Thruster88

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.

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.