained intact, and flight control continuity was traced from the flight control surfaces to the cockpit. The flaps were found in the extended position. The engine throttle controls were in the closed position, the left and right propellers were in the “high pitch/decrease rpm” position, and the left and right engine mixture controls were in the lean position. The left fuel tank selector was in the “OFF” position, while the right fuel tank selector was displaced from the panel, and its position could not be reliably determined. The carburetor heat controls were in the cold position. The flight control lock was released. The tailwheel lock control lever was found in the locked position, but the locking tab mechanism on the tailwheel assembly was unlocked. Examination of the main landing gear braking system revealed that the steel braided brake line B-nut fitting, which connected the right brake caliper to the rigid brake line attached to the right landing gear strut, was finger-tight, and hydraulic fluid was observed leaking from the fitting. The respective B-nut fitting on the left main landing gear was tight and could not be moved by hand. No fluid leakage was observed from this fitting, but hydraulic fluid residue was present around it. The airplane was recovered and retained for further examination - Report: https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194488/pdf A good reminder to check toe brake pedal pressure before landing an aircraft that is somewhat reliant on brakes for steering, example RV6A.

Have you seen it fly. Testing it near a large apartment block seems a little strange. Anyone recognize the building?

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.